IronWorks March 2014

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Reader Service No. 10

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Reader Service No. 11

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Contents

MARCH 2014

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ON THE COVER

Volume 24 • Number 2 • Our 199th Issue Here at IronWorks, we think garages are more than just places for picnic coolers and borrowed lawn mowers. That's why we're proud to feature a garage built custom on this issue's cover, a stunning Knucklehead that puts a racing twist on an American classic. Speaking of classics, we've also got a period-correct Panhead and two Shovels from different ends of the custom spectrum. There's even solid info for Evo owners considering the big question: "Rebuild or replace?" So tune in and kick back!

FEATURE BIKES

FEATURE STORIES

Big Bird’s Panhead ................................10

Mark V’s 20-year-old Evo .......................26

The Shovster Lives Again........................18

Exclusive! Evel Knievel Tribute Build .........33

Max Ness’s First Victory ........................22

The Art of Paul Smith ............................44

Live Fast ’14 Street Glide Custom ...........30

Behind the Iron Curtain ..........................54

Custom Services at their best An old project in a new light

The youngest Ness shows his mettle The only way to ride

Knuckling Down in the Garage.................34

A trusty steed gets a heart and lung transplant A nod to the original stuntman Creator of an iconic look Led Sled Customs

Home built perfection

DEPARTMENTS

Steampunk Dream.................................40

Letters ................................................16

A hot ticket from American Biker

Grandpa’s Ghost ...................................46 Like grandfather, like grandson

Old World Softail...................................50 From Lord Drake Kustoms

IW GARAGE IW Product Review: SuperTrapp..............43

Readers sound off

Made in the USA ..................................52 Cycle Electric

Builder’s Cornerstones Buyer’s Guide.......63 Keys to your puzzle

Seasoned Citizens .................................70 1973 Aermacchi Sprint

Tunable 2:2 power

REGULARS

IW Product Review: KISS Products..........43

Marilyn Stemp ........................................6

Tour Pak EZ Mount

Welding with Lincoln and The Guys ..........57 Patience and the Precision TIG 225

Shop Time with Mike Witt ......................58 Rompin’ stompin’ Softail

Led Sled Belt to Chain Conversion ...........60 The final drive solution

Project Planning 101 .............................62 Pro advice to get you started

S&S Cycle V-Twin Revival ........................66 883 Sporty, Part 1

Bikers and civil obedience

Sam Kanish ............................................8 New fish, blue fish

Rick Fairless .........................................15 In the beginning...

Ed Youngblood ......................................68 Cannonball Baker

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Reader Service No. 12

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The Other Half MARILYN STEMP

A Shining Example Burns Bright

M

y friend David called a few days ago, asking if I’d help him prepare a document he could take to a town meeting.

He’d been asked to sit on a study committee—not for the first time as I later learned—and he wanted his report to not only reflect his research but to also clearly explain his thoughts when he read it at the meeting. Civic duty comes naturally to David, who is a perpetually busy man despite his 80 years of age.

I met David almost 19 years ago, not long after I moved to North Carolina. He’d been a reader of IronWorks since the early days. When founding editor Dennis Stemp wrote a column in the magazine around 1995 about our move to the Carolinas, not too far from David’s home in High Point, David took note and decided that one of these days he’d ride by and meet Mr. Stemp.

And he did, more than once, too. In fact, a friendship developed between the two. It was seldom considered a surprise, more rightly termed it was a delight, a pleasant break in a frantic day, when David would roll into the driveway at Iron-

the day he bought her some ice cream during a road run along the Blue Ridge Parkway, when this 8-year-old girl-child who wasn’t much into noisy motorcycles was getting bored. My son is grateful for the day David and a friend hitched up a trailer and traveled almost to Wilmington to pick up his crashed Sporty before the misnamed “Buddy,” a crazed and nasty re-claimer, racked up one more day of obscene “storage” fees. Me? I’m pretty sure David was in the group of riders whose revving engines escorted us to the churchyard the day of Den’s funeral.

So it was good to see David recently, though if you had asked me beforehand if there was room in my workday for this sort of activity, I might have said no. Time flies by in a blur most days, and it’s dark outside the window across from my desk before I know it.

But after David explained in sincere and thoughtful terms what it was all about, the importance was clear: he’d been charged with a civic duty and he

meant to see it through.

Inspired and motivated by David’s attitude, we dove in Works Central. Sometimes to work. I questioned him, he was with a riding buddy, he paged through his notes sometimes not. He’d chat (in longhand on a legal pad) for a few minutes, say and we carved out some where he was riding to or thoughts. He wanted to be where he’d been, then head ready to deliver his remarks off. Never a bother or burat the meeting several days den, always a welcome hence. He’d take copies of respite that left us rehis report for the rest of the freshed by a new perspeccommittee, too—but he Dennis took this snapshot of David (right) and his riding buddy Tommie Holmes on one of their tive and ready to get back would not pass them out visits to IW HQ. to work. His visits reminduntil he’d presented his ed us of why we produced IronWorks: for people like David who thoughts verbally first. Quite savvy, this guy. read and rode.

Now take a minute to think about the prevalent political maneuSomething you need to know: as casual as it sounds, my saying vering these days, the posturing and game playing, the infernal that David stopped in now and then, shouldn’t make you think that waste of resources we’ve grown all too accustomed to. Compare David is a casual rider because he isn’t, not by a long shot. Longthat with this one person, stepping up to do his duty when asked. time readers might recall the story from 1999, when we planned Better still, he cared about it and took the charge seriously. to meet David at Tilley Harley-Davidson in Statesville, NC. That was When David left my office that afternoon, he took with him 25 the day H-D’s Vice President of Powertrain Operations Ken Sutton copies of his report and he seemed armed by them, ready to take presented David with the key to a brand new Twin Cam motorcycle on whatever came along at the upcoming meeting. He was ready in exchange for the ‘87 FLT he’d ridden for almost 500,000 miles, and resolute to make his points and back them up. its service and maintenance meticulously recorded along the way.

The man who rolled out of the driveway that day certainly didn’t Ole’ Charlie, as David dubbed the bike, is now in the Harley-Davidseem like other 80-year-olds I’ve met and you have to wonder if ridson archives and David has since put 279,000 miles on the “new” ing a motorcycle all these years has contributed to keeping him so bike. And these are only two of the bikes David has clocked miles young. His sense of adventure hasn’t diminished, nor has his interupon. One afternoon he stopped into IW HQ on a Rotax scooter. est in meeting new people, seeing new things, or learning more When Dennis remarked that our place was a pretty good ride from about the world around him. He still rides almost every day. Let High Point on a scooter, David said, “Oh, I’m not coming from me say that again: he still rides, almost every day. home, I’m heading back there. I was in Texas!”

I went right back to work at my desk after David was gone and After Dennis passed, David still visited. With a buddy, without you know what? I felt renewed, refreshed and ready to tackle whatone, on the way to or from somewhere. My daughter remembers ever came along. See what you can learn from bikers? IW

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IronWorks March 2014

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Reader Service No. 38

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The Solo Saddle SNAKEBIT SAM KANISH

I’ve Seen This Fish Before

B

ack in the third quarter of 2013, I read an article about some financial wizard’s view of Harley-Davidson and its stock. Now, I admit that I don’t know a thing about the stock market or basically anything connected to the world of finance. Let me illustrate this: if I withdrew all the money out of my 401K right now, I seriously doubt that I could afford to buy a top-of-the-line Canon digital camera with it.

I never made real big money, I lived paycheck-to-paycheck and didn’t salt anything away because basically, I didn’t think I’d get this far. I keep telling my family that when I go, the first one to my wallet gets the estate because there’s nothing in the bank.

But getting back to the guru’s musings, he said that he wouldn’t, nor would he recommend that anyone else, buy shares of HOG (the market’s designation for Harley-Davidson). His reasoning for this is that he thinks Harley-Davidson has a bleak future. His said at that moment Harley, even though it has branding power and high return on equity, was trading higher in both trailing earnings and sales compared to the other S&P 500 companies. Now, that’s all Wall Street speak to me, but he also said that even though Harley had seen slight sales improvement, he doubted that it would continue.

Why? Because he says the largest demographic for buying Harley’s bikes is the 40—49-year-old white male, and that population is shrinking and will continue to do so. The “Baby Boomers” are past buying motorcycles, there’s not enough “Generation X” folks to rejuvenate sales, and “Generation Y” folks don’t look at Harleys like their dads did. As evidence, he points out that Harley has decreased production by almost 30% in recent years. He must have missed the memo about the company downsizing to increase profit margins.

Also, I think I remember hearing something once about the law of supply and demand.

Like I said, I might not know finance but I’m pretty sure that the folks in that brick building on Juneau Avenue in Milwaukee are no dummies. They may be stubborn and sometimes look to us like they don’t have a clue, but the company has survived more than 110

years through wars, depressions, recessions, concerted efforts by foreign companies to run them out of business, and so-called experts writing them off. These ups and downs seem to run in cycles (no pun intended) and each time H-D has come back stronger than ever.

There’s no reason to believe that it won’t now or in the future.

Now, I don’t know what sales are like in other areas of the country, but where I live the Street Glide is the hottest selling Harley, followed by the trikes. Sure, both of these motorcycles are what some pundits call “Geezer Glides,” but the people buying the Street Glide seem to be younger than Harley’s so-called target market age of 40—49. Trike sales are booming because those “Baby Boomers” that got the call later in life to start riding to satisfy that lingering Easy Rider dream are now trading in their Sportsters and Softails for three wheels.

Another reason to believe the company will be just fine is that the times, they are a-changing. Just when you thought it was the same old Harley, they come out with the Project Rushmore line of bikes.

Sure, from afar they look much the same, but up close and personal there are lots of changes. So much so that people are now trading 2013’s in on new 2014’s. Then, before the dust settled from the launch of Project Rushmore H-D shocked the world (well, not really since there had been rumors,) by bringing out two new, smaller bikes.

These new smaller bikes with their liquid cooled engines and lower price range are targeted at the younger, hipper crowd. And if the younger riders like them, then there’s a good possibility that they will be brand loyal for life. That’s because Harley doesn’t just sell a motorcycle, they sell a lifestyle. A former Harley exec once told a crowd that if humans were a rational species, we’d all be riding motorcycles that cost less than Harleys because “All motorcycles in the world do the same thing: they go forward on two wheels under power.” But we’re not always rational, so we’re willing to spend the extra money to get a Harley and all that goes with it.

As for that financial wizard’s outlook, I’m sure he has his valid points from his perspective, but from where we sit I’m sure you’ll join me in saying to him, “If I have to explain, you wouldn’t understand.”

Ride Safe! IW

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Reader Service No. 13

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Big Bird’s Panhead Rising like a Phoenix, and just as colorful Story by Sam Kanish Photos by Jack McIntyre, www.bikerpics.org

J

ohn “Big Bird” Leison says he’s been riding motorcycles ever since he got his learner’s permit when he was 16-years-old, which was a long, long time

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ago. But we’re not saying how long! Let’s just say that John has seen a lot of fads in motorcycling come and go. Over those years, he’s ridden his share of bikes but the majority of his riding time has been on his beloved Panhead.

John found the bike in Chicago back in 1975 and bought it as a basket case.

Now, back in the mid-70’s most people built their bikes as either a radical custom or a bobber style that you could actually ride and enjoy. John built the Pan to ride, and it soon became his daily driver. The bike was tastefully done in black with just the right amount of chrome, a sprung solo seat, a P-pad, and a 2-into-1 exhaust. It

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Bird and the Pan, back in the day.

also had some unique items that were handmade for the bike by his dad.

As all of us know, the longer you have something, the more you become attached to it. So you can imagine how bad John felt when he and the bike got busted up pretty good in a bad accident several years ago. After finding out about the accident, his friends at Customs Services Motorcycles in Lake Geneva, Wisconsin stepped in to help John get the Panhead back on the road.

While John was on the mend, brothers Jim and Bill Jones, owners of Custom Services, set about helping their downed friend and his bike. Not only did they plan on resurrecting the bike and keeping its period correct old school bobber look, but they also wanted to incorporate some mods and upgrades in the rebuild that

John had long dreamed of doing. He never got around to these upgrades because he didn’t want to put the bike in a shop long enough to do them, partially due to a lack of cash and simply because the parts didn’t exist back in the day.

First off, Jim and Bill recovered and repaired as many components from the bike as they could. This included molding and fabricating a pocket into the 1957 rigid frame so the front of a modified Mustang gas tank would slide into it, giving it a seamless look. They bead-rolled the edges of a front fender from a 1999 Road King to use as a rear fender to match the front, which is a cut down and narrowed unit from a Gold Wing. It was also notched on the left side so the chain would clear, then reinforced on the sides so it’s strutless, but still strong enough to

Bird and Jim

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Specifications Name: Bird’s Pan Owner: Big Bird Builder: Custom Services Motorcycles

GENERAL

Year: 1957 Make: Harley-Davidson Assembly: Custom Services Motorcycles Timeline: 3 years

FORKS:

Type: Mean Street Triple trees: Billet Type: Dual disc Extension: None

ENGINE:

Year/Model: 1965 Panhead Rebuilder: Custom Services Displacement: 88” Lower End: S&S Balancing: Custom Services Pistons: S&S Cases: S&S Heads: STD Cams: Andrews Lifters: Sifton Carb: S&S Super E Air Cleaner: Crime Scene Choppers Pipes: Vintage R&B Performance Ignition: Mallory

TRANSMISSION:

Year: Late-model Shovel Builder: Baker Type: Polished 6-speed Primary: BDL belt Final Drive: Chain

FRAME:

Year: 1957 Designer/Builder: Harley-Davidson Rake: Stock

WHEELS AND TIRES:

Front Wheel: Billet hub, aluminum rim, custom laced Front Tire: Avon Size: 19” Rear Wheel: Steel laced w/stainless spokes Rear tire: Avon Size: 16” Rotors: Revtech, polished Front Brake: Revtech dual disc Rear Brake: Revtech single disc

ACCESSORIES:

Bars: K&N Super Bars Risers: 6” Fenders: Custom Services Gas Tank: Mustang, modified Oil Tank: Paughco, modified w/oil filter mount Headlight: Arlen Ness Taillight: Tombstone Speedo: Auto Meter Foot Pegs: Legends Electrics: Mallory and Custom Services Seat: Custom spring seat w/coil over shocks

PAINT:

Bodywork and molding: Custom Services Painter: Jim Jones Color: Candy Apple red, w/flames & pinstriping Powdercoating: Jet Coated Header

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support a passenger. Then Jim applied the Candy Apple red base coat with pearl orange and yellow flames and added some lime green freehand pinstriping to it.

While this was going on, the engine rebuild and upgrade was in progress. After tear down, the guys at Custom Services decided to use S&S stroker flywheels and pistons inside brand new S&S cases, thus bumping up displacement from 74” to a stout 88”. A set of Sifton lifters transfers the power from the roller rockers inside the STD heads to the Andrews cam. To make sure it all runs smoothly, Custom Services also balanced the whole works.

Then an S&S Super E carb with Crime Scene Choppers finned air cleaner was bolted on, as was a high volume oil pump, S&S finned gear cover, and a pair of Custom Cycle Engineering aluminum finned rocker pans. A vintage R&B Performance exhaust was used to funnel the exhaust gasses. And to get power from the engine to the rear wheel they installed a latemodel Shovelhead Baker 6-speed tranny engineered with a custom offset so the BDL primary would fit.

Re-assembly began by bolting a Mean Street front end with billet triple trees and dual disc brakes to the frame. In-house custom made and modified items include the oil tank, battery cover (made to com-

plement the custom made coil-over spring seat) and chain guard. A set of K&N Super Bars, an Arlen Ness headlight, a speedometer from Auto Meter and a tombstone taillight were the finishing touches.

When the Pan was done, John could hardly believe it was his old bike. It was everything he dreamed of and more, as the guys at Custom Services had also incorporated some of those little personalized items that John’s dad had made for the old bike onto the new edition. John says he can’t say enough about his good friends at Custom Services and how professional they are in their work.

Another thing that John’s really stoked about is the IronWorks Editor’s Choice Award his bike captured at the HarleyDavidson Museum bike show during the 110th Anniversary celebration. You know what, John? We’re pretty darn stoked about your Pan! IW (Continued on next page)

“It’s a passion and a hobby!”

Think you’d like to see more? Go to www.IronWorksmag.com and click on “Bikes.”

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Reader Service No. 21

Reader Service No. 15 IronWorks March 2014

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Custom Services Keepin’ it real in Wisconsin

Y

ou might think that one bike shop is much like another, but that’s not so.

Sure, they have similarities due to essential equipment requirements, but they have individual personalities too.

This became immediately clear when I visited Jim Jones, proprietor with his brother Bill of Custom Services in Lake Geneva, Wisconsin, southwest of Milwaukee.

There was no snarling dog, no chainlink fence and no greasy parts pile. On the contrary, this shop was remarkably organized and as close to pristine as any shop I’ve seen. More impressive, it was chock full of work. Each lift was loaded with a bike in progress and each nearby tool shelf was impeccably ordered. Don’t get me wrong, this isn’t the operating room at the local hospital,

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it’s a working shop, but seldom have I seen one so well put together.

