Sticky shards of beer bottle splashed against his face as Harrison rolled in the soiled sawdust to escape a worn, pointed cowboy boot. His troubled mind whirled. What was he doing diving towards the cigarette butt-strewn deck of the cowboy bar anyway?

Less than a half hour before he pulled his ’78 Shovelhead up to the litter-infested curb in front of the hick bar in the backwater town of Tombstone, Arizona, Harrison was cruising along without a thought in the world.

A pool cue slammed against the concrete next to his head. His eyes expanded to the size of the tops of Harley oil cans and he rolled to avoid he splintering cue stick shattering against the sawdust and cement. Jumping to his feet a fist made a catcher’s mitt out of his stomach.

He thought, when he pulled up to the curb alongside two other shovelheads, that he’d found the only biker bar in a couple hundred miles. The town seemed deserted except for the bar, with its Bud and Miller neon flashing outside, and floodlights sporting the harmless name, “Maggie’s Place.”

Another fist struck him solidly. Harrison grabbed his guts and buckled onto the cold floor again.

He hadn’t been in the joint two minutes when he discovered something wasn’t right. The warm, sexy looking woman at the end of the bar looked up at the rugged stranger as he came in, their eyes meeting as if they had been connected at birth. However, the black and blue shadow under her left eye was a billboard displaying abuse.

Stepping up to the bar, two cowboys strode up behind him. “Hey Chuck, we gonna add another Harley to your collection,” a big, lumbering, beer-bellied boy shouted over Harrison’s shoulder to someone behind a poorly lit pool table.

“Suppose so, if he don’t get the message real quick and hit the road,” the voice was ominous. Harrison couldn’t make out the stranger in the dark corner. He did catch the hint and was beginning to turn for the door when the girl at the bar stood up.

“You’re not going to turn this bar into another war zone while I’m here.” She pivoted on slender legs toward the dark corner.

As her voice quaked out the last syllable, it was as if someone had sounded an alarm. Patrons began to rise and depart to the walls and doors. The small passageway to the heads became as congested as a downtown freeway at rush hour. Though Harrison was tall and well built, a cloud of doom was filling the honky-tonk like an Arizona flash flood. Smacking like a jackhammer, his heart beat against his chest. Knees as slippery as 60-weight quivered beneath him.

A hamhock-sized fist slapped his back, shaking every fragile vertebrae. “Guess you ain’t gonna have that beer after all, boy,” a fat man with bib overalls shouted at Harrison, while launching a right. Harrison was prepared, but off balance. With the speed of a rattlesnake, he blocked the first blow. But the following flurry of punches and kicks got the best of him.

He rolled under the pool table, while four men kicked at him. He hadn’t seen the man in the corner yet, but whoever he was, he called the shots. Harrison drew his knife and stabbed at a stationary boot, he heard the girl scream. Another rancher was dragging the screaming redhead to the corner of the bar.

All Harrison could see were her small refined ankles and petite shoes as she struggled. His mind flashed on the image of the defiant girl as she stood in protest-the tight Levi’s on the narrow waist, snugly gripping her perfect hips and long legs. Her checkered Western shirt fit snugly at the waist and flowed up over her heaving chest, accented by an unbuttoned V below a delicate neck. She was either a vision of traditional Western beauty, or the form he had examined before the first punch had landed was merely a fantasy.

He could still see her delicate shoes being dragged, her feet kicking like a young pony’s, as the man screamed. The knife was buried through the arch of his foot into the sole of his boot. “He’s gonna die, now,” one cowboy shouted, and Harrison heard the sound of a gun cocking. Pulling the knife free and rolling, he cut the Achilles tendon of another kicker and the man immediately fell to the sawdust floor. The first bullet splintered the wood to his side as he spun toward the opposite side of the table.

“Get him, Joe,” the fat farmer shouted, and the cowboy with the 9mm Browning fired again, missing him. Harrison was covered in sawdust and sweat as he wrapped his arms around the cowboy boots belonging to a man who had stomped the knuckles of his left hand less than 30 seconds before. He leveraged his legs against the pool table legs and thrust the man up and over the table. Looking up, the gunman saw this figure diving for him, and he instinctively shot at him. The tackled man fell in his own growing pool of blood on the scarred green felt.

Struggling to stand, Harrison found himself face to face across the table from the smoldering automatic. A fat farmer moved to his right and the young, burly ranch hand grabbed a pool cue to his left. The light above the pool table swung, throwing bits of light in odd directions, and Harrison caught a glimpse of a small sweaty man in the corner slapping the girl while another man held her.

“I own this town, bitch, and you’re mine,” he hissed. The slap made Harrison flinch.

“What the fuck are you waiting for? Kill the sonuvabitch,” the slimy little man in the slick leather jacket in the corner shouted.

“But I just shot Billy.”

“All cuz of that fucking biker. Now do him.”

Harrison wasn’t waiting for a decision. He stuck his blade into the fat man’s belly and, yanking the knife upward, spilled the man’s guts onto the table. The horrified cowboy grimaced and stepped back, lifting the auto to aim. Harrison jumped behind the fat farmer just in time, as a bullet spit the fat man’s shoulder socket all over the room. The balding farmer with three days of stubble looked like a thick peanut butter and jelly sandwich with a large bite taken out of the corner. He screamed, as one of the arms he was using to keep his entrails in place fell limp to his side.

Harrison grabbed the half empty beer bottle on the ledge next to the cue chalk and threw it at the gunman, splitting his left cheek, exposing a slashed jawbone.

The girl screamed as the 225-pound ranch hand swung a pool cue like a baseball bat against Harrison’s lower back. He tried to focus on the girl as rivers of pain shot down his legs and up through his spine. His legs went limp and he collapsed. Moving his arms he shoved off the gurgling farmer, slouched against the coin dispenser, and stumbled over the side of the table into the now crimson felt. He reached for the cue rack, the fingers of his right hand barely encircling a couple of the holes. With his left hand he lunged for a chair, and with all his might he prayed for the feeling to return to his legs.

Rounding the corner of the table into the gunman’s sights again, the rancher caught his dragging calves with another sharp blow cracking the cue mid-impact. “I don’t need no gun to take this biker down,” he taunted, recoiling.

The strike shot lightning bolts of pain in the opposite direction. His legs were immediately sensitized again and jerked instinctively under his torso. The pain caused Harrison to flinch. He tore the old wood rack loose from the wall, sending a half dozen cues into the path of the oncoming rancher.

Harrison’s adrenaline was pumping too fast to comprehend. He knew, just as in the jungles of ‘Nam, that this was it. He had no chance. The next bullet would split his skull like a shot through a beer can.

Putting both bleeding hands on the chair, he pushed up, forcing his legs beneath him. They held. Stepping left, he picked up a scarred wooden chair and launched it in the direction of the gunman who had regained some composure.

“Kill the sonuvabitch, you stupid muthafucker,” the shout came screeching from the corner. The cowboy ducked the oncoming chair and fired, taking out the corner pocket in a shower of felt and wood. Fending the chair off with his left arm, his left eye blinded by blood and swelling, he shot again. This time the bullet penetrated Harrison’s Levi’s and the fleshy part of his thigh. He thought he was going down, but the leg stayed strong and held up under him. He charged, head-butting the big man and grabbing the gun. They spun and Harrison’s fingers found the trigger slot. He shoved in a bloody digit over the other man’s, pointed, and squeezed.

The grease ball in the corner stood, dropping the girl to the floor, and stepped into the light. “You dumb . . .” he began, before leaning on the pool table in full view. He was a slight man glittering with gold chains and rings too big for his fingers. His face was pale and pockmarked. A tattoo crept up his neck, over his collar, and between the lapels of the shiny leather trench coat, a red wave began to cover his white satin pocket.

“If you can’t kill him, I will,” he said, reaching into his waistband for the stainless steel 25 caliber automatic while Harrison and the rancher struggled. Pulling it free from behind his belt he released the safety and aimed. Harrison rocked the rancher and the bullet entered his chest. “That’s okay,” the slimeball said, leaning heavily on one arm. “I wanted him out of the way, so I could take my time with you.”

His silver blue eyes glared at Harrison as if he were the dessert after a helluva good meal. As the rancher fell, the slimeball aimed again. Harrison grabbed the heavy automatic with both hands and unloaded the last two rounds into the slicker. The heavier load slapped the already dying body away from the pool table and into the darkness beyond. He heard the body crash against the wall and slide into the debris on the deck.

Harrison pulled free of the cold hand holding the auto and fell to the side of the table, gasping with fear, adrenaline, and fatigue. It was quiet for the first time. A handful of onlookers stood paralyzed against the walls. He glanced around, looking for more assailants. Seeing none, he quickly pulled himself to the other side of the table to check on the sobbing girl. She was tucked in a ball, her face buried in her hands. He lifted her gently, “Are you all right?” he asked.

Raising her face into the light, even with the streaks of tears streaming down her rosy cheeks, her beauty was breathtaking. The pain in Harrison’s leg disappeared as her deep blue eyes met his. His hand melted against her young waist as a hint of a smile crossed her face.

“Thank you . . .,” she murmured. Harrison’s heart swelled as her scent filled his nostrils. As he reached across her middle his forearm brushed the points of her breasts and he sensed their soft fullness. Turning her toward him, she smiled again, only this time with a sly hint of larceny.

” . . . for nothing,” she said as she plunged a stainless dagger under his ribs, slicing the arteries beneath his heart.

End

It’s that time of the year again; race season is about to start! With much success at BUB`S International Motorcycle Speed Trails at Bonneville Salt Flats, the Chop N Grind Crew will be racing again at El Mirage and Bubs Speed Trails.

We now hold the AMA National Land Speed Record for the Modified Pushrod Gas with a 1650cc at 148.307 mph.using a Harley Davidson Evolution/Twin Cam 100 inch Motor.

Thanks to all our sponsors last year the race was a huge success.

We are now acquiring sponsorship for the Bubs Speed Trails and go for multiple land speed records.

Our crew consists of 5 members:

Larry Petrie– Pilot of the racer, with years of experience racing and motor building. Dealership Harley Davidson mechanic. USMC Gulf war veteran.

Bob Tronolone – USMC Vietnam Era veteran. Public relations with all sponsors. Former Crew member of the Easyriders-Jammer streamliner designed by Bob George. (the streamliner was the world fastest motorcycle for fifteen years piloted by Dave Campos.)

“OC” Danny McPherson – Vietnam Era Navy veteran .Pit crew chief, mechanic andfabricator. With over 40 years riding experience.

Rob Tronolone JR. – K-9 Officer. Team photographer and all around mechanic, Journalist and chase truck driver.

Steve Thurston – Army Veteran. Mechanic, parts, pit area, back up driver.

One of our sponsors, Nick Roberts of AMSOIL ,will be supplying lubricates for the race bike and will be riding out from Kentucky to join up with us and give a helping hand. Nick will also be racing his bike in the “Race What You Brung” Class.

Jim Leineweber ,of Leineweber Enterprises, is grinding our cams. Jim is a local in our town. He has been grinding and racing since the 1950`s.

