We live in a crazy world. Consumer confidence is shaky, unemployment has hit double-digit percentage figures and the world economy is still bogged down in a near-depression. In this down-in-the-dumps economic landscape, motorcycle manufacturers big and small hunker down in their shuttered factories to lick their wounds. They scale back production numbers to match a drastically reduced demand and drop models from their lineup in an effort to streamline operations until things get better.

Knowing this, I didn’t expect to see more than a few derivative models or some re-badging from the OEMs for 2010. That was until I heard about Victory Motorcycles. The American manufacturer from Minnesota had not one, but two entirely new bikes hitting the streets in time for the second decade of the millennium. Enter the Victory Cross Roads and Cross Country, a pair of non-identical twins that could help cement the company’s presence in the hard-bagger segment.

We gave you an in-depth look at these two models a few weeks ago on Bikernet, but now it’s time to put tire to pavement and see what Victory’s newest touring rig can do. Victory wanted to make sure I have the full bagger experience and delivered the fully-faired Cross Country to our office.

If on the whole, I appreciate the comfort and amenities touring bikes have to offer, I also wish they contained better handling and performance in a stock form. Why spend your hard-earned green on an average motorcycle, only to sink untold amounts of cash in upgrades? Victory seems to agree with my statement; with the Cross Country (and with its cousin the Cross Roads), the manufacturer is visibly striving to offer a performance touring model designed with enhanced power, handling and style, way over comparable bikes on the market.

Overall the Cross Country is 104.4 inches long and 39.5 inches wide, weighing in at 800 pounds in working order. The bike’s massive size and weight are evident when wrangling it around the garage, so look out you as you maneuver in and out of parking spaces. Fortunately the combination of 29 degrees of fork rake, a neck placed aft of the fork tubes (more trail and stability), and wide handlebars with ample leverage make low-speed handling a breeze. Adding confidence to this experience, the Cross Country’s seat height of only 26.25 inches will undoubtedly please riders with shorter inseams. I practiced feathering the clutch while getting a feel for bike’s balance, and was able to deliver clean, no-foot-down U-turns in no time. It came in handy when making multiple passes in front of the photographer for our riding shots…

Tucked away under the tank and seat is the bike’s unique frame. First appearing on Victory’s CORE prototype last year, this setup is said to make the Cross Country the lightest bike in its class, with the highest load capacity. The hollow, two-piece cast aluminum structure can be described as a boxed spine. It may not be pretty but it was never meant to be. In fact it was designed to use the engine as a supporting member, providing added frame stiffness for improved control and handling. Eliminating customary bottom sections and down tubes also gives the Cross Roads and Cross Country increased cornering clearance. Obviously this isn’t pop’s bagger and we’re not in Milwaukee anymore, Toto.

From what I can see this new frame arrangement is working wonders. The bike exhibits quick—yes, quick—steering response. It will lean hard and deep with surprising ease, and without scraping metal at every corner. The suspension is air-adjustable in the back, using a supplied hand pump with pressure gauge. I adjusted the pressure in preparation for an athletic experience and headed to the mountains for an extended weekend ride. Although not adjustable, the inverted front fork is very effective in all regular riding conditions and under braking, giving a sense of confidence that made me want to manhandle this big mama. No more put-putting through the gorges at 15mph for me; I found myself wringing the throttle and throwing the Cross Country around like it was a sport bike. Woo-eee!

Speaking of throttle, you can let plenty of beans out of that can: 92 horsepower and 109 foot-pounds or torque to be precise. Yeah, baby! The 50-degree, 106-inch Freedom V-twin is the right tool for the job. With its four-valve setup featuring overhead cam, a self-adjusting cam chain and hydraulic lifters, it has a broad power range that’s well distributed by the 6-speed overdrive transmission. On a less favorable note though, the drivetrain still exhibits a rather clunky and noisy operation we’ve become familiar with other Victory products. I wonder if the gear primary might be the culprit here, needing some sort of compensator to smooth things out. I am looking at you, Victory engineers!