Though they’ve been in business for 20 years, I first learned about Custom Services from Tony Pan, whose Custom Servicesbuilt ’48 Panhead bobber we found at the H-D Museum custom bike show in 2012 and featured last April. I’d talked with Jim Jones for the story on Tony’s bike and decided to make a point of visiting his shop during H-D’s 110th. But before that could happen, another bike caught our attention; Big Bird’s Pan, featured on the prior pages, came rolling into the Museum’s 2013 custom show. It was quite a looker so I shouldn’t have been surprised to learn it was a Custom Services build too. Still, it was a serendipitous happenstance for sure.

Not one for fussing, Jim Jones gets right to the point: “We build plain, simple bikes,” he said. “It’s what we’re known for.” That may be, but like most things that appear simple, this isn’t. They specialize in building the older models, Shovels, Pans, custom hardtails, bikes with hidden suspension, even trikes and bobbers like Tony Pan’s built-toride custom. When the shop was younger, before they got so busy, they handled restoration work for the local Harley-Davidson dealers, but they have plenty of their own restorations to tend to these days. And there’s no love lost here for unnecessary bling and functionless trifles. “It annoys me to see fake stuff in magazines and on TV,” said Jim. This place is all about authenticity.

There’s no showroom to speak of, you simply walk right into the shop. But Wisconsin business requirements dictate that a fabrication shop must maintain a separate retail space. So adjacent to Custom Services— the bike shop—is a separate business called Creeper’s Customs reserved for retail traffic like T-shirt sales. The shop itself is well equipped with numerous work bays, mills and lathes, a wiring station, dyno, paint booth, and stacks of bright red toolboxes floor to ceiling. Welding and fabrication tools and materials are housed separately to keep noise and debris down.

Custom Services does quite a bit of overseas business, too, shipping finished bikes literally all over the world. For the H-D 110th, one customer was coming in from Australia to ride the ’48 Pan they’d finished for him. It would be shipped to him in Australia after the week’s end.

When I asked Jim how he and his brother Bill divide up the workload, he said, “We both just do it all. We even get along—at times.”

There’s nothing like a family business, huh?—M. Stemp

*RESOURCE

Custom Services Cycles • Lake Geneva, WI 262-248-2818 • www.creeperscustoms.com

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Fairless Far Out

RICK FAIRLESS, STROKERS DALLAS

Dumbass 101

H

ey ya’ll, I recently got to spend a couple of days with the editor of this fine rag. (Hey Marilyn!) We got to talking about the old days and how I ended up in the motorcycle business. So, Marilyn thinks my story is inspirational and she asked this knucklehead to share it with you knuckleheads! So, here we go with the story of how I came to live my dream in the motorsickle business!

Back in 1995 I was a perfectly happy guy with a wife and a mess of kids. I was working for the Glidden Paint Company as the #1 sales rep in the country, making good money, but I always felt like something was missing from my life. I sold paint by day, and lived to ride my scooter after work and on the weekends. Me and my buddies would get together every weekend and ride the wheels off them bikes! We’d hang out at my house and have the stereo blaring, the beer flowing, the BBQ smoking and them V-Twins humming! Life was great!

So, come on Fairless, how did you end up in the motorsickle business? “Ok, Ok, I’m getting to that.”

I had been working for the Glidden Paint Company for 20 years and I was eligible for retirement, which never crossed my mind.

But, when us boys were all BSing and the beer was flowing, it was always something like, “What would you rather be doing with your life?” We all had different ideas, but my life dream was to own a Custom Chopper shop with an adjoining beer joint. That was my crazy dream, ya know, kinda like me hooking up with Pam Anderson, just a stupid dream. (Hey Pam, call me if you’re reading this!

I still can dream, can’t I?) Well, at that time Easyriders magazine had just started opening some Easyriders motorcycle franchise stores around the country.

My pal Joe T and I used to talk about how cool it would be if somebody would open an Easyriders store here in Dallas, where we could see parts from industry legends like Arlen Ness, Donnie Smith, Dave Perewitz, Don Hotop, Sugar Bear and Pat Kennedy. I mean, the only way we got to see cool parts was in the catalogs in the Redneck land of Dallas, Texas! So, after a couple of months of wishing somebody would open an Easyriders store here in Dallas, it hit me...WHY CAN’T THAT GUY BE ME? I figured I was of average intelligence and I knew I had a dang good work ethic, so maybe I could make it work.

Actually, I never really thought it would happen, but I wanted to at least say that I tried. I made some calls to Easyriders out there in California and initially the talks went good. But, then I talked with the head cat, Brian Woods, and he asked me who my partners were. I told him that I don’t do partners and he said that he had seen my financials and I didn’t have the dough to open a store on my own. I told him that I was trying to get an SBA loan. As soon as I said that, he laughed and said, “Rick, you’re a middle class white guy with long hair and a beard, you’re not gonna get an SBA loan.” “Yeah, well, I’m gonna try,” I said. He replied, “Yeah well, we’re gonna keep looking for somebody in Dallas, because you’re not the right guy.” I swear to God I thought I was gonna start bawling, but I kept trying anyway. He happened to come to Dallas a few months later and I met with him and sold him on me

IronWorks March 2014

Rick the regular rider, before he established his empire. and my vision, and he told me to hurry up and get my financing because I WAS “his guy in Dallas!”

So now I’m pumped! I applied to a dozen banks for the SBA loan and they all turned me down, except for two that knew me, Rick Fairless, the person. I got the best rate from my bank and the banker only had one stipulation: I had to have my Dad co-sign the note. First I thought WTF? Then I thought, well, if that’s what it takes then I’ll go talk to my daddy! My Dad did co-sign and I got the loan. (It was a 10-year loan that I paid off in 7 years!)

So, I opened the motorcycle shop and I immediately started on trying to get the bar open. It was tough because the city of Dallas didn’t want a Chopper Shop and a Biker Bar on the same property. But, I kept at it and I got it done. So now I owned Easyriders Dallas and Strokers IceHouse. Several years later Easyriders decided to drop the franchise program so all the Easyriders stores had to shut down or change their name. I changed my name to Rick Fairless’ Strokers Dallas and I never looked back. I was scared to lose the Easyriders name, but I had confidence in my ability and it just made me work that much harder.

So fast forward 18 years and I’m still here working away. Now my little empire consists of four companies: Rick Fairless Strokers Dallas motorcycle shop, Strokers IceHouse beer joint, Strokers Ink tattoo parlor and RF Custom Parts. I’ve been here through the great times of the late 90’s and through the horrible economy we’ve experienced over the last five or six years. I’ve seen many motorcycle shops and beer joints come in and try to take my business and I’ve seen almost all of those shops go out of business.

Well I’m still here, working 15 hours a day, every day, eight days a week. I’m working my ass off and living my dream, and I wouldn’t have it any other way!

Oh yeah, one more thing, if you wanna live your dream like I’m living my dream, all you gotta have is extreme passion and a dang good work ethic.

I always tell people that if a dumbass like me can be successful, then anybody can!

How do you like me now?

Rick Fairless

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Letters

R&

eaders, writers...

iders

Reader Service No. 17

IronWorks, After reading the IW August ’13 issue I noticed a short story about Cycle Alley Riders M.C. and it brought back many a good memory of the club that raised me in the ‘50s. These guys were giants in size and reps. They were WWII vets who’d been through the highway of hell. It was then a group was created called the Worlds End M.C. for guys who had a certain attitude towards society and created their own society. They kept to themselves, drank beer by the gallons, and fought anybody and everything, but they never went looking for trouble.

After I got busted it was only those old timers in Worlds End M.C. who stood by me.

Most are gone today in Harley heaven and I will always salute those guys.

Raymond Manchester Woodbourne, NY

Thanks for your letter, Raymond. Only a few of those post-WWII clubs have persisted but plenty of young men became motorcycle riders because of them, as you did. They may not have looked for thanks but they likely earned it. —ed.

Editor, I read your 2013 December magazine. You talked about Leo Payne’s “Turnip Eater.” I was a friend of Leo’s. Leo and I rode to Daytona Bike Week 1958 from Cedar Rapids, Iowa.

I still ride at the age of 76. Now I ride a trike.

I would like to see you write some things about the 3 wheelers.

Ken Dvorak Cedar Rapids, IA

Riding to Daytona with Leo Payne? There has to be more to that story! Glad to hear you’re still riding, Ken, and we’ll take your request into consideration. —ed.

Reader Service No. 18 16

Marilyn, I was visiting with Donnie Smith, showing him my progress on a bike he (and Rob) helped with, to do the initial graft of the rear section. I asked Donnie about his familiarity with magazine staff and he mentioned you. I picked up IronWorks and noted “cranial fortitude” in your editorial and that confirmed my earlier conversations with

Donnie that you are the kind of person I would like to meet.

I brought the bike to Tom Rad’s Rumble on the Deck custom bike show in Stillwater, Minnesota and it won People’s Choice, Non-H-D, and PPG’s Best Paint award. My goals for this bike in the next year are to have it covered in your magazine and to do a few indoor bike shows.

Rob Peterson Spring Valley, WI

Rob, “cranial fortitude?” I’m flustered by the description, not to mention intimidated about living up to it, but thank you!

Your bike is so nice and I appreciate your enthusiasm. You might have noticed that we mainly run V-Twins in IW so that could be a stumbling block. But why not let IW readers decide?

So, IW Readers: take a look at these pictures of Rob’s “Softail Triumph” and tell us if you want to see more of it. —ed.

Vincent, Just wanted to extend a big Thank You for the great job you did on the Big Flatty article in this month’s issue. (IronWorks December 2013.) Really appreciate you sharing the bike with your readers. The words were great, and so was the photography. As always, a job well done!

Also really enjoyed Marilyn’s editor’s column.

Thanks for all that you guys do!

Matt Walksler Wheels Through Time Museum Maggie Valley, NC

Matt, it was a real pleasure to feature an honest-to-goodness rideable classic like your flathead. I’d like to see it haul up those Appalachian hills firsthand! —ed.

IronWorks March 2014

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Reader Service No. 16

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The Story by Marilyn Stemp Photos by Greg Hurley

Y

ou’ve seen it before: a dingy, bedraggled old motorcycle leaning against the wall in a garage or used as a platform for piles of dusty boxes overflowing with neglected debris. If you ask about it, the owner might say, “Oh

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Restored by Chance... yeah, that old war horse, been meaning to work on it for ages.” But both of you know that’s not likely.

With that scene set, cast your glance over Chance’s Shovster. It doesn’t look like it now, but the Shovster’s future was once in question as it sat untended for several decades, relegated to the fate of other abandoned and decaying machines.

But oddly enough, what saved the Shovster was the passing of its owner, Wayne Darling. Back in the 1970’s Wayne worked out of a friend’s shop, Motorcycle Specialties in Cleveland, Ohio, and if you wanted to build a custom bike then, you pretty much had to make mostly everything. But Wayne knew his way around a V-Twin, and he also knew the

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main players at that time; people like Ron Trock and Tom Sifton.

First, he cobbled up a Trackmaster racing frame to accept the ’68 Sportster engine; the rear rocker box and engine cases had been welded as part of the Trock Shovster kit. He engineered the chassis to contain the oil in the frame, then mated up a ’77 XLCR front end.

Once he added a Morris Mag rear wheel, Sparto taillight and Corbin seat, he’d essentially covered much of what the custom aftermarket had to offer at that time.

What’s more impressive is this: with those meager offerings, Wayne and the Shovster went on to win Rat’s Hole Shows in Daytona and Sturgis and were also fea-

IronWorks March 2014

tured in Easy Riders in the late ’70s.

So what happened that left the Shovster cast aside in the rubble? Just daily life, as it turns out. As the years passed, Wayne moved the Shovster to the back burner. But he didn’t abandon motorcycling, not at all. In fact, he raised his son, Chance Darling, as a rider and racer from the time Chance was just three years old. “He started me young,” said Chance. “I learned by watching him.”

Chance and Wayne thought about restoring the Shovster now and then, but other things got in the way. “We always talked about redoing it, but we never did,” Chance said.

So when Wayne passed away in 2011

and Chance went back to his Dad’s place, he was startled to find that Wayne had indeed started to take apart the Shovster to redo it. “So I took the bike and all the parts I could back home with me,” he said, where ironically they once again sat in a corner— this time at Barnett Tool & Engineering in Ventura, CA, where Chance works. But not for nearly as long this time around.

“One October day that year I was talking with Mike Taylor (owner at Barnett’s) about the bike,” said Chance. “Mike said he thought it would be cool to redo the bike and take it to the V-Twin Expo trade show in Cincinnati, to have in our booth there.”

Chance was elated at the plan and with

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Specifications Name: Shovster Owner: Chance Darling Builder: Wayne Darling, MC Specialties

GENERAL

Year, Make & Model: 1977 H-D Assembly/Builder: Wayne and MC Specialties Timeline: 3 months

FORKS

Year/Model: 1977 XLCR Builder: H-D Type: H-D Triple trees: H-D Extension: None

ENGINE

Year/Model: 1968 Sportster Rebuilder: Wayne, MC Specialties Displacement: 88 C.I. Lower End: S&S Balancing: S&S Pistons: S&S Cases: H-D, Modified Heads: H-D, Shovel Cams: Sifton Lifters: JIMS Carb: S&S Air Cleaner: S&S Pipes: Wayne Ignition: Magneto

TRANSMISSION only three months to go till the show, he immediately started the tear down. He reused the bike’s original parts almost exclusively, cleaning and refurbishing to bring them back to proper condition.

Looking at the bike with a fresh perspective in a different time, something interesting occurred to Chance about Wayne: “He built a street tracker before they became popular.”

When it came time to consider the bike’s paint, Chance was reluctant to make major changes. So though he enlisted the help of his friend, painter Erik “Flaker” Solorio, his approach was unique.

“I told him I wanted to keep it the way my dad had it painted and just shine it up,” Chance said. “Erik is a perfectionist, so what I wanted him to do was killing him.

He wanted to strip it all down.”

But Chance got his way. “It still has the dent on the back of the gas tank where a shock fell off a shelf and dented it when the bike was brand new,” he said with pride.

When he rolled the restored Shovster into the V-Twin Expo that next February, Chance was gratified by the response.

“There were several people that remem-

20

bered the bike and knew about it,” he said. “Others said it was the nicest bike there.”

Chance quickly assigns credit where it’s due, in particular to Barnett’s Mike Taylor.

“I can’t give Mike enough thanks or say how much I appreciate everything he did for me, letting me restore the bike at work and take it to Cinci,” he said. “It means the world to me that I was able to redo my dad’s bike and make it look like it did originally.”

Better yet, when Wayne’s old friends saw the refurbished Shovster, Chance was surprised at their reaction, though on reflection he admitted his dad was never known as a neat freak. “They said it was actually too nice to be my dad’s! He was never one to polish things too often.”

Meaning the Shovster, in its current state, is just right. IW “I’d take a chance on a sweet ride like that…”

Year/Modifications: 1968 w/Trock Door Primary drive: H-D Final drive: H-D Clutch: Barnett Scorpion

FRAME

Designer/Builder: Trackmaster, modified by Wayne Rake/Stretch: Just enough!

ACCESSORIES

Bars: Barnett Drag Bars Risers: H-D Fenders: Front fork brace Gas Tank: Aluminum Oil Tank: In-frame Headlight: H-D Taillight: Sparto Speedo: None Pegs: H-D Electrics: Wayne Seat: Corbin

WHEELS/TIRES

Front Wheel: AMF Front Tire: Metzeler Size: 19” Rear Wheel: Morris Mag Rear Tire: Metzeler Size: 18” Hubs: H-D Rotors: H-D Brakes: H-D

PAINT Think you’d like to see more? Go to www.IronWorksmag.com and click on “Bikes.”

Bodywork/Molding: Wayne, MC Specialties Painter: MC Specialties, redone by Erik Flaker Solorio Color: Orange and Black Powdercoating: None Anodizer: Bedford Anodizing

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Reader Service No. 19

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A

s Harper Lee wrote in To Kill a Mockingbird, “You can choose your friends, but you sho’ can’t choose your family.” While most of us love our family regardless of the stories they tell or the mistakes they make, Max Ness was especially lucky with the hand he drew. As a third generation member of the Ness family, he’s surrounded by the motorcycle talent, experience and history that’s so often associated with the Ness name. But it’s not all a piece of cake: Max knew he’d have to make his mark on the two-wheeled world through his own grit and determination. “I want to keep proving myself and I always want to have something cool for Sturgis every year,” he said.

So while his first custom build was a Harley-Davidson, for his second go-round, a bike he dubbed Number Two, (a name that carries multiple meanings) he turned to another American brand: Victory. Considering the Ness family’s relationship with Victory, it made perfect sense for Max to exercise his talents on one of these machines. So with just 10 days before rally but plenty of resources at hand, Max set off to get his first Victory rolling.

