This is a stimulating year for many reasons. Some profess the industry’s down; others are rolling out new models as fast as they can dream ‘em up. What’s it mean? Where will life lead us on our wild journey to utopia? I’ll tell you what. Put all the bullshit aside. We live in motorcycle heaven. We have access to the most outrageous, bitchin’ bikes on the planet and they lead us to the most beautiful women in the world. What could be better?

The terrified test riders lining up for the twisties into Jerome.

Unfortunately there are decisions to be pondered, such as blonde, brunette or your motorcycle choice. Choosing a motorcycle is just as delicate as picking the girl to ride on it. Regrettably, the motorcycle decision takes fewer tools to coordinate, and perhaps a smaller wallet. Okay, let’s get to it. Pickin’ a motorcycle demands an understanding of your budget and needs. You obviously can stumble into a H-D dealer and roll out with a number of bikes, then go to work on them. There’s Victory, and I rode them this year—great bikes. Then there’s the production custom market and several choices from Big Dog, to Saxon and Hardbikes.

Saxon seems to fit in the pocket book around $25,000 and they’re making every effort to deliver a reliable, well balance and strong handling custom bike for that number. The new 2007 Saxon Motorcycle base models start at just $23,995 and go to $28,595 MSRP. “We have tried to keep the base price of all our 2007 models reasonable and give the customer the ability to customize their bike with the numerous options packages we have available, ranging from a full custom paint job to wheel and chrome packages,” said David Schwam, their marketing V.P. It would be tough for any garage mechanic to build a decent custom for that number, if you work in minimum wage for time and effort. So you sit back and ponder which way to turn.

Sam, from American Iron, aboard the new Villain from Saxon.

Here’s the Saxon code:

Mission Statement
“To design and assemble a line of distinctive heavyweight cruisers that will appeal to a broad demographic profile of consumers looking for a highly reliable, unique and affordable product supported by effective processes and systems and an appealing brand image.”

Ken Conte crossing the desert on a Saxon Firestorm.

I like Saxon for several reasons. First, they’re wholly owned by a handful of businessmen who believe in the Saxon name and don’t need to take loans on everything they do. They own the building, the tooling, equipment and parts. They won’t stumble and fall out of business soon. They’re based south of Phoenix, in Casa Grande, Arizona behind the Francisco Grande Hotel, which was summer camp to the San Francisco Giants for years. Plus the entire management team is involved in every aspect right down to the slightest warranty claims.

I went out last year for their second year model launch and this year for the third. I witnessed strong, reliable improvements across all their models, production and components. Their bikes handle well, are more balanced than before and the fit and finish has improved.

These are just the beginning of Gard’s line and we sell the bungs and caps in the Bikernet Gulch.

Like Victory has the father-son, Ness team, helping with design and accessory line, Gard Hollinger of LA Chop Rods designed the Black Crown last year, improvements to the Crown this year, and he’s developing on a new bobber model. Plus gard is working on an accessory package for the future. They’re right on track.

I emptied the contents of my pockets on the hotel dresser at 1:00 A.M. Would I be ready to ride? Hell yes!

So I flew out to Phoenix recently to witness their improvements first hand and ride every 2007 model on a run, with several other journalists, to Sedona, Arizona. It’s one of the most beautiful, mentally inspiring places in the world, a virtual vortex of creative spirits and hot chicks. I couldn’t wait to roll through the precipice of Jerome, Arizona, through the canyons, past Cottonwood the home of the HORSE Smoke-Out West and Dead Horse Ranch, into Sedona.

But first we took a tour of the Casa Grande facility, which is clean, well organized and cranking out bikes. They’ve developed an Extranet system to give their entire dealer network immediate access to ordered bikes, special construction bikes and all other dealer inventories. If a customer orders a bike on line it usually takes 6 to 8 weeks for the bike to be built and delivered to the nearest Saxon dealer. If bikes are shipped to New York they wait to ship at least three bikes together to avoid costly tolls. Saxon currently has 34 dealers and more are coming on line.

The two-bike-a-day assembly line is organized, well kept, yet comfortable. There are several highly organized stations, yet there’s a true of teamwork throughout the facility. There are five stages and five detail check lists, to afford a self inspection, prior to the bike moving onto the next stage. When the bike is completed there is a thorough pre-test inspection, then a 30-mile road test and a torquing test to insure that all fasteners were tightened to 80 percent of their specified ratings.

All Saxon frames and chassis components are powder coated. They are currently building their own powder coating facility and custom paint shop. Saxon doesn’t build any rigid framed customs only the Softail configuration in several styles. In the near future I’ll bring you an in-depth report on their build procedures and check lists. We’ll take one bike from frame to road test. It will blow your mind.

Just as a tease, regarding the various stages, there’s a pre-assembly area where engines, drivelines and handlebars are assembled. Stage one, handles the driveline front end and swingarm. Stage two installs wiring, oil bag, and battery. Stage three involves installing the wheels, brakes, horn, hydraulic lines, oil lines, rear belt and primary chain and clutch. The technician adds fluids to the appropriate components. Stage 4 involves sheet metal installation and making this puppy run. Brandon takes each finished Saxon model through stage 4 inspection, starts each model and runs through a series of cosmetic checks, then he adjusts anything necessary. Then Rob takes it for a test ride. That means Rob rode 450 Saxon Choppers in 2006 and will ride 600 in 2007. He breaks in the new Brembo brakes with floating rotors. Rob rides initially at 35 mph, then 45, 75 and 80 for a half hour to 45 minutes. Then he returns the bike to Brandon for final adjustments.

Here’s the price points for the various Saxon models in the U.S. They hope to build distribution centers in Europe, S. Africa and Australia in 2007. They believe their demographic is 35-55 years of age, due to their abilities to deliver hot reliable customs with these price points.

Warlord $25,195
Firestorm $24,695
Griffin $26,595
Sceptre $23,995
Villian $25,995
Crown $28,595
Hotrod Sceptre $26,995

One of their major improvements this year involves Thunderheart diagnostic electronics and wiring looms. They’ve dialed the harness down from 15 connectors to seven and raised the location of the home base circuit to the oil bag from the splashguard to remove water damage possibilities.

It was time to smell the desert and hit it into the hills. When I looked at the new line-up my eyes went immediately to the 2007 Scepter Hot Rod with wide, blacked out highbars. It's a tough looking old school chopper. All the Saxon models come with 96-inch S&S, black and chrome engines unless you order a model with the 111-inch S&S upgrade. I felt immediately comfortable aboard the Hot Rod. It ran smooth; there was noticeably less vibration. The new easy-clutch pulled light as a feather. With a 4.5 gallon gas tank, I could roll nearly 200 miles. The bikes was stable and handled slow speeds in a balanced agile manner, with 36 degrees in the neck, 3 degrees in the trees and 25-inch seat height. All Saxons are now equipped with Progressive suspension rear shocks. The rear tire was a 260/18 coupled with a 21, 90/90 on the front.

Although the 2006 models weren’t bad, this bike smacked of careful design improvements upgrades and refinements. All 2007 Saxons are built with 6-speed, right hand drive, R-Max transmissions; so all models were balanced for freeway stability. There’s nothing worse than a big beautiful chopper that won’t pass a semi at 130 mph at 1:00 in the morning on a desert freeway without freaking the rider. It should feel as solid as a night train, and limber enough to toss it in the emergency lane, kicking up old beer cans and hubcaps, to pass anything, if the left lane is blocked by a lumbering RV or a girl in a Mustang who thinks she can get away.

Ken Conte, Saxon PR wizard, pondering jumping my Hot Rod.

Speaking of emergency lanes, Ernie Lopez pulled along side me on highway 17 running due north out of Phoenix at over 80 mph on a gorgeous stretched and flamed Griffin that match his old school metal flake helmet. He was styling when the machine popped, wheezed and died. I dropped back and made a safe path through barreling afternoon traffic to the emergency lane. David Schwam, the Saxon Marketing VP, hurriedly dismounted his 111-inch Sceptre to check on the downed moto-journalist. I stole the 111-Sceptre and hit the highway. I knew Ernie, from Hot Bike, was just outta gas.

That’s Ernie, the Black Widow, from HOTBIKE on the right and you can spot those Hot Rod highbars in front of him. That’s Chris Magee, from American Dealer, holding on.

Here’s a Scepter model with a 96-inch S&S engine. I didn’t ride this bike. Paint was too girly for me.

The silver Scepter with only a 2-inch stretch in the backbone for a 72-inch wheelbase peeled out, into the fast moving traffic as if I was darting through a parking lot. As soon as I had an open lane, with the new 2-into-1 pipes, I hit 120 mph and climbing. It was a quick 140 mph motorcycle if there ever was one, but I was going to straddle ‘em all. I was whipping along the freeway when I was signaled to headed off on 260 toward Cottonwood and food.

I was having too much fun to adhere to directions.

A nasty Warlord.

After barbecue I jumped aboard a Warlord sparkling in the sun like an escape route to heaven or some girl waiting for me in the hills. It had a flat spot, fixable with carburetor adjustment, but it was the best fit for me with 6-inches in the down tubes and two in the backbone. The Warlord, to me was the epitome of the big guy chopper with it’s chromed, 11 inch over, 41mm wide glide front end and 40 degrees of rake coupled to 5 degrees in the trees for an 83-inch wheelbase. Goddamn that bike sat at a light rumbling in perfect balance as if it didn’t need a kickstand. It handled parking lots as easily as it handled 110 on the freeway. Even the seats on all the models were much improved and molded me into place as if I was meant to be there until I reached the French Quarter in New Orleans. The paint job would keep me rolling for another 2000 miles just to see the lights of Vegas reflected in the flames.