Big Mike, of BMC Choppers, will be on board again and is talking about joining us also.

AVON TYRES has committed today, the tires they supplied last were great.

Our crew and sponsors have a great camaraderie that brings us all together to form the team we have.

Bubs Speed Trails is entering its 4th year this September. It’s an all motorcycle event and old school camaraderie. It’s a passion which no one ever forgets.

We developed a large following of racers and spectators, due to our helpful nature. One of the Bubs officials commented on our pit area being organized and clean and thanking us for helping other racers in need. That was a great comment for us.

We are again looking for sponsors, we will promote your product to the racers on the Salt.The race bike will have full exposure of your product, as well as the crew, pit area with banners, chase truck, and trailer. We ,as a team, look forward working with all our sponsors and making history.

A DVD and Press time will be provided at the end of the races. Our T-shirts, featuring our world famous logo, will be ready for sale in about a month. We sold out before we got to Bonneville last year, so act fast.

All sponsors are invited to join us on the Salt in September. This is an experience you will never forget, and yes, we will all be riding out from So Cal again. Last years ride to the Salt Flats was outstanding, so anyone out there who wants to ride out contact us. We can help line up the rooms. Seven months left. So plan on it now!

Thanks for your time and support

Chop N Grind Racing

Bob Tronolone

In this chapter we’re taking all the plans, boiling them in oil and spinning them into action—no bullshit. The frame is underway, as you will witness. The wheels are in hand. The transmission was delivered and the Avon Tyres were shipped today.

The notions and input keep flying my way via e-mail and phone calls, but let’s jump right into the middle of the action, beginning with Rick Krost, who is building our Assalt Weapan frame, at U.S. Choppers:

This is Leo’s classic neck with locking old school cups and internal fork stops.

Seriously, I need to get engine dimensions first. Also would like to know centerline numbers from engine shaft to tranny shaft if you have a primary and clutch pack picked out. If it's all production stuff–that’s fine, but realize that some guys produce their primary with the wrong measurements making the belt too tight, which in turn makes for a shitty clutch and near impossible starts……so just because they have a big name still doesn't mean their products work!!

If we have a primary in hand, I can use it when building the frame for real numbers, so we don't experience binding in the drive-train (we use BDL and have never had a problem). Remember, if Berry, Accurate Engineering, does his job perfectly, as I assume he will, then we can lose all of his talent through the primary/clutch set-up. If you have those numbers, I can start getting my drawings together and start frame building.

Also front and rear tires will vary from 23.5 to 28 inches depending on the side-wall heights and rim sizes – 23.5 for 16-inch rims to 28-inch for 21-inch rims…. plus or minus the side-wall and tread differences….. this is a 5-inch disparity that we must make provisions for! I believe Chris Kallas (official 5-Ball racing illustrator) has both wheels at 26 inches, if I am reading the drawing correctly. This would most likely mean a 18-inch rim in back and front with 4 tall side-walls and tread. If we are at 26 inches then the axle center would be 13 inches off of the ground as Chris illustrates.

To make our measurements linear, then of course, the same would apply for the front tire measurements to make the frame level to the ground as the drawing illustrates……(so I believe we should have our tires and wheels first, in order to make measurements for the frame and front end). This would assure we don't run into any problems with regards to having 3 inches of ground clearance from front to rear and we can make accurate assumptions for front end length and trail calculations.

Get this, if you make a perfect structure and set it on an imperfect surface, all of those measurements were for not. Thus like a tailor fitting a suit, we must have a starting point.

My thought is that the starting point should be the axle heights and if we are to nail down those, then we need an accurate measurement of the entire front and rear wheel diameters with the correct Z rated Avon tires mounted and aired up to real air pressures……..

Just a thought, but keep in mind, I'm just a simpleton with a wheel cage that moves about 3 rpms…… so take it for what it's worth.

Also we need to dial in that trail measurement better than “zero” as Chris stated earlier. That would really make me nervous!! I know Leo is our man for that, as he has a lot of potential with the Girder style set-up and it's infinite adjustability. However, I feel like he can do his job better and easier if he has a neck height from me and some “real” axle references as stated before. He can then figure his leg length, calculate for trail/rake and any “sag” on the front end.

Getting really excited about this project- lets get these numbers nailed down and get rocking!

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

After we received Rick’s e-mail we informed him that we generally use only BDL primary drives and never had a problem with their configurations for Softails or FXRS. We researched our wheel diameters for Chris Kallas and Rick through Avon Tyres. Our wheels with tires mounted should be 24.6 front and 25.8 in the rear.

We now have the All American Wheels cut by Renegade in hand and the Tires are on their way to us. I will have them mounted and deliverd to U.S. Choppers A.S.A.P.

NICK ROBERTS, 5-BALL SPONSOR SPEAKS UP FOR NICK’S PERFORMANCE AND AMSOIL OILS–Great update…I like where you're going with this and I only have a couple of thoughts that I'd like to toss in.

First a question…why is a headlight included in the concept drawings? Is there a requirement that you have a headlight? I would think this area would respond to a more aerodynamic form such as a cover over the steering head and trees and may eliminate a lot of potential turbulence and drag. When I look at the concept drawings my other thought regarding aerodynamics is that the exposed engine is going to cause all sorts of turbulence.We must run an open front end and can drop the headlight in our class, but we need to push the air out around the front of the bike. Unfortunately V-Rod headlights don’t cut it—only allowed on V-Rods. Regarding the open engine we hope to use the pipes and air cleaner to guide the air. Plus, we need some air through the engine for cooling on the hot salt.

Secondly….Thinking back to the Trials it seems like almost all the bikes with fairings, (streamlining), covered their engines. I appreciate the aesthetics of the exposed Panhead engine but I wonder if it wouldn't make more sense to design a fairing around the engine to channel the air needed for cooling while smoothing the airflow around the bike and Valerie. Just thought I'd throw that out for you to consider while you are still in the design phase of the project.

We are running in the open bike class. No fairing allowed.

Several years ago I was in Jerry Bickel's shop where he builds Pro-Stock drag cars. Jerry had an interesting analogy for thinking about the effects of airflow and ways to cheat the wind. He thinks of air as a fluid that he has to manage in order to slice his way through it on the way down the track. He stressed that the biggest problem he faced was the air clinging to the car and hence creating more drag.

There’s an interesting anomaly involved in cutting air. This is our golf ball theory. It was discovered years ago that smooth golf balls wouldn’t travel as far as the dinged brothers. I was told that air gathers on a surface and creates a Tephlon like coating which allows additional air to glide over it effortlessly. Hence a coarse finish is more beneficial that a slick polished one.

Jerry came up with some ingenious ways to add velocity generators to the rear quarter panel in order to break the air's hold on the body. In the case of his cars the rule book didn't allow anything like velocity generators; so in true racer fashion he came up with the idea to modify the stickers on the quarter panel which created the desired turbulence and broke the air's drag; allowing his car to gain few extra seconds advantage. The tech guys searched his car at several events before they discovered his innovation and banned it. Any mention of velocity generators in the rule book? My point here is that there are a number of ways to cheat the wind, and lessen the attendant frictional drag, that don't require major modification to the overall design.

We’ll look into VGs.

N.R.H.S , nrhsperformance.com, in Boulder, Colorado went 217 mph on a Buell at the Speed Trials and they may have some insights they are willing to share. Their bike has quite a bit of streamlining as well as the fact that they are experienced with Land Speed Racing having been involved for several years. You might want to give Daniel Dunn at N.R.H.S. a call and get his thoughts about the effects of aerodynamics on the bike at 200+ mph. His number is 303-833-4500 and email is Daniel@nrhsperformance.com.

Thanks Nick, I’ll do that.

A new take on the Assalt Weapan by Dick Allen.

THE NITROUS CONSIDERATION– www.coldfusionnitrous.com Dobek at Techlusions works with these guys. Very good prices!!!!! The other one I also look at also is www.nitrousexpress.com Cold Fusion has some real cool nozzle adapters for EFI injectors.

Don't know if you are goin this way for power (200 MPH Club). If you are, is to be “carbinated” or “Infected”??? Multiple stages might be a real good idea. Forget about “Dry Nitrous.”

Daytona Twin Tec has good EFI systems. V-Thunder has a simple module for a carbinated system with Nitrous.

One thing I saw on the bike was that front shot with Val on it. Adios those handle bars!! Get something goin low and close to the fork tubes. A girder made from aircraft tubing would be real bitchin.

Air-Tech makes good aero body work stuff. Have you thought about changing your exhaust at all??? Also looking at the pictures of the engine do your oil returns in the left case side dump onto the flywheels???

–PabloWe are running with Pegasus EFI from BDL and the pipes are scheduled to be built by Berry Wardlaw of Accurate engineering and Larry Curik from Lone Star Choppers.–Bandit

Grab the whole rewritten story in this fantastic book. Just click on the image.

LET’S STEP BACK IN TIME FOR A BONNEVILLE LEGEND–The following photos and copy about the 1949 Vincent Black Lightning – Supercharged, are from the Solvang Museum site (pashnit.com)

This is one of only 30 Black Lightnings ever made and was the first one in the USA. This bike held the 1-mile world speed record (unsupercharged) in 1953 and then held the American record of 182 mph supercharged. This is probably the meanest pre-1950 bike you will ever see. This bike is located in the Solvang, California Auto Museum.

On a cool Monday morning on Sept. 13, 1948, Rollie Free lifted from Harley- Davidson the US national motorcycle speed record by riding the first Vincent HRD Black Lightning racing motorcycle to a speed of 150.313 m.p.h. When Rollie's leathers tore from early runs at 147 mph, he discarded them and made a final, heroic attempt without jacket, pants, gloves, boots or helmet.

Aboard the motorcycle owned by the California sportsman, John Edgar, this final run resulted in the most famous photograph in motorcycling, the “bathing suit bike” shot taken from a speeding car on the Bonneville Salt Flats in Utah. Rollie lay flat out on the motorcycle wearing only a speedo bathing suit, shower cap and a pair of borrowed sneakers.

One of the more famous pictures in motorcycle history.

The AMA certified Free's record. Special features included the first-ever Vincent use of a rear shock absorber, the first Mk II racing cams and horizontally mounted racing carbs.

BONNEBELLE SIDEBAR–This bike is also coming together for Bonneville 2007. It’s a 45 flathead with a K-model top end being rebuilt and hopped-up by Departure Bike Works in Richmond, Virginia.

We are waiting on a set of original 45 flathead pistons, which Ross Pistons will turn into higher compression K-Model pistons with the Ross touch. They should arrive this week.

HEADGEAR RECOMMENDATIONS FROM A BIKERNET READER–I've written the few of you that I thought might appreciate quality racing gear. Tee Hee.

I'm not sure if it's SNELL approved, but I think I found the perfect helmet for use at Bonneville.Can you imagine showing up at tech. inspection….Let's see, Boots, Gloves, Leathers,….Whoa..what the F*ck is That!