Max bought a donor bike on ebay, a 2010 Cross Roads model at the right

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price. “I’m a college student,” he said in explanation. Max planned to sell the bike once it was finished to help with tuition. And the schedule was pressing as well. With Sturgis rapidly approaching and the shop staff distracted by the filming of an episode of National Geographic’s Let It Ride Max knew that he’d have to stay focused. This meant that major alterations to the frame and engine would have to wait for another project.

But there was still plenty to do. “I wanted to keep the lines of the Victory yet make it my own,” he said.

The first step was simple, according to Max: “I had to get rid of that big fairing!”

While this improved the profile significantly, there were complications. The remaining Victory headlight clearly wasn’t styled to look right without it’s fairing, so Max had to get creative. A little parts bin raiding produced a headlight from a V-Rod that was a step in the right direction, but there was still something missing. So in the tradition he was raised in, Max broke out the tools and fabricated what he needed to make the bike look right.

The bikini fairing that resulted frames the headlight tastefully, and adds a sharp, aggressive look to the front of the formerly staid-looking Cross Roads. “The fairing bolts right on for a racer kind of look,” Max said. The fairing also made a great canvas for some of the elegant paintwork, laid down by Eric Reyes. “I haven’t seen a lot of people go with brown and it looked hideous at first,” he said laughing. He took some ribbing from a few of the other Nesses about that too, but that was before the 12-karat white gold leaf striping and red highlights were added.

“Besides, I did a black bike last time,” Max said. With as many black bikes on

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ers. “And that’s our new retro brake reservoir. We’re making those for Victorys now,” he said.

Rolling stock also comes from the Ness catalog, with a balanced 23” G3 front wheel and 18” G3 rear wrapped in Avon Venom rubber and with matching brake rotors.

With the stock bags and tank, plus the short fairing framed by modern wheels and striking paint, the end result is a handsome, useable street cruiser. While Max might have come from the right background for this sort of work, that doesn’t mean that the results came easy.

Specifications

the road as there are, this handsome Vic is a brilliant standout.

Elsewhere on the bike, Max went to town with a range of parts and accessories. That’s a Ness Thunderheader exhaust. “I raked out the front end with our Ness chrome raked trees,” added Max. “They add about 7 degrees of rake.”

And since economy was important, some parts, like the chromed ignition and coil covers, were repurposed from a 2013 Boardwalk and the bike’s handlebars came from a Hammer model, a clever use of factory parts in different applications. When this change left no room for the speedo Max simply mounted it to the bars. Other elegant details— “in gloss black and chrome for an upper class look,” said Max—are from the Ness line of Victory accessories, from the RAD III mirrors and hand controls to the Slot Track grips, floorboards, and engine cov-

24

Max glossed over the bike’s name at first, joking about it’s brown color and the obvious associations. Then he explained a bit further, “It’s sort of ironic. It’s my second bike, I’m in my second year of college, second son, second everything. It covers a lot of ground.”

Yep. And plenty of pavement, too.

“Detailed to the Max!”

Think you’d like to see more? Go to www.IronWorksmag.com and click on “Bikes.”

FRAME

Owner: Max Ness Builder: Max Ness

Year: 2010 Designer/Builder: Victory Rake/Stretch: 6 degrees/none

GENERAL

ACCESSORIES

Year, Make & Model: 2010 Victory Cross Roads Assembly/Builder: Max Ness Timeline: 2 weeks

FORKS

Year/Model: Inverted Victory Builder: Max Ness Type: Inverted Triple Trees: Ness 6-degree raked billet triple trees

ENGINE

Year/Model: 2010 Freedom V-Twin Displacement: 106 C.I. Lower End: Victory Pistons: Victory Cases: Victory Heads: Victory Cams: Victory Lifters: Victory EFI/Carb: EFI Air Cleaner: Victory Performance Filter Pipes: Ness Thunder Slip-On Mufflers w/ Deep Cut Billet Tip Ignition: Victory

TRANSMISSION

Year/Modifications: 2012 Engine sprocket: Victory Trans sprocket: Victory Wheel sprocket: Ness G3 Final drive: Belt

Bars: Victory Hammer Bar Fenders: Ness 23” Front Fender Gas Tank: Victory Gas Cap: Ness Beveled Billet Headlight: H-D V-Rod Taillight: Victory Mirrors: Ness RAD III Speedo: Victory w/ custom mount Pegs: Ness Slot Track Floorboards Hand Controls: Ness RAD III Seat: Le Para, designed by Ness

WHEELS/TIRES Front Wheel: Ness G3 Front Tire: Avon Venom Size: 23” x 3.5” Rear Wheel: Ness G3 Rear Tire: Avon Venom Size: 18” x 5” Hubs: Ness Rotors: Ness G3 Brakes: Victory

PAINT Bodywork/Molding: Eric Reyes Painter: Eric Reyes Color: Coco Brown w/ 12-karat gold by Eric Reyes

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Reader Service No. 20

Story and photos by Mark Velazquez, Riding shot by Neil Tandy

A 20-year-old workhorse gets a new lease on life

Evo Revival

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They say that beauty and art are subjective. As a photographer, I’ve seen both sides of the fence in this crazy motorcycle world. That being said, I’ve always tried to keep my life and my bike simple, but with a big dose of perfection.

My story begins last winter, almost two years post cancer. My much loved but very tired 1993 Evo had been running sluggish. And who can blame her?

She’s been through the battles of life on the road for the past two decades. My riding buddies say I’m a sissy rider because I contentedly putt along at 70— but the old girl just can’t do much more. If I wanted to keep my bike roadworthy for another couple decades, some attention was necessary.

While talking with Marilyn about the next shoot, in one of my more cocky moments I said, “WTF, lets just rebuild my ‘93 Softail! It’s 20 years old and it’s due.” She thought for a minute, then said, “Okay.” I thought she was joking but to my surprise she wasn’t. So after a stiff glass of milk I said to myself: This will never happen again! I better make it the best of the best. And that’s exactly what I got!

With my thin budget in mind, options were researched, considered, tossed out and revisited. My mission was not to build a “don’t touch me” bike, but to rebuild my trusty regular rider to be reliable and smooth using only top notch input; the best builder, engine, tranny, exhaust, ignition system, and yes, stellar paint and a killer custom seat.

So first I called my buddy, Helicopter Mike, the one man on Long Island who could help me find a trusted shop. How can I explain this guy? The best I can say is this: ask Arty Lang or Ronnie Star and the cast of SOA. To me, he’s just good old Helicopter Mike; sometimes best friend, sometimes pain in my ass, but always a brother to me. When I asked about trusted shops, Mike’s first words were, “Hellbent Choppers on Long Island, NY and the R&D Racing Team.” What’s better than having one of the best racing teams in NHRA racing working on your bike? They knew I wanted performance that would be second to none, and they could deliver. But in order to

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make that happen it takes the right parts. So a cast of the biggest and best started to fall into place.

First up, we needed to attend to the clapped-out Evo engine and man, she was tired. So I called S&S Cycle and they actually listened to what I had to say. I learned that for a stock rebuild, their Viola V-Twin program would have been the way to go, but for performance, the S&S line was the right direction. Before I knew it, my 89” Super Stroker Kit was on its way.

This stock bore stroker kit for 1984-1999 Harley-Davidson Evolution Big Twin models has been the basis for S&S Hot Set Up kits in the past, and now it’s available as a made-to-order kit that can be configured to your specifications. By increasing the stroke of the 80” Evo from 41⁄4” to 45⁄8” the displacement is increased to a robust 89 cubic inches. Stock, S&S Super Stock or performance replacement heads can be used with this configuration, depending on which pistons are purchased with the stroker flywheel. No special machine work is required to install this kit, other than a simple crankcase clearance operation and normal piston fitting. Plus, the 89” stroker kit makes for a perfect stepping stone to a 96” engine, because S&S 35⁄8” big bore cylinders can be added without rebalancing the flywheels. In fact, these flywheels are identical to the ones used in 96” S&S engines and their Sidewinder kits. This S&S Hot Set Up kit has long been the industry’s go-to complete performance solution. Each kit contains everything you need to get the job done. Better still, made-toorder kits allow you to choose as much or as little as you like to suit your performance goals while still using parts you already have. If you stay with the stock bore like I did, you can reuse the stock cylinders and save some money.

We opened up the S&S packages at Hellbent and when all was said and done, he had the Stroker Hot Set Up kit, pistons, high volume/ high pressure oil pump kit, high performance hydraulic tappets, tappet guides, a forged roller rocker arm

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kit, rocker arm shaft kit, cylinder stud kit, push rod cover kit, rocker box cover kit, and cam cover. Can you say kitchen sink?

There was no second guessing here and no stones left unturned; these guys left out nothing. Top and bottom done: they nailed it! Even when team Hellbent found that my bike’s cases had been cracked and badly patched up previously, a new set of cases were ordered and shipped in less than 24 hours.

And, by the way, Loctite won’t fix a cracked case… just saying.

With the engine sorted out, it was on to the tranny where the choice was simple: a JIMS 6-Speed Overdrive Super kit!

By reducing the vibration that creates wear and takes the fun out of a relaxing cruise, this tranny was the perfect match to a killer engine. The overdrive 6th gear (.86:1 ratio) lowers engine rpm by almost 475 at 75mph. In addition, 1st gear is a 2.94:1 close ratio that widens your bike’s speed range in that gear and minimizes the rpm drop when shifting into 2nd. I now feel I have a gear for every situation, from pulling into traffic to open road cruising. And I have to say, having that 6th gear makes all the difference; in the end your engine will thank you for it. So after the one-two punch of an S&S engine and JIMS tranny, selecting a set of Rineharts was a no brainer!

I always wondered if you could truly get that deep throaty sound from a production set of pipes, the sound that makes you turn your head no matter how long you’ve been riding. Well, the guys (and gals) at Rinehart Racing made a believer out of me. I have that sound and then some, plus the performance that comes from a solid racing track record. We’re talking IndyCar and NASCAR heritage here, folks!

Not to mention, the install was a cinch and the end-to-end black Cross-Back pipes, punctuated by distinctive Rinehart end caps, make the all-black S&S engine look that much sexier. Performance and sex appeal? Totally classy!

Now regardless of how bad ass your engine may look, when it comes down to it she’s got to turn over. That said, here’s your tip of the day: Motorcycle Electric Suppliers. Why go with a 1.2 kw starter when you can have a worry-free 1.4 kw High Torque starter with regulator? Plus,

IronWorks March 2014

MES starters include a lifetime clutch, and all you have to do is register!

So with all the pieces in place, work commenced at Hellbent, and if you want to see how things get done and done right, pay Hellbent Choppers a visit. It’s a true performance shop—spotless, professional and with a Dyno room that is state-of-the-art.

Knowing my baby was in good hands, it was time to address two creature comforts: paint and a killer seat for this old dog.

Being an old school kind of guy I like simple and sexy. The Gunfighter seat, made by Corbin, was a perfect fit. Of course, with alligator hide on top and shark skin on the sides, she looks brand new but feels like she’s been on the bike since ‘93. ‘Nuff said, at least until I get my butt in that seat for the long haul.

The paint involved more help from Helicopter Mike; yup, he’s back! He decided to take my bike’s tins, with no input from me, to our longtime friend, painter Michael Calderone. Thank goodness I’ve known Michael for years, or the fear of “what could have been” might have caused me a breakdown. But between the two Mikes, what I got was a true work of art, low profile and timeless. And if you ever get a chance to see Helicopter Mike and my ride in the same place, take a look at the ghost skulls that Calderone put on my bike then have a peek at Helicopter Mike’s arm. From one brother to another, it’s sneaky but very cool.

In the end, the story behind this re-build could take a few more articles. I was cranky all summer with no bike to ride, but when the smoked cleared my bike was perfect. What more could one ask for?

S&S engine components, JIMS tranny, Rinehart Racing exhaust system, MES ignition, a killer Corbin seat and paintwork

I’m still afraid to breathe on from Mike Calderone–expertly assembled and tuned by Hellbent Choppers.

These are the people who made this build possible and, of course, Marilyn who has worked her way into my life and is a very special person.

A few final thoughts: First, there’s nothing better than American-made products. If you’re lucky enough to have a Harley, take care of it so it’s roadworthy. Custom does not mean it cannot be done on your own scale; there are great options for you to build your own perfect machine. Just do your homework! And, in the end, find the right bike shop. This, friends, is the best advice I can give.

Photographer Mark Velazquez’s work has been featured frequently in IronWorks and other major motorcycle magazines, both domestic and international. He rides a newly refurbished and much prized 1993 Evo Softail. IW

ENGINE S&S Cycle 866-244-2673 www.sscycle.com TRANNY JIMS 805-482-6913 www.jimsusa.com SEAT Corbin 800-538-7035 www.corbin.com EXHAUST Rinehart Racing 877-264-8282 www.rinehartracing.com STARTER & REGULATOR Motorcycle Electric Suppliers 800-637-2630 www.mesmotorcycle.com PAINT Mike Calderone / Michael Angelo Ink 631-774-1359 www.michaelangeloink.com BUILDER Hellbent Choppers 631-692-0666 www.hellbentchoppers.com SPECIAL THANKS to Helicopter Mike

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From left: Nick Morale, Live Fast Customs; Art Steele, Dallas H-D; Jevon Lau, Pickard USA; Demarcus Sheppard, Live Fast Customs; Rafael Ruiz, Pickard USA.

Ride Hard, Live Fast The consequence of cooperation

W

Story and photos by Marilyn Stemp

hile there’s plenty to be said for individual creative expression, working as a team can result in unexpected innovation. And while it’s true that personality conflicts and artistic visions can collide, the opposite might also occur, when forming a coalition becomes not only easy but downright fun, too.

That scenario describes the genesis of the bike you’re looking at, a bike we found in the Ultimate Builder Custom Bike Show at the Dallas IMS show. It came about through the instigation and enthusiasm of Art Steele, who works at Dallas HarleyDavidson in Dallas, Texas. But it wouldn’t have reached its conclusion without participation from the guys at Pickard USA and Live Fast Customs.

Let’s start at the beginning. In his day job in the sales department at Dallas HD, Art has watched from the sidelines for several years while the parts and service departments challenged each other in a bike build-off. Tired of being a spectator, Art approached the dealership’s GM Sean Steimel within a week of when the 2014 models came out, to get the sales department in on the competition by buying one of the dealership’s first new Street Glides. “I built the bike on a bet,”

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said Art. “I stepped up and challenged them both!”

With a couple of decades’ experience in the bike world, Art had the confidence to know he could build a killer custom. But he’s also wise enough to know that his skills lie in developing the vision; he needed a team peopled with craftsmen who had practical fabrication and manufacturing abilities to turn his vision into steel. That’s where Pickard USA and Live Fast Customs enter the picture.

Started in Dallas about seven years ago, Pickard USA is both a parts manufacturer and a bike shop handling bagger conversions in house. They’re known for their 3-D surfaced wheels and have 10 designs in production. Pickard sources blanks made from US materials in SoCal, then machines them in house using a time-intensive CNC process that takes hours, not minutes. They also offer one-offs and have developed stock-offset hubs for specific years and models that re-use stock wheel spacers for direct bolton applications. You can order a Pickard USA wheel with rotor installed and tire mounted, literally ready to roll.

Art says Pickard puts this same planning and engineering into their raked “wobble free” triple trees that handle up to a 23” wheel and won’t void the factory warranty. The kit—including wheel, tire, rotors, triple tree, fender and lowering kit—was put to the test on Art’s new Street Glide to mount the 23” wheel. The ’14 models have over 100 changes from the prior year so Pickard had to re-en-

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Specifications Name: Cool Breeze Owner: Art Steele/Darren Phillips Builder: Pickard USA and Live Fast Customs

GENERAL Year, Make & Model: 2014 Harley-Davidson Street Glide Assembly/Builder: Pickard USA and Live Fast Customs Timeline: 2 months

FORKS Year/Model: 2014/H-D Builder: H-D Type: Telescopic Triple trees: Pickard USA 23” wobble-free trees

ENGINE

gineer their trees and modify their existing frontend platform while keeping handling and geometry correct.

But it’s worth the effort, according to Jevon Lau, owner, fabricator and designer at Pickard. “When everything is designed to fit together, it makes it easy to order and easy to use,” he said. Pickard’s input didn’t stop there, either. Jevon and head tech Rafael Ruiz went to their parts bin in a big way for Art, picking out a full line of handsome, functional components to make the Street Glide stand out. These include fenders, floorboards, pegs, taillight, and, of course, a set of forged aluminum wheels with hubs and rotors.

Along with solid manufacturing knowhow, Art knew he also needed a dependable custom shop, “to make this the bike Harley-Davidson should have built,” he said.

Enter Live Fast Customs. Live Fast was already an established paint shop when Demarcus Sheppard, who was in finance with a metric dealership, took the opportunity to buy the business. “I went from zoom zoom to chains and tattoos, from a suit to a T-shirt,” he said. Demarcus was also familiar with Pickard components and friends with Art. For his part, Art saw the opening to direct custom work that the dealership couldn’t do to the shop and within a year Live Fast was busy with VTwin custom work, service and fabrication. Of course, Pickard parts figured in the equation, too. “It was crazy as all get out—but fun,” Demarcus said. “And three

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heads are better than one.”

