The Golden State 1947 Knucklehead
By Bandit | | General Posts
Name: Golden State. Why? I was born and raised in So Cal, as a matter of fact, my family has been here in California (the Golden State) since 1890. I have watched this area (So Cal) grow and change so much in the last 30 years. Unfortunately, I can't say it’s for the better. This bike was sold originally in CA and I am the 3rd owner- it never left the state; nor have I………. yet. I have had this bike as a chopper, a stock configuration, and now in its “Golden State”- a Bob Job configuration. So why the name? Well, it harkens back to a time when our state (and Nation) existed in more simple times. I wish we now had- “Golden Times”. I think as I endeavor to grow, learn, and gain wisdom in this life, I want to do it with a “Golden State” of mind. This bike was built with this notion as a constant reminder.
Specs: No hydraulics- all mechanical…… during this old girl’s time there were no fancy dancy hydraulic stuff- so I'm not messin' with a good thing! Zero aftermarket crap that I didn’t build, with exception of the petcock, battery, oil lines, seat and tail light. Well, the petcock and battery suck, go-figure (new aftermarket). However, the seat is a 1950s Bates leather solo which still retains its original sticker in all its glory and original leather. The taillight is a ‘50s Do-Ray light…. both of these aftermarket items I feel would satisfy a “period correct” enthusiast. The sheet metal and foot controls were made by yours truly. Foot controls made with the use of OEM Harley levers and rods to retain the pure nature of this bike. Back in her day, a gentleman used what they had at hand. I built this bike in the same spirit. Any lathe work was done on our 1946 LeBlonde lathe. Pipes were made from sections of OEM Harley exhaust.
Paint: The World Famous Harpoon ! Uh, Johnny….. how bout the pinstripes? love ya bro- sorry I missed your party….
Finish: Tons of stock patina. It was not my desire to “clean up” or hide any nostalgia on this bike. If it's old stock chrome- I left it! Old stock paint- left it! Any new paint (outside of sheet metal) was done to look old and weathered.
Engine: 1947EL stock (now .030 over). Trans: 1947 4 spd Primary: 1947 with a 1955 outer OEM cover for beauty. Secondary Gearing: 24T X 52T OEM Wheels: OEM Kelsey Haynes 16″ w/ OEM star hubs and covers
Brakes: 1947 Springer front (mechanical) with OEM Parking brake handle.
Rear: 1947 OEM Mechanical rear fitted w/ NOS pads and shoes.
Frame: 1934 VL frame, modified to fit drivetrain.
Front end: 1934 VL I-beam fitted with 1947 brake set-up and wheel.
Spotlights: 1947 Guide SH-2 OEM
Handlebars: 1964 FL bars OEM w/ internal throttle mated to 1934 VL top clamp and 56 OEM Harley Grips
Seat: 1950's Bates leather solo with Knucklehead OEM Valve component “shock”
Rear Honch: WL OEM
Rear Drive Chain: OEM 1947 Duckworth chain Primary Chain: OEM double row
Steering Dampener: VL mated to 1936- top nuts and bar
Gas Caps: OEM Eaton caps
Kicker pedal: 1943 War Production pedal OEM
Electrics: Conversion to 12V w/ Cycle Electric (these are great people w/ a great product) Ignition: 70's OEM Harley Davidson w/ key
Tires: Dual Sport (reversed)
Just your ordinary average everyday bike.
U.S. Choppers now has 17 years of vintage Harley-Davidson builds under their belts (1989- Pasadena, CA). “It is my opinion that every self professed “Master Builder” of Harley-Davidsons should posses a firm grasp of the fundamentals,” said Rick Krost, the boss. “This is where it all began. I had the opportunity to meet and hang out with gentlemen who had shops in the ‘40s, ‘50s and ‘60s….. I watched and learned. I learned every nut, every bolt. I learned the correct way, noting the correct parts for each and every model year from 1936-1965 right down to the proper markings on the bolts. What we used to call in the finance profession, a bottoms up approach. We do not profess or hold ourselves out to be Master Builders and never will. These titles should be reserved for the likes of Al Crocker, Sir Harry Ricardo, Carl Hedstrom, William S. Harley, and Ole Evinrude. These gents pioneered the field….. we just play in it. Respect never seems to go where it's due.”
”We still do restorations in the shop, mostly for our own bikes or long term clients, however, if you feel you have an interesting restoration for us, we specialize in 1936-1965 big twins. Give us a call. Regarding questions about custom bike builds, we do about 3-4 a year, that's it. It's on a first come, first serve basis. We have an easy interview process to ensure that we both have the same goal in mind. Your dollars will be well spent and your time will not be wasted. Rest assured, you will be a longterm client and friend.”
The rest of U.S. Choppers’ hours are spent producing fine quality American made chassis kits. Their kits are reminiscent of the “Golden Days” with art-deco lines and attention to detail you just don't see in this modern time. Please visit their site for more information.
“I will be selling some of my personal collection to celebrate and anticipate the birth of my first baby boy due around March 22nd 2007,” Rick added. This Knucklehead is for sale for the very reasonable price of $22,500. If you would like all the original parts to return it to is completely stock form, Rick has the components for an additional $10,000. Rick is currently building the chassis for the Bikernet 5-Ball Racing, World’s Fastest Panhead effort for Bonneville 2007.
U.S. Choppers
2039 S. Lyon St
Santa Ana, CA 92705
714-546-4699
Appointments Only Please
http://www.uschopper.com/
Nash Motorcycles Are Non-Stop Fun
By Bikernet Contributor Wrench | | General Posts
That’s a helluva way to kick off an article, but it’s the truth and Nash Motorcycle Company is fine example. Four years ago three brothers, a wife, Jenna, and a couple of staffers, including Marlin, kicked of Nash Motorcycles in a high precipitation area of the U.S. They build up to 20 hot rod motorcycles a year and developed an extensive product line consisting of a line of handlebars, risers, forward controls, fill caps, and kicker pedals. “Hey it’s dry all summer,” Taber Nash, the boss, said putting a positive spin on Vancouver. “I’m a fair weather rider.”
They grew up behind a father in the landscaping business and learned work ethics and small business acumen. They lived in Southern California and Vancouver and worked on bikes and restored cars in High school. They had the opportunity to learn and live the entrepreneurial American dream. But they learned that bikes were where it’s at. “Hell, we can pack 20 bikes in a small garage,” Taber said.
Building bikes is more manageable, more fun, more creative, less cash, less tools, more sex and less equipment. Everything fits, so they went at it. And here are a couple of bikes they built over the last four years. They have no intention of becoming a production manufacturer, but they have the license to afford their customers Nash Motorcycle Company VIN numbers and ease of registration.
Bandit asked that we focus primarily on the Cooper bike. Mike Cooper, from Houston, bought a long stretched red Lardo bike by Nash, but when he flew to Seattle, to seal the deal, he fell in love with the Cooper and subsequently bought two more Nash Motorcycle Company bikes. He offers to haul Nash rides to various shows around the country and has turned into a life-long Nash Motorcycle Company team supporter and friend.
Natch, each one of their bikes sports some array of Nash Motorcycle Company products. The Cooper displays the classic laser cut forward controls, late-model cast Harley mags, Nash Apes, their fender, narrowed Harley fatbobs, the Nash Cigar kicker, and a classic Paughco frame with Nash VIN numbers and replica white-walls. Check out the chart below.
Taber, the Nash owner, we spoke to, is 27 years old, with his brothers who are 32 and 22. They all have the entrepreneurial spirit and have branched into other fields, as the Nash business stepped up and stood on its own. This last year aboard three Nash motorcycles the brothers and customers rode to the Smoke Out East in South Carolina. They finished their Nash AWOL bike the night before the run kicked off and rolled south into Southern California to hook up with other friends, then east to Phoenix and Houston to meet with a rider and their Sancho bike.
The Code of the West, the nature of the Chopper Creed enveloped them as they cut across fields and deserts heading east. Just 150 miles out of Salisbury, SC, with four riders in the pack, Austin blew a rear tire. The bike spun out of control and off the 84 freeway heading north. Austin dislodged himself from the bike as it left the asphalt and watched it spin and flip onto the grassy shoulder. Fortunately another Smoke Out fan arrived in a truck. They loaded the bike and arrived at the HORSE mag event, sponsored by Bikernet.com, on time. Every ride is an adventure.
Until the next cross country wild ride, XENTX Oil sponsors the Nash Motorcycle Company, in addition to Kronick Energy Drinks, and you can check out their bikes displayed in their booths at various events. We’ll keep you posted on new Nash Motorcycles and Products as they grow.
–Wrench
Cooper Model from Nash Motorcycles Spec Chart
Owner: Tracey Wellendorf
City/State: Carrol, Iowa
Builder: Nash Motorcycle Company
Web Site: www.nashmotorcycle.com
Phone: (360)693-4225
Fabrication:NMC
Manufacturing:NMC
Welding:NMC
Machining:NMC/Pacific Precision Machine
Engine
Year: 2006
Make: S & S
Model: Black
Displacement: 97-inch
Builder or Rebuilder: S & S
Cases: S & S
Case finish: Black wrinkle
Barrels: S & S
Bore: Bigger
Pistons: S & S
Barrel finish: Black Wrinkle
Lower end: S & S
Stroke: Stroked
Rods: S & S
Heads: S & S
Head finish: Black Wrinkle
Valves and springs: S & S
Pushrods: S & S
Cams: S & S
Lifters: S & S
Carburetion: S & S Super E
Other: NA
Transmission
Year: 2006
Make: RevTec
Gear configuration: 5-Speed
Final drive: Chain
Primary: 3-inch Open Belt
Clutch: BDL
Frame
Year: 2006
Make: Paughco
Style or Model: Rigid
Stretch: Little
Rake: 36 degrees
Modifications: Some
Front End
Make: Nash Motorcycle Company
Model: Black
Year: 2006
Length: Stock
Mods: Some
Sheet metal
Tanks: NMC
Fenders: NMC
Oil tank: Round
Paint
Sheet metal: Jeff Richards
Molding: Jeff Richards
Base coat: Cream
Graphics: Paul Cameau
Frame: Masic Industries
Molding: None
Base coat: None
Graphics or art: Paul Cameau
Special effects: None
Pinstriping: Paul Cameau
Wheels
Front
Make: H-D
Size: 16-inch
Brake calipers: H-D
Brake rotor(s): H-D
Tire: Avon
Rear
Make: H-D
Size: 16-inch
Brake calipers: H-D
Brake rotor: H-D
Tire: Avon
Controls
Foot controls: NMC
Finish: Powder
Master cylinder: HD
Brake lines: Goodyear
Handlebar controls: HD
Finish: Powder
Clutch Cable: Goodyear
Brake Lines: Goodyear
Shifting: Normal
Electrical
Ignition: S & S
Ignition switch: Key
Coils: Crane
Regulator: Spike
Charging: Spike
Wiring: Centech
Harness: Centech
Headlight: Old
Taillight: Old
Accessory lights: N/A
Electrical accessories: N/A
Switches: Hi Low Beam
Battery: Thunder Start
What's Left
Seat: NMC
Pipes: NMC
Mufflers: None
Exhaust finish: Black Wrap
Gas caps: H-D
Handlebars: 16-inch Copper Gimp Hangers by NMC
Grips: Old
Pegs: Slugger Pegs by NMC
Oil filter: Good One
Oil cooler: None
Oil lines: Hydrolic
Fuel filter: Good
Fuel Lines: Hose
Throttle: Internal
Throttle cables: V-Twin
Fasteners: Yeah
Specialty items:Seat and Seat Spring combination
The Halibrand Softail Special
By Bandit | | General Posts
This Halibrand Special started life as a brand new 2006 Springer Softail. I use the Springer as the platform for building Specials because it's the only way I can get the black and chrome motor on a base model. I completely re-fit the springer front ends to look just like the old ones by shortening them and moving the shock inside the springs (Bikernet will bring you a tech on this springer mod shortly, or when Mr. Conder gives us permission).