–Drew Gatewood

Meanwhile back at the U.S. Choppers playground the frame began to take shape. “The kids were cranky and of course, as all youngsters are, lacking many things for us to finish,” Rick said. “No 5/8-inch tap in the whole shop! This stopped the rear end fixture we needed to make to produce a frame this length. No front motor mounts etc….. next Saturday.

Setting neck angle to 34 degrees- sounds pretty cold- but not freezing yet…….the shop came in at 42 degrees F.

Hardcore machinist getting ready to machine fixtures for this super long frame.

My boy Marcio, who never smiles, was caught off-guard in this rare moment from one of my buddies at Ace's. They promised me it would be all fun and games, however they pissed and moaned all day long and then drove off in their luxury cars. Gosh Marcio, your making it look like this kind of work is actually fun. That’s the spirit !! Go Bonny!

Starting to look like the picture, although, the top backbone needs two bends to make the fit proper. You can see both bends in this pic.

Aces handled U.S. Choppers first run of Street Platform frames and we have become friends since. Both Marcio and Luke are good guys who deliver what they promise. “Their sense of humor is a bit strange, though, and I really feel they should get out more,” said Rick. “Four of us worked on a Saturday to see this Bonneville bike come to fruition. Rick, Marcio, Luke, and Lunger (our machinist friend who is suffering from some serious flu type symptoms). He had to operate the machinery without medicine for safety sake.” The four musketeers will join again for their next epic battle (next Saturday)- stay tuned!

CONCEPTS FOR SPEED FROM JOEL PEVEY– No offense, but Chris Kallas' last drawing was a bit scary — it is his best 'to-scale' drawing yet, but 2 feet over length? – see drop tube angle – motor can be positioned much farther fwd, with legs more towards the vertical, but we'll need to review rider position and using ballast in more detail later.

Again no offense – his latest is already an improvement on last year and will be workable if that is what you have decided on already.It’s not 2 feet over. Actually it will be stretched 6 to the rear and 8 to the front.

Rick Krost had mentioned possibility of going with a dual downtube, a two-leg frame. Might want to take him up on that. Dual top tube also, at least from center post back?? Will explain why later. Can also get sketches to you – too bad I can't draw for shit, but I'll do the best I can.

Joel sent this modified photo of Val to point out the handlebar variation for less wind drag.

GET WITH BERRY ON FINAL DIMENSIONS OF MOTOR. I know you gave Rick the dimensions of last year's motor, but didn't Berry say this “ONE OFF” will be very different? The engine dimensions determine EVERYTHING else. Engine 1st, VT20 second.That was handled by Berry directly with Rick, Admiral.

WHEN ARE YOU FLYING VT20 (Valerie Thompson, our Go-Daddy Rider) out for fitting to frame? That is our first real HARD TARGET DATE.- Any other dates or schedule known? Test dates at El Mirage, for example? Just asking.

Agree 100% on “…we will build the bike to fit her like a glove.”

However, would YOU like to tech the bike and take it for a couple runs the day before VT20 shows up? When it comes to feedback on handling, balance, controls, etc. There is nothing like first hand experience. PLUS, it would make for great Bikernet content!!! What the hell – get Bates or Vanson to donate a set of leathers with Bikernet and 5-Ball Racing graphics all over them, and go for it!!

Our plan is to have Valerie fly out in about three weeks for our initial fitment and moulding party. We’re going to cover her in foam and push her around the block. Hang on for that.–Bandit

UPDATED FRAME DIMENSIONS FROM CHRIS KALLAS–Here's a crack at modifying the fork angle. I cut-n-pasted the wheel back towhere you'd have about 3.75 inches of trail. Guessing the fork angle at about 32 degrees.Wheel base comes to approx. 81 inches instead of 85. Depending where your at withRick and Leo's progress this could be a moot point, plus this is based on mypreliminary frame dimensions. May still be a glimpse of what it might look like.

–C. Kallas

LEO’S RESPONSE TO THE NEW DRAWING– This will work into the plan perfectly. What we have been heading toward, will now come to life by adjusting my relations of upper and lower control arm length to each other thru the eccentric in the control arms then moving the shock so the control arms run parallel to the earth I will build more trail and get wheel closer to the power-plant of the bike to decrease the size of the perpendicular thru-air pockets effectively making it more like a streamliner as we have been discussing . Good work. I'm still working on the note from my mom.

–Leo DiOrio

Here’s a racer from 1936. Hopefully we’ll kick his ass.

Okay, we had a plan, like a musician with a blank sheet of music paper and a rhythm running through his mind. I had a notion based on every element I absorbed on the salt in 2006 and a myriad of conversations since. Time is also a constant obstacle and since I’m a deadline freak, I set one. I wanted the roller, frame, wheels and front end in my hands close to the end of the year. At this writing session, in my unheated shop the day after Christmas, with a dinky desk warmer blowing under my chair, I have six days left. No pressure…

But first we needed a laser-cut 5-Ball racing sign from Kevin Baas.

My first wheel guy bailed and I’m waiting for a call from Kim Hotinger regarding American and Renegade Wheels. Leo DiOrio, Leos Custom Cycle Supply,Ph# 303 438 8991,           is poised to fabricate our girder front end, to deliver the exact trail requested, and Rick Krost has a frame in stock from U.S. Choppers, to be modified, but we needed to nail down our plan, which is critical. We must determine the stretch behind the tranny and up front so Valerie Thompson will be poised for 200 mph on the salt. She must work with the machine’s aerodynamics for the best speed, comfort and safe handling. We're not asking much.

Chris Kallas working on a chopper concept drawing when he should be working on the World's Fastest Panhead. We're investigating.

We are extremely fortunate to have an excellent team behind us who are ecstatic to dig for precise performance information. Our concept drawing slipped through a number of stages behind the talented hands of Chris Kallas our 5-Ball Racing Official, accredited and sanctioned artist. With each rendition I submitted the most-excellent art to Berry Wardlaw, the Accurate Engineering engine master, Leo DiOrio, Wil Phillips and often Rodan from the SCTA, for rule requirements. Below you will stumble on thoughts from various team members regarding girder handling, Valerie’s measurements, the engine and the concept progression from art to actual measurements.

Leo DiOrio On Girders:

I am ready to start doing the front end, so when the frame is finished, and we have some tire diameters to work with we can do the actual geometry. I will make some recommendations as we go down that road here is one or two of many things we should think about as we go so the whole thing comes together nicely does the frame maker have any models or prints or samples of the neck he uses? This will aid in the fork stop and stem configuration, also has Valerie given you any input on how much steering effort goes into driving on the salt the reason I ask is if we want to do something special in the the way of handle bars I would make provisions for that in the top clamp. I would think this might come into play when mocking up her riding position to create the mold.

I won’t throw all girders into this discussion without studying a few (how they work trail wise category) however I can tell simply how this one works, and here are some key points:

1. the center of the wheel is much further ahead of the centerline of the steering head.

2. Since we have twice as many links triple clamps and control arms and the shock resting within this mechanism, that isn't required to be relative in angle to the girder blades, as opposed to a conventional front end which consists of a pair of triple clamps and suspension system always running on centerline to the fork tubes. So we can increase the trail by moving either the upper clamps offset forward, or using what is effectively a longer upper control arm, or by doing the opposite of all that on the lower links (triple clamp control arms), and of course, the opposite of all that is designed to decrease the trail. With all those links and the shock position controlling the relationship angle of the suspension to the surface you are riding on, if you use all those links and shock position you can tailor the front-end to do whatever is best for the application.

There is a lot more to them, so much it will just make you sleepy.

As far as measuring it goes, as the frame gets to where we can get some dimensions, I will do all the length and trail calculations and travel requirements in the computer. This will tell me what to make, so when Valerie returns from her 200 MPH cruise, she will say it was like driving a towncar for a Lincoln commercial.

Rogers Goldammer’s bike had 5.5 inches of trail, however it’s a lot lighter than the Assalt Weapan, although Valerie is much lighter than Rodger and we are looking for higher speeds than Rodger hit. We should run more trail.

Do you and the crew believe there are faster wheel patterns than others in the world of every little bit helps? I think the fender design will effect what wheel pattern works best once you get the wheel pattern worked out I will be glad to take on hub design if you wanted It just makes sense I'm doing the front axle assembly. One last thing, and it’s no big deal.

Rick with his torch fired up for action.

Now Let’s Hear From Rick Krost (as in toast), of U.S. Choppers:

Dig it…… I have some crazy ideas (usually just because I refuse to listen to anyone)…. but I would like to see some 200mph bikes if you have any pics (pass them my way). I'm really thinking there is a lot of innate streamlining in my frame…. I keep looking at our sketch (nothing taken away from Chris and his art), but I think that thing will catch more wind than a sail. In my mind, I envision the front wheel tighter to the mass of the bike (i.e. more rake in trees-less in neck, or offset the wheel even).

Secondly, my thoughts on the low to the ground deal (I agree- but only somewhat)…… I would think that if you push the wind down in front- then it should stay down until exit at rear. However, there is nothing wrong with wind chasing a pattern like you see in mother nature around cliffs etc (Lake Powell)….. wind can actually increase velocity in a cone!! So my thoughts are more at directing the wind rather than just “getting low”. IE- if we direct the wind UP in front of the bike and to the SIDE, we then transition it to a point in the tail section which would mirror my frame lines- this will channel the wind into a pinpoint exit versus hitting a giant cowl and dragging.

So I picture Valerie laying down, the wind deflected just to her helmet, following down her back into a small rear “turtle” point (wind now hugging and traveling down). Conversely, the wind pushed to the side from the tire and front end gets directed not down, but across the side of the bike and frame rails then directed up the frame rails to a point on the rear “turtle” that merges it with the top wind flow, so that both directed wind flows exit at the same tip (Just like an airplane).

Regarding down force, I say we fill the camel (turtle) with sand….. with both her feet and sand over the tire- I think the rear end will sit pat.

Heck, I don't know, just a thought to throw your way. Let me know what your thoughts are…. remember I'm a ghetto mechanic.

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

Here’s Berry Wardlaw of Accurate Engineering on The Engine:

The engine I am building now is NOTHING like your street engine. I'm really shooting for over 200 hp. Now that's pressure. I have gathered a mountain of information and John (Andrews) is building the camshaft but he is also doing 4 other custom grinds and the Crocker cams, so I know that will take 5-6 weeks. I do however have your heads, the titanium valves, springs, etc…”

Reliability is why I am taking pain staking measures in machining, assembly, reading, asking questions, researching, etc. We can't win if we can't finish. The aluminum rods will absorb some of the shock load when we hit the 100-150 hp shot of nitrous. We will definitely work the nitrous loads up VERY carefully. Remember we need two exhaust gas temperature gauges, one for each pipe, so when we hit the nitrous she can watch the temperature to make sure the nitrous is working. If the nitrous fails she will simply let off the button.

I am on my way home to finish the last details of the engine on the computer then on to the flow bench. Aluminum, titanium, magnesium, beryllium, nitrous Panhead. Say that three times fast. No word yet on my/your cam from John. This is going to be the nicest engine I have ever built, God I hope it works! Hey, do we get to ride it after the “Girl”?

We are working with S&S for the following components although later, we discovered, some of the elements didn’t fit into our formula.