Touring bikes are made to let you cover long distances; the Cross Country certainly has that potential but its short windshield was obviously a design-only choice. As a result strong buffeting takes place above 55mph, and it can get tiring quickly. If that bothers you as much as if bothered me, Victory offers a windshield that’s 5 inches taller and should remedy that problem.

Behind the bars I felt a little less Country and a whole lot more Rock ‘N Roll as I peeled pavement all day long. The sound system enhanced the experience too. Backed up by the four horsemen of Metallica, I rode in style thanks to the integrated radio with provision for auxiliary input. It’s part of the blue back-lit, sports car-inspired dashboard. It gets louder as your speed increases to compensate for road and engine noise—and that’s nifty—but the stock speakers have a plasticky tone and lack bass rendition. I also found that the switches that let you operate the radio and cruise control from the hand controls, look like a cheap, bolt-on accessory. Something more integrated into the hand controls would be cool.

Available in Solid Black or Solid Midnight Cherry, the Cross Country can be your for $17,999. It’s also available with optional Black/Graphite Extreme Skulls graphics. Equipped with the latter visual package our test bike was a sight to behold and turned out to be a real show stopper. A small crowd of dog walkers, joggers (and even the mail man) gathered to take a closer look at the sculptural Cross Country, as it was unloaded from Victory’s trailer. And later, a similar scene would play out whenever I stopped at gas stations and rest stops along the Pacific Coast. Everyone from fellow bikers and motorists, to mere pedestrians, wanted a closer look. The skull paint job appealed to many, but it’s these “diamond-cut” lines used over many of the body parts that really tickled people. The stretched shapes of the gas tank, rear fender and hard bags help give this massive bike a more slender look and counterbalance the visual mass of the head fairing. Kudos go to Victory’s design department for giving the classic touring bagger platform a very contemporary style.

After a few days and many miles on the Cross Country I can say it’s a bike I could see myself owning because it’s so versatile; they could have called it the Swiss Army Bagger. It’s powerful, it can comfortably haul you, a passenger and loads of gear for hundreds of miles between refuels and it looks like no other touring bike on the road today. However, what brings it home for me is how nimble the bike is when riding solo. You can really have fun with it, throw it into curves and smile as it responds to your mere thoughts…

Visit the Victory Motorcycles website by clicking on the banner and schedule a test ride.

—Canyon Carver

Driveline

Engine Type4-stroke 50o V-Twin
Cooling Air / oil
Engine size106 ci / 1731 cc
Bore/Stroke101 x 108 mm
Compression Ratio9.4 : 1
Valve TrainSingle overhead camshafts with 4 valves per cylinder,self-adjusting cam chains,hydraulic lifters
Fuel SystemElectronic Fuel Injectionwith dual 45mm throttle body
Fuel Capacity5.8 gal / 22 ltrReserve 1.0 gal / 3.8 ltr
ExhaustSplit dual exhaustwith crossover
Oil Capacity5.0 qts / 4.75 ltr
Charging System50 amps max output
Battery12 volts / 18 amp hours
Primary DriveGear drive with torque compensator
ClutchWet, multi-plate
Transmission6-speed constant mesh
Final DriveCarbon Fiber Reinforced Belt

Chassis Dimensions

Length104.4 in / 2652 mm
Wheelbase65.7 in / 1670 mm
Seat height26.25 in / 667 mm
Ground Clearance5.8 in / 148 mm
Rake/Trail29.0o / 5.6 in / 142 mm
Dry Weight765 lbs (347 kg)
Wet Weight800 lbs (364 kg)
Overall Width39.2 in (995 mm)
Overall Height53.2 in (1352 mm)

Suspension

Front Fork:43mm Inverted cartridge fork
Travel5.1 in / 130 mm
Rear SuspensionSingle, mono-tube
SwingarmCast Aluminumwith constant rate linkage
Travel4.7 in / 120 mm
AdjustmentsAir Adjustable