This particular bike has been outfitted with the factory 95-inch kit and the dealer tuned in for the Goodson air-cleaner and Shotgun pipes. It's also running fully polished Halibrand sprint Hot Rod wheels with our (patent pending) true pin-drive knock-offadapter hubs.
The production hubs are not available yet, but I can machine you a set just like these out of 6061 complete with ARP drive pins, forged knock-offs and H-D bearings. (Contact me if you want 'em).
This Special is one of only three Harley-Davidsons so far that have been customized in collaboration with Halibrand Engineering. If it's not Genuine H-D, it's genuine Halibrand, hand built and painted by Conder Custom. Inspired by “The California Kid” '33 Ford originally built by “Jake” Jacobs. This bikes was raked, slammed and cut down with the fattest rear tire I could fit and a flame job styled after Manuel Reyes' layout on the original “Kid”. Donn Trethewey (Garage Magazine #11) striped it in white and above the clear to give 'er the right look. I cheated a little and asked Treth to put a big monster on the back fender Like Roth did on the McMullen roadster… but f**k it, sue me.
Like all my Specials it has tons of factory H-D custom parts, great GMA brake$ as well as a bit of metalwork in all the good spots. I just got the hand tooled “Halibrand” leather seat and haven't drilled the hole for it yet so don't mind the “fit”, it isn't bolted down. This one uses the stock fender struts so any H-D seat will work on it.
This is a brand new, professionally built 2006 Softail with a dealer installed 95-inch kit and a full warranty. It's running pre-production Conder/Halibrand true knock-off hubs with 15×4.5 and 15×6 Halibrand Sprints. It has just under 150 miles on it andis being offered at $35,000 with the prototype wheels and hubs, or $32,000 with black 40 spoke rims.
I'm taking orders for new Specials and Bombers as well as making kits so you can build your own (Johnny Humble is working on the Bomber tech). Most dealers can finance the whole build and will be doing all your drive-train mods and service. Once I get your shiny new bike it takes us roughly 4 to 6 weeks to build, paint and assemble it. (Usually because we have to wait for that floorboard lock washer that's coming UPS ground from Terra Haute). Give me a yell if you want one Cousin.
Special thanks too…Bob Sternoff, Walter McQuillen, Treth, Scott Cook and Brian Marsh from Eastside H-D in Belleview Wa. Halibrand Engineering out of Wellington KS, Steel Geisha Design and Gordon from Gordon's Forge in Sonoma CA. Doran Benson and the Extreme Custom Iron crew in Rohnert Park, CA. Ryan the parts pro at Michael's H-D in Cotati, CA, Stacey at the Boyes Post Office and the Barking Dog Coffee House in Sonoma Ca.
And a big thank you to BADASS Hot Rod Dave from Dave's Muffler. You all saved my ass. As usual.
–Tim Conder
theconderosa@comcast.net
(707) 843-9454
http://www.condercustom.com
The Black Hawk Indian
By Bandit | | General Posts
This wild Indian custom built by Carl Blake of Black Hawk Customs, out of Waterloo, Iowa is an interesting mix of old and new. Carl was kind enough to tell us his story: I built my first custom chopper from parts gleaned fromthe California swap meets when I was in second grade. My father and Ibuilt a very cool 5 hp chopper that we road everywhere in the mountains ofSimi Valley, California. Since then I have owned several choppers and Harleys. Infact, my exclusive college transportation was a chopper. I never drove a car. Ialways wanted an Indian or even an old Harley Knucklehead. But I didn’twant the problems associated with the older bikes.
I wished that I couldbuild a new bike but with the old look and feel. I gatheredparts for a dream custom bike I wanted to build one day for myself. On a special day afriend and I got in touch, and he had some Indian engines he wanted to getrid of. He bought them from Indian still in boxes never assembled. Hetold me they were prototypes for the new motors Indian was coming out withlater in 2004. But the company never made it and the engines were never used. Joe Leon from Indianexplained that only one bike was assembled just before the auction, with one ofthese motors…it was sold at auction. This is NOT the Power Plus engine.
All the markings on this engine show INDIAN not S&S. For thisreason I decided to build an Indian bike around this engine. I wanted abike that, at first glance, you KNEW it was Indian but up further inspection, the viewer becomes perplexed. What could it be.
I come from the old school of sissy bars andapes. I could not have it any other way. It had to be chopped….Not somuch to make it hard to ride but enough to stick the front end out, so Icould stretch back and put my legs up and cruise as far as I wanted to go.
It HAD to have a sissy bar that was equal in size and strength to theapes. I had to have the witches hat and some twists in it. The bike hadto have big bars, not the little cheap 1 1/4 or 1 inch bars. After all,it has a front end called the Fat Bastard. How could I build it withanything less than 1 ½-inch bars? I was riding bikes with the back tires as bigas they could go in the ‘70s and ‘80s, then it became some sort of crazein recent years. I think anything over 200 series is a waste of tire andmoney for long trips etc. So I had to have at least a 180.
What you seehere is the culmination of two years gathering the right parts and then sevenmonths of building, fabricating and painting the bike in our own shop. My son Sean assisted with this build and spent many nights with me workingon it. I think we were successful in melding the new technology with theold Indian look of skirted fenders.
You judge for yourself.
THE BLACK HAWK CUSTOM SPEC SHEET
Owner: Carl Blake of Black Hawk Customs
City/State:Waterloo, Iowa
Builder:Carl Blake
City/state:Black Hawk Customs
432 W. Parker
Waterloo, IA 50703
Indian@chopped.com
319-234-2661
Fabrication:Carl Blake
Manufacturing:Carl Blake
Welding:Carl Blake
Machining:Carl Blake, Mark Lawrence, Terry Rule, Mike Hansen, TommyLahmann, Doug McCarthy, Gary (Boomer) Boomgarten
Engine
Year:2004
Make:Indian (By S&S)
Model:Evo Indian Style with round jugs
Displacement:92 Cubic Inches
Builder or Rebuilder: Dave Feazell of Two Wheel Travel. Dave and Jakebuilt the engine from out of the box.
Cases:S&S
Case finish:Gloss Black
Barrels:Round Indian Style
Bore:Stock
Pistons:Stock
Barrel finish:Factory Gloss Black
Lower end:Stock
Stroke:Stock
Rods:Stock
Heads:Stock
Head finish:Stock
Valves and springs:Stock
Pushrods:Stock
Cams:Stock
Lifters:Stock
Carburetion:S&S Super E with custom Indian Air breather, custom billetchoke knob.
Other: This Engine was made for Indian by S&S as a 92 Cubic Inchengine. It never made it on a production bike before their bankruptcy. Only a few of these engines were made. It clearly has the Indian name andthe Indian “I” logo in the cases and heads. All other engines for Indiancame with the S&S moniker. This engine according to Joe Leon(An IndianProduction Manager) was one of the first prototypes sent to Indian.
Transmission
Year:2004, Revtech tranny but made for Indian with no markings.
Make:5 Speed
Gear configuration:Stock
Final drive:Belt
Primary: Chain, Indian setup. The primary inner and outer cover arefrom an Indian Chief. The 92 Cubic Inch that you see on the primary coveron the left was actually from a 2004 Victory primary cover. They stampedthat right into their cases. This one was a flawed unit that was going inthe trash.
I asked if I could have it and they gave it to me. I thenwent to work and cut the 92 cubic inch right out of the primary case withmy saw. Then I cut the pieces out then sanded and ground them until thewere perfectly straight on the back and flat so they would mount right onthe outside of my primary cover. I then TIG welded them right onto thecase. Then painted them right in with the rest. Looks like it is supposedto be there like it did on the victory. I wanted it to say somewhere onthe bike it was a 92 cubic inch and this seemed the nicest way to go.Hated to cut up the Polished Victory primary but it looks a LOT better onthe Indian.
Clutch:Indian Stock Clutch for Chief, wet clutch.
Frame
Year:2004
Make:Santee
Style or Model:Chica Style Gooseneck
Stretch:5 inch
Rake:38 with 5 in the trees
Modifications: Custom built peg mounts for all pegs, installed IndianWar Bonnet in Gooseneck, Modified rear boomerang to accept Indian Chieffender. Welded pipe fittings to accept hoses from engine carbs etc. Ihate hoses hanging of the engine with no where to go. Made and welded gastank mounts.
Front End
Make:Ultima
Model:Fat Bastard
Year:2004
Length:2 inch over
Mods: The stock handle bar stops were hitting directly in the center ofthe frame tube on the side and eventually would cut a hole in it over timeand ruin the paint. Terry Rule made some caps that cover the originalposts. He turned them out another 1 inch longer and placed over the topof the factory posts and works like a champ and looks nicer than factorytoo.
Sheet metal
I initially wanted a paint job that looked likemolten lava. Alsa Corp had something that was REAL close. Problem was Iwas not familiar with painting their products. After a bit of practice Iwas able to apply the paint and make it as close to their version ofmolten lava as I could get. The paint really has a different personalitydepending on where you have the bike. Outside in the sun it is acompletely different color than when it is inside. The color is alwaysstriking no matter where I have it. Pictures don't do the paint justice.
