We’re rockin’ with this project. I’ve never built two bikes at once, Bonneville aside, but we’re having a blast. Both projects are hustling and this report will bring you up to date.

The CCI V-Bike Panhead is still a roller and we’re waiting on the drive-line elements so we can mock-up the pipes before shipping anything to powder. But we decided to grapple with tank mounting and messing with the seat. But first here’s what Berry Wardlaw said about the 120-inch Panhead from Accurate Engineering:

First off, good morning! I am sending a mock-up engine so you can continue the build and I will give you the theoretical specs for the exhaust diameter and the length. The specs for the exhaust will be for stepped and straight headers. I came to this design from a computer generated program which has been very successful for me in the past.

The REAL engine is going to be pure race and the components have already been ordered. Still waiting for the crankcases but believe (have been told) they are ready. The exterior dimensions of the engines will be the same.

I will include the 3-bolt exhaust flanges. I am using many titanium internal components, modified components as well as custom squish areas, custom oilers and coatings. Ryan Baisley is blue printing my rocker arms (true 1.5:1 ratio). We have been overwhelmed with orders and the Biker build-off thing is getting to be a too much but we are hanging on.

I have two court dates this week, so maybe I can get this shit behind me. I promise to be good. As good as I can be.

–Berry

We’ve sent the transmission specs to Baker Transmission, but haven’t heard anything back. They’re a tough group to communicate with. I’ve offered to write articles about their products, but can’t get a return phone call. We’ll keep trying. I have a lot of respect for their components and we’re determined to use one of their transmissions. Following are communications with John Reed, Custom Chrome Designer regarding the transmission:

The V uses a touring tranny, but any FXR unit will be OK. It uses one of the CCI extended chain sprockets, with the same teeth as stock. But Baker sells a sharp one, If there is any problem with the offset /teeth, etc. let me know and I will go down and measure one. If the back of the engine is the same as a (rubber mount) FXR/dresser, and the front part of the tranny is for a (rubber mount) FXR/dresser, it should be OK.

As far as I know, the back end of the engine mount is the same on Shovel and Evos, and I’m sure Panheads, and late model FXR rubber mount trannies bolt straight to the engines. It’s only really early r/m trannies that need a separate bracket.

The twin cam tranny won’t bolt to a non twin cam bottom-end engine.

On my Vs, with a 110 revtech, I have never had a problem with the engine moving with the tranny, using a stock OEM inner /outer primary, which is a really good stabilizer.If you are using a belt drive with a good billet piece that takes the place of the stock inner, you should not have a problem.

How much hp/ torque do you have on the engine you are using?The V is a lot different than a the Softail setup, that most choppers use, the primary is shorter, and seems to be a lot more rigid.

CCI has a V going to Daytona, Why don’t you ask Your butt-hole buddy, Sean, if you can ride it around, so you can get used to it.

–John Reed
Custom Chrome

John’s in constant trouble with the brass. We will run a BDL primary drive. That brings you up to date on the driveline. Now lets shift to the tank installation.

I believe this is a Regency built tank for Custom Chrome. It was designed as an adjustable stretched fuel tank for Softails, 2000-up to contour a seat, in this case a Corbin job. Because of the multi-fit business I received all the brackets to make the tank fit an H-D chassis, then separate fasteners for the V-frame. That often creates confusion. Actually Bikernet Black Market John saved our ass. “Hey, this is going to mount like a lot of Jap Bikes,” John said. “It slips into that scoop thingee and just bolts to the rear.”

Here’s the front tank mounting scoop.

Fortunately mounting to the V-frame eliminated a lot of heavy bracketry that we endeavored to use, only to find out we could shit-can them. I never toss any brackets. You never know…

Here’s a shot of the stock tank mounting instruction and the brackets. We only needed one of the long brackets for the rear.

Some of these extra motions I don’t mind, because we become familiar with their use and will know how they work for future reference. Never know when we might wrench on a Softail.

The directions implicitly showed us how to mount the rear of the tank and the rubbermounted tank bracket.