Here’s Wayne hanging onto a Villain for all he’s worth.

I discovered I wasn’t suited for every Saxon as we rolled into Sedona. I was aboard the new Villain with the 300 tire holding up the rear end. It felt awkward as a Beach Ball (as Johnny Humble describes big tire bikes), spinning at the rear. It seemed to make low speed handling awkward. The Saxon crew launched the Pro-Street Softail, 300 mm tire Villain for 2007.

Here’s another new Villain for 2007.

The Base price is $25,995 with a single down tube frame, a 6-speed right side drive transmission, 45 degrees of overall rake (5-degrees in the trees) and pro-street geometry. Pro-street represents an aggressive riding position with drag styled handlebars, narrow frame, stretched custom tanks, sculpted custom seat and a black and chrome S&S 96-inch proven engine, nine color choices and four levels of graphics including an entirely custom option. I wasn’t comfortable, but I’ll bet they’ll have it dialed in by 2008. Or maybe it just doesn’t fit me.

The stretched, single loop, Griffin.

The next day I stole a Griffin, single-loop stretched Saxon with inverted glide and we slipped into the adjacent canyons for photography by Mike Farabaugh. The Griffin also sported the awkward 300 tire, a 4-gallon gas tank, the 96-inch S&S with Super E carburetor and six inches in the down tubes with 2 inches in the backbone and for some odd reason it hauled 20-50 more pounds than the usual 655 or 625-pound models. I started looking hard at the inverted 56mm, 11-inch over front-end. Would it actually weight 25 more pounds than a standard wide glide?

Did I mention girls and in particular a redhead?

The Griffin was black and tough looking from every angle, but it rode differently than the other models. I felt like I was on a rigid, slamming potholes and ridges in the pavement. All the 2007 Saxon models sport the same Progressive Suspension rear shocks. I had to believe that between the additional weight and the inverted front end the suspension didn’t like the combination. It needed some stage 4 adjustments. Shock manufactures can adjust their shock characteristics for weight and travel. Even with the harsh Griffin ride I slapped the shit outta this motorcycle, barreling toward Phoenix as if I owned the freeway. I pushed her through the rambling mountain curves like a man hell bent for whiskey and action it town. We peeled all those new Saxons down the mountain like we were all racing to the same redhead’s bed.

Upon further investigation I discovered that the harsh ride was due to my weight, 240 pounds and the additional 50 pounds, due to the inverted front end and the massive rear wheel. Progressive suspension is altering their rear shocks for that model.

We stopped for sandwiches in a truck stop fulla cops, and I jumped aboard my last model ride, besides the new Crown, which I will road test in a separate article. None were available for this run into the Arizona Badlands. The Crown, designed by Gard Hollinger of LA County Choprods, has 2 new paint and graphics options that mix flat and metallic finishes, a new more comfortable hand tooled leather seat, better suspension, and a redesigned fender that accents the “old school-modernistic” styling.

Here’s the new Silver Crown for 2007. I’d like to have one of these in the Bandit collection.

The Firestorm was the initial Saxon Pro Street offering, prior to the Villain. It sports the narrow 260 tire but a long 4-inch backbone stretch for that long and low look.

Aside from the Crown I believe this scepter Hot Rod will be a hot seller for 2007.

I discovered last year the difference between styling and fit. Always considering long stretched bikes to be the fit for my 6’5” frame. I discovered that with the proper seat, peg position and handlebars a much lower stretched motorcycle could fit me a well as the tall, long front-end sister. Saxon addressed the issue with components allowing the rider to fit his motorcycle to his physical frame. The components were built to make any rider fit any bike.

The 2007 Firestorm.

So there you have it for Saxon 2007. A growing company, on the move, locally owned, not by some corporate giant, with a staff concerned about every component, every characteristic of their product from the handling to the pin-stripping. Watch Saxon grow over the next five years to become a major player in the industry.

I knew there was a hottie in sight.

Photo by SamDixon.com

At the 21st of January Marcus Walz of WALZ HARDCORE CYCLES, Germany, celebrated his 14th Hardcore Day. The meanwhile legendary Open House Party in Hockenheim, close to the well known Formula 1 circuit “Hockenheiring”, welcomes every year around 1500 visitors and fans of the world famous Bike Builder and his creations.

Marcus, who was btw the first European Biker-Build-Off Champion in history of Discovery-Channels Cult-TV Show, presented his brand new Bikes and a lot of new stuff. Kimi Räikkönens “Iceman”-Bike was also on display like the BBO winner bike “Mille Miglia”.

Marcus shipped the BBO bike especially for the Hardcore Day from his shop in Miami/Florida to the headquarter in Hockenheim/Germany.

Next year, when Marcus and WHC celebrates its 15th anniverssary the Hardcore Day 2008 will become a more bigger event.

Marcus plan a big bike show for everybody, a stunt show, a Moto Cross Freestyle Show and a lot more. Probably, especially for the 15th anniverssary the event will take place the first time in history in one of the summer months, July or August.

To keep yourself updated check out www.walz-hardcore-cycles.com.

Unbelievable! We were forced to drive our motor home, loaded with the Assalt Weapan, dirt bikes, electric-powered scooter ice chests, 5-ball racing uniforms, stickers, tools, lifts, and granola bars, to downtown Long Beach to make a sponsor deposit before we could cut a dusty trail. We didn't want to eat casino toothpicks all week long. I need to thank Dave “The Jester” Florence, a Bikernet Reader and platinum sponsor, Bob Parsons of GoDaddy.com, all our Bikernet Reader Sponsors and Custom Chrome for helping us build this bike. We couldn't have accomplished the build or supplied grub on the salt for the hardworking team without that support, but we weren't out of town yet.

We sat in this rental fun mover in downtown Long Beach and counted the minutes. We were burnin' daylight, watching the Friday afternoon workers scramble for a myriad of freeways heading to Vegas on a Labor Day weekend.

We were fucked. Nyla and her daughter, Karley, were inside the bank, built in the late 1800s, negotiating, while Jeremiah and I parked illegally outside the plate glass windows and pulled ski masks over our sweaty faces. Nyla attempted to have funds released into our account, but the bank staff wasn't budging. I tapped the steering wheel and Jeremiah told nervous jokes and whistled. Banks.

We finally cut a dusty trail for the outskirts of LA. I call it no-man's land for Bikers. The city grows on a daily basis and progressively gets tougher to escape. We hit the 710 freeway north to the 105 east, to the 605 north, and then caught the 60 east to the 15.

It was almost 6:00 p.m. and the traffic wasn't awful by Los Angeles standards. The 15 is the notorious bastard that rolls from sprawling town to town heading toward Vegas. We hit Pomona, then San Bernardino, up the hill to Apple Valley, Victorville, Barstow, Baker and then cross the border into Primm Nevada where we were scheduled to stay, about 50 miles from Vegas.

One guy owned Primm, Nevada, who least land to casino brokers in Vegas and recently sold it to the Terrible Herbst family. They bought three casinos, Whiskey Pete's, Primm Valley Resort and Buffalo Bills, plus an outlet mall but not the land. Can you imagine the price tag? The Terrible Herbst oil company is seriously involved in racing, and recently someone fucked with their Nevada racing game, so they bought Primm to control their own race courses, unobstructed.

I've put the word out to a Primm executive. We could use a Bandit's Cantina Casino and a five-mile World Land Speed Record track. Whatta ya tink? Will they go for it? I like Primm. It's real small and easy to reach and escape from.

We snatched a much needed good night's rest and hit the Bonneville road in the morning. Highway I-15 rolls through Vegas to Mesquite Nevada at the border, slices off a corner of Arizona and into Salt Lake City, Utah, but there was a comfortable 100-mile short cut. We figured it's 750 miles from LA to Salt Lake, half-way to Sturgis from LA. From Salt Lake to Bonneville Salt Flats it's another 65 miles.

Our trip from LA to Bonneville, off the 15 and up the 93, taking the 316 direct route around Cathedral Gorge and the Snake Range, into Ely and then catching 93A into Wendover, covered about 650-675 total miles. Great roads, and we rolled into the grimy town of Wendover on the edge of Bonneville, the Great Salt Lake and the home of the Anola Gay airfield in the late afternoon. We arrived Saturday afternoon, to the hoots of the Chop N Grind Racing team from 16 Palms, California. They arrived a day early and set up. By the time we arrived, afternoon winds kicked up and we couldn't risk a trip to the salt.

Sunday morning, we rolled to the salt, checked in, then rumbled for five miles out to the pit area on uncomfortable salty surfaces, including a stretch of nasty potholes the size and depth of sauce pans. Was it a brackish sign?

Berry Wardlaw made a point, on bad Delta flights, to haul back a saline chunk the size of a shoebox. He snatched the salty souvenir in 1989 when he came to watch the Easyriders Team run Bob George's Streamliner for a record. The next year we broke the Motorcycle Streamliner World Land Speed Record. I was on the Easyriders' Team supported by our readers, and Bob George taught me engine building in the early '70s before I worked for Easyriders. Keith Ruxton was the engine builder and the crew chief during '89 and '90 attempts. Our final speed was 321 mph for a world record that endured for 16-years.

Sunday we unloaded the Assalt Weapan from the fun mover, checked her over and rolled her to tech. It was terrific to see other builders, but the controversy began when Jay Allen was asked to cut his Wink Eller fairing to pass tech. There's a set of obscure rules that vary from one sanctioning body to another. Racing rules are governed by three entities, AMA, SCTA and FIM. The Bub's meet recognizes the AMA rules, Speed Week and El Mirage are controlled by the SCTA (Southern California Timing Association) and FIM is the European Sanctioning body.