Tanks: Custom Chrome 1 piece stretch 5 inch over. Due to the way thetank fitted on the bike and how it would ride I decided to use a dualpetcock system using Accel-Hi-Flow Petcocks. One on each side with theright one located in the front and the left one located in the rear. Ithen tied them up with a GT Chopper Fuel tank Selector. This allows me toget all the fuel out of the tank. Nothing more stupid than having a 5gallon tank and only being able to get 4.1 gallons out of it. I moved theoriginal bungs and welded in new ones and then built the custom drop downconnector that the tank is bolted to on the frame. The Indian Emblem onthe tank is made by the Zambini Bros. located in California. He made itby hand,sculpted it then covered it in four separate metals…copper,bronze, aluminum and some blue metal I can't identify. It is a 3-D typelogo and I attached it to the tank. These were originally made for Indianbut they went out of business.
Fenders: The front fender is an Indian Chief from 2001. It waspurchased black and had some issues. I welded all the holes shut andsmoothed it out then put the mounting holes in the correct location tomake the fender sit like it should. The Indian war bonnet is from a 1954Royal Enfield Indian. This piece was not lit up like all the others andwas a one piece unit. I found this almost pristine piece from a collectorin England. I have never seen one in this good of shape anywhere. The backFender was from an 2001 Indian Chief. I split the fender and widened it 2inches. I built a completely new set up to connect it to the frame andboomerang. The 2001 Indian Fenders had a bad habit of cracking since theyhad two bolts on each side and the pressure when someone sat on the back,under load, would crack the fender at the bolt hole. The 2003 IndianChief had a much better set up but it did not have internal struts.
Imade a point to have internal struts since I think struts make it lookugly. I modified the 2001 Indian Chief Fender to look like the 2003 IndianChief and made my own mount points with rubber bumpers. I made the entireset up on my vise and with a grinder and the TIG unit. I also frenched inthe license plate and then installed the 39 Ford Tear Drop tail light. Doug McCarthy assisted me with the new head that had to be made to attachthe fender under the seat to the frame.
Oil tank:Custom Krafttech Inc. Chopper tank
Other:Modified to accept the Doughtery Machine trick billet filterunder the seat. This removed the oil filter unit from the front of thebike hiding it under the seat. Custom Indian Tribal war bonnet from theIndian site.
Paint
All paint work by Carl Blake in Black Hawk Customs paintbooth. Used Alsa Corp paints and materials. Killer Black, Red Crazer,Candy Apple Red, Candy Orange, Speed Clear
Sheet metal: All metal was sanded, cleaned and prepped by hand. Tried touse original Indian materials as much as possible.
Molding: Carl Blake. Filler used is called All Metal. I won't useanything else after using it on the bike. It worked well, can be drilledand tapped, and sticks better t han any putty I have every used.
Base coat:Killer Black from Alsa Corp
Graphics:Carl Blake and his Macintosh computer
Frame:Carl Blake
Molding: I did not do anything with the welds since they were nearperfect. They were unto themselves a work of art. Why ruin a beautifulthing by covering it up?
Base coat:Killer Black from Alsa Corp.
Graphics or art:Carl Blake
Special effects: Red Crazer from Alsa Corp. Killer Black, and thecrazer using Glad Wrap to assist with my design. Some guys like to useSaran Wrap but I used Glad due to the fact Glad Wrap has additionaltexture in the plastic. This gave it more design elements and makes itsparkle in the sun. I then covered with a single coat of Candy Apple Red,then covered again in Candy Orange, then clear coated it with 6 coats ofclear and sanded and blocked in between each coat. The paint looked likeit had orange peel in it due to the texture of the Crazer. I decidedrather than anyone think it was orange peel I'd simply work it out. So Isanded with 1000 grit then finished with 1500 then cleared it again andagain until I got it so the paint still looked wet sitting on the bikewith no flaws in it.
Pinstriping:None
Wheels
Front
Make:Pro-One Sinn-A-Ster Series Polished
Size:21
Brake calipers:Pro-One 4 piston Chromed
Brake rotor(s):Pro-One matching Sinn-A-Ster Series rotor
Tire:Avon Super Venom
Rear
Make:Pro-One Sinn-A-Ster V Series Black Anodized
Size:18 inch 180
Brake calipers:Pro-One 4 piston
Brake rotor:Pro-One Sinn-A-Ster matching rotor Black Anodized
Pulley:Pro-One Sinn-A-Ster matching rotor Black Anodized
Tire:Avon Super Venom
Controls
Foot controls:Pegasus Performance Fatrols with Maltese Cross Inlaid. 1936 Indian head nickles were inlaid into each of the pegs on the controlsand foot pegs.
Finish:Polished
Master cylinder:Pegasus Performance
Brake lines:Russell Pro System II, Covered with NAMZ Copper braid
Handlebar controls:Joker Machine JX Series Hand Controls Black Anodized
Finish:Black Anodized
Clutch Cable:Russell Pro System II Hydraulic, Covered with NAMZ Copperbraid
Brake Lines:Russell Pro System II Covered with NAMZ Copper braid
Shifting:Pegasus Performance Fatrols with Maltese Cross Inlaid
Electrical
Ignition:Thunder Heart Performance corp.
Ignition switch:Wires Plus
Coils:Thunder Heart Performance corp.
Regulator:Thunder Heart Performance corp.
Charging:38 amp Three Phase Thunder Heart Charging system
Wiring:Wires Plus
Harness:Wires Plus
Headlight:2003 Indian Scout with PlasmaGlow HID Blue Xenon KryptonPlasma light
Taillight:39 Ford Tear Drop with blue dot and 21 LED Radial light
Accessory lights: Turn Signals, are built into the mirrors with 3 superbright LED's on the backside of the Maximum Products mirrors. The rearturn signals are built into the license plate and are sequential in thatthey point the way I am turning. All lights are LED for high efficiencyand long life. There are NO actual light bulbs anywhere on this bike. Even the Wire Plus indiciator lights for the electrical are LED's.
Electrical accessories:
Switches:Joker Machine Controls and brake light switches feature highquality MARQUARDT waterproof,dustproof,and heat resistant switches forbrake,turn signal,horn, and kill switch functions. Specially designedbillet switch buttons are retained inside the housing to prevent fallingout from the front. Wiring is desiged to be installed inside of the barsfor a super-sano look!
Battery:Big Boar Dry Cell
What's Left
Seat:Custom Indian Chief Seat rebuilt to fit the bike and made larger. Leather work and covering by Peyton.
Pipes:MGS F5 Pipes. Covered in Red ceramic color. I made the heatshields from 2.5 inch stainless tubing.
Mufflers:What muffler?
Exhaust finish:Ceramic Coat
Gas caps:Hidden gas cap from Custom Chrome
Handlebars:1 1/2 by 18 Inch Apes from Tolemar. I kept breaking the 11/4 and 1 inch apes. Scott sent me these and said if I brake this set andprovided I live he would give me a new set. These are 1.5 inches even atthe riser. No cheesy 1 inch reduction in the middle.
Grips:Pegasus Performance Chrome knurled Fatrols. Larger than stockdiameters. Inlaid Indian head nickles in each end (1936).
Pegs:Pegasus Performance Chrome knurled Fatrols. Larger than stockdiameters. Inlaid Indian head nickles in each end (1936).
Oil filter:Dougherty Machine internal billet oil filter relocated tothe Round Oil Bag.
Oil cooler:None
Oil lines:NAMZ Copper braided
Fuel filter:Combined with Petcock.
Fuel Lines:NAMZ Copper braided
Throttle:Custom Throttle cable due to long length of cable
Throttle cables:Use only one
Fasteners:All fasteners on bike are either button head stainless steelor socket head stainless steel
Specialty Items:Notice the bike has no visible Speedo orOdometer or gauges. The speedo and odometer are located in the slung low,chopper style, mirrors from Maximum Products Inc. These mirrors do itall. Neutral indicator, turn indicators, oil indicator, speedo, odometer,trip meter plus front turn signals all in one. When the bike is runningall indicators are working but when you shut the bike off all theindicators get shut off. Imagine your speedo and gauges just disappearingwhen you shut down. This cleans up the entire front of the bike and doesnot clutter up the natural beauty of the tank and risers and any framework.
More Specialty Items:The sissy bar is made from 3/4 square solidsteel, cold rolled. Mark Lawrence built most of it and is probably one ofthe best machinists and black-smiths in our area. We twisted the steeland bent it and welded, sanded, smoothed it all out until we built theultimate sissy bar that mated right up with the rear fender I completelyremade. The Indian arrow on top was made from a 1/4 piece of steel by MarkLawrence and heated in the forge and hammered until it looked like a realarrowhead. Mike Hansen made the ferrule that the arrow attached to on thesissy bar. I welded it all up and attached it to the bike and then tookit down for painting. I wanted it chrome but I wanted to try a newproduct from Alsa Corp. Their new Mirra Chrome. It took some prep workbut looks as close to chrome as I think you can get.
Comments:I wanted to go the extra mile on this bike since I was building it formyself and as our show bike for Black Hawk Customs. I think I was able tosuccessfully meld the old school Indian look with the new schooltechnology and make a one of a kind Custom Indian Chief.
Credits:Special Thanks to: Sean Blake, Dave Feazell, Mark Lawrence, Mike Hansen,Tom Lahmann, Doug McCarthy, Gary(Boomer) Boomgarden, Keith Kittle fromThunder Heart, Pro-One, Joker Machine, Pegasus Performance, IndianMotorcycles, Dougherty Machine, Speigler, Midwest Motorcycle, CustomChrome, Wires Plus, Robert at Maximum Products, Alsa Corp, Namz, Scot'sSupply. I'd also like to thank Jeff at Joker Machine who is no longerwith us.
First New Zealand Bike Feature
By Bandit | | General Posts
As a boy my dream was to own a Harley.I got that chance when my nana past away 7 years ago.She never wanted me to get a bike because her Grandad was a daredevil & she use to say I was just like him.
I brought the bike Trader & looked through it cover to cover.A small add stood out, 1974 Ironhead Sportster 1000cc £2000.I asked a few people regarding what to look out for when I went to see it.Everyone said buy an Evo.As soon as I laid eyes on the old girl, I knew I was going to buy her, even though I knew nothing about old iron, and the choice was against everyone's advice.But hell, I was born the same year, so it was meant to be.
Sixty miles down the M1 highway from the purchase location my stubborn relationship with Janisstarted.Four hours later Dave, my mate who took me on his bike to buy my new pride & joy, and me arrived in a tow truck at my garage.To top off a bloody long day, the truck driver released the straps before we were even on the back of the truck, and in slow motion we watched the bike hit the deck.