Here’s how the brackets mounted to the tank. They’re bitchin’, but I shaved the raised edges, because the bastards were too snug in the tank slots.

I asked John Reed if I should put a gusset in the neck. Here’s how he responded:

Here’s the scoop mounted on the stress bar. There’s three holes with nuts welded to the underside. We used the most forward one.

Good news. The frame passed the European TUV test.Our engineeer is back from the states and has just talked to the TÜV.

To pass the TÜV test a frame has to bear 100.000 load alternations. As we have tested the Paioli front fork at the same time the frame was tested with 500.000 load alternations. So the frame beared more than 4 times the standard test.

regards

–Günther

The above shot shows the front Softail mounting brackets in place. The shot below demonstrates how these brackets weren’t going to work. I must have installed and removed this tank a dozen times before I discovered the error of my ways.

Once Black Market John straightened my sore ass out, we discovered the additional fasteners, carefully labeled in a box. Suddenly the mounting system seemed extremely easy. Mount the rubber grommets into the slider rails, fit them to the scoop, set the Corbin seat in place for accurate tank placement, tighten the Allens in the front tank mounts with the tank adjusted to the perfect height, and we’re golden. That’s the way it should go.

I dropped John Reed a note and he sent me the above sketch, which answered some question, but then we ran into a problem. The scoop is a half-inch narrower than the thick slotted slab of steel bent to fit into the tunnel of the tank and the slots don’t line up. They’re not even. We added spacers to the rubbermounts so they would reach the bracket. That would have been golden, but we couldn’t squeeze the tank over the backbone of the frame.

We removed the spacers and tried again. What seemingly would been the simplest way to mount a gas tank had us completely perplexed. Even with the spacers removed, we can’t get the tank on without removing the scoop, which defeats the purpose of this system. We’re still investigating.

Since this is going to be ridden at Bonneville and we’re calling it the first Sportbike Panhead, we removed the Corbin seat and the plastic tail section and decided to run a sprung slim solo from U.S. Choppers and make the brackets that we can slip way back so the rider can lay on the tank for a fast run on the flats.

We’ll get to the bottom of the tank mounting and mount the seat in the next segment. Hang on. Let’s move onto the Bonne Belle, 45 Flathead progress report.

We’re working like mad dogs to create a roller while Klink and the crew from Departure Bike Works rebuilds the engine and transmission. We’re basically building the 45 cubic inch flathead above, with a handful of upgrades, including the recent 39 mm Sportster front end and PM disc brakes and wheels. We are also planning to shift it to a foot shift bike using Tedd’s cycles mods.

With the help of Larry Settle’s bike shop in Harbor city we machined a Paughco 45 springer stem and pressed it into the late model Sportster aluminum tree. Larry bore a hole in the bottom and taped it ¼-20 so we could install the below Allen and washer to prevent the stem from pulling loose.

We installed Paughco neck cups allowing us to eliminate ball bearings for Timkens. See shot below.

This created a quirky dilemma. The stem was long for a springer. We had a choice to make and an unforeseen opportunity. From Timken bearing to bearing the neck measurement was 6 3/8 inches. We discovered later that today’s Sportster neck is 7 ¼ inch from top to bottom. We could have turned the Sportster stem to 7/8-inch, but we decided to try the springer stem. For one reason, this system will allow us a more secure pinch bolt system above and below the top triple tree.

Here’s the springer nut below the tree, which gives us additional room and height to run clip-on handlebars. This could get exciting.

Rick Krost from U.S. Choppers installing the quirky Sportster front end.

We took all the re-machined front end parts to Rick at U.S. Choppers so the frame could be checked with both axles in place for the most accurate frame check.

Larry Settle machine chamfers in the springer nuts to slip inside the top triple tree for the most accurate secure fit. We also machined the springer nut down to make the best use of the stem with a nut on the top and bottom.

Above shows the frame with the front end in place. We will fit up a PM wheel shortly and decide if we need to shorten the tubes more. Actually doesn’t look too bad. Using the springer stem lowered it almost 2 inches.