Jay Allen

They're all reasonable groups with rules that don't always fit, so the tech teams got together and decided we had to cut our rear panels some, to adhere. We were scrutinized harder this time and nerves frayed as we wondered what the judges were whispering about.

As we stood around biting our nails Valerie Thompson, our Pilot, and #3 in her division of Destroyer Drag racing arrived and was introduced to the Assalt Weapan for the first time. We built the bike to her specifications, but could never get her to come to LA for a fit, due to her harried schedule. We had the tech guys breathing down our necks and Valerie didn't fit. She couldn't reach the rear pegs comfortably, the grips were too large and the bars out of reach.

Team members yanked on the bars to pull them back to suit Valerie, and we broke off the only hydraulic brake line on the bike from the handlebars to the rear PM caliper. The team, consisting up of Nyla, Jeremiah, Berry Wardlaw, his girlfriend Gypsy (a biker build-off winner), Berry's partner Duffy and his wife Kim, Dr. Hamster – Christian Reichardt, Gene Koch, Hiwayman from Bikernet, and his riding partner Marc, along with yours truly, started clamoring for ideas.

Hiwayman

Anxiety was high and we sensed a looming pressure to please Val, the judges and get out and make a pass. I had the bike tech'd twice before completion by a much respected SCTA official, who rode to Wilmington and inspected the Assalt Weapan. Tom Evans felt it met the SCTA rules, because 180 degrees of rear wheel showed. But the name, Tom Evans, didn't mean anything to this tech crew. I shut my mouth and waited.

KB, Marc and Duffy working hard.

Hiwayman and Marc rode 540 miles the previous day to arrive on time, and we were going to race, hell or high water. Eric Bennett, from Bennett's performance offered a replacement brake line, but it was too short, by an inch. We scrambled to the timing tower and a call went out. In short order, we had a line and Duffy's tool-carrying motor home packed a brake-bleeding syringe. Dennis Manning, of Bubs, the man who currently owns the Motorcycle World Land speed record, at 342 mph, supplied us with fittings.

The Crew

“You better walk away,” Berry told me as they hack sawed corners our of our carefully designed rear panels. It was a heart breaker, but we came to run, no matter what. Larry Petrie, from the notorious Chop N Grind crew told me wise words regarding Valerie and the bike. “I haven't ridden my race bike in a year and it feels awkward,” he said. “She needs to get use to it.”

Larry Petrie from Chop N Grind

I passed the supportive words onto Valerie, and she kept trying the position. Berry, Jeremiah and Duffy buffeted the stock pegs with padding for a 1.5-inch closer reach. That didn't work. Val would work with what she had. Then the FIM official approached and complained about the peg placement. If I had to hear another word about the pegs, I was going to explode, but I remained calm on the exterior.

He was kind, but went off to confer with other officials and the rulebook. I checked that aspect several times; especially after the Chop N Grind team came to the Bikernet Headquarters and threatened to snitch me off, if I didn't move the pegs. I checked the rulebook once more. For Special Construction bikes the rule calls for pegs to be within 6 inches of the rear axle. I was cool–I thought.

Nick Roberts, of Nick's Performance and Amsoil, a 5-Ball racing sponsor, cut the AW panels with a hacksaw, and sliced peg notions continued to fly around our pit area. I maintained my cool, but after a solid year of building and research, I hurt inside. I pressed for making a pass in her current state.

We readied to make an practice run, the scrutinizing team came into our tent checked the panels, blessed the Assalt Weapan and looked for Val. This year her drag racing boots didn't cut it. She scoured the pits for another set of boots and Laura klock had an extra pair.

Nyla, Chris Carr and Karley.

We heard Chris Carr, the fastest man on a motorcycle, just won the Illinois Spring Mile and was pumped to break his record on the salt. A buzz of salt fever filled the sun-baked air as we scrambled to disassemble our pit in the early evening wind and ready ourselves for the World's Fastest Wedding on the salt.

The reverend was our own official 5-Ball Racing Photographer, Scooter. Brian and Laura Klock were married on the salt in front of a Hamster gang gathering and Salt racers. The day was complete and we were ready for a pass with a very tentative pilot, but we didn't move the goddamn pegs.

Monday:

Monday morning ushered in a beautiful stellar day on the salt. Bonneville is like traveling to the moon, 65 square miles of flat brine. At dusk you could lose your way and never be found. During the day it's a vast photo studio with a crystalline white base and pure blue skies. In the afternoon threatening clouds approach like tropical thunderstorms over a small Pacific island. They color the sky in the distance and become gray and ominous as they approach, then wind kicks up, until all racing shuts down, tents flap and we clamor into an emergency teardown mode.

This bright blue morning kicked off with the Ack Attack, dual Hyabusa streamliner, making a sunrise run on the 11-mile course, for a 350 mph pass. At the two-mile marker their braking chutes deployed inadvertently and yanked the streamliner off course.

Shortly thereafter a run- whatcha-brung contestant crashed on the short course and an ambulance was called. Reports from the field indicated treachery on the salt, “It's like running on ice,” a racer testified.

Getting the bike in to shelter.

We unwrapped the Assalt Weapan at 8:00 a.m. and prepared for a trial run on the run-whatcha-brung 3-mile track. Jeremiah was late again. The crap tables and roulette wheels got the best of him. Rex Harrison, Valerie's boyfriend and professional drag racing crewmember began to calibrate our AIM sports “Spanish Inquisition” system. It was European made and set to run on metric programs. Everything I purchased, I purchased twice. We needed it to read speed, rpms, exhaust temps and oil pressure.

Berry hauled along a barometer and air density meter, plus a calculator that told us the actual altitude based on these factors. He figured the air density equated to 6568 feet when the actual altitude was 4660. Not good for high-speed runs, but he jetted the bike accordingly. According to Rex's GPS we were dancing at 4224 feet and breathing hard.

Duffy and Bob standing.

Duffy brought his motor home containing more tools than I stuffed into a borrowed tool chest, and began checking the pushrods. Berry double-checked the ignition timing. Jeremiah chased an oil supply. We were sponsored by Nick's Performance who supplied us with three cases of Amsoil, which I left in the shop. We were told there was an Amsoil dealer on site, but we never found one. We borrowed one quart from the Chop N Grind maniacs next door.

For the first pass we installed 4164 Autolite plugs, called the 200 mph duct tape crew to order and put them to work. The padded pegs didn't work for Val. The generator exhaust from the motor home was killing crewmembers under the tent and we moved Duffy's motor home to create wind protection. It had its benefits and drawbacks, but at 12:45 we fired the Assalt Weapan to life, switched Big Boar batteries, put the other one on the charger and checked the oil pressure, which started at 24 and dropped to 18 pounds, when the engine warmed. We checked the oil tank cap and it was loose. Jeremiah fixed it.

Berry timed the bike at 35 degrees before TDC at 2000 rpms. Jeremiah found the original timing mark on the belt pulley. Rex set one idiot light on the dash to come on if the oil pressure dropped below 10 pounds and set a shift light to come on at 6,200 rpms, to warn Val to shift. We checked the tire pressure. The Nate shaved tires were full of nitrogen and read 36 in the front and 38 in the rear.

Val straddled the Assalt Weapan for her first run at 1:45. We fixed the uncomfortable throttle angle, but the pegs were still a problem. She wanted a test ride, but at the riders' meetings in the morning, officials warned against riding anywhere except on the tracks. It was as if it snowed the night before and there was 6 inches of soft treacherous salt anywhere off the tracks.

Jeremiah became a master of peg pushing the Assalt Weapan. He peg-pushed Valerie a couple of times in the pits, then up to the run-whatcha-brung staging area for the first trial pass at 2:50 p.m. We noticed an oil leak, but made our pass at 4:15 at 143.5 mph. Val seemed to blend with the bike and begin to understand the design characteristics, but the salt conditions robbed her confidence with the track.

The data acquisition system began to work as Rex pulled much needed info off the dash with a cable lead to Berry's computer. Val never exceeded 5400 rpms. We figured at 4800 rpms she hit her top mark of 143 mph and Berry figured we were at 7275 altitude based on air density. “The best air is at sunrise,” Berry explained. “The air density robs oxygen.”

“It's all 8th grade biology,” said the Whizzer man from the pit crew across from us. “Air is created by greenery and there's nothing green here in this pocket of nothingness.”

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

Tuesday

The next morning we hit the salt at 8:00 again and the line for the short International Course was long and foreboding, but our crew was anxious to unwrap the Weapan and get in line.

SIDEBAR: BONNEVILLE TEAM MEMBER ESCAPES THE FLATS AFTER MISHAP– We were on the salt and ready to rock. We had lots of new faces, all anxious to help us make the next pass. The bike, positioned on the lowered Kendon Lift, was covered with towels and tarps lashed down with bungie cords, but there were also a couple of straps holding the bike to the lift. A new member snapped a secure strap and over the bike went. It happens to all of us who work on bikes, sooner or later and more than once. Generally, any bike can take it, and so did the Assalt Weapan.

Here's Ian's story:

Well, I'm back home again, as are you by now, I would imagine. I wanted to drop you a line, and tell you, Nyla, how much I appreciated your phone calls to me after I left the flats. They really did help me when I was down. It is hard to describe what happened out there, but suffice to say, I was sick to my stomach when the Assalt weapon hit the ground. I mean, it's not like layin' your buddy's Fat boy down, this was a bike I had watched come together all year on the Internet with great interest, and even sent a few measly bucks in to help out with the project.