1. Aluminum rod set, 8.000″, .927 wrist pin. #34-7222.
2. 1.500″ tapered crank pin w/nuts for 1981-up flywheels. #34-2180.
3. 1981-up 4.500″ stroke flywheels, stock diameter for 1.500″ crankpin.

Talked to Mil. I already had the S&S ignition and the reverse gears for your engine. Right now I am trying to hustle S&S out of a set of aluminum rods, Axtell out of some free cylinders and blank pistons. Hell, I'm lookin' fer' anything free.

–Berry

This is the powerplant behind the Salt Shaker and the Assalt Weapan.

We are working on an article about Berry's engines, his performance philosophies and guidelines for a 2007 Panhead motor. Hang on for that one.

–Bandit

Here’s the unit with one of the initial sketches. It sports the V-Rod headlight and an illegal rear fender.

The V-Rod Connection:

I can tell from the art that the possibilities for great things are emerging. Are you still planning on not using a front brake? A V-Rod headlight might make for some good streamlining based on its shape. Not that it is any of my biz except if you use a headlight I should make provisions to mount it.

Ask the frame maker, if between 32 to 34 degrees of rake fits into the plan. We can achieve the desired trail with almost any rake; however if we keep the rake in this range, it will make the gap between the rear of the front wheel and the front of the motor smaller to help with the overall aerodynamics.

–Leo DiOrio
Leos custom cycle supply
Ph# 303 438 8991

Here’s Valerie stretched out, farther than Berry Wardlaw liked. It’s with no headlight and the bad rear fender.

Thoughts from A Bonneville Veteran and Bikernet Reader:

I have had the privilege to work thestart/finish line at the last 2 BUB events. My Dad and I ran the 8 mile lastyear and I was at the 5 mile in 2005. I have been keeping in touch withValerie via E-mail since the last BUB event and I would love to see her getinto the 200 MPH Club.

The fact that she could do it with a Panhead motor would make it that muchbetter! I have been reading about the (Assault Weapon) concept bike on yourweb site and I think you are on the right track to achieve your 200MPH goal.Aero + HP + traction = SPEED.I have 2 ideas you might want to think about.

1) Traction:John Noonan on his recorderd setting Hyabusa, (almost 260MPH) attaches 175lb of lead weight on his swing arm to gain more tractionon the salt. Every bike will hit its “Aero wall” and no amount of HP willmake it go faster on the salt. The rear tire will just break loose. Valeriehas many talents but weight on the rear tire is not one of them.

2) The rules say you can only Streamline the bike so much. The rules do notsay how much you can streamline the rider. It would seem to me that a ridersleathers and speed hump could be fashioned to create more down force on therear tire and still be slippery in the wind.

Wishing you the very best of luck at the 2007 Speed Trials by Bub, and Ilook forward to seeing you on the salt!

–Bob
“Robert Collier”

Okay, so nailing down the actual configuration for the Assalt Weapan involved one critical aspect, Valerie’s size. We needed to see if my creativity abilities and actual measurements worked together. Snagging dimensions from a woman is a chore, but she finally came around.

Valerie Thompson On Measurements:

Okay…I'm doing it right now. I just forgot measurements from where to where…?

I'm5'4 3/4, 105-110 Lbs, hip to ground 38 inches, helmet to hip 3, shoulder to fingers 29. Does this help..?

How about this: 68 inches with helmet, 31 crotch to shoe, 22 shoulder to wrist, and 16 shoulder to shoulder.

Is this good?

–VT

This one was getting close with the required rear fender. The rim must show directly above the axle. This one has her leg bent slightly for better manuevering and balance. Finally, the headlight is an approved model. A V-rod headlight on any other bike is considered streamlining.

Once the measurements were forthcoming Chris Kallas and I started working toward a scale drawing. Rough measurements indicated dismal results. We might be forced to stretch the frame a foot forward and a foot to the rear. That concerned me from several aspects. I didn’t like the notion of a flopping chain, and I was severely concerned about frame flexing, although Rodan assured me that the longer a frame is the more straight it goes. I still prayed for a tight extended frame. Then Rick Krost poored forth his philosophies:

Lets say we are around 68″ wheel base to start…. then we add 12″ getting 80″ wheelbase…….. after that I would figure we would need a truss type frame (like a drag bike) for structural integrity like you mentioned before. If we go a foot on each end, we are in the 90-100 inch range which would necessitate a bridge type truss system. No matter what, we can still add stanchions in the rear and a dropped double country bar in front and rear of the motor. How many hp per inch is Berry getting us and what size motor (I am figuring normally aspirated pushrod?). It’s all reasonably easy- we just have to start at the right place!

Figure in the early days they were going 150 on little spindly frames with tiny motors and short wheelbase (and open wheels)….

It was in 1969 that Payne’s Turnip Eater set several records, including hitting a top speed of over 201 mph, en route to an average of 196.512. His trap speed of 201 made Payne the first rider in history to push a non-streamliner to over 200 mph. His bike was towed up to 70 mph before he fired it up to begin the run. To save weight he used a single-speed transmission, which meant he had to slip the clutch up to about 110 mph. That year he broke the existing class record by a margin of 43 mph.

Stock Jap bikes are coming in at around 175…….Plus you have 250mph Hayabusa's that merely have an extended swingarm and a hopped up motor……(open wheel), but then again they say it takes 8 times more horsepower to go twice as fast….. so does this mean we need 4 times more horsepower from that same motor by the same metrics???

But seriously, lets break it all down….. we are friggin pussies if we can’t do this…… here’s why:

Fastest Bicycle Speed
The highest speed ever achieved on a bicycle is 268.831 km/h (167.043 mph), by Fred Rompelberg (The Netherlands) at Bonneville Salt Flats, Utah, USA, on October 3, 1995. His record attempt was greatly assisted by the slipstream from his lead vehicle. Fred has been cycling professionally for nearly 30 years and during that time has held 11 world records.

Who: Fred Rompelberg
When: October 3, 1995
Where: Bonneville Salt Flats, Utah, USA
What: 268.831 km/h (167.043 mph)

I rest my case- let's pedal Bonny!

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

Chris felt confident with the last Black and White sketch and took it to color. Whatta ya tink? Now if we can just finish the scale drawing and begin building the frame.

Memo To 5-Ball Racing Concept Illustrator:

I took Valerie's measurements downstairs and played around with a rigid frame in the shop. I'm afraid that my design is flawed unless Valerie was a midget. I figured the frame would need to be stretched about a foot forward and another foot behind the tranny. Rick Krost is also going to confirm, but see if you can check it out.

Rick told me he has a double-downtube rigid we can work with. I told Rick we may have to stretch it 6 inches to the front and rear and see if we can work with that. The rule book states that the controls must be within 6 inches of the rear axle.

–KRB

Chris Kallas Adding Dimensions To The Concept:

I've been struggling with the scale. Are you sure that the engine is the sizes you told me.I've been measuring off of some photos of the salt shaker. When I get the right height it doesn't match the width.

You gave me 20.5″ W x 23″ H.If I use the height at 23 I get about 21.5 wide.Is the tire diameter on the front of the salt shaker approx. 26″ in diameter?If you gave me the distance from axle to axle it could help, also.

I confirmed the engine measurements. The Salt Shaker has a 66-inch wheelbase compared to the Sturgis Shovel at 75 inches. As best as I could measure around the Mikuni carb, the engine is 20.5 inches wide and 22 inches tall. The front wheel is 25.5 inches in diameter. We must run Avon W or Z rated tires and so we'll run a 17 rear 140 Azaro that's 25.8 inches in diameter. The Azaro front will be an 120/18 at 24.6 inches in diameter. –Bandit

Been using this photo and others to measure from.

Just a note to let you know that I've been working hard to get the scale close. Here's my composite image that is a basis for scaling the frame dimensions (below).I rotated Valerie's arms and legs to the approximate needed position from a photo of her on the Salt Shaker and then scaled it to the engine frame reference.

There are some things to consider that we will have to discuss. Right now it looks like about 8″ of stretch in the back and about 10″-12″ in the front.Rough estimate for the wheel base 85″-88″. Should have more to come soon.

–CGK

The Suspense Was Killing Us:

Here's the first real try at figuring this thing out.I worked Christmas eve till 2:45 am to get this done for you before I skip town.

A few notes:

1. Remember don't take the axle back/up and neck out/down measurements literally as my baseline may not be the same as the frame you start from.

They just give an approximate idea of stretch. Just use the measurements from the engine mounts and the ground.

2. It will be critical to know exactly how tall your engine is to make sure you can get it in the frame.

3. Fork rake and neck rake will need careful consideration. There is zero trail as it stands which seems dangerous. The arms on the fork are probably a little too long, but it appears that if even they were shortened a bit you still won't have enough trail. You'll need to consult.

Leo on these matters. I suspect you will want more neck rake with negative rake in the forks.

4. Foot peg position is 2″ back and 2″ down from the axle. This can be adjusted for comfort, leg aerodynamics, or body position. These things could affect where we finalize the frames neck position also. We'll need to discuss further.

5. This is just a drawing, and I did my best to make Valerie to scale without have her here in person to measure. Will she really fit in this position and be comfortable?

6. Tire diameter for rear tire was rounded up from 25.8 ” to 26″ for ease of drawing at this scale.

7. Top frame tubes could use a design where they crisscross the front legs which would make for a lower backbone.

8. It would probably be best to come to my place so when we make changes we can do it on the computer or in my studio.

9. Merry Christmas

–CGK

The 5-Ball official Bonneville Photographer. You can buy a small book about the first Salt Shaker Effort by clicking on this banner.

BIKERNET THURSDAY NEWS CONTINUES…

Continued From Page 1

THREE Nutrition Tips for Arthritis–If your mornings begin with stiffness, pain and swelling of your joints you may be experiencing symptoms of osteoarthritis. In addition to getting regular exercise (low-impact is the best) and maintaining a healthy weight, consider the following nutritional strategies to help prevent or lessens symptoms.

1. Eat foods rich in antioxidants. Fresh fruits and vegetables are good sources, and may help reduce tissue damage from inflammation.
2. Get enough omega-3s. The omega 3 fatty acids provided in Oily fish such as wild Alaskan salmon, walnuts, and freshly ground flaxseed may help reduce the inflammation and pain of arthritis.
3. Regularly use ginger and turmeric for their natural anti-inflammatory properties.

Licks Front Fork Lowering Kit for Harley Davidson Sportster–Lowering the front end of your motorcycle just got a whole lot quicker! This easy to install drop in kit transforms a previously messy, labor-intensive install into a 30-minute breeze for your Sporty!!

The Licks Fork Lowering Kit pulls approximately two inches out of the front end!! No disassembling of the forks or changing out of fluids. Best of all, the average guy can do this install in his garage with tools right out of his own toolbox.

This kit fits 1988 to 2010 Sportsters

RED HOT INTRODUCTORY PRICE $99 ? Buy Yours Today

NEW BIKE FEATURE COMING FROM THE SOUTH–Here are some sample pics of the Shovelhead I have been telling you about. I am working on the article.