We already have a set of black powder coated lower legs ready. We will probably powder coat the trees black also.

Here’s a close up of the trees in place. After Rick checks the frame, we’re ready to pick it up.

Here's The Report from U.S. Choppers

First, we cut through the frame in several places, making sure to cause as much damage as possible. Actually we're cleaning up an old mess with da grinda. It’s a highly technical and grueling operation requiring skill and tenacity.

Aaarrrrrrhhhhgggggg!!! There’s the cancer that had to be removed.

Local expert vet and living legend, Fat Paul, bending the frame into place with shear strength using a hardened piece of spring steel which acts as our straight edge. Go Paul, go.

One eyed Willy looking for his contact lens….. “I swear it fell somewhere down here……”

The frame fairy came over night and delivered a fresh straight frame….. straight and true like an arrow. Disclaimer: no heat was used nor animal testing in conjunction with this experiment.

U.S. Choppers
2039 S. Lyon St
Santa Ana, CA 92705
714-546-4699
Appointments Only Please
http://www.uschopper.com/

And now a report from Departure Bike Works, in Richmond, Virginia– Lee Clemens and his crew are responsible for the engine and trans rebuild and hop-up. Fortunately we had a set of performance aluminum heads and an extra front cylinder. Lee is planning to have special cams ground and run two front cylinders with dual carbs.

The Departure crew just started to rummage through our parts bin.

”I know, I know, better never than late, right,” Greg, from Departure said? “Not a whole lot to report yet. I finally got Klink to come by & take a preliminary inventory of what you sent. He just had one comment…..’You CAN'T put an ELECTRIC START on a Bonneville contender!’

I'll have more soon…..”

Keep It Greasy,

Greg @ DBW

The Flathead master, Klink.

That’s a tough aspect of buying basket cases. You never know what’s mixed into the score. In this case we had a bunch of 45 trike parts in the batch including the tanks. We’re going to run with a foot shifter assembly, so it doesn’t matter that the tank shifter is on the opposite side for trikes.

I’m pumped. I may pick up the frame tomorrow and then I’m working with PM and a dirt-bike-foot-controls guy to set up the complete roller. Once we fit the tanks with a new petcock they will be shipped to Jim Murillo for paint with the fenders.

Hang on for the tank and sheet metal tech, coming soon.

–Bandit

Agent Zebra sent me us a cheer leader for the 5-Ball Racing Team.

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April 29, 2010 Part 1

/ Weekly News / April 29, 2010

BIKERNET NEWS FLASH – K&N PEEL-BACK PRICING,10,000-MILE RIDE ENDS, GOOD NEWS FOR OXYTANE, BEVERY ROBERTS BOOK SIGNING AND MORE…

Hey,

Another crazed 24 hours in paradise. It’s 12:15 p.m. and I’m having my stale breakfast protein shake. While the girls grapple with an emergency bikini diet, I’m starving to death. So, what’s happening this week? I wish I could figure it out. I spent two days kicking off my Motorbooks book project, interviewing the subject, the day before he headed to parts unknown. I’m awash with notions about the book, the history of his organization, his women, motorcycles, and madness. As soon as I mentally boil the ingredients and make some sense. I’ll let you know.

Here’s another quandary. I need to send out a report on the latest SEMA meeting for the Power Sports Advisory Group (PAG). In my optimistic nature I find two very beneficial motorcycle industry aspects to this arrangement. But you get a room full of guys together and any and every positive and negative facet surfaces. Plus, the SEMA organization is primarily about the trade show in Vegas. So what’s the bottom line? If we want to support their trade show, then we are afforded the opportunity to be involved in this massive automotive trade association.

Some guys don’t like the notion of a trade show competing with the V-Twin show in Cincy or the Advanstar show in Indy. Some industry leaders don’t like the notion or cost of another trade show at all. Some brothers in the Industry don’t ever miss the SEMA show in Vegas in November. They love it and love the opportunity to meet customers out of the motorcycle box. The SEMA show draws maybe 10 times what Cincy draws, and it’s a different market. It’s a chance to introduce thousands of gearheads to motorcycling. I see it as a benefit to Cincy and Indy. If more guys get involved, we’ll all have more customers in the future. But maybe I’m just dreaming.