I watched eagerly every week waiting to see what Bandit had done since the last report, and was never disappointed. I had planned all year on trying to make it down there, and when it looked as though it was actually going to happen, I was like a kid in a candy store.

I packed up the E glide, and hit the road. Had a few episodes on the 1000-mile trip down there, but had a hoot the whole way, then got to meet a bunch of celebrities that I have seen on the tube many times, and actually going out to dinner with the team was too much. Then I was invited to the pits, and to help out? No way. Too much, so after I was there for about 3 minutes, and proceeded to dump the reason for the whole deal on the deck, whilst hearing the screaming voices of all within earshot, my stomach was inside out. No matter how many times Berry W. told me it was no big deal, it was a big fuckin' deal to me….

I have no idea what the hell was going through my head as I was undoing that tie-down strap, as I have done it a thousand times, but it is done, and that's that.

I went for a walk on the salt, and tried to collect myself, but to no avail. I decided then and there, there was no way I was going to be able to hang out at the 5-Ball pit area and have a good time, so there was no reason for me to hang around at all. I thumbed a ride back to the nugget, from a friend of Chris Carr, Bub's pilot. Good guy.

I packed up my glide, and hit the road. As you know, nothing clears the head like a long ride in no particular direction. A couple of hundred miles later, I checked my messages, and there you were, Nyla, and Hiway, telling me everything was cool and to come back. I called my wife and told her what happened, and she said, “Get your ass back there.” She and you were both right, but by then the weather had really taken a shitty turn, and riding back in to the eye of the storm, to face you guys, just didn't sound appealing.

I do wish I could have worked up the nerve to just come back to say sorry man, but I was long gone, both mentally, and physically. Anyway, I am sorry for any grief over the whole thing.

I hope your trip home went well and congrats on the award at the salt. Hopefully, your friend.

The Assalt Weapan was fine, built to withstand anything we shot at it. We waited for hours to make a pass. Jay Allen, of the Broken Spoke Fame ran 184 mph on his rigid FXR with a Wink Eller Fairing. He was shooting for over 200 mph with his stock 124-inch S&S engine. Laura Klock made her first pass with engine problems unsuccessfully, but her daughter made a Buell pass shooting for 100 mph, and she came close to setting a record.

Roger Goldammer fought EFI problems with tuning and slippery salt. He wasn't pleased. A weather front raced at us, and Dennis Manning broke his streamliner at the second mile marker, while 35 racers waited in line for the short course. He regrouped and headed back to the liner starting gate for another pass, but the inclement weather loomed large.

We finally made our first pass at 1:05 after tightening everything in the morning. Val never kicked that bastard out of 4th gear, but we still ran 152 mph. “I never felt 5th gear,” Val said but she shot a rooster tail of salt throughout the timed mile.

The rear tire was slipping badly, maybe 20 percent.

We were second to the last bike to run. Behind us the stealth silver flathead itched for a chance, but the weather denied it. We dashed back to the impound yard, checked in and had the engine sealed before returning to our pit area. We discovered a possible intake leak, light detonation on the rear plugs and one cracked weld on the chain guard.

Barry discovered a broken plastic feed line to a nitrous connection. These plastic lines are bullshit and we will run more substantial lines in the future. Berry reset the timing and Nyla made us sandwiches, then the rain and wind came. We lowered the pop-up tent and huddled under it. The wind whistled and the rain drove at us, but we kept working under the tent, hoping it would dry up and we could make another pass.

The rain and wind flurries tore the Chop N Grind tents down. We sheltered the Troll family, who rode out to Bonneville to get caught in this goddamn downpour. Teams tore down and escaped, but we stayed on, hoping for a weather break that never came. During a precipitation lull we loaded the Assalt Weapan in the back of the Fun Mover and hid from the driving rain and wind inside, until we could make a dash for the hotel. Another day down and only two remaining.

BIKERNET NEWS EDITS–H-D DEMO EVENT OF THE YEAR, HOLLISTER NOSTALGIA ALIVE AND KICKING, COUPLA DEALS OF THE WEEK, BUELLS LAUNCHED IN URUGUAY, JAMMER RETRO TAILIGHT, SUCKER PUNCH FOR A VET BUILD UPDATE, BOARDTRACK FRAMES DELIVERED NEXT WEEK AND THE SUPER-TIGHT ENDING

Continued From Page 4

JAMMER RETRO DRILLED BRASS TAILLIGHT–Here’s a brand new version of the retro “Drilled” taillight that features a brass housing instead of the original billet housing. Goes great with the other brass items that Jammer offers, and really sets off a retro ride.

The taillight is 12-volt, dual filament with license plate illumination and an integral mounting/license plate bracket. It measures 2-3/4″ wide x 1-1/4″ deep. Created by the Easyriders crew in Tokyo, Japan! Arigato Mina-san? Edo!

Jammer #632590 Retro “Drilled” Brass 12-Volt Taillight _ $195.95 Retail

ROT REPORT FROM TEXAS–What a difference a year makes that is a Shovel welded to the back, too bad.It was a really clean bike.

–RFR

BUELL MOTORCYCLES LAUNCHED IN URUGUAY–In 1993, Erik Buell, a former engineer at Harley-Davidson, designed the Buell motorcycle with sport bike enthusiasts in mind. Today, Buell Motorcycle Company, owned by Harley-Davidson, continues to grow and expand into new markets. On May 3, 2007, in Montevideo, Uruguay, Harley-Davidson and future Buell dealership, Oversil S.A., held a launch event where Buell motorcycles were unveiled to potential customers and press.

Buell decided to enter Uruguay because the dealership’s General Manager, Andres Soler, saw a great potential for the motorcycle brand in his market.

DEAL OF THE WEEK–I got a buddy who has a 4 speed kick tranny that iskinda worked, wants $300 for it… Someone on Bikernethas to have a used 5-speed or something for JohnnyWhite right? Can you put the word out in the news sowe can can get him set up?

–Ken
(970)227-3588

DEAL OF THE WEEK 2–Here’s the EBAY link, lost my job and need to sell what I can to stay afloat. Reserve is set low: http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=150130492607

–Pan

TOP HATTERS THREATEN TO KICK THE PROMOTERS ASS IN HOLLISTER THIS YEAR–Seth Doulton convinces two of the original Top Hatters to break out their original colors for this years 60th anniversary Hollister Motorcycle Rally. Harry Lee Prater on the left and Johnny Lomanto on the right visited with Seth this week and shared stories of riding and racing in the ’30s and ’40s .

Harry 84 and Johnny 80 still remember that 4th of July in 1947 like it was yesterday. Both agreed that the original Top Hatters were a classy bunch of racers and by the look of their sweaters they were. Johnny got a ticket on that first day for a hand full of BS, like taillight mounting and plate wrong, etc. Things have not changed much. Bail on the ticket was 35 dollars. The hourly wage was 15 cents then. If you spot these two young guys make it a point to get their stories! You won’t be sorry.

See you in Hollister ! Long live the legends !

Horse Power Promotions
ph 805.686.2007
fax 805.686.0890
www.horsepowerpromotions.com

H-D DEMO EVENT OF THE YEAR AT ALL NEW SUBURBAN HARLEY-DAVIDSON–Want a chance to test ride every Harley-Davidson in the fleet, this weekend? We’ll you’re in luck. The Official Harley-Davidson Demo-Truck will be at The All New Suburban Harley-Davidson on Saturday, June 9th and Sunday, June 10th. This is a once in a lifetime chance to ride any Harley you want. See for yourself what everyone’s talking about.

Feel the power of the new 96″ engineExperience the 6-speed transmissionTry out every model

The entire weekend will be something to talk about. We’ll also have:
Awesome sales
Free food & drinks
Free raffles
Unbeatable bike deals
Like $0 Money Down & 2.9% Interest
Instant, on-site financing available
& tons of other great stuff going on at Suburban Harley-Davidson

Everyone’s Invited, So Grab Your Friends & Come Out this Weekend!

& This Friday Night, June 8th at 6pm…Ride with your friends & support a great cause.The 1st Annual VietNow Sandwich RunJune 8th at 6pmat The All New Suburban H-D.
$20 per person
Awesome 1-of-a-kind night ride!
Some great stops along the route!
Huge party party at Lamplighter’s in downtown Palatine to wrap up the evening!
Proceeds benefit the VietNow Homeless Sandwich
Run – An organization dedicated to feeding
Chicagoland’s homeless veterans.

We’ll Beat Any Bike Deal in Chicagoland!

MO’ WILD EXHAUST FROM STREETWALKER–That’s the Ruleteras on top and the W-Bends under. Terry and the Envy Cycle Crew really know how to build a killer set of pipes. Plus they keep ’em stock, so you don’t have to wait around. See the story about Terry’s latest bike on the home page.

RICK FROM U.S. CHOPPERS CHECKS, BOARDTRACK FRAMES ON LINE–Just hung up the phone with Ron Paugh, the big chief at Paughco. Word has it the shop at Paughco is pumped up on taking our boardtrack frame into full production. I was sent a secret photo with our first production frame, in jig, ready to be welded. Wow! It looks sweet- they did a knockout job. I can send some photos later, but I simply can’t put Ron Paugh’s production secrets at jeopardy. This guy has the business wired.

I remember not long ago, I took a trip…… a 23 hour turn around run, I recall…….. with a 6’5″ guy who was making dents with his knee caps into my glove box on the way to Paughco’s headquarters in Carson City, Nevada. I think his name was Bandit. Anyway, this guy carried such a presence that I think he influenced Ron’s decision to run production on our frames. Our frames are definitely not your typical frame and most manufacturers shrink away from the task. The cost involved to go into tooling, jigs, etc weighs heavy on a large manufacturers decision scale.