Art’s Street Glide is the most recent result of the alliance, a bike he describes as, “my version of a 2014 CVO model. It’s entirely rideable—and affordable. You can customize it yourself in stages, with basic tools and know how. That’s the idea!”

As we talked, Art, Demarcus and Jevon kept saying “we” as they described the effort, clearly revealing a partnership between friends who like what they do and ride the bikes they build. Art credits the open-minded attitude of Dallas H-D in the equation, too. “Not all dealerships have tunnel vision,” he said. “This bike has already sold several more.”

Maybe that’s why Live Fast got news they’d be included in the upcoming round of Biker Build-off TV programs. Good chemistry is apparent, and when people like what they’re doing, it shows. IW

*RESOURCES Live Fast Customs Cedar Hill, TX 972-291-5435 Shop Pickard USA Richardson, TX 972-231-1298 www.pickardusa.com

“Maybe I'll try a third head on the FX...”

Think you’d like to see more? Go to www.IronWorksmag.com and click on “Bikes.”

Year/Model: 2014 H-D Displacement: 103 C.I. Lower End: H-D Balancing: H-D Pistons: H-D Cases: H-D Heads: H-D Cams: H-D Air Cleaner: Kuryakyn Pipes: Dirty Bird Industries Ignition: H-D

TRANSMISSION Year/Modifications: 2014 H-D Primary Drive: Chain Secondary Drive: Belt

FRAME Year: 2014 Designer/Builder: H-D Rake/Stretch: Pickard USA offset triple trees

ACCESSORIES Bars: Yaffe 12” Fenders: Pickard USA Gas Tank: H-D Oil Tank: H-D Headlight: H-D Taillight: Pickard USA Speedo: H-D Pegs: Pickard USA Electrics: H-D Seat: H-D

WHEELS/TIRES Front Wheel: Pickard USA Front Tire: Avon Size: 23” x 3.75” Rear Wheel: Pickard USA Rear Tire: Avon Size: 16” x 5.5” Hubs: Pickard USA Rotors: Pickard USA Brakes: H-D

PAINT Bodywork/Molding: Gary Queen, Other Side Customs Painter: Gary Queen, Other Side Customs Color: Daytona Blue Powdercoating: Ideal Coating

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ANNOUNCING THE

Evel Knievel Tribute Custom Celebrating the good of Evel

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his year marks the 40th anniversary of Evel Knievel’s infamous Snake River Canyon Jump. And whether you were aware of it at the time or not, Evel’s searing imprint on the American biker’s psyche remains emphatic and unquenchable. In the late 1970’s, every other American boy carried an Evel lunchbox to school and dreamed of being that guy!

That’s why we know you’re going to like this news: a team has coalesced to produce an Evel Knievel tribute custom, a project destined to bring together a world class A-list of participants. When complete, the bike will tour internationally to revive and relive those glory days for current fans worldwide as well as for those just entering the realm of the magic Evel created.

David Cook of Sledgehammer Bobbers in Warren, Ohio, whom you met in these pages in March, 2013, will build the tribute bike and it’s the project of a lifetime for a man who regards Evel Kneivel as a childhood hero. David’s passion for bike building harkens back to Evel’s implicit message and is inspired by a similar drive; with determination, intuition and a bit of swagger, you can push aside roadblocks and naysayers to achieve your dreams.

Since we featured David’s award-winning Sledgehammer bobber, his shop has undergone a major expansion and is working on a significant European build to be revealed in 2014, in addition to taking on the Evel tribute build. Details about the tribute bike are being kept under wraps right now, but we do know that it will incorporate several original objects belonging to Evel, as it’s being built in cooperation with Evel’s family and K&K Promotions. It will not be a

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Contributing to the authenticity of the build is someone whose name you’ll certainly recognize, George Sedlak. George, who is assisting with the bike’s paint scheme and historical details, was Evel’s friend and he painted the daredevil’s bikes and helmets back in the day. Since then, Sedlak has not only done sculpture and airbrush art but has continued painting.

His latest endeavor, “Indian Wrecking Crew at Bay Meadows 1951,” features the flat track racing duo of Bill Tuman and Bobby Hill and was trademark approved by Indian Motorcycles. (Limited edition signed and numbered prints are still available.)

IW readers who recall builder Paul Cox’s “Sword of Damocles” custom racer that took the IronWorks cover spot in mid2009 won’t be surprised to learn the bike was painted by George Sedlak.

Once the Evel tribute bike is complete, you’ll see it here in IronWorks exclusively.

Until then, watch for blog posts and messages on the IW Facebook page where details will be announced as they become available. Once complete, the bike will be revealed in an invitation-only private unveil, followed by a public unveil and tour, before it heads ultimately to the auction block. I don’t know about you, but I plan to be present for that event. —M.Stemp red, white and blue American flag knock off, David tells us. On the contrary. This bike will be emblematic of Sledgehammmer’s mission statement; to serve people determined to live life to the fullest, by creating and crafting to each individual’s unique desires. Companies interested in getting on board with the Evel Knievel tribute build had better hurry.

*RESOURCES

Sedlak Studio www.edlakstudio.com www.facebook.com/Sedlakstudio 309-912-8626 Sledgehammer Custom Design www.sledgehammerbobbers.com www.facebook.com/Sledgehammerbobbers 330-856-4658

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ow we all know that many bike builders come from different backgrounds before getting into the business, and Richard Brown is a case in point. A woodworker by trade, he’s owned his own woodworking business for over three decades. He attributes that longevity to his love of working with his hands and creating works of art that he has envisioned in his head. But now, rather than actually being hands-on, his job has evolved into talking on the phone and solving problems for the company’s day-to-day dilemmas.

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But office work can be boring, so Richard gets his handiwork satisfaction from his hobby (he considers it a passion) of building bikes, from frame up fabrications to rebuilds and restorations. He professes that he is by no means a professional bike builder, but states that he has enough skills (plus a very well-equipped garage with a Bridgeport, a lathe, and both TIG and MIG welders) to pump out a new bike in about a year and a half from start to finish. That may seem like a long time, but remember, he

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only works on them part time. More importantly, he doesn‘t do it for the money. “Eventually I wind up selling them to a friend or relative for less than they cost me to build,” he said, but he’s glad to do it so he can start the creative juices flowing again in his head.

Now you would think that a guy who rides a bagger and takes long trips with his wife would build nice comfortable bikes. Not so! Richard says he loves building and riding bikes that ride rough, bikes that make you want to get off after 50 miles but were a load of fun getting there.

This minimalist board track racer-looking Knucklehead is an example of that philosophy. The project started with a low slung gooseneck frame from Zero Engineering that had to have some alterations made to it so the S&S Knuckle motor and

an old Harley ratchet top 4 speed tranny would fit. Wanting to continue with the nostalgic look, Richard mounted a twoinch under springer front end, floorboards and a rocker clutch. An S&S Super E carb pumps fuel into the motor while a Mallory electronic ignition provides the spark. The starter system, clutch and primary belt drive (with some modifications) are all Tech Cycle. The Flash Gordon exhaust looks cool, but really doesn’t work since Richard actually welded a straight pipe inside of it that turns down and discreetly exits before the muffler tip. “But officer, it has a muffler on it!”

More of Richard’s handiwork can been seen on the starter nose cone he made from brass with a bronze bushing. He also turned the oil filter, hand grips, speedo bezel, right side tail light and left side taillight bracket. The tool box was made by hammering sheet aluminum to give it the same texture as the pedals. Richard also made the struts and aluminum plates, plus numerous other odds and ends.

Wildwood juice brakes in the rear and a Harley disc up front are mounted to 16” x 5” wire wheels with Avon tires front and back. The rear fender is brass and comes from West Eagle, while the left side taillight is a reproduction ‘32 Ford unit mounted on a bracket Richard made to hold the tag. The seat is a messenger reproduction board track racer piece, mounted on a Chopper Shox shock that gives the rider a little rear suspension.

Lighting the way is a cool 4 ½” headlight made by Fork. Richard used an Exile internal throttle in the Biltwell Clubman handlebars, and then flipped them before mounting the Kustom Tech brake lever. The Cole Foster gas tank was modified so it would sit lower on the frame before it received a vented Moon Eyes spinner gas cap. The oil tank is a proprietary Zero Engineering item designed for their gooseneck frame.

When everything came together, master striper “Fast Eddie” applied the tasteful paint and striping to the bike. From the looks of the finished product we’d say Richard is pretty good at his part time hobby. What do you think? IW

“It’s a passion and a hobby!”

Think you’d like to see more? Go to www.IronWorksmag.com and click on “Bikes.”

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Reader Service No. 22

Reader Service No. 23

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Reader Service No. 24

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or many of us, working on our bikes is an escape from the hectic rigors of modern life; a tiny place in the world where we can bend the fate of the machine in our own two hands. From a simple oil change to a stripped-frame restoration or a full custom build ten years in the making, spinning a wrench is the best therapy for us twowheeled denizens.

As it turns out, wrenching is an escape even for a man like Rich Worley, owner of American Biker just outside of Charleston, SC. As the head man at a full service shop that’s also a Victory and Indian dealer, you’d think that Rich would be happy to go home, kick back and forget about motorcycles after a hard day running the place. But that’s just not so; like any red-blooded builder, he’d rather fiddle with his projects than rest on his laurels. It was this very work ethic that helped him step up as owner of American Biker in the mid2000’s, a time when some independent shops were shutting their doors. Long nights and determination paid off year by year, and the new 20,000 sq. ft. building is sitting pretty, filled with an impressive variety of new and used bikes for sale.

With the business doing well and the new garage completed at the house, Rich was on track to get back to work on his own projects. “It was a nice change to be able to shut the garage door and turn on some music and work without distractions,” he recalls. Sounds like heaven to me!

It all started with a spare ‘78 Shovelhead powerplant and a bog-standard Paughco hardtail frame. “I’ve always got a couple extra Shovelhead motors sitting

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around,” Rich laughs. It made for a solid, no-frills foundation, one that originally inspired Rich to build this sled in a basic rat rod style, blending the simplicity and function that a rigid Shovel seems to exude.

But one little trinket changed the path of the build completely. “I’m really into antiques,” Rich points out, and while hunting for tteasures at a yard sale, he came across the nautical compass that’s now

perched on top of the dash in place of the speedo. “That compass definitely inspired a different direction for the build,” Rich recalls, pun intended or not!

From there, it was a matter of blending the past and the present, while preserving the basic rideability of a Shovelhead.

Unique parts, old and new, can be found all over the bike. Check out the mad scientist circuit breaker turned ignition switch

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Specifications Name: Steampunk Shovel Owner: Rich Worley Builder: Rich Worley

GENERAL Year, Make & Model: 2012 custom construction Assembly/Builder: Rich Worley Timeline: 6 months

FORKS Year/Model: 1940’s H-D Type: Springer Extension: None

ENGINE from a turn-of-the-century house, a headlight that previously lived on a vintage boat, and old parts from the H-D family as well, like the floorboards and original 1940’s springer front end. Complemented by a deep black and plum paint job with lace details laid down by Chris Minichiello of Holly City Designs, this ride definitely has some class.

The vintage look is taken further with a long, refitted 40’s style fender, whitewall tires and brass plated parts throughout that add a unique patina of age. But cleverly, Rich has also thrown in some modern touches, like disc brakes for the front and rear and a range of engine modifications to add a little zip to the old gal.

Hogged out to a substantial 98 C.I. with S&S flywheels in Delkron cases, this is a Shovel that digs. Fed by an S&S Super E carb, the STD heads received a full port and polish as well as modifications for twin plugs and coils. Power flows through a Baker Drivetrain 6-into-4 with a kicker only, something that Rich is adamant about. “There’s just something about kicking a bike to life that makes all the difference,” he points out.

The exhaust is a custom piece that Rich made himself, complete with a “knot” behind the transmission, and the engine’s fire is kept lit by a Dyna 2000i unit. Speaking of fire, that slender bottle on the right side of the bike isn’t for air suspension; remember, it’s a hardtail! Instead, it delivers a 15psi. shot of nitrous oxide at the rider’s demand. Combined with the flame system hidden in the exhaust tips, we’re told it’ll shoot flames half as long as the bike at highway speeds.

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Year/Model: 1978 Shovelhead Displacement: 98 C.I. Lower End: S&S Cases: Delkron Heads: STD Carb: S&S Super E Air Cleaner: The Factory Custom Cycles Pipes: Rich Worley Ignition: Dyna 2000i

TRANSMISSION Built to be ridden, Rich has already had a ton of fun burning up the miles on this unique bike. When IronWorks found the bike entered in the Ultimate Builder Custom Bike competition at the Atlanta IMS show, we were pleasantly surprised to learn that Rich had trailed it down behind his ‘66 Lincoln Continental! Sure, he could have driven the perfectly good truck, “but where’s the fun in that?” he laughed. It’s that willingness to take the more interesting path instead of the easy one that lead Rich to build this slick steampunk sled, and at the end of the Atlanta show it earned him a hat trick of awards: People’s Choice, IW Editor’s Choice, and 1st place in the premier Freestyle class. Congratulations, Rich; that many motorcycle fans can’t be wrong! IW

*RESOURCE

American Biker • Ladson, SC 843-641-0258 • www.americanbiker.biz

“Sounds like a Dr. Jekyl and Mr. Hyde sorta thing...”

Think you’d like to see more? Go to www.IronWorksmag.com and click on “Bikes.”

Year/Modifications: 2011 Baker 6 into 4 w/kicker Primary drive: Chain Secondary drive: Chain

FRAME Year: 2012 Designer/Builder: Paughco Type: Wishbone

ACCESSORIES Bars: Rich Worley Risers: H-D dog bone Fenders: H-D Gas Tank: H-D, stretched Oil Tank: H-D, cut and welded Headlight: Old boat spotlight Taillight: Swap meet special Speedo: No speedo, just a compass Pegs: H-D Electrics: Household!

Seat: Swap meet

WHEELS/TIRES Front Wheel: Demon Cycles fat spoke Front Tire: Avon, white wall Size: 21” Rear Wheel: Demon Cycles fat spoke Rear Tire: Avon, white walled by Diamond Back Tire in Conway, SC Size: 18” Front Brake: Fab Kevin

PAINT Painter: Chris Minichiello, Holly City Designs Color: Black and Wine Berry Plum w/lace Powdercoating: Pro Coat Finishing

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IW Product Review

STORY AND PHOTOS BY VINCENT STEMP

SuperTrapp 2:2 Megaphones

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egardless of which side of the “loud pipes” issue you’re on, the truth of the matter is that one answer will never satisfy all parties. That’s exactly why I turned to a tunable exhaust system for the shop’s Sportster, rather than making a volume decision I couldn’t turn back from. I like the sound of my V-twin at full snort, but I also ride on a daily basis and choose to keep my neighbors’ early morning annoyance level to a minimum.

When it comes to tunable exhausts, it’s hard to think of a company that’s been in the game as long as SuperTrapp. Their first disc-tunable exhaust system was invented

by Paul Moller back in 1971, and they’ve

evolved these systems in the decades since. With the included bag of exhaust cap discs, you can alter the backpressure of each pipe by adding and subtracting discs with just an Allen key. Adding discs lets out more exhaust for reduced back pressure and a louder exhaust tone, while reducing the number of discs has the opposite effect. Sounds like a good deal to me!

While a 2-into-1 pipe would technically be the best choice for street performance, the 2-into-2 megaphone pipes have a great look reminiscent of the famous XR750. Plus, the twin mufflers mean more potential for exhaust volume reduction for those early morning commutes.

Install was a breeze, thanks to clear instructions and a full compliment of hardware. It actually took me longer to tear off the old pipes than it took the get the new pieces up and on. Fitment was impressive; the head pipes have to go through some intricate articulations to maintain equal lengths, and they hug the contours of the cam cover nicely without rubbing or binding.

I started out with four discs in each pipe, but quickly bumped it up to six. The muffling was quiet enough for commuting, and still made an appreciable honk once wound up past four grand. More importantly, the bike pulled through the rev range evenly and progressively, correcting the weak spot below two grand that I experienced with the old, aggressively baffled pipes I was running. The butt dyno suggested more torque down low, but it was quickly confirmed by pinning the throttle in second gear around a few familiar corners...tail-out fun!

It’s hard to deny the practical appeal of a tunable muffler system. Just be warned: if you love the sound of drag pipes, a SuperTrapp setup will be a new kind of music to your ears. IW

*RESOURCE

SuperTrapp Industries • Cleveland, OH 216-265-8400 • www.supertrapp.com

IW Product Review

STORY AND PHOTOS BY TOM VERRI

KISS Tour Pack EZ Mount

S

o you went out and purchased a tour pak removal kit for your bagger and installed it, so you can run with or without the big trunk on your touring bike. But the first time you take it off you quickly realize something; this is a large, heavy and valuable piece of your motorcycle, one that needs to be carefully stored.