Four months later I finally got my bike back after a complete motor rebuild.Riverside Motorcycles in Putney, London, UK recommended a complete rebuild even though the top end was all that went tits up.
Four weeks after riding about , the pinion shaft snaps in half.Back to Riverside, repaired for nothing but his guarantee stopped after that.At this point I started reading the manual and getting to know this beast. as I couldn’t keep chucking money away.Plus her in doors wasn't too pleased about this new pile of broken down metal.
I rode around on her for a while, before I decided I started to personalise her a bit.I had heard of Biker Build-offs from a local Harley mechanic who turned out to be a great friend and wealth of knowledge when it come to old Ironheads,Dave at Sunset Motorcycles in Bexley Kent, UK.I discovered two very inspirational builders in Billy Lane & the late Indian Larry were the driving force behind my changes.
Before I left England to go back home to New Zealand I had a springer made for £50 & a shop sign by Steve aka The Angle Grinder Man of SAS Engineering.He is a top fab man & a great bloke.The springer will go on next winter, as I don't want the bike off the road again right now.
My old Bendix carb shit itself so I brought a new one and fitted it.I liked the look of the teardrop air-filter covers but couldn't afford the £80 for one so I decided to make one.I snatched some chicken wire & fibre glass, some P38 bog, and a few faint-headed moments with the fumes and wella £10 later a new air-filter cover.
I had painted her a typical ‘50s style and wanted something different.I love the History of WWII, and this was to be the inspiration of the paint theme for Janis.I decided to call her Janis, after Janis Joplin, because she was a stubborn bitch with loads of character.
Archie Dickens was a famous Pin Up Artist who I met, what turned out to be a scary introduction.He was 97 when I met him to pick his brains regarding painting Pin Up Girls.He had a stroke there & then.After the panic of making sure he was conscious I rang the ambulance.As he was being wheeled away he said come back in a few weeks & we'll start off where we finished.Old Archie died 4 weeks later.The artwork on the air-filter cover is one of his. RIP Archie.
I joined the Harley riders club of Great Britain, www.harley-davidson-hangout.comwhere there was knowledge on tap.It was here I got the idea to change the front caliper so Janis would stop a bit better.A bloke called Roger had just done it on his Ironhead & emailed me the info.The Nissan caliper is off a sports bike and has 4 pistons, and too make it work better you can link them up.It works a treat.
I brought a rear whitewall tyre as I knew it would look right with the overall look I had in mind.Boy that was fun changing my first tyre!
My mate Kiwi Dave from the Riders club had just changed his H-D to a jockey shift.I did a little research & decided I'd get the bits together to do this.I cut up an old sissy bar & got the Anglegrinder man to weld them together for my forward controls.I've cut up an old clutch cable a couple of times so I have a few spares for the foot clutch.I've made a gear lever from a MR2 car shifter with a WWI German egg grenade for the knob.Once again it's a project for the future to install.
My wife and I decided to up sticks and move back to New Zealand.My old man is a stainless steel fabricator which has been awesome.I showed him my plans for the Mustang tank, and we got on to it straight away.There's nothing like learning to weld but learning from ya Dad is even better.He welded the round stock & the extra panels on the top of the tank to hold the A12 Austin Panel van bonnet badge I bought off Trade Me.As soon as I saw this badge I remembered the one Billy Lane put on his bike in the Build-off with Indian Larry, and I thought it would be perfect.The “A” stands for Spitfire Ace as well.
The reason I've tried to scrimp with parts and make as much as I can is it is really expensive in New Zealand for parts etc.There is a Chopper shop opened in Christchurch and one in Wellington, but the style of bikes are the long choppers, I think they may even be imported from a company in the U.S. The price ranges from 50K up.The only Harleys around are new from the factory.You see quite a few old Trumps and BSAs about which is pretty cool.I've never seen a Bobber as such like mine.If you are lucky enough to be able to afford a bike there is some awesome open roads to ride on.
My first go at welding was the relocation of the fixing brackets on the tank.I was quite surprised how quickly I picked up the knack of TIG. It is a very similar movement to airbrushing.I then filled in the tank with bog (Bondo) and started the sanding process.As I said earlier the artwork is inspired by Archie and my interest in WWII.
The flames are gold leaf & inspired by Robert Pradke, he makes it look bloody easy but believe me it's not.I need a bit more stripping practice.Robert your a God!
I only get 69 miles to the tank now but I'm rapt with the way it looks so who cares. I wanted to add a little Larry & Billy touch so I did a gold leaf collage on the oil tank with elements of the two masters.
The 12-inch apes were brought at a Harley Boot Sale for £5. I think they’re homemade.I brought the springer headlight in the US on transit back to NZ & added the gold leaf touch to the light surround.The bracket is a piece of copper bar I had lying about which I bent to the right angle.It should transfer easy enough to the springer.
I had another challenging time with Janis when I got back to New Zealand. The wiring fired.Sick of throwing money at every Tom Dick & Harry, I rewired her myself.I got a friend to check it, and I'm quite proud to say I did a good job.I put the nicest set of turn-signal indicators to match the style I could find.You need them in NZ as the drivers are crap.
Next thing was to change the seat.A local bloke wanted $800NZ to do a solo seat so you can imagine what I said to that.I brought a book off Trade Me for $5 on leatherwork.My Dad got me some copper 16gauge & I made a seat pan.Dad welded a strengthening bracket to it.I wanted copper, so it would reflect off the top of the chrome battery top.I then found the Paul Cox tech sheet on this site, and I was rapt.I followed that step by step, and the result was one of the most satisfying parts of the whole project.I then got carried away and made a single saddle bag as a tool bag.
The rear mudguard was brought at a Harley Boot Sale for £5. It was all bent up so I had to do a bit of panel beating to that.I repositioned the fixing holes as it sat too high on the bike.I brought the beehive brake light as it looked right.
I had drag pipes on it, but so did everyone else so I brought some cool old looking mufflers.But the front one came off, and I couldn't find it, so that gave me an excuse to make a custom set.I got a couple of bends from a car muffler shop, cut them to the right size, and Dad welded them on.I turned them up slightly just like Mr. Lane recommends.I can't afford chroming so I thought I might spray them white with heat resistant paint.If that looks crap I'll wrap them.They sound awesome! I wish I could video them on my digital camera, and you post it on the site.
(We will launch Bikernet TV in 2007 and be able to post everything from events to techs.
I've spent countless hours looking through The Horse mag, checking Bikernet and watching Biker Build-off episodes.I'm over the moon with the look of the bike, and the finishing touch will be the springer.After being off the road so frequently in the past, I am enjoying riding it to work everyday.
There's not really anything in New Zealand with this sort of look so it's quite cool when people have stare.We' ve decided to move back to England so my goal is the ride to the Harley Riders Clubs Vintage 50th Sportster Anniversary in July 2007.
She's been a stubborn bitch but we’re slowly starting to get on now.I will never sell Janis. She's left to my son in my Will so he won't be getting her for some time yet.
Cheers
–Tibbs
P.S. I forgot to mention the gold tap I tried to use.It's a gas tap and I machined out some grooves on the tap itself and fit some small o-rings on it.I brought a really old lathe and am teaching myself how to use it.But the bloody petrol just poured out.I'm going to try and find the perfect size o-ring and maybe slip the tap in with a bit of grease.I want to solve this little problem, as it looks sweet with my tank.
BIKERNET/TONY TIBBOTS SPEC CHART
Owner: Tony Tibbotts
City/State: Christchurch, New Zealand
Builder:Tony Tibbotts
City/state: tonytibbotts@yahoo.co.nz
Fabrication: Tony Tibbotts & Cobbers
Welding: Arnie Tibbotts(Dad), Tony Tibbotts,Steve SAS Engineering(Angle Grinder Man)(UK)
Machining: Tony Tibbotts, Steve (Angle grinder man)
Engine
Year: 1974
Make: 1000cc Ironhead
Model: Sporty
Displacement: 1000cc
Builder or Rebuilder: Jeff Murphy, Riverside motorcycles, UK
Cases: STD cases
Case finish: STD
Barrels: Stock
Bore: .010″ over stock I think
Pistons: Superior.010
Barrel finish: Spray Can Black
Heads:STD H-D
Head finish: Spray can Black
Carburetion: Bendix carb, homemade teardrop aircleaner, made from chicken wire, fibre glass and bog.
Transmission
Year: Stock
Make:H-D
Gear configuration: Stock
Final drive: Stock
Primary: Stock
Clutch: Stock
Frame
Year: 1974
Make: H-D Stock
Style or Model: Stock
Stretch: Stock
Rake: Stock
Modifications: A few more holes here & there.
Front End
Make: Stock, Springer to go on I got the plans from
Model: Stock, Showa
Year: 1974
Length: Stock
Mods: None
Sheet metal
Tanks: Arnie Tibbotts and Tony Tibbotts, my Dad did a great job turning my Mustang Tank into a dished tank aka Indian Larry Style.
Fenders: Dorking Harley Boot Sale, rear fender was 10 pounds which was bent to hell, I straightened it best I could.No front fender.
Oil tank: Stock with gold leaf image of Indian Larry & Billy Lane
Paint
Sheet metal: Tony Tibbotts
Molding: Tony Tibbotts, A lot of bog & even more sanding but it was rewarding when finished.
Base coat: PPG Tiger84U Matalic Orange
Graphics: Tony Tibbotts, WWII Pin up art airbrushed with rivet background. Gold leaf flames on the top & bottom, inspiration Robert Pradke.
Frame: Stock, couldn't bare having it off the road any longer so the motor stayed in.
Base coat: Black
Graphics or art: Tony Tibbotts, WWII Pin up Art, gold leaf flames
Special effects: Tony Tibbotts
Pinstriping: Tony Tibbotts, this was challenging as well, I can paint & draw but stripping is definitely an art. Practice Practice, I'll get there.I wish Robert Pradke was after a apprentice!
Wheels
Front
Make: Dunlop
Size: 21″
Brake calipers: Nissan conversion on front, this was one of the best things I couldn't have done.
Tire: Dunlop
Rear
Make: Avon
Size: 16″ Spoke
Brake calipers: H-D Drum
Tire: Avon Venom X Whitewall 130/90
Controls
Foot controls: Floor boards, mini Custom Chrome, fabricated bracket to fit. I've made a set of forwards but haven't fitted them yet. I cut a old sissy bar & fabricated them so they can be used with a jockey shift.
Brake lines: Braided
Handlebar controls: Stock
Finish: Black
Clutch Cable: Braided
Brake Lines: Braided
Shifting: Foot-shift, jockey to come just need to install.I've welded a bracket to the battery box to create the cross over for the shifter. My shifter is off a MR2 & the knob is a WWI German egg grenade.