As we endeavored to look for a new manufacturer who could meet our demands and also our price constraints, we found most American manufacturers to be very shy about attempting a new design. Paughco embraced the idea with enthusiasm. You see, behind the helm of Paughco lies a man who is a true enthusiast. His enthusiasm for producing great American made products comes across during our business discussions.

We knew we had a fit. I had more than enough confidence in Paughco and crew. Heck, just walking through their production facility was enough to wind a marathon man. It was impressive to see the size and scale of the facilities- no small potatoes to be found here. No wonder Ron said ” Anything you want, I can do. ……no problem…..”

Now just weeks later we are about to receive our first frame. Much respect goes out to Ron Paugh; it’s seldom that a man says what he will do, and then delivers on the money – no extra words.

With a name like “U.S. Choppers” you can’t exactly produce your items overseas- it would be a slap in the face to everyone who fought so hard to build this country. However, manufacturing has become difficult to compete with lesser developed countries giving away labor and the American consumer giving in to cheap items and lower cost. We have to strive to find a balance between quality and cost. I believe joining with Paughco can help us to achieve this delicate balance, but as always our main premise is “quality first.”

For you folks who have been patiently awaiting our new frames, rest assured, they will start coming into the door next week. Give us a call and get your deposits in early as our first batch is almost all pre-sold. We have tanks, fenders, seats and performance wheels in stock to meet any of your needs.

–Rick Krost

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

Sorry for the clarity?I am still learning my new camera.

SUCKER PUNCH-BIKERNET.COM AND HOT BIKE BUILDING A BIKE FOR A VET–Bike building?.Jeez what a task it is turning out to be. In a perfect world, everything would fit together easily and without any modification. The bikes however, seem to have a mind of their own. As many know, I am building a Sucker Punch Sally bad-as-hell scooter for my Iraq Veteran brother, Joey.

With the patience of many, the build is coming together well, but I am still under the gun. Sturgis is less than two months away, and I am feeling the days crashing down on me. I am confident the build will be a success and I will be able to unveil it at the rally as planned?but we will have to wait and see. Everytime I get into trouble, I call the big guy and cry like a bitch. He usually listens for a few minutes before slapping me around and whipping my sorry ass into shape.

?Remember the Code?the build will prevail. No sniveling!? he reminded me before downing a fifth of Jack.

So here she is?coming together slowly but steadily. I think it?s looking bitchin! Be sure to check out Hot Bike in the coming months for the detailed build. Once published in Hot Bike, hang onto your ass, because you will get the most in-depth build this site has ever seen?I guarantee it. Until next time?

–Humble Johnny
Houston, Texas

Complete with Bikernet sticker on the tank.

THERE IT IS, DA THURSDAY NEWS–Let’s see what we have in store for Bikernet readers, listeners and viewers. We’re working with Paul Platts at JIMS Machine on a series of Tool Techs and we may sell some JIMS tools on Bikernet in the near future. Next week we’re upgrading an electric-start 4-speed Shovel with a Rivera/Primo 6-speed and belt primary, new clutch and late model starter system-killer upgrade for all Shovels. The following week we’re installing a gear driven cam set into my 2003 King, with a new S&S cam.

This Chica bike will be featured shortly from Peter Linney. We have a serious line-up features and Johnny White is flying to Kansas to road test Big Dogs and bring you the skinny inside the shop. Rogue is going to road test on of the new Rucker/Rossmeyer Enforcer Road Kings featured on the home page. And tomorrow I will get started on another Bonneville bike Assalt Weapan Update. Hang on.

Two Girls of Bikernet are headed to the Cantina, more book chapters and Chris Kallas just sent me a strange Digital Discovery. You’ll have to tell us what the hell it is. Plus, if you’re lucky I’ll have a report on the 29 Palms Veteran Event with the Sucker Punch Sally crew tonight. Hang on, I’ve still got a Margarita coming.

Ride Forever,

–Bandit

BIKERNET NEWS ALERTS–BIKERS AND BOATERS COME TOGETHER, METRIC THUNDER FINDS NEW LOCATION, NEW SPORTY COMING TO THE PAGES OF BIKERNET, SCREAMIN EAGLE HELPS SUMMER MEAL PROGRAM, JAMMER UNIVERSAL EXHAUST BUILDERS KIT, SHOTGUN AIR RIDE SYSTEM, 2WHEELERS DEAL OF THE WEEK, EAST SIDE MOTO MALL GRAND OPENING, TBEAR COVERAGE FROM SWEDEN AND H-D AT LACONIA RALLY.

Continued From Page 3

HARLEY-DAVIDSON ROAD TOUR AT THE LACONIA MOTORCYCLE RALLY–Free. It’s the best word to describe all the activities available to enthusiasts during the Harley-Davidson Road Tour at the Laconia Motorcycle Rally, June 13-17 in Laconia, N.H. Free events include:
New Product Display featuring Harley-Davidson motorcycles, MotorClothes and Genuine Parts and Accessories.
The Harley-Davidson Traveling Museum.
Harley-Davidson and Buell motorcycles demo rides.
Live music and entertainment.
H-D Beef Jerky samples.
Commemorate pin pick-up at the Harley Owners Group (H.O.G.) pin stop. For H.O.G. members only.

RED NECK LOVE POEM
SUSIE LEE DONE FELL IN LOVE;
SHE PLANNED TO MARRY JOE
SHE WAS SO HAPPY ‘BOUT IT ALL
SHE TOLD HER PAPPY SO.

PAPPY TOLD HER, SUSIE GAL,
YOU’LL HAVE TO FIND ANOTHER.
I’D JUST AS SOON YO’ MA DON’T KNOW,
BUT JOE IS YO’ HALF BROTHER.

SO SUSIE PUT ASIDE HER JOE
AND PLANNED TO MARRY WILL,
BUT AFTER TELLING PAPPY THIS,
HE SAID, “THERE’S TROUBLE STILL.

YOU CAN’T MARRY WILL, MY GAL,
AND PLEASE DON’T TELL YOU’ MOTHER,
BUT WILL AND JOE, AND SEVERAL MO’
I KNOW IS YO’ HALF BROTHER.

BUT MAMA KNEW AND SAID, MY CHILD,
JUST DO WHAT MAKES YO’ HAPPY.
MARRY WILL OR MARRY JOE.
YOU AIN’T NO KIN TO PAPPY

–from Rik Savenko

First place winner.

BIKENET CORRESPONDENT TRAVELS TO SWEDEN TO COVER SHOW–Just got home from another killer show in Sweden.Got loads of pix from the show as well as feature shoots on five bikes.

I got a custom Weslake racer built by Mats Olofsson, the swedish Mike Lichter. A traditional Swedish long bike from Finland, the first place winner is a reproduction of a vintage board thrac racer with some really inovative modern touches, the Second place bike was the only Harley to place in the top three and has great attention to detail including a remote control opening right side gas tank that housed the blower and battery box it was made by a shop just outside of Amsterdam.

I also got a cool restoration of a 1952 Triumph Thunderbird

I’m gonna take a few days to recover from the party then I’ll start banging out features.Here are some shots of the top two winners and a few of the other bikes I shot for features.

Second place winner.

One of the Twin Club guys is planning a trip to Cali in either November or December and asked me to find out for him what, if any, events are going on at that time so he can plan his vacation around them. Would you please let me know what’s cooking out there around that time so I can pass along the info to him?

I’ll get some features to you as soon as I sort through the photos and get to writing them up.

–TBear

EAST SIDE MOTO MALL GRAND OPENING”Friday, Saturday, and Sunday June 8th, 9th and 10th.Ribbon Cutting Ceremony, Grand Opening, and Super Sunday.Motorcycle Complex Open House and Outdoor Motorcycle Flea Market.Food, Drink, and Music at East Side Bar & Grill (across the street).

In Concert at the East Side Bar and Grill ?Friday, June 8th – 5pm till close – T.C.- (Acoustic Classic Rock).Saturday, June 9th ? 12 noon till 5pm – T.C. – (Acoustic Classic Rock).6pm till 9pm ? X-Caliber Band ? (Classic Rock).10pm till close – Sundown Band (Classic Southern Rock)Super Sunday, June 10th – 12noon till 4pm ? The Red Eye Band- (Blues Band).1pm till 3pm ? WPDH 101.5 Live Broadcast.5pm till 9pm – Sundown Band (Classic Southern Rock).

The East Side Moto Mall Facility was built with One Vision in Mind Customer Service. Besides Service and Repairs, anyone can come in and sit down with one of our Trained Custom Designers and create a one of a kind Custom Motorcycle.

The possibilities are endless with the Mall having a full service Machine Shop, Welding, Metal Polishing, Powder Coating, Sandblasting, Custom Graphics, Custom Paint, and Upholstery.

The East Side Moto Mall and The East Side Bar and Grill are Family Owned and Operated; located on State Route 52 across from each other between Rock Cut Road in Newburgh, N.Y. and St. Andrews Road in Walden, N.Y.

When you come in, besides being taken by it?s Modern Artistic Architecture, you will feel a Comfortable – (NO PRESSURE) Relaxed Friendly Atmosphere ready to answer any of your technical questions.

2WHEELERS DEAL OF THE WEEK–Spoiled Rotten little girls shirt , made in USA. $ 14.95 Sizes 2/4 =6/8. Don’t miss it.