Until now, your choices for tour pak storage were limited. Lucky for us, Kiss Products of Old Hickory, Tennessee has produced the EZ Mount, proudly made in the USA by owner and designer Kenneth Elmore. Ken came up with the idea after a friend suggested he make a tour pak wall mount for him. Keeping simplicity in mind, Ken decided that the product should use only one stud for mounting. He also knew his idea had to be cost effective.

He figured that a piece of solid aluminum was the way to go and he began

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cutting, drilling and polishing. Once powdercoated, the result was a durable and smart looking finished product; both lightweight and extremely strong.

If you’re like me then you like simple, cost effective ways to solve problems so I expected the KISS EZ Mount to live up to its name. From the minute I opened the packaging I knew it would. Inside the box was one EZ Mount, three 14-inch long aluminum tubes, a cinch strap plus lag bolts and washers for wall mounting. That’s it!

Installation was easy. After selecting a suitable place in the garage I used a stud sensor to select a beam. In my man cave I have most of the wall space covered up so I appreciate the EZ Mount’s small space requirement and single stud concept. Due to its low profile, the unit protrudes from the wall a mere 23⁄4 inches, minimizing the likelihood of head crashes if you’re tall like I am.

The cool thing about the EZ Mount is that your tour pak appears to be magnetically attached to the wall. When it’s removed you hardly notice the mount hanging there. Not bad at all!

KISS is an acronym for, you guessed it; Keep It Simple Stupid. Hey, this is the biker world man! And that is exactly what KISS Products has done with their EZ Mount! DILLIGAF? Yes I do! And so will you when you get yourself one of these. Visit You Tube for an installation video. IW

*RESOURCE

KISS Products • Old Hickory, TN 615-541-0627 • www.kiss-products.com

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Paul Smith, Artist Designs from the heart and soul of a rider

Story and photos by Marilyn Stemp

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ost of us can recall the circumstance of our first motorcycle ride, but few of us have the ability to turn that memory into a provocative work of art. Meet Paul Smith, a man whose work you’ll recognize even if you don’t know his name. In fact, if you have a tattoo of the Eagle on the Bar & Shield, you may well be wearing his artwork on your body!

Take a trip with me (if you’ll excuse the expression,) to the 1970s. “Sex, drugs, and rock & roll” wasn’t just a groovy saying or a song title, it was a way of life, a pervasive counter culture mantra that dared participation by the younger generation and frightened the “establishment.” Harley-Davidson was owned by AMF then; it would be several more years before the eagle soared alone.

The eagle: that iconic emblem of singular American pride and freedom. Patriotic

themes were sweeping the country then, as the 200th anniversary of its founding approached and pop artists turned to eclectic Americana imagery. Well before 1976, stars and stripes adorned Wyatt’s Captain

America bike, Evel Knievel’s leathers, and Harley’s Number 1 racing logo alike. HarleyDavidson’s ads in the early ‘70s proclaimed the “Great American Freedom Machines.”

All of these were appropriate themes for American bikers on their American motorcycles; they flew with the wind, like the eagle.

Paul Smith became a student of Industrial Design at Milwaukee’s Layton School of Art in 1959. Recently discharged from the Army, he was thinking of Milwaukee as a waypoint; he planned to attend the Chicago

I met Paul at his gallery in Milwaukee during H-D’s 110th. His drawings and artwork surrounded us to tell a visual story of his work.

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Art Institute on the G.I. Bill. But then: “I discovered the Layton School of Art and I thought, ‘This is it!’” he said. “I always loved illustration and design and I knew I could make a living at it, too.”

That might seem like a bold pronouncement, especially from this slight, soft-spoken man with the easy smile. But those characteristics mask an ardent art spirit backed by quiet confidence and passion. In fact, there was never any doubt that Paul would pursue a life in the art world; it was a completely natural progression. “In kindergarten Sister Josephine asked the class what we wanted to be and I told her I was going to be an artist,” he said. “I thought everyone knew what they wanted to do. I later realized how lucky I am, to do what I love. Even if nobody paid me to do it, I’d still draw.”

By 1974 Paul was an established freelance illustrator and graphic designer known for riding around Milwaukee on a WLA that he’d rebuilt as a custom bobber. When he was asked by Willie G. (people called him Bill Davidson then) in H-D’s styling department to design decal graphics for their 1976 Liberty Edition models, particular motifs immediately took precedence. As a Harley rider himself, Paul’s thoughts turned to Americana, folk art, U.S. currency imagery, heraldic symbols and, eventually, the bar & shield. After all he had a bar & shield patch on his riding jacket and thought it was a striking symbol, though the company considered it “old” then. And, as the progression of his designs show, (as viewed at his gallery in Milwaukee this summer) he worked through a process typical of graphic artists who sketch, alter, move and re-work various pieces until a symmetry develops that ultimately feels correct. Remember, this was

This is Grace, the woman who talked her boyfriend into giving Paul his first motorcycle ride. “I fell in love with her on the spot!” process, “I designed a new bar & shield logo which soon became a graphic standard for the Motor Company,” said Paul. It simply made sense that such a well-known symbol should have definitive specs and proportions.

While these ideas were forming, Paul had borrowed a book about the history of Harley-Davidson from a friend. Reading the company’s story inspired him to start work on a new project, one that told the story of H-D’s founders. “They were the only American motorcycle company left and I thought that was significant,” he said. “They had a hell of a history.” The result was an impressive 4x6 foot oil paint-

ing that now hangs in the H-D Museum.

As it turned out, Paul’s designs went way further than their use on a specific model’s sheetmetal. But AMF was steering a shaky ship in the late ‘70s, and few people thought the company would survive to see the end of the decade. Paul takes the philosophical high road when it comes to ownership. “I made it for the riders,” he said.

Meeting the artist who created these legendary motorcycling graphics and listening as he traced the development of his concepts was intriguing. As Harley riders, these designs are part of our shared heritage and learning their history can only enhance our appreciation.

Paul has since retired from commercial work but that doesn’t mean he’s stopped drawing. “I’m the art director of my own projects—finally!” he said, and lately he’s been concentrating on fine art projects. “I’ve always loved doing abstract work and that’s my next thing: I call it Divine Collisions.”

That said, Paul claims he’s slowing down but some would dispute that, judging by the volume and variety of his creative output.

Continuing the thread of that thought, he added with a grin, “As Dirty Harry said, ‘A man’s gotta know his limitations’… I think I’m starting to catch on.” IW

*RESOURCE

Paul Smith Studio PSmithArtStudio.com • 414-343-6152

long before Adobe and Photoshop; the high tech tools of the graphic artist then were tissue overlays, Polaroid photography and original sketches!

The dominant concept that resulted from this alchemy of image and thought was an eagle on that “old” bar & shield. The industrial designer (and rider) in Paul allowed for the curves of the tank and fairing as he crafted the designs. As a result of this evolutionary

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M

otorcycles, big and small, mean different things to different folks. For some of us, our motorcycle is the bright light at the end of a

long week at work, or a particularly compelling tool for livening up the daily commute. Some of us even have motorcycles just for the pleasure of owning them; my dad’s 50’s Velocette Venom club racer only fired up twice in a decade, but it was an object of adoration and resourceful engineering the other 99% of the time.

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But every once in a great while, you meet someone who loves motorcycles for all these reasons and more. Tim Gueswel, who I met at Sturgis last year, is this sort of man exactly. Modest and intelligent, it’s hard to pinpoint the motivating factor that makes him so easy to identify as a motorcyclist. He’s smart enough to be an engineer, patient enough to be a painter, and detail-oriented like most great engine builders. Talking to him and looking over the ‘75 FLHP that he’s been tweaking for more than a decade, the truth becomes clear. Tim is a genuine motorcyclist because it’s who he’s always been; like his father and grandfather, he was practically

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Story by Vincent Stemp Photos by Marilyn Stemp

raised on two wheels, with a wrench in his hand. If you ask me, there’s no finer way to grow up.

Tim’s grandpa was the right kind of guy, too. He actually gave Tim this bike when Tim was seven, on one condition: “He told me I’d have to wait for it until he was done with it, which turned out to be about 21 years later!” Tim laughs. But it was worth the wait. After all, grandpa bought the bike new in 1975, a rejected police model that was still a major purchase for such a modest guy. “It was the only toy that man ever bought himself,” Tim remembers.

But what a handsome bike it is now, after years of Tim regularly riding, main-

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Specifications Name: Grandpa’s Ghost Owner: Tim, Jim, and Frank Gueswel Builder: Tim Gueswel

GENERAL

Year, Make & Model: 1975 Harley Davidson FLHP Assembly/Builder: Tim Gueswel Timeline: 17 years

taining and upgrading it. From nose to tail, Tim has embraced the spirit of freedom and individuality that has always been a part of the Harley-Davidson mystique.

Doing virtually of the work himself, “Grandpa’s Ghost” is littered with evidence of Tim’s labors, much of which was spent in the engine room.

Born with 74” of displacement, Tim saw fit to give it more grunt with an S&S stroker crank pushing H-beam rods.

Capped with S&S pistons, the end result is a healthy and balanced 96” motor with a respectable 9.5:1 compression ratio.

But it’s not just about inches; Tim has worked all the details by hand to get everything out of the motor that he can. The S&S air cleaner is ported and matched to the carb to minimize drag on the intake side of the engine, and the heads were given similar detailing.

First, they were machined to accept the twin plugs, lit by Dyna coils and fired by a Daytona Twin Tech ignition unit. Then Tim went to work on porting, something he particularly relishes. “I’ve been porting heads for more than 20 years,” he admits. He also slipped in larger intake valves and completed the valvetrain with S&S pushrods and hydraulic lifters, actuated by an S&S 560S bumpstick. That beastly powerplant breathes out through a Bub True Duals exhaust, capped with a

pair of muffled Sportster tips.

Feeding power through an Evo-style clutch pack to a transmission re-geared with Andrews ratios, it’s a capable powerplant for a rider’s ride like this one.

The bike received some custom touches as well. A 21” front wheel nestled between the wide glide forks handsomely points the way, wrapped in sticky Avon rubber for whatever the road throws at Tim. The captain’s seat is also a custom piece, built by Tim and upholstered by Cliff Carter with a period-perfect tuck ‘n roll pattern. And that handsome silver and orange on black paintwork was laid down by Tim, too, another example of how much can be done when one man is determined and diligent. “I wanted it to look like it came right out of 1975,” he says, a goal he’s accomplished while avoiding some of the gaudier aspects of that decade.

The finished product is capable, handsome and ridden regularly, but maybe “finished” isn’t quite the right word. When asked how long it took to build a machine like this, Tim put it honestly, like a real motorcyclist: “Tell me when it’s done and I’ll let you know!”

Tim would like to give special thanks to his wife, dad, and grandpa, master upholsterer Cliff Carter, Harley-Davidson guru Len of Frontline Cycles, and Big Ed and Eastman at Hawg Wild. IW

“Grandpa would be proud...”

Think you’d like to see more? Go to www.IronWorksmag.com and click on “Bikes.”

FORKS

Year/Model: 1975 Wide Glide Builder: H-D Type: Telescopic Triple trees: H-D Extension: H-D

ENGINE

Year/Model: 1975 Shovel Rebuilder: Tim Gueswel Displacement: 96 C.I. Lower End: S&S stroker crank w/H-beam rods Oil Pump: S&S w/AN fittings Balancing: Balance Masters Pistons: S&S, 9.5:1 Cases: H-D Heads: H-D, matched, ported, and polished w/202 intake valves Cam: S&S, 560S Lifters: S&S, hydraulic Pushrods: S&S Valve Springs: Beehive, w/titanium keepers and Russell positive seals Rockers: S&S, roller Carb: S&S Super E w/AN fittings, matched and polished to intake Intake: S&S O-ring style port, matched and polished Exhaust: Bub true duals w/Sportster tips Ignition: Daytona Twin Tech w/Dyna dual single-fire coils, adjustable VOES

TRANSMISSION

Year/Modifications: ’75 4-speed w/Andrews close ratio kit Trans sprocket: 23 tooth Wheel sprocket: 51 tooth Primary drive: Chain w/Evolution diaphragm clutch Final drive: Chain, 520 O-ring

FRAME

Year: 1975 Designer/Builder: H-D Rake/Stretch: Stock

ACCESSORIES

Bars: H-D Risers: H-D Fenders: H-D Gas Tank: H-D w/Pingel gas guzzler petcock, AN fittings Oil Tank: H-D Speedo: Custom Chrome, 1:1 ratio Pegs: Custom Chrome Seat: Tim Gueswel, upholstery by Cliff Carter

WHEELS/TIRES

Front Wheel: H-D, 21” 80-spoke Front Tire: Avon Cobra Size: 100/21 Rear Wheel: H-D, 16” 40-spoke Rear Tire: Avon Cobra Size: 130/16 Hubs: H-D star hubs Rotors: Russell Front Brakes: JayBrake 4 piston w/custom mount Rear brakes: H-D

PAINT

Painter: Tim Gueswel Color: Black/orange/silver, House of Kolor 2-stage Powdercoating: None

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Reader Service No. 28

Reader Service No. 29

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Story by Vincent Stemp Photos by Francisco Manen

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he last time we saw a new bike roll out of Lord Drake Kustoms in Miami, Florida, it was a striking Dynabased cafe racer, with the stance and lines that recall a very European tradition of riding to the track and tearing up some corners. While bikes like those reflect the old world mentality of owner Francisco A. Manen, his shop isn’t just a one-trick pony. Not wanting to be accused of “just doing cafe racers,” Francisco decided that it was time to build something with a distinctly American vibe: a rigidstyle sled with a springer front end, in the classic tradition of

the original post-war bobber builders.

With that look in mind, he searched for a donor bike. Classic styling doesn’t necessarily demand classic performance shortfalls or maintenance demands, so he turned up a late model Springer Softail to undergo the same stripping and lightening that has been a part of customizing Harley-Davidsons for nearly half a century.

Packing a stout 88” Twin Cam power plant, there were other reasons to use the Softail as a platform for this custom. “I didn’t want to use the typical and cheap aftermarket springer forks for this build,” Francisco recalls, so the all-American H-D Springer already on the bike was the perfect piece to lead the way.

The teardown commenced, with many original parts left on the table in the pursuit of a minimal, “bobbed” profile. While the bike was mostly naked, Francisco and his crew took the opportunity to dress up the

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mill with some eye-catching pieces from the Roland Sands Design catalog. Rocker covers and a clutch inspection cover come from RSD’s Clarity line, and other RSD equipment includes the rear light, tag bracket and gas cap. Sleek and sophisticated, these parts help keep the vintage lines balanced with modern details. Meanwhile, Joker Machine turn signals keep the rider’s intensions clear, and a speedo mount kit keeps the front of the bike uncluttered to show off that handsome springer fork.

But this isn’t a catalog build; Francisco and his team are no strangers to fabrication. The rear fender is a custom piece, shortened nicely to show off the rear tire and keep the profile trim. The classic pairing of a 21” DNA wheel in the

front and a 16” in the rear is a great throwback touchstone, and the custommounted 3-gallon peanut tank is an unmistakable Harley-Davidson styling cue that just looks right.

High class leather, sourced from the same supplier that Ferrari uses for its interiors, wraps the custom-built seat pan, offering a trim perch for the rider of this bare bones machine with modern muscle.

By following the finest traditions of American bobbing, Francisco and his team have built an authentically

styled sled, that retains some of its builder’s European class.

By the way, Francisco tells us that his American company will be forging its name with a branch in the old world, bringing the globally influenced style to European fans of handsome Harley-Davidson machines like this one. We think he’s on the right track: riding locally, but thinking globally! IW

*RESOURCE

Lord Drake Kustoms Miami, FL • 954 650 7630 www.lorddrakekustoms.com

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Story and photos by Vincent Stemp

Cycle Electric Inc. The secret of the charge

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ike many good experiences, my visit to Cycle Electric’s manufacturing facility in Brookeville, Ohio came out of the blue. While we had the shop dog Sportster under the knife at Led Sled Customs in Dayton, Ohio for an install project, we found some pieces of magnet in the bottom of the primary cover. A little detective work revealed that the magnets on the stator rotor had come loose, and were smacking against each other.

Fortunately for us, Karl Fahringer and the crew at Cycle Electric were just a short drive down the road.

Our little excursion turned into a full-blown tour, thanks to Karl’s hospitality. Winding our way through the rooms of the shop, we were shown all the A generator shaft, before various processes and after machining.

and machines that are used to turn out Cycle Electric’s range of products, from generators to stators and regulators.

And there’s virtually no application in the Harley-Davidson world for which Cycle Electric doesn’t offer a superior, American made part. “The only thing we don’t make is the stator rotor you need,” Karl laughed, “But the factory has updated the adhesive on the magnets since your bike was built.”

Good information to have, but how in the world would someone outside the factory know a detail like that? Truthfully, it’s simpler than you’d think: Karl is a smart, careful man who pays attention to everything and runs his company in that mindset. Unsatisfied with some of the OEM solutions to increased electrical demands of early electronic fuel injection and its associated pumps, relays and computers, Karl was actually developing threephase charging systems while the factory was still coming up with stopgap solutions. Since then, he’s had great success selling the three-phase

stator kits, as they put up more amperage at fewer RPM’s and run cooler than the stock single-phase setup.