Electrical
Ignition: Stock battery ignition
Coils: Accel Super coil
Regulator: Custom Chrome
Charging: Stock
Wiring: Stock I rewired it to the manual
Harness: Custom Chrome
Headlight: Early Springer model
Taillight: Beehive, the Pin Up girl attached was a beer can holder.
Accessory lights: Bullet marker indicators, Harley boot sale, you need indicators in NZ as the drivers are crap.
Switches: Stock
Battery: Yuasa 32-amp, I had to make a bigger box for it to fit.
What's Left
Seat: I made the pan from copper & dad welded a t-bracket to add strength. I did the leather work from the Paul Cox How-to on this site. I'm rapt with the result.
Pipes: Cut up drags and added Tips Billy Lane style
Mufflers: Use to, one fell off.
Exhaust finish: Stainless
Gas caps: Stock
Handlebars: Home made apes, 12″ Harley Boot Sale
Grips: Antique
Pegs: Stock and forwards mini custom chrome boards.
Oil filter: Per Form
Oil cooler: Jagg Oil Cooler, Bargain 15 pounds.
Oil lines: I bent up some copper, idea from Billy Lanes second book.
Fuel filter: Custom Chrome
Fuel Lines: Clear
Throttle: Stock
Throttle cables: Black Stock
Fasteners: All sorts
Specialty items:I like the airfilter cover I made as these are bloody expensive. The tribute to Archie is for the late Archie Dickens a famous Pin Up artist, RIP Archie.I made the single saddle bag for a tool bag.
Comments:Thanks to Dad & Steve (Anglegrinder man) for welding.Dave @ Sunset Motorcycles in UK for loads of free advice.Finally they probably get it all the time but Indian Larry & Billy Lane were a great inspiration in the look of Janis & I'm grateful you guys do what you do. RIP Larry
The Bones Panhead Legacy
By Bikernet Contributor TBear | | General Posts
This sweet Panhead had quite a life. It tooled around the San Francisco Bay area in the 1960s and was chopped in true “Frisco” style by its original owner back in the day. When it's owner passed away, the bike was left to Bones, the owner’s riding buddy. The bike was torn down in 1988 and sat as a pile of parts in Bones' garage until 1999.
For the next three years, Bones and his long time friend Paul had talked about how the re-build would go. At the time, Paul was hard at work building his '65 Triumph Chopper project and helping out Bones with his re-building the Pan in his off time.
Bones took a 1930 VL frame and made 17 modifications, including raising and bending the frame’s back bone to be able to shoehorn the 1950 FL Panhead motor in place. He had to also hand fab the axle and tranny adjusters to fit the '50 ratchet top tranny in place. There’s one man in this country who modifies VL frames for a living, Irish Rich, in Denver.
Bones also totally rebuilt the motor. For the lower end, Truett & Osborne Flywheels were used and balanced by Walkers. 74 cu in. Wiseco Swain Tec Coated pistons were installed in the H-D 1964 Outside Oilers heads and Sifton Pushrods & Manley S.S. valves used. The cams are Andrews Special Grind and new C.C.E. finned Pan covers top the jugs. For the carburetor, an SU – H6 from a Triumph TR-3 sportscar was installed and a Ram Flow Air cleaner was added.
For the chromed tranny, a modified 1950 hand-shifting unit modeled after a Lee’s '50 was dug out and re-geared with a 24 tooth engine sprocket, a 22 tooth tranny sprocket, to a 51 tooth wheel sprocket to make her fly like an eagle. New tranny and shifter mounts were also fab'ed up by Bones.
Bones also got to work making up some one off parts. The oil tank, handlebars, shifter, clutch unit, sissybar, the through the primary running board mounts were from Bones own hands. Many of the original 1930 VL parts are still in evidence like the '30 VL Running boards and the VL Brake pedal and fork lock.
The front forks are 1930 H-D VL I-beam with stock extension using a Jones England 21-inch front wheel from a BSA with an original K-D headlight. The rigid rear end uses a 16-inch drop center rear wheel featuring an original 1940 H-D Mechanical drum brake setup under the bike’s Bates English rear fender with a 1930 Ford taillight. An original '50s Bates’ seat makes for a nice touch
Bones also did the bikes electric's starting off with an M-5 Morris Magneto and H-D 6v, 3 Brush Gen. Bones one-offed the bikes Z-bars and managed to make fit the gas tank off a 1957 H-D Hummer. Bones also did all the bike’s molding and paint. The bike’s wild yellow, orange, Chinese orange, redPPG Lacquer Pure Toners- Custom Mix paint was shot on the bike in Bones’ garage one weekend and the only thing now missing was the exhaust system.
Well, Bones wanted some pipes that would stand out. He got to thinking and remembered seeing some wild tall boys tooling around Frisco back in the day. He got to work piecing some pipes together and soon had a set that turned heads. Then he took an old brass lantern and installed some L.E.D.'s for the rear taillight to give the bike a balanced look from the rear.
The bike was finished in 2002. During the time of the build, Bones' buddy Paul was building his '65 Triumph Chopper at the same time. The Horse issue #22 April 2002) They both thought the same way in building ‘60s era choppers. They revealed both bikes at a local bike show, then at the Laughlin River run in 2002. Everybody thought the same builder built both bikes, so similar were the styles and paint scheme. Bones and Paul had a short time riding together when Bones passed away in 2005.
Paul could not see anybody else have this bike after Bones passing and neither could Bone’s wife, so Paul purchased it from her. The bikes are like brothers, just like Bones and Paul. The bike went from best friend to best friend. Paul keeps it in good shape as a tribute to his late Bro's memory.Such good care in fact, that this bike took first place in the “OLD SKOOL” class at the Big Twin West event by Advanstar in Vegas at the Mandalay Bay Hotel last week. Congratulations Paul, Bones would be proud.
–TB
GENERAL
Fabrication: Bones
Year and Make: 1930 H-D
Model: VL
Assembly by: Bones
Time: 3 years
Chroming: Automotive Plating Las Vegas
ENGINE
Year: 1950
Model: FL
Rebuilder: Bones
Ignition: Morris Magneto M-5
Displacement: 74 cu. in.
Lower end: Truett & Osborne Flywheels
Balancing: Walkers
Pistons: Wiseco Swain Tec Coated
Cases: H- D Polished
Heads: H-D 1964 Outside Oilers
Cams: Andrews Special grind
Lifters: Sifton Pushrods & Manley S.S. valves
Carb: SU – H6 from a Triumph Car TR-3
Air cleaner: Ram Flow
Pipes: Bones
TRANSMISSION
Modifications: Chromed
Year: 1950
Shifting: Hand, modeled from the Lee units '50's
Engine Sprocket: 24
Trans sprocket: 22
Wheel sprocket: 51
PAINTING
Molding: Bones
Painter: Bones
Color: yellow, orange, Chinese orange, red
Type: PPG Lacquer Pure Toners- Custom Mix
FRAME
Year: 1930
Builder: H-D, Bones
Type: VL Flathead
Rake: Stock
Stretch: None
Other: 17 frame mods, to fit motor, tranny, etc.
ACCESSORIES
Bars: “Z” Hand made Bones
Risers: Bates, H-D, Bones
Fenders: Bates England
Headlight: Original K-D
Taillight: 1930 Ford
Speedo: VDO
Front Pegs: Original VL Floorboards
Rear Pegs: Anderson
Electrics: Bones, H-D 6v, 3 Brush Gen.
Gas Tank: H-D Hummer 1957
Oil Tank: Hand Made Bones
Oil System: H-D
Seat: Bates
FORKS
Type: VL I-Beam
Extension: Stock
Builder: H-D
Special Features: Original Fork Lock
WHEELS
Front
Size: 2.75x 21
Hub: American Chopper Engineering 60's
Rim: Jones England
Rear
Size: 16″ drop center
Hub: H-D
Rim: H-D
Tires: Avon Speedmasters
Brakes: 1940 Mechanical Drum
Flint Michigan Flyer
By Bandit | | General Posts
I started building a bike for two reasons: I needed something new to ride, and I didn't want bike payments. I had an idea of what I wanted. I liked the looks of the bare bone choppers, with no gimmicks. I like long springer front ends, and I like fat back tires (to an extent). The first thing I had to do was figure out what I really wanted.
I am a big fan of Billy Lane's bikes, and I really liked his “Whole Lotta' Rosie” bike. I decide these were the dimensions I wanted my bike to have. I did a little homework and learned Billy's frame was a 6 up, 4 out Santee frame with a 42-degree rake and a 250 tire. It had a high mounted gas tank, straight and low split handlebars, plus a long springer front end. I remembered reading in his first book that he said if you can't afford what you want to buy, pick up a book and learn how to make it, so that's what I was going to do.
I only had basic hand tools and a flux core wire feed welder, but I figured I could tack all my parts with it and pay someone else to TIG everything. The parts I couldn't make I thought I would just pick up at a swap meet, and once it was finished I was going to rattle can everything flat black. Nice and simple.
I got an old springer front end, which was made in the early ‘70s from my dad. It came with an old Panhead chopper he bought. It was just extra parts, so he didn't need ‘em. It was missing a lot of pieces, but I figured I could make it work, and it was free.
Next I started shopping around for a good frame, I looked high and low for a good deal on a quality frame and finally came across Chopperhead Road's ad in The Horse Backstreet Choppers. Through them I got a frame with the exact dimensions for $999, and it turned out to be a great frame. Next I started shopping around for the rest of the parts for a rolling chassis. I started to look at local swap meets, but couldn't find anything that was worth anywhere close to what people wanted for it. Soon after this I met a good friend of mine named Andy Schupbach, who introduced me to eBay. It wouldn't be long before the good deals started rolling in.
I started shopping around on eBay and in no time I had wheels and tires. Around this time Andy introduced me to a guy named Bob Archambeau, who used to be a tool and die machinist for General Motors, but is now retired. It turns out he has a 3 phase lathe and mill all hooked up in his garage, and he likes to work for cheap! Bob made me some of the front end parts I was missing, and at the same time I continued to shop around for the rest of the parts on eBay. I now had a rolling chassis and would enjoy riding it whenever I could find someone to push.
I started looking for a motor and tranny, I didn't really have a preference other than the fact that I wanted a kick-start only bike. I preferred a Shovelhead motor but I was open to anything because of my budget. Sometime around June of 2005 I got a good deal on a ‘79 four-speed tranny, which was, “freshly rebuilt with Andrews gears.” I bought it, took the guys word it’s condition and started to figure out my offset distance for the tranny plate, so I could get around that big ass back tire.