This might be a slow plodding process, but anything to keep riding free, goddamnit, and keep this industry vibrant. Let’s hit news:

Anybody can join Sema, large companies, small, dealers and motorcycle related companies. They recently launched a PowerSports Action Groups that include street motorcycles.

FLATRAT WERA RACING TEAM SPONSORED BY BIKERNET.COM, NASHVILLE UPDATE–

Well, it was an interesting race to say the least. We knew going in that the weather looked ugly, we were not to be disappointed! As teammate Charlie Young is still out with a broken crankshaft from Daytona, I opted to split traveling expenses with local newbie CB350 racer Jamie Brenton. Jamie has shown promise from day one but has had mechanical issues with his bike on a regular basis, so had opted for a new ignition and engine rebuild over the winter. This was it’s first outing. I’ve been busy since our February race in the sleet, mounting a classic Avon style fairing, installing a disc brake and new race-tech fork springs, and valving. Having never been to Nashville before, the bad weather and all the changes to the bike, to say I was nervous was an understatement.

First practice was dry although I had no clue about the track layout, what radius the turns were, where my brake markers would be, would the fresh sealing strips all over the track be slicker than dog snot (yes they were, in case you are interested) and if my new front brake would work as well as I had hoped. Nashville uses some of the banked NASCAR oval track linked to a couple of flat infield sections. The track is fairly short and a decent vintage bike lap time is around 1min 20secs.

Charlie Young had been there several times and had given me a few pointers like, “Hold it wide open off the banking into turn one,” he didn’t mention turn two is about a 20mph turn!! After first practice, the skies opened up. Tornado warnings had been on the TV that morning in the hotel room so we knew that bad weather was here to stay and we just had to grin and bear it.

Second and final practice comes along after about an hour and sure enough, it’s raining sideways and visibility is close to zero. We went out anyway. I managed to make out a few familiar points on the track and start to get used to sliding both tires across the many sealant patches, I tell myself racing is fun, fun, fun. The other half of my brain argues to the point that I give up thinking about it and start concentrating on the job at hand. Right after second vintage practice the storm front really hits hard and we have to drag all our equipment 20 feet back inside the NASCAR garages, stuff still gets wet.

After three hours of delays, red flagged races due to lightening and crashes in many races, we get our turn. It’s pouring down and the track is flooded. I pull out of the pits and almost instantly crash as I hydroplane through 3″ of standing water; it’s no longer a race, just survival! First race is V2 where the little 350 was overshadowed by larger 500cc bikes.

My main rival, Steve Upchurch, sponsored by the bastards at BikernetMetric, Honda 450 blows up before he even gets out of the pits, he rushed back to get his CB350. The weather kept most racers at home but this is his local track and he just did a track-day a few weeks ago on his Ducati, things don’t look good for me. The flag goes green and I’m off. I can here Steve’s bike in the background, he’s right on my tail. I try to stay calm and not choke on the first lap; I need to gain precious points if I want to win the regional and national championships this year.

I get into a groove I feel comfortable with and start to edge away from Steve at about three seconds a lap while still continuing to learn the track. The rest of the field was back there somewhere but the rain limited my vision. After the a couple of laps I can feel water sloshing around in my boots and every part of me is soaked. Why did I forget my rainsuit!!! The rest of the race is a lonely one until I lap a few riders and I ride to a comfortable win. The joy of finishing, let alone winning, takes my mind off how wet I am.