The quality in a Cycle Electric component is engineered from the ground up,

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Karl’s carefully calibrated winding machine wraps the stator coils denser and more precisely than OEM parts. incorporating developments from one line of products into another whenever possible. Karl’s sharp eye assesses every one of the dozens of separate processes that it takes to build electrical components, from soldering connections onto PCB boards for voltage regulators to adjusting the intricate stator winding machine to fit just a little more wire on each pole for more output amperage on the finished product. “We make as many of the components in house as possible,” Karl says, an easy way to keep turnarounds short during new product development or improvement. Like the custom bike builder who shoots his own paint knows, less downtime waiting on an outside supplier is more productive time in the shop.

At the end of the day, the finely tuned machine of Cycle Electric can be described in Karl’s own words: “We’re Americans making products in America for American made motorcycles.” And with my Sportster back together and making amperage like there’s no tomorrow, I have to ap- Cycle Electric Inc. • Brookville, OH preciate the effort. IW 937-884-7300 • www.cycleelectricinc.com

*RESOURCE

Reader Service No. 31 IronWorks March 2014

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Led Sled Customs 10 Years After

Story and photos by Vincent Stemp

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here’s a practical reason why you see the folks from Led Sled Customs roll up to just about every event that’s cool in the continental US: their home base in Dayton, Ohio is already halfway to anywhere. It’s a good strategy for someone in the business of custom bike building, one that really demands attendance before success can be reaped.

And though founder Pat Patterson is as wise a businessman as he is talented a builder, neither of those traits explain his shop’s location just north of the interestingly named Wright-Patterson Air Force Base. No, Dayton is Led Sled’s home simply because it’s Pat’s home, and the shop is housed in a building that was once part of the neighborhood where Pat grew up. It didn’t take me ten minutes after I made

the ride out to Dayton to realize that for Pat and the entire Led Sled crew, home is where the heart and the art is.

Take the shop building, for example.

Once a candy and general store, it languished for years until Pat quit his job as a long-haul trucker then rented out the basement to fiddle with his motorcycles and do some custom work. “I was actually pretty busy from the very start,” he recalls, a good problem to have for a new builder just trying to get off the ground.

Part of the reason? Because in addition to building custom bikes, Pat developed and began manufacturing his own line of parts early on, eventually taking over the upstairs part of the building, too. And standing in the shop today, it’s hard to imagine the place being anything but busy.

While Pat’s full time crew numbers only four, (plus Pat’s wife Jen who counts for more than one!) there are no idle hands on this ship. As I walked into the basement shop, Jason was busy spinning the CNC mill and lathe, turning out production parts from the Led Sled catalog that embody Pat’s enthusiasm for home and garage builders. I watched as Jason did a few test millings on new parts for forward controls, clever pedals and shift levers that bolt on in place of the stock hardware for a custom look without the custom price tag of aftermarket foot controls.

They’re simple parts and that’s the beauty; any rider can bolt them up in the driveway with a socket set and an hour of free time. “I like to build parts that I would have wanted for my bike,” Pat points out.

“That’s why I stuck to Sportsters in the beginning, no one was really making parts for them back then.”

Meanwhile, Pat’s right-hand man Joseph seems to be everywhere at once.

One minute he’s fly-cutting a custom brake pushrod for a kicker install, the next minute he’s yanking off a rear wheel with the speed and zeal of a factory tech. A spark lights up the room; he’s over at the TIG welder, smoothly blending a seam on a bracket he just finished. He’s a machinist, fabricator and technician all in one, and carries himself with a calm, tempered confidence. He’s been here for 8 years, gaining wisdom at Pat’s side through countless builds, adventures and daily problems that make custom bike building such a challenge. And he got his start at Led Sled the old fashioned way; through word of mouth.

“When he was in high school, his shop teacher told him he should come by the shop and see what we were doing,” Pat recalls, “and he really fit in.”

While all this fabricating and machining is in the works, Rex is at the fab table, slicing up hand-spun fender blanks into readyto-mount fenders with a plasma cutter. The phone rings, then there’s a brief conversation and he’s out the door to knock out a couple errands before day’s end. Rex is the shop’s jack-of-all-trades, but he’s no stranger to the world of two-wheeled mayhem; he’s got a fearsome beard and rides a genuinely dirty hardtail Shovel, a biker’s biker who’s earned his place among such a resourceful and clever crew.

It’s partially Pat’s resourcefulness that’s kept the shop humming for so long. Glancing over a black and white bike he’s finishing for a customer, I start to notice details that look familiar; the kickstand, the narrow springer, even the handsome milled bungs that mount the oil tank to the frame. Then it hits me: these are parts I saw in raw metal on a shelf of inventory, on the other side of the shop. When I ask Pat about this, he smiles with what I suspect is pride. “I like to have

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Pat’s wife Jen keeps the business side running smooth. Pat? He’s just glad she’s there.

control over every part of a build,” he admits. And for good reason; since all the parts that would be time-consuming one-off fabrication jobs are now “stock” Led Sled parts he always has on hand, he can make rapid progress building bikes without waiting on suppliers. It’s the motivation for having a paint booth on site; keeping everything under one roof keeps the shop lean and productive. “I actually like the business side of things as much as I do building bikes,” Pat admits, and the shop’s success is proof of his abilities in both realms.

Ten years after Pat first shoveled all the junk out of his building and started building bikes, Led Sled is a well known name among custom V-Twin fans, bringing respect and attention to Sportsters—a model we’ve always had a soft spot for here at IronWorks. So much so that as Led Sled celebrated their 10th anniversary it bought to mind the shop’s first story in these pages, about the shop’s grand opening in 2003. With more parts than ever coming down the pipe and the shop humming like a well-oiled machine, we’ll be watching to see what Pat and his crew come up with over the next ten years. IW

*RESOURCE

Led Sled Customs Dayton, OH www.ledsledcustoms.com

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Reader Service No. 00

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IW Garage

STORY BY VINCENT STEMP; PHOTOS BY SEAN FRASER

Patchwork Practice Doin’ the TIG jig

L

ast month, we took a look at our new equipment from Lincoln Electric. But once the excitement of unpacking everything wore off, it was time to do some actual work! First things first: we had to get everything plugged in and set up. I started with the Precision TIG 225, mostly because of my interest in improving my TIG welding ability. It was quick and easy to get the torch, regulator and foot pedal plugged up, but I did have to re-wire the shop’s 230-volt extension cord with a new end socket to line up with the Lincoln machines.

With that task complete and no electrocutions along the way, I grabbed a piece of tungsten and brought it to a careful tip, just like Steve Garn had shown me in the welding class I took from him at Brew Bikes in Creston, NC. Something that I never realized during my early days fiddling with our old scratch TIG machine was the importance of the tungsten electrode’s tip; it really does dictate the shape and profile of the arc. Scratch TIG requires touching the tip to the metal you’re trying to weld to start the arc, and this degrades the shape of the tungsten much faster. With Lincoln’s Precision TIG 225, it’s easy to set up where you want to lay the arc before you lean on the pedal and get the amperage flowing, keeping the tungsten in good shape as long as you don’t go over the recommended amperage for a given diameter of tungsten.

With some test runs done, I broke out a part I’d been hanging on to for a while,

a gas tank from an H-D Sprint 350 that I’d snagged at a swap meet. It wasn’t the prettiest girl at the ball, but it was cool enough to be worth saving. Plus, I thought it would look damn cool on top of the Sportster...

To minimize fabrication and maximize recycling, I took a smashed two-gallon peanut tank off the shelf to cannibalize for parts. It made sense to steal some parts from this particular tank, since it had spent a brief stint on the very bike I was adapting the new tank for. I took the rear section of the tunnel with the two mounting tabs, and set it aside while I turned my attention to the Sprint tank.

Next, I’d need a way to mount the tank, so the old mounts had to come off before I could measure, shape and weld on the salvaged pieces. They came off quickly enough, but I soon realized that this project (like many) wouldn’t be the walk in the park that I had hoped. The tank had some mild surface rust that came off easily enough with a Scotchbrite disc on a die grinder, but rust had collected under the original mounts and made the surrounding metal thin and crispy. There was nothing to do but start removing the rust and making small patches out of steel of a similar thickness. The right way was the only way.

Left to right: The old tank, the tank I’m hacking up for parts, and the tank I’m trying to get grafted onto the Sportster.

As soon as I tried to fill a crack under the old mount, it burned through, leaving this hole. One way to learn is to make mistakes!

IronWorks March 2014

With a few patches completed and the tank looking much better, I decided to call it a day. Sometimes, you gotta quit while you’re ahead! IW

*RESOURCE

Lincoln Electric • Cleveland, OH www.lincolnelectric.com • 216-481-8100

Here’s the same hole, patched over. I had to re-hit the corners to get the filler rod to flow into the gap nicely, but the patch holds water (literally!)

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Shop Time

STORY AND PHOTOS BY MIKE WITT

The Spike Softail

New York to Chicago

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teve Bollinger grew up in the Bronx on Independence Street.

Not what you would call a bad neighborhood, just tougher than most. But he loved it, and at the age of 14 he began riding motorcycles.

Like most of us, an old Honda Scrambler fit the bill early on. “Ripping around the Bronx was fun,” explained Steve. Then, on a visit to Chicago a few years later, everything changed.

At a party he met a girl named Katie.

“She changed my life,” he said.

They’ve been together ever since, the beginning of a family.

Other bikes came along, but the need for speed was evident. The need for power led him to a Honda Magna.

“I loved it,” he smiled. “Let`s face it, those bikes were fast!” I’ve ridden several offerings from Japan and have to admit that truth myself.

Still, as the saying goes, “There’s nothing like a Harley.” Steve saw a brand new 1981 Coffee Bean Brown Lo Rider at a Harley-Davidson dealership on the North Shore of Chicago and bought it. “It was nice, but it had lots of issues,” he remembers. Going back to the dealer, he mentioned several oil leaks to the service manager. The manager responded with a funny question, “A lot or a little?” Next Steve explained the driveline vibration. Again, the same question, “A lot or a little?” This cat and mouse

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game didn’t last too long. Being a tool and die maker by trade, Steve’s demand for precision just wouldn’t let him thoroughly enjoy that bike. The good news was that he was able to sell it for exactly his purchase price of 5,400 bucks. Not bad.

He and Katie continued to ride regularly. Then, sometime during 2005 while picking up Katie’s bike after service, he saw this 1998 Softail sitting on the showroom floor.

“I got on it and fell in love,” Steve re-

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members. As the miles accumulated and the need for more power returned, the desire to really make it custom did, too.

The new top end consisted of high compression pistons, headwork, a cam and an ignition system. More miles piled up. Now, to make it stand out! Stopping in to see Dave Duper at D&D Custom Cycles, he saw the handlebars that set the theme for the whole project. Hand-turned spikes on the ends of Carlini bars sealed the deal.

The internal throttle cleaned up the lines, and it was off to the races.

Fast forward to Labor Day weekend of 2013. While traveling, a head gasket went out and Steve limped into Dubuque, Iowa, wondering what to do next. Soon, Doug Jackson, the Service Director at Woodstock H-D was on the way to rescue the stranded Steve.

With the Softail in need of repair, Steve’s go-to tech, Nick Manelli, invited me into the discussion because of my background with high-performance Evos.

“How big can we go?” asked Steve. Smiling, I asked him what kind of numbers he was looking for. “Well, I want at least 100 horsepower but I want dependability and power. Most of all I want it to look stock.”

Well, I love Evos! Being an all-aluminum engine, the Evo allows me to push the compression higher than ever before. That unlocks immense gains in torque, horsepower and dependability. Why? Stability, that’s why. With the major components made of the same material, the engine acts as its own “heat sink.” Plus, aluminum radiates heat very quickly.

Back in the 1990s, a favorite kit of mine was to make an 80” motor into a 96” mill.

So I custom-ordered a kit like this for Steve’s bike from S&S. It consisted of assembled flywheels, pistons, cylinders and heads, gaskets and an adapter for the Mikuni carb. The engine cases needed to be bored oversize to fit the larger cylinders, but fortunately the later engine cases were made of much better aluminum than their earlier counterparts.

With the high content of alcohol in today’s fuels, a condition termed “hot soak” can cause hard starting after a fuel stop, or any time the bike is shut off then restarted in a short period of time. To alleviate this concern, a set of mechanical compression releases were machined into the heads.

The exhaust was the last concern. With complete confidence in Nick`s judgment, we discussed the best system for both torque and horsepower. We chose a Bassani Road Rage 2-into-1 system. Nick knew Steve would love the flutes in the end cap that looked like spikes. Dustin Zaitz assisted me in final assembly; he’s another Woodstock tech I can depend on when crunch time hits.

When dyno time came, jetting and final tuning went better than expected for Dusty and I. Steve asked me to keep the rpm low and I obliged, after hitting the 100HP mark at 5250 rpm of course!

Plus, 109 ft/lbs at only 5200 RPM. Katie and Steve came just in time to watch the final tune. Apparently the look on my face spoke volumes to Katie. I was more than satisfied with the final results regardless of the rpm limitations. Hearing the exhaust sealed the deal; Steve and Katie were happy with the sound.

The test ride was a hoot! Being in farm country lets you really “open ‘er up!

The speed matched the horsepower, easily. Doubling the horsepower at an affordable price is nice; blowing away the pilot with performance and family values is priceless! IW Parts List S&S 96” Kit Bassani Road Rage Exhaust Screamin’ Eagle Compression Releases Commitment!

*RESOURCES

Woodstock Harley-Davidson • Woodstock, IL 815-337-3511 • www.woodstockharley-dav.com

S&S Cycle Inc. • Viola, WI 866-244-2673 • www.sscycle.com

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IW Garage

STORY AND PHOTOS BY VINCENT STEMP

Install: Led Sled Belt to Chain Conversion Kit You can do it!

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elts or chains? In recent years, the Factory has abided pretty consistently to a chain driven primary and belt final drive. But like everything the Factory does, it’s open to interpretation; the aftermarket as well as custom builders have been offering different ways for you to transmit your bike’s power to the ground.

One of those options is the Led Sled Belt to Chain Conversion Kit, designed to convert the final drive belt on a 5-speed Sportster to a chain. Why a chain, you ask? There are advantages to both belts and chains depending on the application but with our shop dog Sportster, the ease of on-road repair and the option to cheaply change our gearing in the future appealed the most.

Plus, our output pulley was almost shot after 20,000 miles of hard urban riding and stoplight-to-stoplight pulls. The cost of a replacement pulley really put the belt vs. chain argument in perspective, so we pulled the trigger with a stock-offset kit. By the way, Led Sled makes these kits for applications with rear tires all the way up to 250mm.

This is a simple install, but merits a quick walkthrough regardless. As always, a factory manual is an advantage! First things first: get your rear tire off the ground, with at least 5”-6” of clearance so you have room to jimmy the wheel off. Next, pull out the cotter pin from the castle nut on the left side of the axle, and remove the nut. Before you slip the axle out, back off the two nuts on

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the axle adjusters an equal number of turns to keep the rear wheel alignment straight and true. I like to use a socket on a long extension so I can count full rotations of the ratchet handle easily. With the adjusters loose, you can slip the axle and spacers out, and the wheel off. Stack the axle hardware back on the axle in the same order it came off so you don’t loose track of what goes where.

Next, swing around to the right side of the bike and remove the rear sprocket cover. Depending on your controls and pipes, you’ll likely have to remove at least the front pipe, the brake master cylinder and the right side peg. Hang the brake master cylinder out of the way without removing the line or kinking it, and you’ll have access to the transmission output pulley and its lockplate. Remove the Allen bolt and the lockplate, but hold your horses before you start hammering on the nut with an impact gun or breaker bar: the thin output pulley nut is reverse threaded! (A good manual would have given you a heads up right about now.)

With the nut off and the pulley removed, you’re about halfway done. Fit the spacer to the output shaft, followed by the new output sprocket. Now your reverse threaded nut can go back on, and a small Allen head bolt loctited into one of the holes in the sprocket serves as your new lock plate.

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www.ir onworksmag.com

Now you can turn your attention to the wheel; remove the stock pulley, and replace it with the new sprocket using the original hardware. Loctite is your friend!

Slip the wheel back onto the bike, but don’t tighten the axle adjuster nuts down quite yet. Get out that nice new chain, size it up, and knock out the extra length by grinding one of the rivets off. With the chain on the bike and the master link in place, set your tension with the axle adjusters.

Put everything else that’s come off back where it goes and torqued where it needs to be, then take a test ride! Just make sure you check the tension on the chain for the first few miles; the chain stretches out a little and you’ll need to take the slack back up with the axle adjusters.

Now get out there and ride!

Reader Service No. 25

IW

*RESOURCE

Led Sled Customs • Dayton, OH 937-879-4645 • www.ledsledcustoms.com

Reader Service No. 32 IronWorks March 2014

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Builder’s Cornerstones Buyer’s Guide

Project Planning 101 Story by Aaron Whitney, photos compliments of Biker’s Choice

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o you’ve subscribed to all the blogs, joined the forums, read the magazines, and been to enough bike nights, bike shows, and rallies. Time to build your own custom, right? Are you going to modify your current bike? Buy a frame and use what you can from your current ride? Or go full tilt custom? No matter which route you choose, there are some considerations to take into account.