Andy showed me how to use the Bridgeport vertical mill at work, so I messed with it a little and in no time I was hacking parts out with the best of them. I made my tranny plate out of a chunk of 1/2 inch thick aluminum, and on the third or fourth try I got it right. I was still shopping for a motor and belt drive, but at the same time I was learning a little about fabrication while building the handlebars, oil tank mounts and rear fender. Sometime around August I came across a guy selling a bunch of leftover Shovelhead parts on eBay. For about $700 I scored just about everything, except pistons, cases, rockers and boxes, push rods and tubes, lifters, electrical, and so on. In other words I bought a bunch of junk that was nowhere near a complete motor. My plan at this time was to rebuild the motor with aftermarket cases, and shop around for everything else.
I kept shopping and came up with some rocker boxes which I was splitting, rounding off and re-polishing. I found a dual throat dell'orto carb set up with the manifold, which was supposed to be in good working order. I also found a belt drive: a 1 ½-inch wide Primo, which I wanted to use to be different, I just needed the clutch parts. I started piecing the clutch together at my local parts store. I also came up with the crazy idea of using old 1950s aluminum malt cups for velocity stacks. I machined a single flange from 1/2 inch aluminum and welded the cups to it. Then I smoothed out the welds and polished everything. The finished product was a dual throat, 6-inch velocity stack, which shared a single flange. By about this time I was starting to get quite a parts collection. My house was starting to look like a salvage yard, because that's where I kept everything, due to a leaky garage roof.
Everything was rolling along up to this point, so it was about time for disaster to strike. In November some punk kids kicked in my door, in the middle of the afternoon, while I was gone. They grabbed all my electronics, some tools, and apparently anything that was shiny. From what I could tell these idiots didn't know a fucking thing about cycle parts. They grabbed my brake caliper but not the rotor, one reworked rocker box but not the other, the stock Shovel heads, but without taking the valves and springs that were right next to them, and finally the carbs and velocity stacks, which I worked so hard on.
I'm sure that once these “thugs” figured out that they couldn't get a dime for the parts they stole, they got tossed to the curb. Meanwhile I was left with so few engine parts that I was better off to start looking for a whole motor than replace everything and continue to shop for what I still needed.
Within another month I received a hefty check from the insurance company, so I started looking for a complete motor. I found a few Evo's going for reasonable prices, but I really grew to like the old Shovelhead motor that I once dreamed of. I watched eBay like a hawk and it paid off, because before long I came across the deal of a lifetime. For $2,400 I bought a complete motor, which only had about 1,500 miles on it. It turns out that the guy built it to show it and rarely rode it further than down the road and back. It was titled as a ‘78 Shovelhead motor but that's hardly what it was. When it was rebuilt it was based on STD cases, with all Crane Cams valve-train components, Keith Black pistons, an S&S HVHP oil pump, and STD Panhead, dual plug heads to top it off. The only thing stock about this motor was the fly wheels and the jugs. Needless to say I got a pretty good deal, but it gets even better. The owner threw in a Daytona Twin Tech single fire ignition, and a complete charging system. Like I said, “deal of a lifetime'.
Those crooks did me one hell of a favor because if it weren't for them I'd still be piecing together a rattly old stock Shovelhead, built out of everyone else's left over parts. I could also start selling some of the old Shovelhead parts on eBay to help finance the rest of the project.
The next couple of months went by fast. I was learning a lot about metal fabrication. I learned to TIG weld from Andy, and I was taking a Machining class at the local community college. Andy drastically changed my original plans, definitely for the better. He helped me fabricate a lot of my parts at work, and he gave me the idea of making all the pegs and other bolt on parts out of twisted steel. Of course this was all inspired by Indian Larry, whom I am a great fan of.
I thought of tapering the steel square stock before it was twisted, which put a new “twist” on it. I still haven't seen anybody else do it quite like that. I also tapered and twisted some hex stock, and decided it would look great as a sissy bar, foot controls, and some other small parts. The hex stock really keeps a nice round shape when it is twisted and it also stays straight.
The tranny I bought the previous summer didn't quite look right next to the motor due to some black powder coating on the motor. I decided to tear down the tranny and polish the case, and send the covers off to be powder coated gloss black. It was when I did this that I realized something didn't quite look right about this picture. This tranny was rebuilt, yet it had globs of sealant on the outside of the case around the counter shaft seal.
I didn't want it leaking all over my back wheel so I bought a manual and decided to tear it apart and change all the seals. When I got it all apart, I figured I might as well add some style to it, so I TIG welded some flames I already had hand-sculpted out of aluminum. When I was done with this I smoothed out the welds (remember at this point I'm still learning to weld. so my beads looked like shit) and polished the whole case. Now, when you look at the tranny, the flames appear to be melting right out of the back of the case, and it looks awesome. I didn't want to have any regrets later so I decided to change all the bearings because some of them didn't look too “rebuilt.” I was certain that this tranny was a huge piece-of-shit and I bought someone else's headaches. The counter shaft leaked due to extreme heat coming off of the bearings. This heat was happening because some asshole pounded the bearings in despite the fact that the hole was about .010-inch smaller than the outside of the bearing. I had my machinist friend bore the hole in the counter shaft to accept the new bearings and before long I had it all going together smoothly. At this point I also learned that all the gears were stock Harley-Davidson parts and that the year this tranny was made Harley was producing some real garbage. Oh well, it was too late to turn back now.
This tranny was definitely a lesson, but I am glad that I can now say I know how to rebuild a tranny, while the asshole that sold it to me never learned.
I didn't have a welder so a lot of the fabrication was going on at work, after the shift. The general foreman didn't like it, so finally it got to the point where he was threatening to fire me. My union reps confirmed that he could, if I got caught using their company equipment again. I needed to buy a TIG welder, so back to eBay I went. I found a barely used Miller syncrowave 180 for under $800, so I drove down to Indianapolis to get it.
The next couple of months sailed by. I fabricated my gas tank, my oil tank, all my controls including the handlebars, and I was getting sharp on a mill and lathe. I made my own license plate frame/taillight using a ‘64 impala lens. I used a lathe in my machining class so I turned all my own brackets and mounts out of round stock. I bought some exhaust flanges from Fab Kevin and tubing out of Jeg's and welded up my pipes with some help from my Dad. I didn't want to spend $400-600 dollars on a brake caliper to go with my sprotor set-up, so I decided to try a Wilwood caliper for a car, also out of Jeg's.
I found a dual Edelbrock carb set-up, mounted on an early weber manifold with S&S velocity stacks on eBay. I also found a good deal on a 3-inch BDL belt drive. which I decided to use to hold up the extra power of my new motor. By early May I had a complete bike, minus paint.
This was my first build and I was figuring out most of it as it progressed. Needless to say I didn't want to have to change anything after it was all painted. I wired everything up while it was all in raw steel, and with about 8 kicks the beast was alive. It was leaking a little oil, but it ran, and that was all that mattered to me at that point.
Within about a week I had it all torn apart, and my good friend Andy was going to paint it for me in his garage, with his paint, and he wasn't charging me a dime, except that I had to repay him for the paint. He volunteered to mold the gas tank, and he did all the work that took any know-how. I just helped as much as I could, molding the frame and sanding where he said to sand.
By about early June I had all the parts back from the chromer, the paint work was done. I had some awesome pinstripes thanks to Chris Hornus of Flint Michigan, and it was time to bolt it all back together and get her running. Reassembly was a breeze, probably because I took it so far in the mock up stage. I put together everything in four days, and it only took about five kicks to start it the second time.
I had a couple small bugs to work out. I couldn't run velocity stacks on the Edelbrock carbs, and I was constantly blowing oil out of my breather line. These were all minor problems and were nothing to overcome. I had to install the stock air cleaner on temporarily, but eventually I put two flathead ford air cleaners on it, they look wild. I also fabricated a bracket out of aluminum to hold a half pint Jack Daniel's bottle, which acts as a catch can for the breather.
As soon as it ran, it was my only transportation, because my truck's rear-end went out in late April. I could only do one project at a time and I made gettin' the bike done my priority. Who wants to drive a truck in June anyway, right? Within a month I had all the bugs worked out, so my trusting girlfriend and I took the blue bomb on it's first long trip, from Flint to Manitowish Waters, Wisconsin, and back, which was about 1,200 miles. I am happy to say it went beautifully with only one minor set back on the way back when my alternator loosened up. luckily I was only about 2 miles into the trip home, so I was able to push it back to the cabin and get it fixed soon enough to catch the second ferry ride across Lake Michigan.
For three months this was my only transportation, I used it to travel 30 miles a day to work and back, and I still beat the hell out of it every weekend. I am proud to say that everything is holding up great. To top it all off I won best of show for the 2006 bike night season at a local bar, Scooter's Bar and Grill. (
This whole experience was great for me, and I can't wait to do it all over again this winter. I decided to make some subtle changes to this bike, and I am also building a Buell based chopper, which I will most likely sell to finance a ‘54 Panhead project. I'll send some pics of those when I can.
Eric’s Blue Bomb Spec Sheet
Owner: Eric Barnett
City/State: Flint Michigan
Builder: Eric Barnett
City/state ( or company contact info):
Fabrication: Eric Barnett and friends
Manufacturing: Eric Barnett
Welding: Eric Barnett and Andy Schupbach
Machining: Eric Barnett and Bob Archambeau
Engine
Year: 1978
Make: 1340 cc Shovelhead
Model: Big Twin
Displacement: 1340 cc
Builder or Rebuilder: Richard Zubli, of Zubli Engineering
Cases: STD cases and STD Panhead heads
Case finish: Cast
Barrels: Stock Harley
Bore: .010″ over stock
Pistons: Keith Black 10:1
Barrel finish: Powder coated gloss black
Lower end: Stock Harley
Stroke: Stock
Rods: Stock
Heads: STD dual plug pan heads
Head finish: Powder coated gloss black
Valves and springs: Crane cam, stock size
Pushrods: Crane cams
Cams: Crane Cams, roughly .570″ lift, duration unknown.
Lifters: Crane cams, solid
Carburetion: Dual 38mm Edelbrock mounted on an old Dellorto manifold, with flathead Ford aircleaners
Other:
Transmission
I bought it on eBay and got royally fucked on it.