BIKERNET ITALIAN CULTURAL SEMINAR–Maria had just gotten married, and being a traditional Italian she was still a virgin. On her wedding night, staying at her mother’s house, she was very nervous.

Her mother reassured her. “Don’t worry, Maria, Tony’s a good man. Go upstairs and he’ll take care of you. Meanwhile, I’ll be making pasta.”

So, up Maria went. When she got upstairs, Tony took off his shirt and exposed his hairy chest.

Maria ran downstairs to her mother and says, “Mama, Mama, Tony’s got a big hairy chest.”

“Don’t worry, Maria,” said her mother, “All good men have hairy chests. Go upstairs. He’ll take good care of you.”

So, up she went again. When she got up in the bedroom, Tony took off his pants exposing his hairy legs.

Again, Maria ran downstairs to her mother. “Mama, Mama, Tony took off his pants and he’s got hairy legs!”

“Don’t worry! All good men have hairy legs. Tony’s a good man. Go upstairs and he’ll take good care of you.”

So, up she went again. When she got there, Tony took off his socks and on his left foot he was missing three toes.

When Maria saw this, she ran downstairs. “Mama, Mama, Tony’s got a foot and a half!”

“Here,” Mama said, “Stay here and stir the pasta.”

–from Art F.

SHOTGUN AIR RIDE SYSTEMSOFTAIL INSTALL SPECIAL!You’ve wanted an air ride on your Softail bike for a long time, but you’ve been putting it off. Well, your wait is over! Come into LifeStyle Cycles today and get the ride of a lifetime! The Shotgun Air Ride system is in stock and ready to be installed on your motorcycle.

Through the month of June, you can get this system installed on your 1989 through 1999 Harley Davidson Softail motorcycle for only $1,799.95 (not including tax).

Don’t delay, this offer is only good through the month of June, 2007.

CALL LIFESTYLE CYCLES SERVICE DEPT.
(714) 490-0155

JAMMER UNIVERSAL EXHAUST BUILDER’S KIT–A selection of pre-fabbed 1-3/4″ tubing, header flanges and exhaust tips that puts the art of custom exhaust building in your hands! Each kit includes: two 16-inch-long (350mm) straight sections, two 3.5-inch radius (90mm) U-bends with Panhead flanges (flanges not shown in picture), two 5-inch radius (134mm) U-bends with STD 3-hole flanges (flanges not shown in picture), two Evolution cylinder flanges, two Shovelhead cylinder flanges, two Ironhead cylinder flanges and two pinched tips.

Everything needed to build a set of pipes for one bike, with enough scraps left over to start on another! Simply cut/weld as required, using the flanges that fit your engine. Finish them off with the exhaust wrap also featured in the Exhaust section for a bad-ass look!

Kit does not include mounting brackets, clamps, snap rings and exhaust flange collars for Evo’s, which are offered separately. Raw steel. From our buddies Magoo & Chris at Biltwell, Inc.

Jammer #632735 Universal Exhaust Builders Kit _ $169.95 Retail

SCREAMIN’ EAGLE RACERS SET TO HELP LAUNCH SUMMER MEALS PROGRAM FOR MILWAUKEE AREA KIDS–MILWAUKEE (June 4, 2007) – As soon as the NHRA event at Route 66 Raceway in Joliet, Ill., is finished, the Screamin’ Eagle racing team will be quick to pack up and make the quick drive to Milwaukee.

Their AMA Flat Track teammates will be waiting and they all have work to do when Monday rolls around.

There will be plenty of lunch to be served on Monday (June 11) and the Screamin’ Eagle racers will be the ones serving it.

Harley-Davidson Motor Company and its factory-supported riders are going to be at Milwaukee’s Bethune Academy (1535 N 35th St, Milwaukee) to help kick off the Fueling Young Minds Summer Meal program. Fueling Young Minds provides free meals for Milwaukee area children throughout the summer.

Spurred by a $125,000 grant from the Harley-Davidson Foundation, the award-winning Fueling Young Minds summer meals program will feed meals to low-income children at more than 200 Milwaukee locations this summer, as well as provide dinner at 25 area schools. Harley-Davidson partners with the Hunger Task Force of Milwaukee, Milwaukee Public Schools and other non-profits in the public-private collaborative.

“Providing access to nutritious summer meals remains a high priority, and Harley-Davidson is committed to helping ensure that Milwaukee’s children receive healthy meals in safe, supervised locations,” said Harley-Davidson Foundation Manager Mary Anne Martiny. “We all have a responsibility to these children and to the community. The Harley-Davidson Foundation takes this responsibility very seriously.”

Andrew Hines, three-time NHRA POWERade Pro Stock Motorcycle champion, is anxious to help launch another great year of Fueling Young Minds. He and teammate Eddie Krawiec will race at Route 66 Raceway this weekend (June 7-10) before heading off to Milwaukee.

Defending AMA GNC Twins champion, Screamin’ Eagle factory rider Kenny Coolbeth, will be joined by his Wrecking Crew teammates Jared Mees, Bryan Smith and Joe Kopp.

“I think it’s great that I can do anything to help the next generation of children,” Hines said. “It’s so important that we give back to the community and it’s even more important that kids have good, healthy food to eat. I’m proud that my sponsor in racing is so involved with helping kids.”

Fueling Young Minds started in 2004 but Harley-Davidson Racing Manager Anne Paluso said that while this is the first time the race teams have been involved, it won’t be the last time the riders get involved with such a valuable cause.

More than 2 million meals have been served to Milwaukee children since the program’s inception in 2004. Parents, caregivers and neighbors can find out more about the nearest free meal site by calling the Milwaukee area IMPACT community service line by dialing 211.

The Screamin’ Eagle NHRA and AMA race teams will be at Bethune Academy on June 11 starting at 11 a.m.

NEW SPORTSTER COMING TO THE REPORTS PAGE–Can I submit directly to The Sportster Reports page?If “yes,” I can follow up with copy and additional pics about my build.Check out the 40 mm shell casings that I used for “megaphones.” Lots of other hand-fab, one-off stuff on this bike.

–John
Monterey, CA

You need to send it to me for editing and coding before it’s launched into the vast Bikernet Sportster Archives. I’ve got a question. I see the shell casings for the mufflers, but what about the pink chain? That’s against the code of the west.–Bandit

That chain is red, red, red! I guess I better shoot some better images.

–John

METRIC THUNDER FINDS NEW LOCATION–After 4 years in our current location, Metric Thunder is relocating its showroom, warehouse and office facilities as of June 18, 2007. The new space is a bit larger and will offer street traffic exposure along with signage. We will become more local customer friendly with a larger showroom, more parking spaces and easier to find.

Our new warehouse is also designed to accommodate significant growth and process streamlining improvements. Please note the following change of address, effective June 18, 2007:

Metric Thunder
307 Taft Ave #A
Orange CA, 92865

Our phone/fax numbers, email addresses and online store URL will remain unchanged.

–Bob Osias
Metric Thunder
Motorcycle Parts & Accessories
1411 N. Batavia #107
Orange, CA 92867
(714) 744-8900
www.metricthunder.com

BIKERS AND BOATERS COME TOGETHER–Bikers and boaters share a common attraction to horsepower and the feeling of the wind in their faces, as they enjoy the freedom of the road and water.

On June 9, bikers and boaters at Lake Winnipesaukee will share another bond-the interest in raising money for the Laconia Fire Dept. Life Saving Fund, in the memory of two fondly remembered locals, Peter Makris and Mark Miller. Makris was well-known as the amicable and loved Patriarch of the NASWA Resort, while Miller was known as a dedicated fire fighter, father and husband. While mourning their loss, we hope this fund raising event will keep their spirits alive and help others in the community.

Spread the word about this exciting Bike and Boat, Ride and Run Around the Lake on Saturday, June 9, starting and ending at the NASWA Resort.

Best always, Marilyn DeMartini for Extreme Boats Magazine and The Peter Makris Memorial Fund

–Marilyn DeMartini, Inc.
954-564-7234, 954-564-7928 fax

954–649-4904 cell
dmartiniup@comcast.net
www.marilyndemartini.com

Continued On Page 5

1. How did you get started in the Bike building industry?

First let me say I’ve been a biker since my early teens with my first Honda moto-cross bike then migrated onto the street with a series of crotch rockets and cruisers. Only when I grew up and got into my 30s did I come to appreciate the v-twin market and the styling. Overall I’ve probably designed and built (with the help of countless friends) 15-20 bikes for myself. I jumped into the industry by merging two companies together…which is now Guilty Customs. My background is more business and design, while Jason Gray’s is paint and design and Mike Drum is mechanical portion…so it’s a good match for us all. Prior to Guilty, I have held executive corporate positions with Fortune 50 companies, small non-profits and consulting companies in the US.

2. Does Guilty Custom have a unique style of fabrication? If so, how would you characterized or define it?

At first glance you will see that we lean towards a very classic, retro style. But we don’t feel the need to strictly hold ourselves to the purist ideas of the“Old school” either. For instance, you will often see us incorporate modern styling cues like a wider rear tire on billet wheels or very clean internal wiring that looks more streamlined and less clunky and raw than what many people envision as “retro” style.

If I had to define it, I would put it this way: Whereas a few builders are known for being influenced by, and even incorporating classic Hot-rod automobile parts in their bikes, Say, Hank Young or Cole Foster. We are big fan’s of the resto-mods. Resto-Mods are old cars that have been restored but in a way that stays true to the original, or period-correct shape. So you would instantly recognize the car to be based on a classic ‘69 Mustang, or ‘57 Chevy for instance, but it would have a thoroughly re-worked motor, modern interior with all the creature comforts, riding on updated suspension, big wheels, wide tires, and insane paint. In other words, not just an old car, but one with modern twists like the rides built by guys like Foose or Coddington.