Our next race is just 40 minutes later so no point in wringing socks out, peeling out of leathers etc. We just sit in a cold wet and silent mental numbness, knowing we’ll be right back in it soon. The race before ours is a 20 Lap race for modern bikes, someone crashes and leaves oil all over the track and the race is red flagged. After another delay, it’s our turn to race, last race of the day. V1, the CB350 was built for this class. There are three classes running at the same time with about a 20 second gap between each wave. In front of us are the F500 bikes, made up entirely of old two stroke Yamaha twins, the smell of Bean oil and Cam2 race gas fill the air. We are back in row 7 on the second wave, a few rows back from us are the 350GP bikes, mainly stock CB350s, a Ducati 250 and a Harley Aermacchi 350.

I took a quick look at the bikes in my class and noticed a Triumph 500, it’s rough looking and has that, “I either win or crash trying,” look about it, could be trouble for me. First green flag drops and the F500 bikes are off in a cloud of blue smoke. Twenty seconds later another green flag drops, I get a perfect start, and I’m first into turn one. I’m waiting for the Triumph to come flying by at any second but nothing, second lap around I see why. A dejected looking racer and a bent Triumph 500 are on the outside of turn two. That’s gotta suck! I noticed that it finally stopped raining and the only water spraying on me is off of the track. As the race continues a very narrow racing line starts to dry out, lap by lap I push harder and eventually pass the F500 bikes who are not in my class but at least I got to race someone today. I cross the finish line for another first place, couldn’t be happier.

Sure enough, as soon as the race ends, the sun comes out. Well at least we can grab our trophies and drink a beer in the warm glow of the sun. Jamie not only finished both races but also managed a 2nd and a 3rd in his classes, way to go Jamie!! Next weekend will be yet another great event, this time from Barber Motorsports Park in Leeds Alabama, an amazing facility. Hopefully with less rain!

Til then,Cheers.

–Dean Middleton
www.fullerhotrods.com
Cell-770-310-4840

DESERT ROAD KILL FINALS FROM CRAWDADDY AND THE RIVER RAT–ok…official critter count is as follows: one large herd of antelope, one bald eagle, several ugly vultures (my least favorite fowl), two dead snakes of indeterminate genus, one bull snake-alive-that sent the folks into a frenzy and had to flip a bitch in the middle of the busy road in order to go back and take a foto. One dead deer, one dead Javelina (was surprised, they don’t usually get that close to the roadways) and one very big, alive, rattlesnake, which I chose to not point out for everyone’s safety, considering a prior experience. This whole deal was absolutely one for the books. Really.

I’ve never been involved with anything like this in my life, and I’m trying hard to focus on the cool points, but the amazement of it all is really making my head spin. Not sure I can ever write it up in words that will truly depict the mania of it.

Cool German guys, however. I like men, so that part was fun. Oh yeah, my camera died. Mostly, I wrang my hands at all the amazing things I missed. Think a “River Rat needs a camera” fundraiser would fly?…grin..seriously. I don’t realize how much of my time I spend behind the lens until this happened. Great fotos abound…in my mind’s eye they were great.

Hit the hideaway today, Tuscon tomorrow. o yea, another tidbit…my “moped” has developed a very annoying, mystery squeal, I believe it to be rear wheel bearings. The “manager” viewed it as something that can make another 100+miles (on top of the 100+covered today) until we roll into Tuscon tomorrow. I however, think not, but I’ve never claimed to be a mechanic, either, just know what I know/hear… –River Rat

BEVERLY ROBERTS BOOK SIGNING AT NOIR LEATHER EVENT IN DETROIT–The new photo book by Beverly Roberts is out and a book signing is coming up.

BIKE IN A DREAM BY DICK ALLEN–Biggest show ever this year, in Tsawwassen, B.C. Lots of cool everything.

–DA

D&D DEALER DIRECT PROGRAM CONTINUES TO EXPAND–If you need performance exhaust and you don’t spot a dealer near you here, click on the image above and check the main list on the D&D web site.