Year: 1979
Make: 4-speed,
Gear configuration: as far as I know it's all stock gear ratios
Final drive: Stock
Primary: BDL 3-inch open belt, no backing plate
Clutch: BDL
Frame
Year: 2005
Make: Chopperhead Road
Style or Model: Double down tube rigid
Stretch: 6 up and 4 out
Rake: 42 degrees
Modifications: I cut the tubes around the seat area away from the back bone, shortened them and bent them in, then welded them to the seat post tube. I also used one frame tube as an air tank to fill the airbags, under the seat.
Front End
Make: Very long and narrow springer which was originally built in the '70s. This was actually the first piece I had for this project.
Year: '70s
Length: a mile
Mods: I had to shorten it by about 14 inches, make new rockers, come up with some shoulder bolts for the rockers to pivot on. I had a custom pin and top plate made for the triple trees by Bob Archambeau.
Sheet metal
Tanks: Eric Barnett
Fenders: West Coast Chopper cut in half, (they were having a sale).
Oil tank: I made the oil tank from a really long air cylinder, cut in half. The tank has two chambers, the return oil fills one chamber, then flows to and through the second chamber before being fed to the motor. The two chambers are held together by about 12 fins made of 3/16 by 1/2 inch flat stock, which I welded on individually and them rounded off with a grinder and polished. I had in between the fins powder coated gloss black so I didn't have to polish there. I'd say I have about 80 hours in it, but it turned out pretty cool.
Paint
Molding: Eric Barnet and Andy Schupbach
Paint: Andy Schupbach
Graphics: engine turnded silver leaf scallops by Eric Barnett and Andy Schupbach
Pinstriping: Chris Hornus of flint Michigan
Wheels
Front
Size: 21 by 2.15 80 spoke with twisted spokes
Brake calipers: No front brake
Brake rotor(s): Nope
Tire: 80/90 21 Dunlop
Rear
Make: DNA
Size: 18 by 8.5 40 spoke
Brake calipers: Wilwood Dynalite caliper for a car
Brake rotor: Sprotor style made by a machine shop in Lansing Michigan
Pulley: Sprotor
Tire: Dunlop 250/45R18
Controls
Foot controls: Hand made by me, tapered and twisted hex stock, with '60s Chevy emblems for pedals.
Finish: Chrome
Master cylinder: I believe it's for a newer Indian, eBay item.
Brake lines: Braided
Handlebar controls: None
Clutch Cable: No cable, foot clutch with twisted hexagon likage.
Brake Lines
Shifting: Jockey shift, tapered and twisted hex stock, with custom handle made by me.
Electrical
Ignition: Daytona twin tech Dual plug, single fire with multispark.
Ignition switch: toggle
Coils: Another eBay item, dual coils from Big Dog, mounted in Gas Tank.
Regulator: Stock Harley
Charging: Stock Harley
Wiring: 4 wires, nice and simple.
Headlight: Harley 5.75″
Taillight: '64 Impala taillight mounted in a plate frame made by me.
Accessory lights: None
Electrical accessories: nada
Switches: none
Battery: Odyssey dry cell
What's Left
Seat: I made the pan and did the foam, Leatherman of Flint Michigan did the leather work, also has two goodyear air bags hidden under it for a little comfort on them long rides.
Pipes: Fab Kevin did the Stainless steel flanges, I welded the pipes up.
Mufflers: No way,
Exhaust finish: The first bend and the flange is stainless, most of the pipe is steel, and the tips are autozone chrome. I wrapped most of the pipe in black header wrap so all you see is a little stainless at the beginning and a little chrome at the end.
Gas caps: Brass pipe cap, I turned it on a lathe to put a little style on it. (and because it used to say CHINA on the top)
Handlebars: 1.25 o.d. d.o.m. tubing,
Grips: bars are drilled on the end and I stuck another tube inside, I then welded the end up and smoothed it out for a seamless look. No padding, lots of grip.
Pegs: Tapered and twisted 1″ square stock
Oil filter: Fram racing filter, holds almost a quart.
Oil cooler: Tank doubles as a cooler
Oil lines: black rubber lines
Fuel filter: no, probably should get one I guess
Fuel Lines: clear plastic
Throttle: Cheap internal throttle I got off of eBay, has a bronze bushing instead of a bearing, I don't suggest buying one because mine is looking very rough after only 6 months, this is one thing I wish I wasn't trying to save money on because now It's welded to the handle bar.
Throttle cables: Barnett internal throttle cable.
Fasteners: A mixture of Stainless Steel, Chrome and Black, mostly Socket Head.
Specialty items: Everything is pretty special to me. You asked about the flames on the back of the tranny case, I made those. I started with a 4 inch square piece of 1/2 inch thick aluminum, and sketchted some flames on it. I then started sawing out the rough shape, but had trouble getting in then tight spots. I then started using a vertical mill to rough out the shape. Once this was done I started using a combination of grinders, files and emery cloth to shape and sculpt the flames. I then polished them with sandpaper and a buffing wheel. When they were finally done they looked great, but I had no idea of what I was going to do with them. A couple months later I decided they would look great on the tranny, so I welded them on and slightly molded them in when I was polishing the tranny case.
Credits: I definately want to give thanks to Andy Schupbach, he helped me through this bike practically from day one, and never charged me a dime, what he wasn't helping me on he helped make possible by teaching me new skills.
Keino Keeps The Fires Alive
By Bandit | | General Posts
This story will hit home with old school die-hards and young guys still dazzled by metal flake dust. This bike started with a set of 4.25-inch Evo flywheels and rods. “Here’s your next bike,” Indian Larry said to Keino handing him the greasy lower end. Does that hit home or what?
Keino came from a background of building and tinkering with bikes in Japan as a kid. He grew up in southern Japan, Fukuoka an hour-and-a-half north of Nagasaki. “It’s the redneck part of the island,” Keino said. He followed his dream to the MMI School in Phoenix, and took the time to graduate in ‘99. Then, stuck in the vast Arizona desert, he didn’t know, at 27 years of age, but his life was moving fast. The MMI career counselor hooked him up with a H-D dealership internship in Brooklyn, New York. About that time he picked up a copy of Easyriders and spotted the Grease Monkey feature about Indian Larry.
He worked as a grunt at Brooklyn H-D cleaning the shop and performing basic service work, but he hungered for something more custom, with more fabrication and more wild in the streets. A year later he looked around. He was already caught up in the Manhattan Island lifestyle, the action, the nightlife and the broads. He stumbled into a SOHO bike shop, American Dream Machine, and asked about a job. He was hired as an apprentice in 2000 and discovered that the engine guy in the back was Indian Larry.
”I was so excited to see bare frames on lifts and bikes coming together from the ground up,” Keino said. He started sweeping the floors, performing oil changes and basic mechanic labor, but he dug every minute, every new metal flake paint job and every thing he learned. “I didn’t know how to weld,” Keino said. “I asked if Larry could coach me, and I stayed after work to practice.”
A year later Larry gave Keino a How-To book on sheet metal by Wolfgang publishing and he read it cover to cover. His skills were honed on a daily basis, in an atmosphere of the New York groove and creative vibe. “Each day passed in the blink of an eye,” Keino said. “I couldn’t get enough.”
This glistening green machine is all about his history with Indian Larry who moved with the shop when it became Gasoline Alley. He took over ownership in 2004. When Larry unexpectedly passed away, Keino stayed on as a partner with Paul Cox, and Bob and Elisa Seeger to form the Indian Larry Legacy and keep the spirit alive. His bike reeks of class and style. He built-up the engine from scrap parts. A friend gave him a transmission and the bottom half of a Paughco frame, which he formed into a single-loop classic with 4 inches in the single downtube and 3 inches in the backbone.
Keino split the rockers and worked in the aluminum shaped spikes. He ran the oil lines directly into the rocker arm shafts and touched off the pipe side of the engine with handmade silver pushrod covers from silversmith FIN in Kobe, Japan.
Keino studied the sheet metal book and built the gas tank by hand. Then he attempted the rear fender and “fucked-up” three attempts. “It’s tough to make a fender contour the tire all the way to the bottom of the frame,” Keino said. “I took one of the bad fenders, cut it, and worked the oil tank into the bottom of the fender. The frame was stretched almost an inch at the rear to afford the room for the oil tank/ rear fender.
Many of the parts for the narrow 39mm front end came from the shop stash, but the extended tubes were new. The long narrow glide, which was in keeping with the Indian Larry tradition, was touched of with an Indian Larry brass accessory, the dogbone risers. It’s ironic but these risers were made in Japan by Misumi Engineering. He bought the wheel components on E-bay and laced the wheels with stainless spokes himself. He hand fabbed and welded the pipes to slip over the transmission ‘cause he had the space to mess with.
Keino’s excited to return to Japan as the guest of the Moon Eyes Show in Yokohama, December 3rd 2006. The Indian Larry Legacy is alive and well with an expanding product line, and a list of customers who want bikes built by the team. “We don’t do service or repairs,” Keino said. “We just build one-off bikes for customers and work on our product line.” Talk about a young biker’s dream come true. May the Legacy never die.
–Bandit” Hey,” Keino wrote after we finished the feature, “I forgot to mention the paint job. I talked to Robert Pradke of Custom Auto Design, in Conneticut, for the finish.I wanted green. I always liked green. I know it was bad karma for bike paint job, superstition, butI didn't care. One day a soda can on lunch table caught my eye. It was Mountain Dew .
“That's it! Mountain Dew inspired paint job. But I didn't want a Mountain Dew THEME bike, so I left it up to Robert Pradke's creativity to translate my idea into reality, and he nailed it!”