What’s your budget for this build? Have you priced the parts? Not just the main components but, also the hardware, wiring, paint and other finishes and coatings? Also consider the tools required for such a job.

Sure, for a mild build you can probably get away with the basics but engine, transmission, and drivelines can require some very specific and expensive tools. You do have torque wrench, right?

Let’s talk about components for a minute.

Be sure you do your homework and ask questions before you start buying up parts.

A big cubic inch engine is great, but probably not the best option if you plan on using that old four-speed and stock three-finger clutch you picked up at the swap meet. And you most likely won’t need a lock-up clutch for the 74” Shovel you just had rebuilt. I think you get what I’m saying here: A little common sense and some solid research will go a long way.

Consider how you plan on using the bike. Is this going to be a show bike, bar hopper, daily driver, or do you plan on heading out across the country? A 23” wheel tire combo is a great look but if you need a tire in a one-horse town, you might be in for a wait. Choose a wheel tire combo that fits with the style of riding you plan on doing. There are so many options out there in wheels and tires, so you should have no problem finding something you like that will fit within the budget.

Suspension is another place where you can gain big rewards. If you’re still running the stock stuff and are starting to accumulate some miles, do yourself a favor and upgrade the suspension.

With results such as better handling, better ride, and longer tire life, you won’t regret spending money here.

Find a seat that fits you, too. Nowadays there are plenty of options and with the new materials being used you can get great looks and all day comfort. A great seat is the difference between a 200mile day and a 700-mile day. While we’re talking about comfort, don’t forget to adjust your bars and levers to a comfortable and easy-to-manage position. This will help you relax and enjoy your ride.

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The Builder’s Cornerstones buyer’s guide in this issue should help you with some of these decisions. Whichever route you choose to take, be creative, think outside the box and when you’re done, you’ll know that what you created is all yours.

And a few parting thoughts: Never paint or powdercoat anything without test fitting it first. And never assemble a bike in your buddy’s living room, especially if he lives in a third story apartment! IW

Aaron Whitney is Product Specialist for Biker’s Choice.

*RESOURCE

Biker’s Choice 800-347-7070 • www.bikerschoice.com

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S

o you’re building a bike, are you?

What will you be doing with it?

How do you intend on riding it?

Where and when will it be on the road?

These are a few key questions you’ll need to answer before beginning a “groundup” project or build.

If you’re going to ride this bike every day or go cross-country, you may not want a rigid frame—even though a rigid looks pretty cool! No, a frame accepting shocks may be a wiser choice in those cases.

As for motor size and finish, these depend of the intended use of the bike, too. A polished motor looks great, but is no fun if you get caught in the rain just once. And a big-inch monster motor sim-

ply isn’t as user friendly as a more traditional power unit that not only gets you from point A to point B, but still keeps the ride fun.

Should you go with a four, five, six, or seven speed transmission? They’re all available, and they all have their place, depending on your riding plan. Open belt drive, or enclosed belt or chain? This is up to your personal taste, depending on the look of the bike being built and, again, the intended use of the bike. Just remember that belts and chains require different types of service and attention at different intervals.

There are lots of main component choices, but it’s well worth the effort to think it through prior to making any pur-

chases. That way, the end result will be a bike you can simply enjoy!

Tom Motzko handles Vendor Development for Drag Specialties. He’s also been instrumental in the construction of Drag’s show bikes for many years and has built a bike or two that live in his own garage, when he’s not out riding one of them.

*RESOURCE

Drag Specialties Janesville, WI • www.dragspecialties.com

In this issue, we bring you a selection of foundational items; parts to help finalize, wrap up, or tie together your big project. This time, we’ve included a few parts especially for custom bagger projects as well. Leave no bike behind!

PUT A FORK IN IT

BAG TIME

GET YOUR KICKS

Front end handling is the foundation of any good ride, and Öhlins has the tools you need to make your FLH/FLT bagger handle better than ever. The FKX 101 Fork Cartridge Kit segregates compression and rebound damping into each fork leg for maximum control of front end motion in both directions, and focuses both on road holding and comfort for our mile-eating Harley-Davidson machines. Optional spring rates are available to accommodate different rider weights, preferences, and uses so they can be dialed in to your liking. Contact: www.ohlinsusa.com, 800-336-9029, Reader 12465 Service No. 41.

It’s not a bagger without bags! These sleek Stretched Saddlebags from Bad Dad now feature RTM injection technology, which provides a smooth finish inside the saddlebag. These Stretched Bags are 41⁄2” longer than stock for additional carrying space in the extended area, and are available in multiple exhaust configurations for your custom application. Finished in a final primer that’s ready to go directly to paint, they’re also pre-drilled and pre-fit to accept your existing saddlebag lids and hardware. Proudly made in the USA! Contact: www.baddad.com, 260-40712397 2000, Reader Service No. 43.

For some, it’s not a chopper if you don’t kick it over. Those gents were in mind when Baker Drivetrain put out these 4-speed kicker transmissions that holds true to the ‘36’80 design while incorporating modern manufacturing and metallurgy techniques. Modern gearsets, improved bearings and bushings and a 5 year limited warranty makes this a box you can really take to town. Made in the USA. Contact: www.bakerdrivetrain.com, 877-640-2004, Read11812 er Service No. 45.

RIGID RULES Get your ground-up project going with one of these Kraft/Tech Rigid Sportster frames. Built to accept a ‘04 and up XL powertrain, these frames are constructed of 11⁄4” DOM steel tubing, mandrel bent and MIG and TIG welded. With a 30° rake and 0” of stretch, it’s a great, classic look for your imagination to run wild with. These frames require custom mounting of your tank, seat and rear fender, and include a rear axle that accepts up to a 150mm rear tire. Proudly made in the USA! Contact: www.dragspecialties.com, Read10322 er Service No. 42.

IronWorks March 2014

FACE FORWARD The Conely’s custom fairings, available from Biker’s Choice, are made from a single piece of fiberglass, then finished in a gel coat so they’re ready to paint with minimal preparation necessary. They include brackets and stainless 39mm or 49mm clamps for mounting, and two styles are available to suit your look. Get your face out of the wind with this practical and sleek upgrade! Contact: www.bikerschoice.com, Read11779 er Service No. 44.

MOUNT UP Hell’s Foundry has created these Adjustable Fairing Mounts for all FLTR Road Glide bikes to offer a practical solution to the problem of how to adjust the stance of your Road Glide fairing. Now there’s no need to cut or weld the OE mounts, or make a one-off mount from scratch. They can adjust forward 2”, up 4.5”, and even adjust the angle by plus or minus 28 degrees. Wether you’re converting to bigger wheels, moving the fairing for clearance or just want to change the look, this is the right tool for the job. Contact: www.hellsfoundry.com, 86612131 999-4355, Reader Service No. 46.

BIG BORE BAGGERS If the heart of your touring beast is a little long in the tooth or mild for your tastes, S&S’s new T-Series Long Block engines are now available for ‘07 and up Touring models. They don’t include fuel or ignition systems, so you can reuse parts from your old setup and save, but they do include serious displacement for serious performance! They’re available in wrinkle black or silver powdercoat finishes, and aren’t currently available for Dyna mod10914 els. Contact: www.sscycle.com, 866-244-2673, Reader Service No. 47.

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Builder’s Cornerstones Buyer’s Guide POWER UP

TWIN CAM JAM

LOCK IT UP

If you’ve got a lot of gizmos and accessories on your custom bagger, you may need to upgrade your charging system to handle the increased demand. This kit from Harley-Davidson is engineered to provide the generous battery charging performance required by a motorcycle loaded with powered accessories like heated clothing, heated seats and grips, decorative lighting, and high-output audio.

It puts out 30% more power than the stock setup at 1000 RPM, and includes a new high performance rotor, stator, voltage regulator and all the gaskets and hardware required for installation. Contact: www.h-d.com, 800-258-2464, 10461 Reader Service No. 48.

No engine can make power without cams to let it breathe, so check out the range of options from Crane Cams that are available through Biker’s Choice for your Twin Cam motorcycle. From bolt-in cams for a little more grunt to high lift options for big inches and lots of compression, there’s a set of bump sticks for you!

Be sure to go online to check out the full range of options. Contact: www.bikerschoice.com, Reader 11779 Service No. 52.

All the power in the world doesn’t mean a thing without a way to get it to the ground.

Thankfully, the new Scorpion Lock-up clutch for ‘90-97 Big Twin based bikes features a re-designed billet aluminum lock-up pressure plate that fits under the stock primary cover. Now you can fly under the radar while packing a clutch that can handle output anywhere from stock to 200+ horsepower. In addition, the lock-up pressure plate is also available separately as a retro-fit for existing Scorpion clutches. Proudly made in the USA! Contact: www.barnettclutches.com, 805-642-9435, 10075 Reader Service No. 56.

TAKE A DRIVE An overdrive transmission can really transform your project’s ridability, and this 6-speeder from JIMS comes with a closeratio 1st gear, stock 2nd through 5th gears and a .86:1 overdrive 6th gear. Made of 8620 steel with the CNC-machined gears, the shifter dogs are designed with lead-in ramps for better and quicker shifting. All parts are made in the USA and assembled in-house. This box fits ‘91-99 Softail models, but go online for a full range of fitments. Contact: www.dragspecial10322 ties.com, Reader Service No. 49.

STEERING SOLUTION There’s no substitute for control, so keep that custom bagger pointed straight with this Steering Damper system from Custom Cycle Engineering. Custom designed clamps and brackets position a Shindy steering stabilizer in the optimum location so the damper can be installed with minimal effort. The installation of the Steering Damper stabilizes the front fork and helps with front end wobble, and is mounted parallel to the frame. Plus, it fits most H-D Touring models up to 2009. Contact: www.customcycleengineering.com, 800-472-9253, Reader 10260 Service No. 53.

TOURING TIME SCAVENGERS! The key to any happy engine is keep it well oiled. With an increased scavenge-to-pressure volume ratio over stock parts, the Feuling Super Scavenger makes a great oil pump for your Twin Cam engine. Manufactured using the same 7075 billet material and specs as the Race Series oil pumps, they feature a thinner pressure housing resulting in an increased ratio for the scavenge side of the oil pump. Test results show a decrease in cylinder head temperatures, and an increased amount of oil removed from the engine crankcase and camchest, eliminating power-robbing wet sumping and oil carry over. Contact: www.feulingparts.com, 866-96610013 9767, Reader Service No. 50.

PUT ON THE MILES The contact patch between your bike and the road is tiny, so you better make it a good one. The Continental Milestone Mileage Plus is now offered in sizes for Harley-Davidson Touring models, giving FL riders a new long-range, road capable tire for really eating up the miles. Deep treads and new compounds provide wet grip, while advanced construction yields great mileage and improved ride comfort. Check out a full range of fitments on their website today. Contact: www.conti-moto.com, 740-966-3106, Reader 10237 Service No. 51.

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This unique chassis by Paughco is a perfect replacement for stock 1998 and up FLT frames, and without a frame you can’t even have a bike! The Paughco FLT chassis comes with a 28° rake and accepts Twin Cam 88 and Evolution engines with matching Touring model transmissions. It’s also designed to accept all the stock factory sheet metal, the fork assembly, the rear suspension and other hardware. A good bike starts with a good foundation, so get in touch with Paughco today. Contact: www.paughco.com, 775-24610795 5738, Reader Service No. 54.

GO VINTAGE Performance Machine has brought modern braking technology to one of the original calipers that put them on the map back in the seventies. Thoroughly modern but classically styled, these calipers are the kind of detail that brings a well detailed build together. The new Vintage caliper gets its braking power from PM’s proven 4-piston internals, and is available in Chrome, Black Ops, and Machine Ops finishes for ‘84 and up applications. Contact: www.performancemachine.com, 714-523-3000, Reader Service 10803 No. 57.

WINNING DRIVE Keep the power flowing to the ground on your old or new project with these primary drive kits from Drag Specialties. They include a compensating sprocket assembly, chain adjuster assembly and complete clutch assembly with Kevlar friction plates for long life and big power handling. Different kits are available to fit your ‘90-’06 Big Twin, and primary chains are sold separately. Contact: www.dragspecialties.com, 10322 Reader Service No. 58.

MAKE THE STRETCH The look is everything sometimes, so stretch your bagger’s looks a little further with these Bad Dad Stretched Side Covers. These snap-on side covers are a complete replacement with no need for bonding or gluing, they just press into place! Made from thick, hand-laid fiberglass, they come with mounting pins for a snap-on replacement job.

The side covers are then finished in a smooth gel coat that’s easy to paint to match the rest of your rig. If you’ve got a 1997-2013 Touring model, you’re good to go! Proudly made in the USA. Contact: www.baddad.com, 260-40712397 2000, Reader Service No. 55.

LOCK UP Add some balls to your stock clutch with BDL’s new Ball Bearing Lockup Clutch for stock 1991 and later Sportster clutch baskets.

The patented design significantly lightens clutch pull at the lever while providing smooth, slip free lock up. The conversion assembly is a straightforward install, replacing the factory pressure plate, springs and hub. Don’t loose any power to a slippy stock setup! Contact: www.beltdrives.com, 714-693-1313, Reader 11453 Service No. 59.

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Product Highlight SLIP ONE ON

A DUAL OF THE CHIEFS

A GLOVE IN THE HAND...

These SuperTrapp SE Series Slip-Ons for late model Harley-Davidsons are equipped with a raceproven baffle that gives riders a bolt-on performance gain. Designed to provide the most torque in the bottom and mid range of the powerband, they also include an internal baffle heat shield to prevent bluing. Plus, Supertrapp has 17 end cap options to suit your ride’s look without having to compromise power for style, and the muffler internals are rebuildable for a long service life. Go online to check out the full range of fitments. Contact: www.supertrapp.com, 216-265-8400, 11224 Reader Service No. 60.

Corbin now offers their popular Dual Tour saddles for 2014 Indian motorcycles, maximizing seating area and repositioning the rider for great ergonomics and long-range comfort. With an adjustable backrest for both rider and passenger, no one will be left uncomfortable on those long rides. Genuine leather surrounds carefully shaped foam for the fit and finish you expect from Corbin, and seat heaters are also available for riders in cold climates.

Check out their website for a full range of styles and fitments. Contact: www.corbin.com, 80010240 538-7035, Reader Service No. 62.

Your hands are possibly the greatest tool you posses, so protect them with Firestone gloves from River Road. A great looking leather glove, they feature genuine cowhide with reinforced knuckle protection. Real-world features include reflective piping for visibility, a gel pad in the palm area for nerve protection, and an adjustable wrist strap for a snug fit. Contact: www.riverroadgear.com, 866-212-2389, Read10273 er Service No. 64.

WATCH YOUR BACK Add eye-catching and functional detail to your bike with these sharp, gloss black oval mirrors from Drag Specialties. Designed by master bike builder Don Hotop, these classically-styled mirrors look great and will fit most handlebars. The versatile design allows the mirror to be mounted on either the left or the right side, and these mirrors are proudly made in the USA from billet aluminum. Contact: www.dragspecial10322 ties.com, Reader Service No. 61.

IronWorks March 2014

THE PANTS DANCE STEM THE STRUGGLE If you’ve ever had to replace the steering stem bearings on your Harley-Davidson, you know what a bear of a task it can be. Thankfully, Motion Pro has been there and back again, and brought along this clever bearing installer and remover to boot. It helps to cleanly remove the bearing without damaging the steering stem with overly ambitions prying and hammering, and even installs the new bearing quickly and smoothly. Check out their full range of tools for your bike online. Contact: www.motionpro.com, 650-594-9600, Reader 10727 Service No. 63.

Reader Service No. 37

Built by riders for riders, these Aerostich Utility Pants wear like your favorite pair of jeans, combined with the lightweight toughness of Cordura, and the allweather protection of Gore-Tex with removable TF3 kneepads for whatever the road throws at you.

Available in standard and lighter weight versions, both include rider-friendly features like pre-bent knees, gusseted crotch, adjustable ankle tabs and pockets for real-world junk. Available in Men’s sizes 30-44, regular or long in black, grey and tan. Contact: www.aerostich.com, 800-222-1994, Reader Service No. 65. 10362

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S&S V-Twin Revival STORY AND PHOTOS COMPLIMENTS OF S&S CYCLE

From “No Guts” To Glory Hopping Up An 883: Part 1

H

arley-Davidson 883 Sportster models are generally pretty economical motorcycles, but not always as economical as this one owned by Ryan Wessel of Onalaska, WI, a suburb of La Crosse. One of Ryan’s coworkers bought it brand new in 2009 and had it trailered to his house, since he didn’t have a motorcycle license and had never ridden a motorcycle. His intention was, of course, to take a safety course and get his license. Well, there’s a special road that they say is paved with good intentions.