So we like our bikes to look very classic, not like some of these fully molded spaceship looking designs, we’re seeing a lot of lately. And we design them to work reliably and be comfortable to ride.

3. The Guilty Crew.

We’re a small and effective crew here at Guilty…..besides myself we have….

Jason Gray

Partner, designer/painter.

Over the last 10 years Jason has developed a strong reputation all over Florida and beyond with his own custom paint and body shop, but for the last few years he specialized exclusively in Motorcycles. Being a rider himself, and after tearing down and rebuilding countless bikes, it was a foregone conclusion that he would eventually start building ground-up customs for his clients. In early 2006 we (Cj and Jason) partnered to create Guilty Customs. Jason’s involvement in the design process from start to finish means that the whole bike, from choosing which components, to sheet metal fabrication to paint remains cohesive.

Mike Drum

Lead Tech, Shop Foreman.

Mike became the backbone of the shop. He is an MMI Trained Technician with a love for the old Harleys. (You know he must be good… He rides a '74 Ironhead and it always runs like new!) He handles the building and mechanical duties, and also shares in fabrication and bodywork when needed. He's worked with Jason long enough to become a decent painter. It's great to have an all-around talent like him at the shop, who can be counted on to take care of just about anything.

Derrick Addis

Inmate/Worker Bee

Derrick is the kind of young, willing worker every shop needs. A sports-bike enthusiast, at only 19 years old, he's already way ahead of the curve mechanically. He helps out in the paint shop, and even puts his computer skills to good use in the office. But don't think he's just a gopher… He's currently attending MMI, and hopes to, one day, put all this experience to work building custom sportbikes.

Jason O'Rand

Inmate/Worker Bee

This is another young guy working with us while attending MMI. He's almost finished, and is making plans to attend welding school. We like guys like Jason who know how to do just about everything. It's easier to work alongside people who understand your job also. Jason has somehow owned about 20 motorcycles and a few classic cars too which, I believe is the criteria for actual 'Gearhead' status.

4. When it comes to designing and fabricating bikes, what are the main priorities and objective of Guilty Customs?

Our design philosophy is simply: To make clean looking, retro styled motorcycles that fit the rider and can be ridden long distances. This means everything has to be in comfortable reach of the rider, so the profiles are hot rod inspired, but not too radical or extreme.

5. What kind of fabrication, design and build skills did you guys have prior to this venture?Jason- worked at and eventually owned his own body shop. Years of working with metal, fiberglass, urethane, plastics, etc… this type of experience taught him to mold various materials to his needs. Cj’s experience has been mostly working with design and fabrication of raw metal (welding mostly). Thank goodness for high school metal class!

6. Where do you get the inspiration to fabricate the way you do?

Combined, both Cj and Jason have, over the years, looked at thousands of motorcycles which has helped us develop an acute sense of what we like and what we hate. We have strong opinions about what a classic motorcycle shape should look like. Of course, we have our influences: Johnny Chop (r.i.p.) Hank Young, Scott Long and others have inspired us… But we feel confident that the stuff we are thinking up is pretty fresh on it's own.

7. What are those things you always try to implement or express when fabricating a new bike?

Cleanliness is paramount. Stream lined wiring, controls, simple lines, and a lack of tacky ornamentation and fluff. And we stay away from trends, especially in our paint. We don't ever want to build a “fashionable” bike, that two years from now, you'll be hesitant to ride because the fad has come and gone.

8. What were your main goals with fabrication of Lucille?

We pretty much stuck to our overall philosophy here. This is an unmistakably classic profile, with the gooseneck frame, Springer front end, and the peanut tank mounted high on the backbone. Also, the external fender struts and the satin wheels, that recall the torque thrust Cragers of the sixties, really stand out. But we included some modern elements, like a wide rear tire, and the modern drivetrain with electric start.

9. What are the main characteristics of this fabrication?

Well there’s not a lot of sheet metal on the bike, and of course that’s by design. But the Sportster tank, mounted high on the backbone, the short rear fender with the clean external struts, and the classic Moon Eyes oil bag mounted down low to create a lot of empty space under the seat, are all points of interest.

13. To what extent did you have to design, modify or relocate components in order to get the final result? Can you give us examples?

The Moon Eyes Oil tank always presents a challenge, how to use the Mooneyes mounts which are so recognizable, but integrate it into the flow of the frame.

Mike came up with the ingenious setup welded right into the down tubes that still allows the oil tank to be removed easily for service. The fender struts are our own design, created in cad and cut on a waterjet to fit perfectly. We fabbed up a clean little electrical box under the tranny to hold circuit breakers, relays, etc. the coil and regulator mounts are also custom made to fit down in the nooks and crannies of the drivetrain, but still remain accessible for cleaning and service.

14. What is the fabrication process for Lucille?

We set the Santee gooseneck frame on the lift, took the die grinder to every bracket, mount and tab, and then rebuilt her to be clean and functional with no fluff. This allowed us to integrate the sheet metal into the bike so it doesn’t look like an afterthought.

15. Based on the knowledge your team has as designers and fabricators of Lucille; which are the things (components, parts and/or forms) you consider are truly unique about this bike and about the way you do things?

We know there is nothing new under the sun. There isn’t really anything revolutionary about this bike, but with all the overdone complicated “choppers” out there, it almost feels like a fresh idea to strip a bike down and keep it real. For instance the oil bag mounted on the lower down tubes has been done before… but we felt like we hit on a way of doing it that we’ve never seen. Also we found a relatively new product out there, the NAMZ braided copper oil and fuel lines. When we saw them, we knew we had to put them on this bike, but the copper leafing in the paint really compliments those and brings the whole scheme together. It’s details like those that make you look twice or three times at the bike.

16. How long did it take to design and fabricate Lucille?

A lot of these ideas had been bouncing around in our heads for the last year or more, but we don’t usually completely design a bike on paper. Often you have to get it up on the lift and kind of let it design itself. In other words, put up the main components and then just watch it evolve. That’s what happened here. This bike really came together over about a 3-week period, from start to finish, and as usual, we were making it up as we went along. (At least aesthetically)

17. It is clear that engineering simplicity, functionality and retro styling are present in Lucille, What else, do you believe distinguishes this fabrication?

We are firm believers in the old idea KISS “Keep it Simple Stupid!” That pretty much sums it up. Clean looks, great paint, and total ride-ability governed our thinking here.

18. Why the name “Lucille”?

One of Jason’s favorite old movies is the Paul Newman Classic from 1967, “Cool Hand Luke.”

There is this great scene in the movie where the chain gang is working on the side of the road and this hot little thing comes outside her house and starts washing her car in a seductive way to tease the inmates. You know, all soapy and wet… the whole thing! One of the guys wonders aloud what her name is, and Dragline, this cool old guy played by George Kennedy utters this classic line in a way that only a desperate inmate could.

“Anything that innocent and built like that just gotta’ be named Lucille.”

And that pretty much sums up this bike, innocent, well built, and seductive. Kind of a tease! So we went with the name Lucille.

19. As it is portrayed in Lucille, your fabricating skills are definitely clean, simple and functional. What can we expect from Guilty Customs in the near future? Are you going to continue with such style, or are we about to see something completely different from you guys?

You won’t find any dramatic changes from us anytime soon. As mentioned, we’ve found our niche, and we’re sticking with it.

Recently, we signed an exclusive relationship with Rick Krost’s U.S. Choppers, where we are offering the street version of his famous board track racing replicas. This bike offers authentic 1930's styling cues, but in a way that can be ridden every day comfortably. Rick developed the brilliant chassis, but we are taking it to the next level stylistically and we’re doing some pretty cool things with it to make it our own. You’re going to see a few of those coming out of the shop in the near future, along with the classic tall chopper, but with some Guilty ques.

Also look for variations on Lucille and the USChopper models that are more friendly for women and riders of smaller stature. This is a demographic we are really focusing on.

Jeremiah brought over a couple of de-burring tools and the damn things work wonders on recently drilled holes or Makita cut pipe segments.

Once the engine was in place I needed to make my custom set of D&D pipes in a couple of days, or die trying. The buzz was high for the Bub’s Bonneville Motorcycle Speed Trials. Dave Rash, the D&D boss, called me with the exhaust formula. He’s a speed and performance nut. D&D dyno tunes every exhaust system they make. “Don’t run 1 ¾ exhaust at all,” Dave started. “Start with 1 7/8-inch pipe for 14 inches and step up to 2-inch until each pipe is exactly 35 inches long.” Then I’m supposed to slip on and weld on a carefully designed and ground collector. Finally an empty, slip-on megaphone needed adapting

This system has been tested to give me maximum hp at 6,500 to 6,800 rpms. “We’ve discovered that the two-into-one systems generate 20 more horses than single exhausts,” said Dave.

Here’s more on performance exhaust systems from Paul Davis:

The Nascar exhaust are stepped, 3 steps for each runner. They are different animal though. For bikes 3 steps, 2 into 1 “Y” merge collector are a real good combination for the street.

You see alot of drag racers use 2 into 1 w/ a “Y' merge colllector. Top Fuel, Pro Stock, Pro Mod, etc. What you'll notice is usually they have 3 steps. 3 different dia. smallest dia. starting from the head. It's really nothing new.

Three steppin' moves the power band up and prevents reversion. Ceramic coating and or header wrap keeps the exh. gases moving good.