1) Norm’s Cycle & ATV 273 South Pershing St # 3 San Bernardino, CA 92408 909-885-7667
2) Sorensen Performance # 6 Main St Portal, ND 58772 306-761-0064
3) Hard Core Customs 212 NE 72nd St Gladstone, MO 64118 816-468-0088
4) Dallas Chop Shop 1711 N Broadway Carrollton, TX 75006 972-820-7229
5) Rosholt Motorcycle Co 207 N Main St Rosholt, WI 54473 715-677-4738
6) Schultz Recreational Repairs 69 Lanco Square Landisville, PA 17538 717-278-7263
7) The Speed Shop 5700 Gateway Dr # 5 Grand Folks, ND 58203 701-772-0256
8) Darkside Customs 11420 N Woodside Ave Santee, CA 92071 619-562-4001
9) Casey’s Cycle Repair 10249 San Fernando Rd Pacoima, CA 91331 818-899-9519
10) Ray Nelson’s Machine Specialties 632 Cook Rd Sedro-Woolley, WA 98284 360-856-4181
11) Vicious Cycle 3250 El Camino Real # F1 Atascadero, CA 93446 805-466-3500
12) Champion Motorcycles 1590 Newport Blvd Costa Mesa, CA 92627 949-642-4343
13) Absolute Performance 14725 Katy Freeway # 4 Houston, TX 77079 281-920-3700
14) Clare’s H-D of Niagara 590 York Rd Niagara-on-the-lake, Ontario, Canada L0S1J0 905-684-4647
15) Jaam’s B/S Warehouse 998 W 12th St Connersville, IA 47331 765-825-0991
16) Nelson Machine & Performance 206 Wesley St Fredericksburg, IA 50630 563-237-5329
17) 44 Automotive 1312 Route 44 Poughkeepsie, NY 12601 845-485-4400
18) Surdyke Motorsports 1305 Hwy 61 Festus, MO 63028 636-931-9166
19) Dutchess Recreational Vehicles 737 Freedom Plains Rd Poughkeepsie, NY 12603 845-454-2810
20) Capitol Cycle Co 4950 Mercer University Dr Macon, GA 31210 478-475-5711
21) Classic-steel.com 210 A Boul St Jean Baptiste Chateauguay, Quebec Canada J6K3B7 450-699-8050
22) Performance Plus 5312 Pleasant View Memphis, TN 38134 901-385-8296
23) Classic Inc 4763 Dixie Hwy Waterford, MI 48329 248-618-8455
24) Top Notch Motorsports 7562 Industrial Way # D Stanton, CA 90680 714-622-4352
25) Flaming Gorge H-D 2401 Foothill Blvd Rock SPrings, WY 82907 307-382-9099
26) Kennedy Auto Supply Inc 108 East Main ST Elkin, NC 28621 336-835-4547
27) AK Motors 2252 River Rd Vandergrift, PA 15690 724-567-2277
28) Dog House Customs & ATV 2311 E Kingshighway Paragould, AR 72450 870-240-8626

— Jennifer Millican
D & D Performance Ent
And as always RIDE SAFE & LOUD PIPES SAVE LIVES
817-834-8961
Fx: 817-831-4260

WE HAVE FIVE COPIES OF SHOP CLASS AND SOULCRAFT TO GIVE AWAY–That’s right. We captured the opportunity to elevate our readers with a stellar literary contribution. No more sex and adventure from Bandit’s Chance Hogan biker fiction. This is true heady philosophical stuff and it’s free. Just click on the banner below, mention that you want a copy of this book and you’ll be apart of the drawing.

GOOD NEWS FOR OXYTANE– Just a quick thank you for your help and quick turn on our Oxytane order! The response has been tremendous! People have to come back to the shop to pick up more once they have tried it. Reports from individuals range from 1 to 4 mile per gallon increases in mileage. And everyone agrees that it is truly “more throttle in the bottle.”

Jeff Lange even put it in 2-year-old race fuel for the drag bike and swears it helped the bike run super at the All-Harley Drags last weekend in Phoenix. My own experience is a more sedate 1 to 2 mpg, but the bike runs so much better. I really don’t care about the mileage! This is truly the first additive that we have ever tried that does exactly as promised.

Looking forward to a long relationship with Oxytane.