–Mike
Bikernet Southern Correspondent

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

REPORT ON POWERSPORTS ADVISORY COMMITTEE FOR SEMA–Several new participants joined the discussion and helped to accelerate the plans, actions and benefits of the powersports industry being involved with SEMA.

1. It is an opportunity to give the powersports industry exposure to a larger, “mainstream,” global audience (new buyers, international buyers and completely new crossover lifestyle markets). Click here for details.

2. Affiliation with SEMA would create a greater level of networking and business-to-business relationships and innovation for powersports.

3. November, in Las Vegas, NV is an optimum time of year for OEs to unveil new products and program launches.

4. Las Vegas can be a more affordable and easy-to-get-to destination in terms of hotels and meals.

5. SEMA membership/powersports council membership would be open to all segments within the industry (i.e. dealers, OEs, parts manufacturers, distributors, etc.).

6. SEMA offers an extensive list of member benefits.

A couple of key points need to be reiterated:

1. SEMA is looking to the PAG to let us know what the pain points are for this market segment. What are the biggest challenges they are currently facing? Once we have this information, we’ll be able to identify how SEMA can currently help them as well as identify potential future opportunities. This will help shape our mission statement as well.

2. SEMA is approaching this from a long-term perspective. While we may not have all the OEs exhibiting this year, there may be opportunities to have the OE’s participate on the industry panel. We are also amenable to helping facilitate any dealer meetings–i.e. provide meeting space at no cost, help arrange hotel, etc.

3. SEMA is not competing with organizations like the MIC; it is competing against existing powersports budgets for traditional events and shows. SEMA Powersports must present a compelling value proposition for PS industry stakeholders and provide unique opportunities and benefits to help the industry grow and prosper.

Firm and Confirmed:

?Powersports Dealer Update Workshops with Gart Sutton & Associates. State of the Includes a ?Sate of the Powersports Industry? panel on Tuesday morning, Nov. 2 in the Renaissance Hotel led by Gart Sutton. Click this link for details: http://www.SEMAShow.com/PowersportsDealerUpdate.

In the Works:

SEMA Powersports Roundtable in LVCC on Thursday morning, Nov. 4 led by John Waraniak. (Event is firm, developing panel lineup.)

Automotive and Powersports Performance Lubrication Panel on Thursday, Nov. 4 with Lake Speed Jr., Scooter Brothers, Len Groom, Dick Lechien, Mitch Payton. (Event is firm, confirming panel lineup.)

American Suzuki?s new National Sales Manager, Rod Lopusnak was presented with a very compelling proposal to exhibit and possibly conduct dealer meetings at the 2010 SEMA Show. He will be making a site inspection of the Las Vegas Convention Center, and adjoining hotel properties, on Saturday, May 8 along with our event organizers from ConvExx.

Potential opportunity to have Suzuki, MX Sports? Carrie Coombs and AMA introduce Roger Decoster and Ryan Dungey at SEMA Show, Kicker Big Air Bash and Powersports Roundtable.

BONHAMS ANNOUNCES NEW MOTORCYCLE AUCTION IN LAS VEGAS–Inaugural motorbike sale to take place first week of January.

10 May 2010 ? San Francisco ? Bonhams, the world?s leading auctioneer of motor vehicles, is excited to announce that it will host a new motorcycle auction in Las Vegas, scheduled for the afternoon of January 6th at the Imperial Palace hotel and casino located on the world-famous ?Strip.?

Adding to their roster of successful fall and spring sales at the Petersen Auto Museum in Los Angeles and the Quail Lodge in Carmel, ?a new motorcycle auction to meet demand is a welcomed addition to our company?, says Mark Osborne, head of Bonhams? Motoring Department. ?The requests to host such a sale ? and do it specifically in Las Vegas ? have been overwhelming and we are delighted for the interest and opportunity.?

With consignments from significant private collections, Bonhams? January sale is expected to feature over 200 classic motorbikes from around the world.

In anticipation of this introductory event, Bonhams is offering preferential consignment packages until November. To consign a motorcycle or a collection of motorcycles to the first annual Las Vegas sale, interested sellers may call 415-391-4000 or e-mail one of the following Bonhams motorcycle specialists:

?Nick Smith: nick.smith@bonhams.com
?David Edwards: david.edwards.media@gmail.com
?Paul d?Orleans: vintagent1@aol.com
?Jamie Karrick: jameskarrick@sbcglobal.net
?Paul Duchene: paul.duchene@comcast.net

Auction Date/Time/Location Thursday, 6 January 2011, 1:00?6:00pm Imperial Palace, 3535 Las Vegas Boulevard (across from Caesar?s Palace)

For general information about the 217-year old firm of Bonhams and its 50 specialist departments worldwide, visit http://wwwbonhams.com .

International Media Groups to Visit Wheels Through Time–Over the next several weeks, Wheels Through Time Museum will be hosting several media groups from the United States and Europe who will be touring the area to visit some of Western North Carolina’s best travel destinations.

On Tuesday, May 11, the museum will host the Blue Ridge Parkway 75th Anniversary Media Tour. Coordinated by the Haywood County Tourism Development Authority, the tour will include writers, editors, and publishers from a variety of publications and websites, including AAA’s GO Magazine; World Travel Trade News; V magazine for Women; and Mantripping.com, a website dedicated to guys’ weekends, men’s travel, and vacations for men. The media tour will focus on sharing many of the cultural and historic attractions surrounding the Blue Ridge Parkway that make it one of America’s favorite roads.

Wednesday, May 12, Wheels Through Time will host a German press group led by Wit Tuttell of the North Carolina Division of Tourism. The group will include members of the German Associated Press, staff writers from several of Germany’s largest newspapers, and German radio travel show hosts. The primary focus of the tour is to increase awareness of the Blue Ridge Parkway’s 75th Anniversary and the unique attractions along its North Carolina route.

Internationally renowned for its preservation of American motorcycle history and its unique ambience and presentation, Wheels Through Time has hosted travel writers in years past from countless countries around the world, including Canada, France, Germany, Russia, and Australia, to name a few. Since its relocation to Maggie Valley in 2002, the museum has been featured in over 70 international travel articles in 8 different languages.

Recently, North Carolina Governor Beverly Perdue recommended initiatives to increase tourism across the state through marketing and advertising. The budget recommendation includes and additional $1 Million for the the Division of Tourism to support the state’s small business tourism economy by increasing the investment in marketing and advertising of North Carolina as a tourism destination.

Governor Perdue’s goal to increase the presence of North Carolina as a travel destination has been met with great enthusiasm from Wheels Through Time staff and administration. “We’re proud to be a part of North Carolina’s new tourism marketing intiatives, and look forward to continuing our involvement in bringing visitors from around the United States and the world to see what our area has to offer,” says museum curator and founder, Dale Walksler.

During the first week of June, the museum will host another German media group consisting of journalists from several of Germany’s largest motorcycle publications. The tour will be led by Bill Kniegge of Blue Strada Tours, and includes writers and photographers from Motorraad, Europe’s largest motorcycle magazine, and writers from Germany’s largest newspaper, the Die Welt News, which devotes a complete section of their publication to motorcycling.

“Its an honor to have the opportunity to share the museum and its collection with writers from around the world,” says Walksler. “It is our goal to provide the best experience possible for each and every museum visitor, and we are excited to host a multitude of groups that have the ability to share their museum experience with their readers.

For more information about Wheels Through Time Museum in Maggie Valley, visit their website, located at www.WheelsThroughTime.com or call (828) 926-6266.

BEST of the West MOTORCYCLE LEGISLATIVE CONFERENCE– Have you registered yet? The Motorcycle Riders Foundation (MRF) hopes you will join us in Boise for the 2010 BEST of the West conference from June 11-13. This year the conference is hosted by the Idaho Coalition for Motorcycle Safety (ICMS).

BEST of the West is one of the MRF?s regional events that allows interested motorcyclists’ rights activists to learn about issues affecting our right to ride. It offers workshops on how to be more involved, be more effective and make our presence known. This year will also feature a demonstration by the Idaho STAR Motorcycle Safety Program.

BEST of the West conference attendance is open to anyone interested in motorcyclists? rights, and individuals wishing to attend this conference will receive $10 off the regular registration fee if they register before May 12, 2010. After the deadline, the fee will increase to $70 for MRF members and $80 for non-members respectively. The registration fee covers all the seminars for the weekend, as well as a dinner banquet and auction on Saturday night.

The MRF encourages all participants to make their hotel arrangements by Wednesday, May 12 to receive the conference rate of $79. After Wednesday, the hotel will no longer honor the rate for the block of rooms reserved for this event. Reservations can be made at the Best Western Vista Inn by calling 208-336-8100. The hotel is located on 2645 Airport Way, Boise, ID 83735.

To register for the BEST of the West conference, visit the MRF?s website at www.mrf.org or contact the MRF DC office at 202-546-0983. Applications can be printed from the website and mailed to the MRF office at 236 Massachusetts Ave NE, Suite 510, Washington, DC 20002. For more information about BEST of the West or any MRF conference, contact MRF Conference Director Carol Downs at 303-204-6939 or downs@mrf.org.

FURY PIPES MAKES THE CHOPPER SOUND JUST RIGHT–Chris Wrote in…

Here is a picture of my Fury fitted with your D&D slipons. Thanks again for designing a product for the Fury. I have already received numerous compliments on the looks and sound of the new pipes… After I put them on, what a huge difference! They were simple to put on and now I am proud to drive down the street. My Fury doesn’t sound like a moped any more…

THANKS D&D,

We get a lot of feedback because our pipes are covered in show quality chrome, fit perfectly and provide just the right rumble. Our D&D Performance Enterprises 2009-2010 Honda Fury Slip-ons increase power across the rpm range and improves sound and looks. Matched exhaust tips are cut for a custom look. These pipes decrease overall weight and improve power.

-Dave Rash, Pope of Pipe

DYNO RUN

Checkout D&D Custom Exhaust Pipes

DAR HOLDSWORTH INTERVIEWS RICK FAIRLESS @ R. F. BIKE SHOW–

Checkout the latest rides at Brass Balls Bobbers.

WHAT DOES NHRA HAVE TO DO WITH YOUR BAGGER?–Dodge Motorsports knows that high-performance suspension can get a Pro Stock car down the track faster. Dodge brought in Mike Alex, President of Suspension Technologies, to work with the three MOPAR Pro Stock teams to assist them in improving their performance by performance tuning their struts and shocks.

When he is not at the track, Mike is in his race shop at VIR building race-tuned shocks that offer a plush ride and increased control. The results that riders are experiencing is an increase in controlled corner entrance and exit speeds by as much as 30mph.

Suspension Technologies offers premium shocks that provide more control and greater satisfaction.