Individual pipes are good at WOT. Look at NHRS record setting Buell. They don't use a typical 2 into 1 Buell race pipe. Indivdual runners like what you were talking about using. Your thinking of Aero is right on.

–Paul

We always use Hooker header sleaves to keep everything lined up before tacking.

I was wrapped as tight as a .45 magnum shell the first day of pipe making. Bonneville was looming like a 10 pound ballpeen hammer over my thumbnail. We were scrambling, making calls, counting our pennies, praying for surf, and yet it was all going reasonably well in our over-heated shop—unless any obstacle jumped in the way or caused unforeseen delays and slowed progress. It was smoking that day as temperatures on the coast glided toward the 90s.

Enough sniveling, I had pipes to build, wiring to figure out and hydraulic lines to make. We were bugged by our first two-into-one attempt and I didn’t like how far they stuck out in the wind. I was burnin’ daylight and grappling with decisions. I like to make a solid plan, after thorough research and go for it. I questioned my plan, called Berry Wardlaw and Dave Rash for info, bobbed and weaved into action again with the best data at my back. We needed the pipes on and the bike plumbed and primed by Thursday when Berry Wardlaw, from Accurate Engineering flew in for tuning and dyno work. Man-oh-man, we were cookin' with hot grease and lots of garlic.

I needed to jump back into the shop. My nerves were shot, my head over-loaded with info and not enough time was pressuring me to the deck.

This is what we came up with, the first round. “I’m damn proud of you guys,” Dave rash said when I e-mailed him this image.”

Chris Kallas art available in the Black Market.

So much is happening. I wake up some mornings in a cold sweat, nervous, planning, reaching for contacts, phone numbers, answers and components. We built the exhaust system yesterday, Jeremiah and I. We worked for about six hours, stood back and proudly admired our completed, high-tech, D&D supported and designed, stepped megaphone system. Just then, in walked the queen of Bikernet, the gracious Sin Wu. The dog bowed to her then licked her leg as she passed and commented, “What about Valerie’s leg?”

The corrected exhaust.

I immediately knew what her highness was referring to. I had that aspect and obstacle to exhaust system planning engrained into my brain. Then, just an hour prior to system completion, I spaced. Dave Rash, the D&D Boss, suggested the lift and the line of the frame called to us, “Aerodynamics.” We lost sight of Valerie’s dainty foot being grilled. We adjusted and straightened out the system to a mere 3-degree lift.

Rick Krost, the boss of U.S. Choppers, drifted into the shop last night, picked up the pipes for precision TIG welding. We just tacked them with our shop MIG. Then this morning as I sat down to fire up the computer I noticed an exhaust sensor wire lead on my desk. “Fuck,” we need to install the sensor bungs into the pipes before they’re Jet hot coated. I need to remember to take them to U.S. Choppers on Monday.

At this point information and data gathering was on overload. In a matter of a half hour I can assembled three completely varied opinions and solutions and each one made perfect sense. Even the oil issue has considerations. Here’s a note from our oil guru and Amsoil sponsor:

I talked with Berry on Friday and he wants to use the 60W Racing oil. It's on it's way from the Las Vegas Amsoil warehouse. As I said the goal for me is to help you set another record and get you the products that you and Berry are most comfortable with.

You guys may want to try both oils (20w50 and straight synthetic 60w) while you are on the dyno to see which one gives you the best performance, since you should have more than enough oil for the event itself. Could be a couple of horsepower difference but the only sure way to know is to test both oils after you have the tuning dialed in. You'll also be able to listen to the engine to hear if there's any difference in the level of mechanical sounds the engine makes under power with each oil too.

–Nick
For All Your High Performance Lubrication Supplies.
http://www.synthetic-oil-tech.com/1124190/
Nick's Performance Accessories
Independent Amsoil Dealer ZO# 1124190
Phone: 502-548-3023
Fax: 509-691-4313
amsoildealer@mac.com

I’ve had these Gene Shacove grips for a decade. Since I’m dedicating the bike to Wil Phillips, and Gene was a close friend, it’s another fitting tribute to a brother gone.

On top of a Bikernet Extreme Deadline, trying to build this monster, tune it and fly out to the Salt Flats, we have weather reports coming at us from the vast salty Utah.

UB Motorcycle Speed Trials Salt Condition Updates
Sunday, 19 August 2007

August 18th 2007

Speedweek is now over and our track prep guy is on the salt. It rained last night and the place is flooded again. There are huge potholes and problems at the access road due to the traffic. We are hoping to repair enough of this so that we have a better passage for access. Our International long course is badly damaged for the first few miles. While is it is still a little early to tell, the forcast is looking positive and we will be checking the salt daily and placing our updates here. We will endeavor to place the updates by 12 noon each day so that you can check in and get the latest information. Our best hope at this point is to get an 8 mile International Course and the 3 mile RWB course, but realistically it is looking more like and 5 International and 3 RWB course.

The left leg arrived from Harley-Davidson in the nick of time and we centered the wheel using the Doherty Machine 1-inch spacer kit.

We’re at a juncture where data sorting is troublesome. I’m getting tons of information and trying to keep all my design aspects in check. I don’t want to bolt a damn thing on the bike that will catch wind, yet from time to time I’m caught in a bind between the air and horsepower. “You’re the Picasso,” Berry Wardlaw told me on the phone. “Stick to your guns.” That’s easier said than done when you’re headed into space on a untested, unproven rocket. But in a sense he’s right.

It was Sunday and it shoulda been Margarita time. We should fire up the barbecue, ride the coast and chase women around the shop. That’s not going to happen, unfortunately. We’re conflicted with a terrible case of Bonnevillittis. We are going to attempt to bleed the rear brakes, continue to mess with the wiring and make a list of nitrous system lines. The pipes need to be jet hot coated, a few more parts need Black Magic powder. Jim Waggoman is finishing the beanie helmet fairing and painting it. Jim Murillo is working on the tank finish and Berry Wardlaw is flying out for tuning on Thursday. No time to lose.

With the actual engine in place I discovered that the Pingel electric shifter wouldn’t work without moving it outboard. Another decision had to be made. Shift manually or stick with the Pingel unit, but move it into the wind. Berry voted for manual shifting and Larry Petri, of Chop N Grind Racing said, “You can loose tremendous rpm in 4th just in the time it takes to shift.” We stuck with it.

I need to have the bike ready to fired by Thursday afternoon. That’s just the overall list, there’s a myriad of tiny troubles attached to each chapter, but we’ll deal with each one, and attempt to accomplish an extra feat from time to time—if we have time.

Click to see morefrom Lucky Devil

One of my benefactors is Kent Weeks the master builder behind Lucky Devil Metal Works in Houston. The bike building workaholic is always close by a phone, when I need a question answered. Recently he mentioned how cool it would be if he was down the block. Here’s my response:“Like you said about being down the block. Man, I wish that was the case, but it's good to know I can call you, if I'm in a jam.

This has been the scramble of a lifetime. Last week I was beginning to feel a tad out of control. Shit wasn't moving fast enough and time was slipping past.

These GMA controls fit the bike perfectly.

Today, I set up the rear brake and bled the system, dug through old throttle cables and set up a set all adjusted and oiled. Then I cut and fit the spark plug wires. I want the bike to be running by Thursday when Berry arrives.

We made the pipes yesterday. Rick is TIG welding them and I'll take 'em to the Jet Hot joint, Engineering Applications in Vernon, California on Monday. I need to run a bunch of errands tomorrow. I need to wire on Tuesday and pick up the pipes on Wednesday and I'll be ready to rock. Hang on.”

He got right back to me, “Ah yes a fine dance of madness performed to a symphony of calamities,” Kent said. “If it's anything like trying to get something done on a deadline around here that is. Sounds like you are on track for the most part. I will send all the good thoughts and wishes I can afford your way, until you make it home!”

I’ve also grappled with the wheel bearing spacing with some unwarranted concern. These hot American Wheels cut by Renegade are equipped with sealed bearings and center spacers. I had all these crazed notions about spacing, torgues, end-plays, drag, etc. I called Kim Hotinger and he turned me onto Wendell Smith, of Renegade, for the bottom line (714) 936-5222. Unlike Timken bearings, which could be over tightened causing binding, wear and meltdown. Sealed bearings are lined up with spacers and everything is butted together for a simple fit. “You got it,” Wendell said and I was relieved to know all was well at 5-Ball racing.

Time is such a devastating factor for any race effort. I would love to research every miniscule aspect including the wheel bearings. A couple of readers have suggested ceramic bearings. Paul Davis found a connection:www.nhrsperformance.com. “They have them on their website,” Paul said, “Buells use 1-inch axles. Any bearing supply house should be able to get them also.”

Check this website out for Ceramic Brg's www.bocabearings.com

Also www.flyncycle.com , they sell these Garage Mats for bikes. Maybe good for under the bike at Bonneville.

The list will be long tomorrow, but spark plug wires are made, throttle oiled and cables adjusted. I soldered one set and brazed the other (one set was too short). Rear chain is adjusted and rear wheel tightened. Safety wire holes are drilled.

How about a report on her?

Remind me to ask someone about spark plug wire boots. My helper bailed on me today–no show.I'm down to lots of wiring, oil lines, and gas tank. Pingle said they would send a petcock and I found one today digging for throttle cable ferrules.

I knew there was something else. I spaced the caliper over the H-D rotor and bled the brakes with Nyla's assistance.

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

A final note from a reader:It is great thing that you are doing. Bigger than you know, and Valerie is the best choice for a Front person. She is a great woman. She can handle a motorcycle too, I have a lot of respect for her. Keep it up Brother I will be watching.

–Nitro Scott