–Steve Harrison
Harrison & Lange LLC
dba Different Strokes
2539 Hwy 90
Huachuca City, Az. 85616
520-458-3804

WIRE PLUS WIRING HARNESS TECH–Wire Plus has been engineering state-of-the-art custom wiring harnesses, digital instrument panels and other innovative products for more than a decade. Rick Marler, President and founder of Wire Plus is an avid enthusiast himself, and has been riding his entire life. Marler knows what the environment can do to motorcycle components, especially electronics. “Our systems are built to survive the rugged environment of the Harley-Davidson and custom V-twin bikes,” says Marler.

The Classic Chromed version is probably the most recognized unit in the Wire Plus lineup

In black, the Classic is also a hit.

The systems Marler is referring to are recognizable from the elegant switch housings that you can see positioned on the seat post of many custom bikes these days. More than stylish add-ons, they are brimming with state-of-the-art technology, with their waterproof construction and vibration-resistant, solid-state breakers that never need replacing.

click here to read the whole tech article.

At Wire Plus the focus is on the reliability of everything they manufacture. They stand behind their products and the customers who count on them to be the best, most reliable products in the industry. In addition, Wire Plus backs them with expert technical support.
If you want the best in digital technology for your ride, check out the latest from Wire Plus. Reliability, Ease of Installation, and Quality All in One!
Wire Plus products are currently available through distributors like Custom Chrome, Mid-USA, Midwest Motorcycle Supply and V-Twin.

K and G Cycles is back with some great Peel Back Prices!!!!!–This week we have something for everyone. How about some vintage drilled taillights by Hardbody? These are for custom use and are the perfect finishing touch to that bobber you’ve been working on. The best part is they retail for up to $185.00 and we “peel them back” to as low as $79.95!!!

Try a front fork kit for a mid-glide FX 74-77 with a Kayaba front fork included, a retail of $320.95 for under $215.00. Steal this right now!

We’ve got V-Factor Smuggler Drag Riser Handlebars For Most Models, Chrome Plated for under $50.00. Or maybe a starter motor for 89-06 Big Twins for as low as $105.00? We’ve got hand grips, handlebar controls, tires, you name it. And all at peel back prices that won’t last long.

Just stop by K and G Cycles at www.kandgcycles.com and “peel back” the upper right-hand corner of the page. Click on the graphic below and go straight to the savings of a lifetime. While you’re there, check of the rest of the store. If you can’t find it at K and G Cycles, it’s going to be pretty hard to find. Check us out on Facebook and watch for our huge Sturgis promotion at the Buffalo Chip Saloon. K and G is going to be all over the place!!!

K and G Cycles… kinduvabigdeal

BIKERNET TEXAS MOTORCYCLE TESTING FACILITY REPORT– Here’s a couple of fun shots, one is me on the bobber before a 200-mile day. Interesting when the fork stem nut starts to back off at 80 mph. The other is me scorching my rear tire. I later did a burn out and lost it, causing me to take the V-Rod offroad for a stint. I jumped a driveway and landed it like a champ. Played it off like I meant to do it. Wild weekend.

–Johnny

S&S Remanufacturing Services Available Through Authorized S&S Dealers–New Life For Old Engines!

S&S Cycle professional remanufacturing services are available through all authorized S&S dealers. Your authorized S&S dealer can send S&S and some stock components to S&S to have them remanufactured to factory fitment specifications. From a carburetor to a complete engine, pretty much any S&S and certain stock components can be remanufactured.

In the big picture, this means that rather than replace an engine when it has run its course, for about half the cost of a new engine, the S&S remanufacturing technicians can return your engine to factory specifications. The remanufactured engine will have new bearings and bushings as required, new pistons, oil pump components, camshaft(s), tappets, gaskets, seals and replacement hardware.

A remanufactured S&S engine carries a full one-year parts and labor warranty.