Mike Alex?s website is www.suspensiontechnologies.com/

2009 World Championship Profile: RK Concepts – The Missing Link–Out of the Box Thinking with RK Chain. When it comes to custom bikes, builders are often described as ?thinking outside of the box? when it comes to more radical looking machines. In the case of Rafik Kaissi of RK Concepts he?s not just thinking outside of the box, he has thrown it away. Designed to look as though it has been made from a giant transmission chain ?RK Chain? defies all the conventions of regular custom bike thinking and in doing so finished 10th at the World Championship of Custom Bike Building

There are certain features that can often be found on the very best show bikes; such things as using the engine as a stressed member, front suspension that uses leaf springs, air ride rear suspension, and gas and oil tanks not placed in the regular locations. While all of these features can be found on RK Chain, the bike built by Rafik Kaissi, the owner of RK Concepts, uses them in ways that have not been seen before.

The most obvious design aspect of the bike, and the one that gives it its name, is the backbone of the bike. To call it a frame would be a misnomer as it uses the engine as a stressed member. Created from tubes and plates welded together and detailed to look like chain links. it runs from the headstock to the back of the transmission. Then bolted to the back of the gearbox is bracket to hold the battery and act as a pivot for a second, smaller reproduction of chain links which create the bike?s swingarm. This in turn is suspended by a single large volume air shock under the minimal metal seat.

More Custom Bikes at AMD World Champs

Paul Aiken of Aeromach USA is talking Trends in 2010.–

Get more video updates in Bikernet Studio

SHE HAD BIG HANDS & PERKY TITS–She was clean, cute; her make-up was fresh and she reeked of sex.
?Are you going to tell me what you said??
?Oh, was that something about you being horny and wanting me to slide my hands up your thighs??She scooted closer to him and put her hands on Chance?s thighs. She had big hands with colorful nails, yet small perky tits.
?Go on,? she said.
?How about we go in the bedroom and I?ll??

Get all the action in HARBOR TOWN SEDUCTION, located in the Black Market.

Once you?ve turned the first page you?ll be hard pressed to put this one down as it has it all; Murder, Treachery and Too Many Women. Harbor Town Seduction makes for an electrifying literary ride from cover to cover. This is a must on table tops and in saddle bags throughout the biker community and in the hands of millions who wished they?d gone down the freedom road the first time they encountered a pack of bikers jamming down the freeway, their menacing hair frantically dancing like flames in the wind.

Published by 5-Ball Inc., Harbor Town Seduction retails for $19.95 and can be ordered from just about any reputable book store on the planet or in the Black Market.

Ariat International Teams Up With Lorenzo Cycles–
Custom bike company Web site to sell Ariat Motor and Work products

Union City, Calif. May, 11, 2010 ? Ariat International, the leading manufacturer of performance equestrian footwear, apparel and belts, is pleased to announce a partnership with Lorenzo Cycles in which Lorenzo Lamas, former star of TV?s ?Falcon Crest? and the hit series ?Renegade? (broadcast in more than 100 countries and 12 languages), will hand-pick an array of Ariat Motor and Work products to be offered to his fans and consumers via LorenzoCycles.com.

The Ariat Motor line is a waterproof motorcycle boot collection featuring a unique patent-pending design incorporating peg rests into the outsole for reduced leg fatigue.

“We are thrilled to partner with Ariat because it is an exciting way to introduce a respected brand in the equestrian market to our consumers in the international motorcycle community,? said Lorenzo Lamas, actor and founder of Lorenzo Cycles. ?We selected Ariat not only for the company?s premium design, materials and performance, but also for their accessible price points and the opportunity to develop and introduce new products to the Motor market together in the future.?

Lorenzo Cycles introduces a limited number of each custom bike model to the market, each built by acclaimed craftsman Eddie Trotta.

?Working together, Ariat and Lorenzo Cycles is a powerful partnership,? said Soyala Breen, Ariat?s product manager for the Motor category. ?It is a terrific opportunity for both companies to bring riders the best footwear in the marketplace.?

Official Apparel and Footwear Sponsor of the 2010 Alltech FEI World Equestrian GamesOfficial Boot Partner of the Professional Bull Riders, Inc. (PBR)

JET LAG AND WHISKEY–Interesting week. I found myself awake at 5 and 6 AM. I wanted to fight it, but took advantage of the additional quiet hours. They afforded me uninterrupted writing time and I’m close to meeting all my bullshit deadlines.

So next week we should be back on track with a new Cantina Soap episode, and a new Girl of Bikernet. We will post a new Bonneville update and get started on several tech articles.

I’m even going to write a story about my old Sturgis Shovel. Markus Cuff shot it for American Iron on the Wilmington train tracks, but the American Iron art director turned down the shots. We re-shot it at the harbor and it ran in AI several years ago. We stumbled across the train shots recently and discovered that we never posted a feature on Bikernet. So you get to see the rejected shots. But it also gives me a chance to write a feature four years later and tell you about the changes we made, the problems we had and the rides I took on this bike. For now, this is my major ride. I sold my 2003 King, so this rigid, kick-only Shovel is the shit for me, right now.

Bikernet 5-Ball racing is soon to release our line of hot sauces. Hang on.

As soon as I get the 5-Ball Factory Racer registered, it may take over. We’ll see. Hang on for more reports and the Bobber ride to the Italian Deli this weekend. And remember: I am the master of my fate, the Captain of my soul–Nelson Mandela.

Ride Forever,

–Bandit

BIKERNET THURSDAY NEWS UPDATES – BACK IN THE SADDLE

Hey,

Trying to catch up after being out of touch for a couple of weeks is nuts. I’m down to about 500 e-mails, and hopefully I haven’t missed any major news in the Chopper World. This week is harried with a book deadline for the first chapter while my subject is in the joint. Makes it tough to interview him or check the facts.

I’m writing a couple of articles for Bob’s sailing mag, Latitudes and Attitudes regarding our Thailand adventure. He’s currently building the cruising boat of cruising boats and needs another partner. If you’re interested I’ll hook you up. Chance of a lifetime to be involved one of the most fantastic sailboats on the planet, with the master of all captains as your guide.

In the meantime our Bonneville efforts are picking up steam. You’ll see reports throughout the news. Let’s hit it. This weekend we roll the VL out of the shop, and Saturday there’s a bobber event in Wilmington and a handful of us are riding to check the action.

THE BIKERNET MALAYSIAN CHOPPER CONNECTION– Good to hear you’al made it back ok .. glad I could help out, Phoung Anh and I had a great time also. I had a quick look on my computer .. only a few photo’s, see attached .. Definitely keep in touch .. our next run .. is to Sturgis via Halifax .. should be a hoot ..

Tomorrow we are getting with building our starters, should take about a month before we have a finished product. What I’m thinking, production works out .. we can send you one so you can have a go on one of your bikes, let us know what you think ..

I’ll probably be in town for another week, then back to work, short contract in the Gulf of Thailand ..

–Burt
LEE CUSTOM CHOPPERS
53000 Kuala Lumpur
603-4025-3828
Leecustomchopper@gmail.com

K and G Cycles Peels Back Prices Every Week!–It?s electrical and ignition week here at K and G Cycles. We have all the goodies you need to keep your bike tuned up and ready to go this summer.

Test you system with this handy-dandy battery and charging system analyzer. Check your battery voltage and starting power, as well as, your charging system. On sale this week at $29.99

How about a 32 amp builder?s kit? This Kit fits 1989 and up (except EFI) Big Twins and includes it all. You get a 1.4 kilowatt chrome plated starter motor (Replaces HD# 31552-89A or 31553-94) and a 32 amp unmolded stator (Replaces HD# 29970-88C). Also included is a 32 amp regulator/rectifier that is American-made (Replaces HD# 74519-88) and finally a 32 amp rotor (Replaces HD# 29957-81B). All this for $294.89

We have single fire coils this week. Your choice of a stock replacement 2.4 ohm coil for $59.89 or a 3 ohm, high output coil that fits in the OE location and can be used with an OE style coil cover with up to 40,000 volts per secondary output and has a peak gap current in excess of 50 milliamps for $136.13

We also have a mini coil setup which is great for custom applications. These are 3 ohms and include spiral core plug wires. Cut to length for exact fit. Yours for less than $100.00.

Just stop by K and G Cycles and “peel back” the upper right hand corner of the page. Click on the graphic below and get ready for some major savings! We have much, much more on sale this week at K and G Cycles. Check us out at: www.kandgcycles.com

K and G Cycles…kinduvabigdeal

Hot New Product From Licks!!! — Universal Model A Vertical Side Mount Package

You asked for it!! So here it is…The BRAND NEW Licks vertical side mount featuring our popular Model A Taillight assembly at the incredible price of just $119!!

This incredible package includes a heavy gauge vertical side mount that is tig welded then covered with our high quality satin black powdercoat finish. The Retro Model A Taillight included with the package comes with a standard plain red glass lens as shown in the photo.

AS A BONUS for buying our unit as a kit, you can pick an additional interchangeable lens to go along with your new side mount assembly. Available options are plain, plain with blue dot, standard stop, stop with blue dot or our super popular FU lens.

The Licks vertical side mount assembly has a universal fitment and will work with 1/2? bolt mount, 3/4? or 1? axel mounts. Machined bushings are included with the kit for easy installation with the above listed sizing (Tech note: some mods or spacing may be necessary depending on your custom application).

In Stock Ready To ShipGet Yours Today!

SPORTSTER SEATS FROM SADDLEMAN– Attached are web-friendly images of seat types we offer for Sportsters running from 2004-2009. Separate part numbers for Standards and Customs.

Most are available in both our marine-grade vinyl or with leather seating panels, and many have studded and non-studded versions.

Following are brief run-downs of each design:

Profiler ? Streamlined two-up seat ? very popular

Classic Explorer ? Retro look two-up

Explorer ? Top-of-the-line two-up touring seat

Pro Tour ? Excellent touring saddle with streamlined contours

King ? Touring quality front seat with slim rear seat

Renegade Solo Seats & Pillions ? Solo seats with wide (Tour) or narrow (Sport) pillion pads

Profiler Tattoo ? Stitched flame pattern Profiler ? five color options

–Eric Nyquist
Saddlemen
(800) 397-7709

The JIMS Angled Feeler Gauge–JIMS, a manufacturer of performance parts and specialty tools for use onHarley-Davidson and Metric Motorcycles has just released some new andpractical tools for 2010.

The new JIMS Angled Feeler Gauge No.908 is amust for all repetitive hard to reach areas. This new innovative feelergauge holder eliminates the need to use bulky multi feeler gauge toolswhile performing valve adjustments.

JIMS unique feeler gauge toolincorporates an angle to help reach around corners, often necessary foradjusting valves. Both of the handles are manufactured on a precision CNCmachine from 6061 grade aluminum, and then finished with JIMS famous blueanodizing. Tool includes two handles with: .002″, .003″, .004″, .005″,.006″, .008″, .009″, .010″, and .011″ inserts.

For more information findJIMS on the web at www.jimsusa.com , become aJIMS facebook fan, or call 805-482-6913.

ZIPPERS TELL YOU HOW to determine if you need a tuner?–D&D has spent considerable time designing their exhaust systems to maintain the OE fuel calibration in the stock ECM. When you add the D&D system with the Zipper?s Max Flow Air Filter Kit, calibration should be acceptable to stock and you?ll feel the difference in power immediately over the factory exhaust with just a simple, bolt-on installation.(1)If you desire to increased throttle response, (2) change the rev limit, (3) lower the idle speed, (4) tune the engine to reduce heat buildup, (5) ride your motorcycle in large swings of changing ambient conditions, (6) adding aftermarket cams, (7) adding compression or (8) a big bore kit or other popular modifications you will need a system to tune with.