Bikernet Keino Spec Sheet
Owner:Keino Sasaki
City/State:Brooklyn, NY
Builder:Keino Sasaki
City/state:Indian Larry legacy ( 718) 609-9184
Fabrication:Keino Sasaki
Welding:Keino Sasaki
Machining:Keino Sasaki, Knucklehead Steve
Engine
Year:mixed Shovelhead
Make:H-D
Model:
Displacement:88ci
Builder or Rebuilder:Keino Sasaki
Cases:H-D
Case finish:polished
Barrels:unknown
Bore:3 5/8-inch
Pistons:S&S
Barrel finish:powdercoat
Lower end:Evo from Indian Larry
Stroke:4-1/2-inch
Rods:S&S
Heads:H-D
Head finish:polished with modified by Keino rocker covers
Valves and springs:Andrews
Pushrods:stock
Cams:Andrews 2
Lifters:Solid
Carburetion:S&S B
Other:split rocker by keino
Transmission
Year:1978
Make:H-D, thanks to good friend jamie
Gear configuration:stock
Final drive:diamond o-ring chain
Primary:2-inch open belt
Clutch:Barnet
Frame
Year:2003
Make:modified Paughco by Keino
Style or Model:single down tube
Stretch:3-out, 4-up, 7/8 rear
Rake:31-degree
Modifications:a lot
Front End
Make:mixed
Model:39mm Showa
Year:mixed
Length:4-inch over
Mods:a lot
Sheet metal
Tanks:Keino
Fenders:Keino
Oil tank:built in rear fender by Keino
Paint
Painter: Robert Pradke of Custom Auto Design
Wheels
Front
Make: spoke
Size: 21in laced by keino
Brake calipers: two-piston PM
Brake rotor: Custom Chrome
Tire: Metzeler
Rear
Make: spoke
Size: 18-inch laced by Keino
Brake rotor: Custom Chrome
Tire:Metzeler 160
Controls
Foot controls:modified Sportster mid-control by Keino
Finish:polished
Master cylinder:PM
Brake lines:braided
Handlebar controls:modified XLS bar by Keino
Finish:chrome
Clutch Cable:none
Shifting:jockey
Electrical
Ignition:Points
Coils:hidden
Regulator:hidden
Charging:hidden
Wiring:hidden
Headlight:Headwinds
Taillight: Custom Chrome
Battery:hidden yuasa
What's Left
Seat:Paul Cox
Pipes:Keino
Exhaust finish:chrome
Gas caps:Custom Chrome
Handlebars: Keino
Grips:brass by Keino
Pegs:brass by Keino
Oil filter:side mount Indian Larry style
Oil cooler:hidden
Throttle:internal throttle
Specialty items:Special pushrod collars by silversmith from Kobe, Japan.''Keino, not Chica” hand engraving on master cylinder by CJ Allen.Special shift knob by Dichrome.
Credits:Special thanks to Indian Larry for encouragement and inspiration.
Roland Sands Meets Kenny Roberts
By Bandit | | General Posts
The KRV5 Tracker is a creative collaboration between motorcycle designer Roland Sands and racing legend “King” Kenny Roberts. Roberts’ had the idea to utilize one of his KRV5 engines for something other than the MotoGP track. Sands’ was looking for a build project that would challenge and inspire his creative talents.
With knowledge of Sands’ racing pedigree and design style unifying form and function, Roberts’ felt Sands’ would know exactly what to do with a coveted KRV5 engine. The project plans were solidified with a handshake at the MotoGP paddocks of Laguna Seca in 2005.
Sands’ promised to deliver the bike a year later. Nine months would pass before the design plans were finalized. With only two months before the looming completion deadline, the first pieces of tubing were bent and welded.
The two months were spent by the RSD team with their heads down fabricating and building at a furious pace.
The bikes’ unique makeup of RSD components, a one-off frame, and custom sheet metal; coupled with the Team Roberts V5 MotoGP engine have created a completely original 200 horsepower Boardtrack racer of the future.
Make: RSD – Roland Sands Design
Year: 06
Model: KRV5 Boardtracker
Fabrication: RSD Team
Hardware: Titanium
Assembly: RSD Team
Value: Sell all your kids and then we’ll talk
ENGINE:
Type: Kenny Roberts V5 Moto GP Spec
Displacement: 1000cc
Year: 2005
Horsepower:200+
Heads: Aluminum KRV5
Valves: Titanium
Pistons: 5, Carbon Fiber Injected
Ignition: Complicated
Exhaust: Titanium – 5 Individual hand built
Fasteners/Hardware: Titanium
Clutch: Slipper
Finish : All hand polished heads, cylinder and cases and custom hand painted carbon valve covers, transmission cover.
Builder: Team Kenny Roberts
Frame: Type: RSD KRV5 Boardtracker
Builder: RSD Team
Rake: 24 degree
Forks: Turned down GSXR 1000, Black anodized
Triple Trees: RSD Design, Available soon
Wheels Front:
Rim: 23” x 3.5” RSD Contrast Cut Judge PM
Brake: NONE
Wheels Rear:
Rim: 21” X 9” RSD Contrast Cut Judge PM
Brake: PM Contour Bracket and Radial Mount Brake
Fender: Welded in
What Connects you to the bike:
Handlebars: RSD Designed and built
Electrics: Moto GP spec Deutsch connectors
Seat: Bill Wall Leather Custom
Foot controls – RSD designed race mount with RSD pegs, Performance Machine Master Cylinders
Fuel Tank(s): Aluminum
Paint, Chrome, and other F/X’s:
Finish: Army Green Metallic with flat tan flake panels and RSD pattern
The Painter: Chris Wood at Airtrix
Roland Sands Designs
Owner:Roland Sands/Performance Machine
Address: 6892 Marlin Circle. La Palma, CA (Originated In Long Beach) 90623
Phones:800-479-4037
E-Mail:rwsands@performancemachine.com
“TuNero”
By Marcus Walz | | General Posts
They were conversation topic number one at the European Bike Week on Faaker See and easily the most photographed product at the entire event. We are, of course, talking about Marcus Walz’s newest project, “TuNero,” which he is conducting in collaboration with the world famous Ferrari specialist “Novitec-Rosso”.
The birthplace of this admittedly crazy idea was a cocktail bar in Stetten im Allgäu where Marcus Walz and Novitec-Rosso managing director Wolfgang Hagedorn met privately. Wolfgang, a long time admirer of the bikes from Hockenheim, and Marcus, a loyal Novitec-Rosso customer, are attempting to show the similarities between a custom bike and a completely newly constructed Ferrari and implement this in matchless perfection. The result eclipsed all expectations and was an enormous success right away, both at the premiere on Faaker See as well as at the IAA in Frankfurt, which followed immediately afterwards. The respected and leading trade magazine “Auto Motor Sport” named both vehicles as the “stars of the IAA” and was not exaggerating, as the Novitec-Rosso booth in hall 1 DER was simply an audience magnet!
The project “TuNero” (a play on words consisting of “Tu = Two” and “Nero = Black”, = “Two Black”) did not only receive its name due to the color of the two vehicles. Matte black is the definitive color for both vehicles. For Marcus Walz, this is a favorite and often used paint, for Novitec-Rosso, however, this is an absolute novelty. A Ferrari modified by Novitec-Rosso has never before left the factory in this extraordinary color.
As a basis, Novitec-Rosso used an almost new Ferrari F430 that had been completely disassembled and built upon the raw car body. Alongside a specially developed racing engine by the KW company and the many unique Novitec-Rosso components, such as the 19“ (rear) and 20“ (front) rims, the main attention getter is the motor. The V8 unit of the Ferrari F430 performs at 520KW/707PS with two high performances compressors and provides a brachial maximum velocity of 348 km/h.
The exhaust leaves the combustion chamber via the newly developed Novitec-Rosso racing exhaust pipe system in polished stainless steel, which ends in the two end pipes worked into the bumper.
Numerous carbon motor coverings turn the already beautiful Ferrari engine into a true piece of art. The complete redesign of the interior with a welded rollover cage with also very time consuming and expensive.
An engraved metal emblem on the dashboard with the signature and company logo of Marcus Walz creates the perfect finish.
The “TuNero” bike was built onto the 33 limited editions “WHC Grand Prix Frames”. In cooperation with Custom Chrome Europe, a 100ci RevTech Motor with an appropriate 6-gear transmission, coated completely in black, was installed. The primary transmission is one of the newest WHC components that can be purchased by end users.
Both vehicles receive their “final touch” with “pinstripes” and “lettering” from of the most well known pinstripers on this side of the Mississippi. Matthias “Maze” Wagner has conducted his very demanding work “freehand” and in the usual top quality.
Finally, it has to be mentioned that these two vehicles can only be purchased together. The project “TuNero” is limited to 3 copies. The two vehicles shown here have already been sold and an addition “set” was ordered at the IAA in Frankfurt. At the time of publication, only one set was still available. You can find prices and additional information at www.walz-hardcore-cycles.com or www.novitec-rosso.com.
Bikernet.com Extreme Walz Tech Chart
Regular Stuff
Owner: Walz-Hardcore Cycles
Bike Name: TuNero
City/State: Germany
Builder: Walz-Hardcore
Company Info: Walz-Hardcore
Locations: Germany, USA, Spain/Portugal, Hungary and Switzerland
Address: Germany, PFalzer Ring 15, D-68766 Hockenhelm
Phone: 06205-7101
Calling from US: 01149-6205-7101
USA Address: 7331 NW 27th Ave, Miami, FL 33147
Phone: (305) 696-6040
Web site: www.walz-hardcore-cycles.com
E-mail: E-Mail: info@walz-hardcore-cycles.com
Fabrication: Marcus Walz
Manufacturing: Walz-Hardcore
Welding: Walz-Hardcore
Machining: Walz-Hardcore
Engine
Year: 2007 Evolution
Make: RevTech
Model: RevTech
Displacement: 88-inch
Builder or Rebuilder: Custom Chrome
Cases: RevTech
Case finish: black wrinkle
Barrels: RevTech
Pistons: Rev Tech
Barrel finish: Shaved black wrinkle
Lower end: RevTech
Heads: RevTech
Head finish: Shaved black wrinkle
Pushrods: Crane
Cams: Crane
Lifters: hydraulic
Carburetion: Mikuni
Air cleaner: Pistor/WHC
Other: Pipes and mufflers by Walz-Hardcore
Transmission
Year: 2007
Make: RevTech
Gear configuration: 5-speed
Clutch: Hydraulic
Frame
Year: 2007
Make: Walz-Hardcore
Style or Model: Grand Prix
Stretch: 2-inch
Rake: 40 degrees
Modifications: Legends Air Ride
Front End
Make: Walz-Hardcore
Model: WHC
Year: 2007
Length: stock Ceriani legs
Sheet metal
Tanks: Walz-Hardcore
Fenders: WHC
Oil tank: WHC
Paint
Sheet metal: Klee, Hockenheim
Molding: Klee
Base coat: Flat black
Graphics: Marcus Walz
Type: PPG
Pinstriping: Klee
Wheels
Front
Make: Novitec Style
Size: 3.5/18
Brake calipers: Walz-Hardcore
Brake rotor(s): WHC
Tire: 130/60/18
Rear
Make: Novitec Style
Size: 11/18
Brake calipers: Walz-Hardcore
Brake rotor: WHC
Pulley: WHC
Tire: 280/35/18 Metzeler
Controls
Foot controls: Walz-Hardcore
Master cylinder: WHC
Handlebar controls: Walz-Hardcore
Shifting: WHC
Kickstand: WHC
Electrical
Ignition: Walz-Hardcore
Taillight: WHC
Switches: WHC
What’s Left
Seat: Walz-Hardcore
Gas caps: WHC
Handlebars: WHC
Grips: WHC
Pegs: WHC
Throttle: WHC