So Ryan started bugging his friend to sell him the bike. At first it was, “No way! I’m gonna get my license and ride it!” but after about a year of pestering and still no license, the deal went down. Ryan had an essentially brand new bike with NO miles on it for about half of the original price. Sweet!

Ryan had already been riding for a number of years and his previous ride was a 1000cc Suzuki GSX-R, so he was used to some pretty serious performance. The reason he wanted the Harley-Davidson was because the Gixxer wasn’t comfortable for him Here’s the bottom line. Ryan was all smiles when he came back from the test ride. The increased torque and horsepower were immediately apparent, and besides it sounded great! and his girlfriend (now his wife) on long rides. Although more comfortable, the 883 was a real letdown in working business, and one of his customers is George B. Smith, the fast department. In his words, “You really had to plan what co-owner and chairman of the board of directors at S&S Cycle. you were going to do. You couldn’t just get out there and hit the While doing some computer work for George, Ryan mentioned gas!” He pretty much summed it up like this: “The thing was just that he had a slow 883. It just so happened that S&S was looking slow!” for a totally stock 883 for some testing, to help develop someThen, Ryan fell into another deal. He has a computer and netthing like the S&S 4-Step Performance program we have for Big

After the baseline dyno runs were complete, Aaron, the S&S technician in charge of the project, installed an S&S Stealth Air Cleaner. He’s done this before, so it only took him about 20 minutes. It might take a lesser man 25 or 30 minutes. It’s really an easy job.Demo rides.

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Installing the mufflers on the stock header pipes is a pretty simple job, too. Mechanically, there’s not much to an air cleaner and muffler installation.

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Twins, but for Sportsters. Talk about being at the right place at the right time!

Long story short, Ryan’s bike came to the S&S facility in Viola, WI, where the R&D department and the dyno facilities are. In accordance with scientific method, the bike was first put on the dyno, and a base line measurement was taken so we could evaluate the improvements we were going to make. It’s called Proven Performance for a reason!

The first step in the XL program is the same as it is for the Big Twins; to replace the stock mufflers with a set of S&S slash cut slip-ons and install an S&S Stealth air cleaner. The bike was making about 45 horsepower in the stock configuration, and we weren’t surprised to see a bump in power with the S&S exhaust and intake.

(See the dyno chart!) Normally, riders install performance exhaust and air cleaners without much thought for EFI or carb tuning, and it generally works out well.

However, the best power and drivability are often found with tuning. A lot of folks don’t do it because it’s an added expense that’s not absolutely necessary.

In this case, we knew we weren’t going to stop with mufflers and an air cleaner, and we’d absolutely need to be able to

tune the bike later.

So we connected a Dynojet Power Vision Tuner and optimized the fuel system with one of our calibration files available from the S&S website. In addition to modifying the fuel map, the PVT calibration file also increased the rev limit to 6500 rpm.

When Ryan showed up to test ride the bike, we Even though you can generally get away without tuning your EFI or carb with a simgot the impression ple change like mufflers and air cleaner, it helps to get the best performance and that he wasn’t exdrivability. Besides, we have big plans for this bike so we hooked up a Dynojet® Power Vision® tuner and loaded one of our free calibration files into the stock ECM. pecting much.

S&S has Power Vision Tuner (PVT) calibrations available for most of our perforTurns out, he’d pre- mance kits on the S&S website at http://www.sscycle.com/tune-files/power-vision/. viously put a new exhaust header and intake on his car with ger when he rode back into the driveway no improvement. He was pretty disapat the S&S Ranch after his ride. With this pointed with his automotive experience, simple upgrade, he’d gained over 11 and it colored his expectations here. horsepower, and it made a tremendous As soon as he thumbed the starter, he difference in the ride. Think about it, that’s got this grin on his face. It was like, “OK, almost a 25% increase. “I was up to 90 this is more like it!” The grin was even bigmiles an hour and I still had another gear left! Amazing! It’s never run like that before!” Just about everything he said had an exclamation mark after it!

Most new bikes get performance exhaust right away, but many overlook the air cleaner as a source of extra power.

The fact is, an air cleaner/exhaust combination will actually produce a bigger increase in power than the total of the increases of either of them when used individually. Greater than the sum of the parts, for lack of a more original phrase.

Next time, we’ll pour the cubes into it and really make ‘er bark! IW

Even a relatively small engine like an 883 can use more air. The dyno shows that the stock system is starting to lose torque at about 3700 rpm, but the S&S air cleaner and muffler combination keeps the engine breathing and the torque keeps increasing until almost 5500 rpm. This chart also shows that without increasing the rev limit, we wouldn’t have been able to take advantage of the full capability of this engine. That’s a good reason to invest in a tuner, even for such a seemingly minor performance upgrade.

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*RESOURCE

S&S Cycle Inc. • www.sscycle.com

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VIN

TA

MotoHistory in Print ED YOUNGBLOOD

GE

VIB

E

In Search of the Real Cannon Ball Baker

O

ne hundred years ago, Erwin George Baker rode an Indian motorcycle from Los Angeles to New York City in 11 days, 12 hours, and ten minutes to set a transcontinental speed and endurance record. It was a feat that would brand him for life as the “Cannon Ball,” make him one of the most recognizable and famous motor sportsmen in American history, and launch a lifelong career in motorcycle and automobile longdistance record setting.

According to legend, a star-struck reporter in New York City likened him to the Cannonball Express passenger train, and the name stuck. Erwin G. became Cannon Ball Baker for the rest of his days.

Baker was born in a log cabin in Indiana in 1882. At the age of 12, his family moved to Indianapolis, which was a hotbed of industrial invention at the time. Over the next decade, scores of motorcar brands would be born in Indiana, and Indianapolis would turn into a city that strategically and consciously rivaled Detroit to become America’s premier motor city. In fact, the Indianapolis Motor Speedway was built not just for racing, but primarily as a testing facility to support motor industry development. When the new speedway hosted its first race—for motorcycles only, not cars— in 1909, a young Erwin Baker won the Am-

ateur Class aboard his new 1908 Indian. attempt at the Indianapolis 500 (1922) But, it was not Baker’s fate to become where he finished 11th. a famous motorcycle racer. He was large, But there was also a rich and ingenious big-boned, and athletic, and as he moved field of achievement that most of Baker’s into the highly-competitive professional biographers have totally ignored. With so classes, he discovered that his weight was much notoriety for grueling cross-country a distinct disadvantage against the best endurance rides, little attention has been riders of the day, many of whom were paid to his skills as a prolific engineer and small and wiry, like jockeys. Baker went a inventor. The image of Baker as a large, different direction as a professional motortough man who could sit in the saddle for cyclist, using his strength and stamina to days at a time has led to an unstated beset distance records, often staged over lief that he was an unimaginative fellow the primitive roads from one who had more talent in major city to another. his butt than in his skull.

As Baker’s reputation But is just isn’t true. grew, Indian’s George HenBaker did cutting-edge indee hired him in 1912 to vention and research in conduct a tour of Cuba and some of the most adBaker’s calling card.

Central America to demonvanced theories of internal strate the durability of his motorcycles. combustion engine design of his time, and With the headline-grabbing success of he had a keen and futuristic interest in that tour, Indian dreamed up other feats economy when most people didn’t give a for Baker to perform. Though it is reportdamn because gasoline was still dirt cheap. ed that Baker traveled some five million Documents in the U.S. Patent Office attest miles in his career of more than a hunto these visionary qualities. dred marathon events with both motorcyCould it be that the moniker “Cannon cles and automobiles, it was the 1914 InBall” was a kind of curse? His endurance dian-sponsored transcontinental ride that riding alone gave him a rightful place in the first captured the nation’s attention.

American Motorcyclist Association Hall of During the 1930s, Baker shifted his Fame, but it is telling that in his official bio talents to the driving seats of automothere is not a word about his inventiveness biles, setting distance and endurance or the fact that into his mid-50s he was still records for a number of brands. He also undertaking transcontinental rides, not for became an AMA race official and was fame or fortune, but to test and prove his later named a national commissioner for advanced and novel concepts of engine deNASCAR. His career even included one sign aboard prototypes that he had built with his own hands.

In celebration of the centenary of the Cannon Ball’s great transcontinental ride,

Motohistory in Print is going to present several columns where we go in search of the real Cannon Ball Baker.

Saddle up; I think you’ll enjoy the ride. IW Ed Youngblood is a motorcycle historian and former president of the AMA. He has written several books about motorcycle history and edits the web site Motohistory.net. “Motohistory” is a registered trademark owned

by Ed Youngblood.

*RESOURCE Reader Service No. 30 68

www.motohistory.net

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Reader Service No. 33

Reader Service No. 34

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BE

VI E AG T N VI

1973 Aermacchi Sprint Story by Margie Siegal Photos by Gary Phelps

R

emember when you were a kid, and anything with two wheels was cool? Remember when your buddy down the street got a motorcycle and you were so jealous?

That lucky kid down the street probably had a bike like this Harley-Davidson Sprint, one of a group of Italian machines imported

by Harley-Davidson in the ‘60 and ‘70s and sold in Harley dealerships. They were small, light, easy to maneuver, fun to ride and cheap to buy—a user friendly machine that appealed to both adults and kids.

Even though most Italian bikes don’t have the best reputation for reliability, an Aermacchi doesn’t usually spend a lot of

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time in the shop. “You can even ride it cross country,” says Glenn Bator, owner of Bator International, a motorcycle brokerage and restoration facility. “You won’t be very comfortable, but it will get you there.”

In the 1960’s and ‘70s, there were a lot of kids down the block, college sophomores, young workers and other fun-loving people riding Aermacchis, from the almost-amoped M-50 to the freeway-legal 350cc Sprint. In 1969, the last year that statistics are available, Harley-Davidson sold 7300 Shovelheads, 2700 Sportsters—and 11,550 Italian-made 350cc and under single cylinder get-to-school and work bikes.

These small two-wheelers were built by an Italian company named Aermacchi. This company, founded in 1912, was originally named “Aer Macchi,” meaning “air machine.” It built airplanes up until Italy surrendered during World War II. Like other Italian companies that made war materiel, the Aermacchi factory was prohibited from airplane manufacture and needed something else to do. In 1945, Aermacchi started

building a three-wheeled truck. Then, in 1951, the factory introduced its first motorcycle, a 125cc scooter.

Aermacchi started building a 175cc fourstroke single-cylinder motorcycle in 1957. It was well made and fast, and even set speed records. Despite the excellence of this little bike, Aermacchi was having problems. Competition in the Italian motorcycle market was fierce, and the inexpensive cars that became available in Italy during the late ‘50s wasn’t helping. The recently resurrected aircraft branch of the company wasn’t picking up the slack; Aermacchi needed money.

Meanwhile, Harley-Davidson was noticing that Honda was successfully selling small motorcycles in the United States. Harley wanted to diversify, and was also looking for a replacement for the aging small-displacement twostokes it was building, which were no longer economical to manufacture in the United States. In what seemed like a good idea to both parties, Harley bought a 50% interest in Aermacchi’s motorcycle division in 1960.

The first Aermacchis imported by

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Harley-Davidson were 250cc four-stroke single-cylinder machines, named the Sprint C in the US and the Chimera in Italy. They produced 13.5 horsepower at 6500 rpm. In 1962, Harley started importing the Sprint H, a sporty version of the Sprint C, and the Sprint R, a clubman racer. The Sprint H had a 2.6-gallon tank, high pipes, larger wheels and slender fenders. Period testers estimated 21 horsepower, which seems high. In 1964, the Sprint H came with a larger carburetor, a higher compression ratio, and a tuned exhaust, and in 1967, there was an alloy head and barrel along with more ground clearance. 1967 also saw a change in the top end design; plus, the clubman racer was renamed the CRS. Harley-Davidson also had full tilt race versions of the Sprint, designated CR for the flat tracker and CRTT for the road racer. The road racer had a five-speed transmission, along with other exotic parts. Versions of these bikes were campaigned in Europe under the name Ala D’Oro, which means Gold Wing in Italian.

At the same time, Harley-Davidson was importing two-strokes from Aermacchi, including the M-50. The company sold 9000 M-50’s in 1965 and over 16,000 in 1966.

Starting in 1967, a redesigned Sprint C became available. This large-fendered machine finally achieved enough traction in the US to sell in decent numbers, while the M-50 was bumped up to 65cc during the same year.

Harley-Davidson began to run into the same problem that the Italian Aermacchi company had experienced a decade before—competition. The small bike market was very important to the Japanese manufacturers, who were building very sophisticated little two wheelers with overhead cams and electric starters. In the late ‘60s, the Japanese imports began to look less clunky and started to handle better. Aermacchi responded by stroking the Sprint to 350cc in 1969.

The 350cc Sprint was a peppy machine.

In the 1968, ‘69 and ‘70 race seasons, Aermacchi 350’s won four of the top ten places in the Isle of Man Junior TT. Stock, it continued

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weighed 323 pounds, was good for 92 mph, and did the quarter mile in 15.85 seconds. Problem was, the Japanese two strokes were faster, and had an electric starter. Harley added an electric start to the 350 in 1973, but sales didn’t improve.

By this time, Harley Davidson’s core business, building and selling its US-made twins, was on the upswing. The Company was selling thousands of Shovelheads and Sportsters, and the Aermacchis that had helped Harley stay afloat in the 1960’s began to seem more like a not-too-profitable sideline. Harley discontinued importing the Sprint in 1974.

Harley-Davidson continued importing Aermacchi two strokes. In the early ‘70s, the company hired Walter Villa to campaign two-stroke Aermacchis in Europe, hoping that race wins would translate to sales. Villa, a dedicated racer who took a special interest in setting up his motorcycle’s suspension, won GP championships in 1974, ‘75 and ‘76, but it wasn’t enough. In 1978, Harley gave up and sold its interest in Aermacchi to Cagiva, an Italian company.

Aermacchis, especially the Sprint fourstroke single-cylinder motorcycles, have remained popular. At present, Sprints are a favorite bike for the vintage motorcycle enthusiast on a budget and the vintage racer who wants to spend more time racing and less wrenching. Parts are available, and some are even being remanufactured. The engine is bombproof, and can be rebuilt by a mechanically-oriented amateur enthusiast with a well-stocked garage. If that doesn’t describe you, there is a shop in Lowell, Massachusetts, Sonny’s Motorcycle Repair, that specializes in repair and restoration of these little bikes. “We are Italian Americans restoring Italian Americans,” says Ross Puleo, the owner. “The bikes are bulletproof if maintained.”

It’s never too late to have a happy child-

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hood, and if your younger years were marred by the lack of a fun little bike, you can buy a Sprint at a reasonable price, put modern tires on it, and have a great time tooling around town and going out on short trips.

This example is a 1973 Sprint SS 350. It came up at auction several years ago, and was bought by a friend of Glen Bator’s. “My friend (who wants to be anonymous) likes bikes that are quality restored and pretty, and also pretty reliable.”

Johnny Ireland, vintage bike mechanic, dialed the Sprint in for Glenn’s friend. With all fluids replaced, a new battery and a tuneup, it was good to go, and the friend rode the bike around for a while. However, the friend never keeps bikes long, and after a couple of years, the Sprint ended up at Glenn’s brokerage.

The SS-350 is the last iteration of the Sprint, and incorporates a lot of changes that were mandated that year by the US Department of Transportation. The bike has a 12-volt ignition system, an electric start with a kicker for backup, and turn signals.

Other features include the 30mm Dell’Orto carburetor, and the 5-speed transmission with a left side shift and right side rear brake lever. When bikes started changing over to hand clutch and foot shift around World War II, there was no standard for which side the shifter would go on. Most Italian and British bikes shifted on the right until the US DOT mandated left foot shift.

The double downtube frame was another significant change. The first imports had a backbone frame with no downtubes. A dual leading shoe front brake, Ceriani 30mm front forks, and a 3.25 x 19” front and 4.00” rear tire improved the already good handling.

The new 12-volt charging system was set up with a regulator, rectifier and ignition fed through points and a condenser.

Earlier Aermacchis had 6-volt electrical systems that sometimes gave trouble. With the electric start, the SS-350 was heavier but had more horsepower—27 hp at 7000 rpm—to pick up the slack.

Ross of Sonny’s M/C Repair says that the SS 350 is an exceptional bike. “It’s a lot of fun. The later models are a bit more user friendly for highway driving at night with the 12 V lighting and peace of mind with the turn signals. It’s a bit heavier than the ‘72 and earlier models which also contributes to being able to sustain a higher highway speed.”

This Aermacchi didn’t stay at Glenn’s for long. Within a couple of months, it was sold to another collector and enthusiast who is enjoying it.

Glenn Bator explains why these small-capacity 40-year-old bikes are still so popular: “People like to look at the Italian-made Harleys because they are something from their past, a part of growing up. With cheap parts available, and all sorts of clubs and groups formed around Aermacchis, and especially Sprints, you can not only ride and enjoy them, but also have a network and community to join.”

“It’s a lot of bang for the buck.” IW “As American as pizza pie!”

Think you’d like to see more? Go to www.IronWorksmag.com and click on “Bikes.”

IronWorks March 2014

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