We feel you should strongly consider a ThunderMax TBW system for it will perform these functions in spades flawlessly with the least effort needed to complete the job. See why ThunderMax is THE SYSTEM OF CHOICE at www.thunder-max.com.

THE UNCLE MONKEY BIKERNET DEALER CERTIFICATION–A great dealership is always a pleasure to deal with. In fact, I ride an extra couple hundred miles to deal with a shop that in turn goes that extra mile for me.

This past weekend I was fortunate enough to make a visit to that favorite shop. Rick Dawson and the staff at Yorkton Harley-Davidson always make me feel welcomed. Even when swamped with customers they find the time to offer a welcoming handshake and a smile to everyone who walks through the door.

Rick has run Yorkton H-D since 1984 and has set himself apart in the region as an outstanding dealer. Rick’s secret is that his passion is for motorcycles first and foremost. And he realizes Harleys only make up part of that category. He loves all kinds of motorcycles. He sees my Evo FatBoy for what it is; a part of the foundation that continues to grow, to build, to fortify like the great city of Rome. When I was stopped in Saturday, he was scrambling to close a couple of deals before heading to the track with the family to make a few laps.

This lever of customer concern is missing from many Dealerships. They seem to have a certain smugness to them. If you don’t own the latest bike and this years leather jacket fashions you are an outcast. Most seem to have forgotten their roots. The mini bikes and dirt bikes, the rigid Jap choppers of the ’70s, Indians and Harleys. There have been good years, even good decades, but there have been bad years when customers were few and far between and often only stopping in to buy a sundrie part for their outdated machine.

Motorcycling has been around a long time and I’m not going to say one brand is better then another. Certain bikes perform certain duties; all have their heritage and have earned respect on the tracks and the highways. Rick gets that. It doesn’t matter what someone is riding, they will always be welcome in his shop whether it is to pick up a new t-shirt, service work or just to wait out the rain clouds that are trying to wash away thier smiles.

Rick isn’t the only shop like that. Many of us who are fortunate enough to live near a shop like Yorkton Harley-Davidson know how lucky we are. The door is always open, always a fresh pot of coffee. The staff is always there to shoot the breeze and take some time with a customer. Sometimes we don’t remember how painful dealing with a bad shop can be, because we willingly ride hours out of our way to see a dealer who goes that extra mile for us. Next time you find yourself in a shop that goes out of their way to make you feel welcomed and accepted be sure to thank them. They appreciate you for it.

–bad Uncle Monkey

We just received this new Assalt Weapan seat from Saddleman. See the report next week.

STORZ AND PM TO HELP WITH THE ASSALT WEAPAN–I have a problem with the verticle master cyclinder on the Assalt Weapan bars. I need to move the reservoir away from the bar to a level location. I tried Steve Storz for a solution.

Ok, I think the idea I proposed will work. Get a PM handmaster and we can drill and tap the side of the fluid reservoir and install a 90 degree pipe fitting to attach a hose and a remote reservoir which can be mounted somewhere near the handlebar mounts or the top tree. The normal reservoir cap on the handmaster would always remain in place and the fluid would be added thru the remote reservoir.

–Steve

A BAKER SHOWDOWN AT THE COUNTY LINE LEAVING ONLY ONE MAN STANDING? BAKER, a name known for unapologetically innovating, top-end premium Drivetrain components in the American Big Twin industry, is once again bringing the mayhem to Sturgis in a way ONLY BAKER can bring it! Who knows more about burnouts than the Drivetrain Authority? And being the originators of the drag style head-to-head burnout competition in Sturgis we are prepared to make this year more monumental than any year before with our Smoke-Down Showdown!

After two successful years of the BAKER Burnout Drags Competition in Sturgis, BAKER is making this year fresh and new. We are moving the competition across town to The Broken Spoke County Line: No entry fee and no cover charge for our fans means there is no excuse for missing this kind of party that only BAKER and our buddy Jay Allen know how to throw! To sweeten the deal: this year has an all new, amped up competition that is too much for just one night and puts YOU in the pit!

The Smoke-Down Showdown begins on Monday August 9th ? at Dusk, at the County Line ? as any showdown should? Feel the energy and witness the chaos as 12 of our favorite bike builders go head-to-head in a drag style burnout competition that will leave only one man standing in the end! The pandemonium will continue on Friday August 13th, when 8 lucky BAKER fans will go head-to-head for a chance to win a prize package and compete against our special guest! Contestants for Friday?s competition will be chosen from the crowd at the Monday Event.

With some amazing builders already slated for joining us in this night of fire and chaos, and more falling in line, this is sure to be an event not to be missed. Stay tuned to see if your favorite builder is on the roster!

For more information on the BAKER Smoke-Down Showdown at the County Line, visit www.bakerdrivetrain.com/burnoutdrags, or call (877) 640-2004 and ask for Trish. More details will be available as race day nears.

–Trish
BAKER DRIVETRAIN
Office: 517-339-3835
trish@bakerdrivetrain.com
www.bakerdrivetrain.com

Bagger Werx Bay Area drop seat kits–BAGGER Werx used the V-Twin Expo to launch its new ‘Bay Area’ drop seat conversion kits for use on FL Touring equipped models. The kits, which are available with a solo or two-up seat, lower the seat height on ’09-’10 FL bikes with ABS brakes (excluding FL Softails) by 3in.Each kit includes a custom designed Corbin seat, formed side cover sub frame rails and all necessary mounting hardware.

BAGGER WERX
Gilroy, California, USA
Tel: 408 848 8444
Fax: 408 848 8443
E-mail: npanzica@revengecycle.com

ACE CAF? SUPPORTS CHARLIE MILNER–Ace Cafe London will be supporting Charlie Milner and his trusty 998cc Mini 30, in his endeavours to raise funds for charity when he takes part in this years Mongol Rally, a 10,000 mile trip from the UK to the capital of Mongolia http://mongolrally10.theadventurists.com/index.php?mode=teamwebsites&name=theminiforum2mongolia1

Charlie, who deals with the admin of www.theminiforum.co.uk (as CharlieBrown) will be at the cafe on the evening of Thursday 1st July, the cafe’s regular monthly Mod n’ Mini Night, to raise funds for Macmillan Cancer Support. A charity raffle of classic mini parts and car products will take place during the evening so please come along and get yourself a bargain and show your support.

PRE-ENTRY FOR BUB MOTORCYCLE SPEED TRIALS APPROACHING–Hi Land Speed Racers!Just a quick little reminder that the pre-entry deadline for the BUB Motorcycle Speed Trials is approaching. All forms received by 11.59pm Tuesday 1st June will be eligible fore the pre-entry price.

Entry forms are online, just fill in and click to submit and you are good to go!

If you are planning on doing FIM entry for World Records and have NOT requested or received your FIM licensing packet please contact us immediately to inniate the process. FIM paperwork is due by June 12th.

Don’t forget if you think you may want to do an additional class (same rider & bike, new class) then we are requesting that you complete an online entry form (and check the additional class button). We do not charge payment for these additional class entries until you check in on the salt for that class, but it does allow for faster processing of your paperwork. ALL FIM PARTICIPANTS MUST COMPLETE ADDITIONAL CLASS FORMS TO BE ELIGIBLE FOR ADDITIONAL CLASS PRIOR TO THE MEET.

Entry will be available after the pre-entry deadline, and on-site at the salt, however full entry prices and conditions will apply.

Check out http://www.speedtrialsbybub.com/2010_event/entry10.html for further entry details.

Of course if you have questions please don’t hesitate to contact us!
Delvene Manning, Linnea Johnston,Event Manager, Registration/Project Co-ordinator.
BUB Motorcycle Speed Trials Information
www.bubspeedtrials.com
PH: 530 272 4310
FAX: 530 477 7489
Email: salt-info@bubspeedtrials.com
Mail: 180 Spring Hill Dr, Grass Valley, CA 95945

A SPECIAL THANK YOU TO OUR SPONSORS-BUB Enterprises, BIKERNET.COM, Pingel Enterprises, sheEmoto, HDT USA, NRHS V-Twin Performance, Buell Bros & Sisters Racing, Bakker Motorsports, Spectro Oils, Klockwerks, Thynk.

BONNE BELLE BUILD UPDATE FROM DEPARTURE BIKE WORKS–WE ARE MACHINING THE 45 PINION SIDE FLYWHEEL IN HOPES THAT THIS WILL DO 2THINGS — LET THE CASES GO TOGETHER AND LET US USE THE CORRECT PINIONSHAFT — WILL SEND YOU IMAGES.

HAVE 1960 PAN FOR SALEBIKE IS A NICE RESTO –A RIDER — NOT A 100 % CORRECT RESTO — I RODE THEBIKE LAST WEEKEND AT THE DENTON ANTIQUE MEET.HAD A LARGE TIME

BIKE IS PROBABLY A $16-17000.00 UNIT–WOULD HAVE TO HAVE THE CORRECTFASTNERS AND A FEW SMALL THINGS STRAIGHTENED OUT–LEE

Continued On Page 2

So it begins…..I’m not sure when I finally decided to start designing one of our custom bagger models for a run at Bonneville, but I guess it had been rolling around in the back of my mind for some time. As a kid I remember seeing streamliner cars like Spirit of America and The Blue Flame make a run at land speed records. Maybe that started the seed way back then. Having been on two wheels since I was just a wee lad I guess I was somehow destined to be in the motorcycle business in some form.

As a teenager I was always looking for ways to make my cars faster and at the same time I was involved with racing motocross, so bikes and speed were always there. My dad was a mechanic and knew his way around a motor better than most I’ve known; so when I sit back and think about all of those influences, I guess eventually it made sense to build something to try and go faster than anyone else. That’s the origins of speed to me. Someone always wanting to go faster than everyone else can, whether it’s on foot, in a plane, in a car or straddling two wheels and whole lot of horsepower..

I’ve always been fascinated with Bonneville or at least it seems that way. I remember the Easyriders magazine bike going for the speed record in the streamliner class and I donated money for that cause. I was tired of a Kawasaki holding the record myself, so it seemed like a good cause to donate some extra cash to. I guess as we get involved with living life and supporting our families sometimes we lose track of the things we dreamt about as youngsters and I’m no different. For the past 16 years I’ve been pretty busy with running a custom motorcycle shop and all that entails as a business owner in an ever-increasingly competitive industry. I always enjoy building bikes with serious performance, so hot rod bikes seem to be what I like building the most.

My personal bikes are built to be able to move quickly, so the speed thing is still there.

There’s nothing like going fast on two wheels to make you feel alive and free all at the same time.

So then it came to me. I’ll be honest and say I’ve been influenced by some amount of competition. I saw Brian Klock’s bike and read about his attempts at having the world’s fastest bagger. I’ve also been reading about the Bikernet’s 5 Ball Racing Panhead venture and sent in some sponsor bucks for that bike.