How to Restore Your Motorcycle, 2nd Edition by Mark Zimmerman and Jeff Hackett–

The market for used motorcycles is vast and deep, with many popular motorcycles available for a fraction of what they cost when new even a few years ago. With a little hard work and know-how, a restored used bike can become a reliable and stylish commuter vehicle. But restoring an older motorcycle can be challenging. Often you’re dealing with old technology, parts that are hard to replace, rusty and stubborn bolts, etc.

How to Restore Your Motorcycle walks the reader through the process of tearing down an old motorcycle and building it back up again. This revised edition adds color photography throughout, as well as new information covering bikes and technologies new to the collector realm.

Title: How to Restore Your Motorcycle, 2nd Edition
Author: Mark Zimmerman & Jeff Hackett
ISBN-13: 978-0-7603-3772-1
Retail: $29.99 US / $32.99 CAN / $18.99 UK
Binding: Paperback
Page count: 192 Pages
Publication Date: May 15, 2010

— Nichole Schiele
612-344-8161
nschiele@mbipublishing.com
www.motorbooks.com

10,000 RIDE AND THE RIDE HOME–I just want to add this last note to my story. I want to thank all of my friends out there who helped and opened their homes, studios, shops and sent money in support of me and this ride.

Thank you Eric Herrmann and family for providing me and Aly a place to stay and to repair my motorcycle, Bob Kay and family and employees for a place to stay, parts to work on the bikes, both bikes, interviews at his shop,A BIKERS GARAGE, and taking us to the RICK FAIRLESS SHOW, Craig and Stacy Watts, Al’s brother and sister in law, for opening their home and showing us around Guthrie, Ok. Shaun at the gas station in Long Beach, Ms. Brent Cole for sending me the money for Aly’s parts so I could get home, my sister Laura Uncapher for sending me money a few times so I could make it home, David Grodsky for sending money for the rear tire, Terry Stewart for sending money for the rear tire, my friends at Barnett’s Harley- Davidson for giving me a break on the rear tire and the fast service to get me back on the road, Bill O’Neal, my sweetie’s brother for coming to the desert to get me and the bike when she broke the rear cylinder and finally my sweetie Deanna O’Neal for her support throughout this latest adventure.

Thank You One and All

–Flash De Monet
Long Distance Rider

NEW BLADES FROM CUSTOM CHROME–Custom Chrome has taken the standard wide lever blade and has smoothed the edges and rotated them approximately 10 degrees. This allows them to fit your hand more comfortably. The levers are available in three different styles and in either a chrome-plated or black powder coat finish. Levers are sold in pairs and include pivot bushings and anti-rattle clip. Visit www.customchrome.com for details.

You will find below a list of applications:

Chrome Levers
Smooth, fits all 08-10 Touring models
Smooth, fits all 07-10 Big Twins (except 04-10 XL and 08-10Touring Models) with hydraulic clutches)
Smooth, fits all 96-06 models (except 04-10 XL models)
Smooth, fits all 07-10 XL Sportster models
Smooth, fits all 04-06 XL Sportster models
Smooth, fits all 82-95 models
2-Slot design, fits all 07-10 Big Twins (except 04-10 XL and 08 -10 Touring Models)
2-Slot design, fits all 96-06 models (except 04-10 XL and 08-10 Touring Models)
5-Hole design, fits all 07-10 Big Twins (except 04-10 XL and 08-10 Touring Models)
5-Hole design, fits all 96-06 models (except 04-10 XL models)

Black Levers
Smooth, fits all 07-10 Big Twins (except 04- 10 XL and 08 -10 Touring Models)
Smooth, fits all 96-06 models (except 04-10 XL models)
Smooth, fits all 07-10 XL Sportster models
Smooth, fits all 04-06 XL Sportster models
Smooth, fits all 82-95 models
2-Slot design, fits all 07-10 Big Twins (except 04-10 XL and 08-10 Touring Models)
2-Slot design, fits all 96-06 models (except 04-10 XL Models)
5-Hole design, fits all 07-10 Big Twins (except 04-10 XL and 08 -10 Touring Models)
5-Hole design, fits all 96-06 models (except 04-10 XL models)

Continued On Page 2

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