Having respect for others in my industry I felt compelled to make an attempt to build a bagger worthy of competing against the Klock Werks record. I’ve been building a custom bagger style bikes since 1997, something no one else has been doing that I know of. Our Nomad model is a collaboration between California Customs and Corbin.

Corbin designed and produces the front fairing, chin spoiler, front fender, rear fender, saddlebags and seat just for this model. Our goal was to be the first to build a true custom bagger with no H-D style or replica parts. Mike Corbin and I came up with this idea over dinner one night in Laughlin.

The Nomad will be the base we start with for the Bonneville Bagger or as we’re calling it in the shop, Bagzilla. To get started with the project we asked some of our long times suppliers for help with sponsorships on this project. The guys at Daytec were the first to climb on board and have sent us the frame you see pictured. Also helping out so far is Belt Drives Ltd with their primary drive and a final drive belt. Hacker Pipes is also on board and will custom design a pipe for the bike when we get to that stage. We’re still looking for sponsors for our drivetrain and wheels. We’ll be posting pictures on our web site too along with the list of sponsors. Check it out at www.calcustom.com

Here’s the Bikernet Bonneville inspector. She’ll keep an eye on everything California does.

The Myrtle Beach rally was over now and it was time to continue the northward journey. For the few days since rally’s end I’d been relaxing into this touresty beach town. Before leaving, however, it seemed a good idea to address the problem of my failing cell phone.

I walked into the Verizon place.

A tech there actually replaced the old view-screen with a used one. It worked. Meanwhile, the young receptionist babbled on about a new plan she was selling. I wasn’t buying. In a moment she looked left then right, assumed a sly smile, moved her face closer and in a low tone said, “You know, I also sell timeshares. Would you like to attend a presentation? They’ll pay you $100 cash.”

She was cute. “Don’t think so,” I smiled, “I’ve been to a few of those things and they’ve never given up what they promised. Always got some chicken-shit way out. Besides, hard-sell salespeople always piss me off. I tell ’em ’bout it too. Last girl suckered me into one of those things…well…they fired her right there. No lie.”

“This is different,” she persisted, “There’s no hard sell, and I promise they’ll write you a check on the spot. Here’s my card. Call me if they screw you and I’ll pay it myself. Promise. Anyway, you know where I work. What do you say?”

“What do I gotta do? How long will it take?”

“Just listen to a presentation, then take a tour of the display units. Hour and a half, tops.”

I did the math. A hundred bucks to keep my mouth shut for an hour and a half. I’d tackled harder jobs than this. “When?” I said.

“I can get you in today at 1:00pm if you like. That alright?”

“Sign me up. But remember what I said about the last girl.”

“It’ll be fine,” she smiled, “Here’s the address,” she held out a piece of paper.

It was 1:00 when, dressed in my best tee-shirt, I walked into the timeshares building. After taking my name the receptionist said to wait a few minutes then motioned to a table covered with coffee pot, danish, brownies, muffins, apples, bananas, etc.

Before long a rep came to very cordially escort me and five couples to a room next door. At one wall hung a white, pull-down projector screen that sat before a handful of small round tables positioned near, but not beside, each other. Each had four seats. With coffee in one hand and muffin in the other, I took the far table to myself while the others found their own. Once settled we all faced the attractive, middle-aged blond who stood with pointer in one hand and remote, projector-clicker in the other. The projector came to life. The show began: “I’m so glad that all of you could make it today. My name is…blah…blah…blah…” She then shook. And she danced. She was a comedian—and we laughed. She talked of good times and family—we felt. She stressed the importance of finance and investment (especially in her company) to the welfare of our children and our future—the room became serious. She jiggled some more.

Coffee mug in hand, muffin crumbs running down my shirt, I sat in awe of this poor, underrated woman. What a performance, I thought, Such extraordinary theatrical talent. Timeshares. What a waist. This girl should be in Hollywood!

On the final note real tears streaked pink cheeks as she brought light to all the wonderful things timeshares had allowed her to do for her mother. Phenomenal! The perfect snow-job! I almost stood for the well-earned ovation, but fortunately caught myself in time. Truly, I’d enjoyed the show.

But it was over now and we filed out. I was soon introduced to the young man who would drive me to the timeshare “display models”. With the usual “friendly act” so common to salespeople, he escorted me to his little car. Once inside I looked him in the eye and said, “Look man, I know you probably work for commission and I’m really sorry you got me. I’m probably the last person on earth who’ll ever buy a timeshare. Hell, I don’t even have a house. So, since you’re working for free now why don’t you just give me the basic ‘quick tour’ and we can both be on our way.”

He saw I was serious. “You sure?”

“Beyond doubt.”

We buzzed quickly out to look at the high-class, high-dollar, apartments while he talked only of fishing and his girlfriend. Not once were timeshares mentioned.

Back at the office—just as the cell girl had promised—they wrote a $100 check redeemable at a nearby bank. Then, as a bonus, I was given a coupon for one of the gambling ships that disembarked from a harbor some 25-miles north. It said that I would receive $40 in chips for a $20 cash investment. What a deal. The ship would leave at 5pm, spend 4-hours on the water, then return to the same dock. For gambling, you see, is only legal in this state at 3 or more miles offshore. The note promised that no other money would be necessary and that the ship-line would include a complementary buffet. Free dinner and a boat ride.

I love ships. I’ve ridden aboard many; although this would be the first time my bike had not accompanied in the cargo hold below. Oh well, it would only be four hours. The decision was made.

To the harbor I went.

Although the mid-sized ship was not as rundown as some of the rust-buckets I’d boarded in Third World Countries, it was certainly not in showroom condition. And so we were shuffled aboard. After climbing the stairs to pass three gambling decks filled with slot machines (no photos allowed), I reached the top which opened into a large and window lined room. The forward section offered a bar that catered to the many tables and chairs sitting before it. Beyond these, glass doors opened onto a large, outside deck filled with more tables and chairs. At one of these I sat to face aft.

The ship was soon underway. For some time we traveled down a channel and I watched beautiful forests pass on either side as huge props churned a foamy wake into the water below. I was certainly getting my money’s worth.

Inside the glass-lined barroom, warmers were soon ignited and the food began to arrive. Before long passengers lined up and I strolled inside to fall in among them. Talk was friendly as we approached the buffet and the food looked pretty good too. Tables were soon filled with munching gamblers and the room broke into idle chatter.

By the time chow-call had ended the ship was some distance out to sea. Just past the three-mile mark all stopped and the gambling decks were opened for business. Everyone quickly hustled below leaving the top deck empty—except for myself of course. I cruised out to the rear deck and regained my former seat. Although the air was warm this day, the sea was a little rough. But no nausea plagued my stomach and the time seemed extraordinarily pleasant. I lit the cigar brought along for just this occasion and relaxed farther into the chair. The sun dropped slowly into hazy clouds then to turn the sky’s edge a fluorescent crimson for quite some time before finally settling into the horizon with breathtaking beauty. A truly amazing sunset. Stars began to show themselves in the clear sky above.

In a while I ambled downstairs to purchase the $40 in chips for a $20 cash investment, then returned to the topside deck.

In time, long-faced gamblers began to shuffle upstairs and I listened to, among other topics, how much they’d lost. Soon we had quite a little party going on.

A loudspeaker announced the closing of gambling decks then stated that chips must be cashed in immediately. I shuffled downstairs, collected the $40, then returned to again sit among my new acquaintances in the bar.

The ship began its return journey. A second buffet was served leaving me thoroughly stuffed by the time we pulled into port. After goodbye handshakes were exchanged with those I’d met, I disembarked to regain the motorcycle that waited patiently in the parking lot.

And so ended the great gambling ship adventure.

Within half an hour I was snuggled into a very private, roadside camp for the night. Looking up through tall trees to the distant stars above, I was moved to recount the day’s events. First the timeshares deal, then the gambling boat ride. Each a fun and interesting event unto itself; and paying me a grand total of $120 all told (minus the cost of one cigar). It had been like getting paid to spend the day at Disneyland. What a trip.

But tomorrow I’d ride into North Carolina to spend time with the guys at Easy Eddy’s motorcycle shop. From there I’d go wherever the road led next.

With that I nodded off to sleep.

Ride long and prosper my friends.
Scooter Tramp Scott.

I had to have a picture of a bike in the story….geez!

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We’re hot after another record and interest is high. Hell, we haven’t peeled all the salt off the Salt Shaker and already the pressure was on to return to the salt and make our own title: The World’s Fastest Panhead. Berry Wardlaw, the mastermind behind the Panhead Powerplant designed the new engine before we paid for our 2006 Bonneville hotel room. Chris Kallas, the 5-Ball team concept designer, assigned the name before we had a chassis manufacturer lined up. It was destined to be the Assalt Weapan and you’ll see the progression of illustrations below.

That’s not all. We now have the parts to piece together a Bonneville 45-inch flathead attempt with a K-model top end and original racing cams. Departure Bike Works is rebuilding the engine and transmission while building a bike for a Discovery Build-Off. The Bonne Belle may also see the flats this year.

Here’s the growing list of top notch sponsors already on board. We welcome and appreciate all the help and support. Even Wolfgang Publications stepped up and offered to publish a book on the Bikernet 2007 Effort. All the articles published on Bikernet will also see the book stores through Wolfgang and Tim Remus.

PLATINUM LEVEL****************************

Accurate Engineering

GoDaddy.com

David Florence, Bikernet Reader

Custom Chrome

Baker Transmission

Departure Bike Works

Paughco Frames

Art by Chris Kallas of the Bonne Belle 45-inch flathead.

GOLD LEVEL**************************

BDL

True-Track

D&D

Lucky Devil

Click to see morefrom Lucky Devil

Pegasus by BDL

Chris kallas

Chris Kallas art available in the Black Market.

Jim’s Custom Paint

Scooter Grubb

CustomRodGauges.com

Lucky Devil Metal Works, Houston, Texas

Click to see morefrom Lucky Devil

Duane Ballard Seats

HARLEY-DAVIDSON

This just in from Chris Kallas. It's a more defined rendition. More reports soon.

SILVER LEVEL*********************************

Renegade Wheels

LA CHOP RODS

NICK'S PERFORMANCE

All American Wheels

S&S

Spyke Starters

Avon Tyres

Ted Tine

Kris from Cooler Scooters Direct.

Hank Hill

Bronze Level******************************

Ray Wheeler W8Less Rotors

Hank Hill

Expressive Design Stickers

Danny Bogart

Mike Rowland

Mike & Sandy Pullin from Stealth Bike Works

Terry Anderson

Michele Stevens

Peter Gray

Peter Hagen, P.M. Fine Knives

Ian Macdonald

Steven Diehl

The Bung King Master

Some of the SCTA rules were broken with this sketch. No V-rod headlight without. Our rear fender is also too long. Watch for new illustrations.

RIDER LEVEL****************************

Glenn and Kerry Priddle

Gene Koch

Christian Reichardt

Terry Anderson

Peter Gray

James Annand

Michael Sayles

Lynn Patterson