Wheels

Front BrakesDual 300mm floating rotorwith 4-piston calipers
Rear Brake300mm floating rotorwith 2-piston caliper
Front Wheel18 x 3.0 in
Rear Wheel16 x 5.0 in
Front Tire130/70R18 Dunlop Elite 3
Rear Tire180/60R16 Dunlop Elite 3

Donny Petersen’s name is probably familiar to a lot of bikers, especially readers of American Iron Magazine, in which he’s been writing the Techline column since 1992. This Canadian biker is also an entrepreneur in his own right, having founded and operated Heavy Duty Cycles in Toronto in 1974. Touted as “the world’s most read Harley technical journalist,” he’s arguably among the most knowledgeable wrenches in the business when it comes to all things Harley. A Twinkie rider myself, when I learned his treatise on the Twin Cam had been published, I jumped online and ordered a copy.

I wasn’t disappointed. Volume 1: The Twin Cam is no literary masterpiece to be sure. In fact, it could have benefited immensely at the hands of a ruthless editor with a lot of red ink, as well as some careful proofreading before the final manuscript went to press. The photography, all black and white, ranges from poor to acceptable, and the book would be a lot more user-friendly if it had a comprehensive index, but it is extensively footnoted. Still, it’s a damn good compilation of the Twin Cam’s innovations and boondoggles, from the first 88-cubic inch power plant of 1998 to 2007-2008’s 96-cubic inch, fuel injected stroker.

Donny’s story begins in March 1998 when he, Buzz Kanter, and Chris Maida were sworn to secrecy and invited to Milwaukee, WI by Harley-Davidson to, in Donny’s words, “learn every facet possible about this new motorcycle . . . and teach the riding public through our writing.” Under the tutelage of seven Harley engineers, the trio spent four 15-hour days learning about the new engine. The kicker was that they couldn’t discuss or write about it until June 25, 1998.

Donny and company also can take credit for one of the Twin Cam’s nicknames: the Fathead. In fact, it was referred to as such in many issues of AIM, but like the Evo’s Blockhead moniker, it never really stuck. The riding public seems to prefer calling the Evo the Evo, and they affectionately refer to Harley’s Twin Cam as a Twinkie. The Factory probably doesn’t approve of either Twin Cam handle, but that’s the breaks.

But enough about names; let’s talk about the book, which opens with the usual disclaimers, acknowledgements, a preface from Chris Maida, and an intro from Donny, in which he describes the Twin Cam as Harley’s “most radical departure from the past since the introduction of the Knucklehead in 1936.” A glance at the table of contents in this first volume of what is planned to be a 12-volume set shows it to be well-organized into nine chapters. Although effusive in his praise of the Twin Cam, Donny pulls no punches when discussing the engineering screw-ups, as indicated in some of the chapter titles listed below:

1.March 1998: Introduction of the Twin Cam
2.1999-2000 Teething Problems
3.Timing Chest Breakdowns and Solutions
4.Harley Oil Leaks: Marking its Spot
5.Twin Cam Heads: Deficient Air Flow
6.Retrofitting the Twin Cam Engine into Old Style Frames
7.The Controversial Harley 6-Speed Transmission
8.The 2007 TC96 Engine
9.Twin Cam Summary

My biggest gripe about this book isn’t about the technical content, which, in my opinion, is superlative. However, the book reads like a haphazard recompilation of Donny’s Techline columns, many of which were not serial in nature. As a result, the text is often choppy, very redundant, and lacking in continuity. This is where Donny would have benefited from the heavy-handed editor I mentioned earlier in this review. Compiling a bunch of magazine articles into a cohesive manuscript is a tough row to hoe, and it’s even tougher when those articles weren’t originally written as a sequential series. Ruthless editing, lots of rewriting, and proofreading (the book is rife with typographical and grammatical errors) can be an author’s lifeline.

As a whole, though, Donny’s writing style is direct, concise, and to the point, making it easy for even a layman like me to understand. He’s one of those writers who realizes that you don’t need to use a 50-cent word when a 10-cent word will do. He has one aggravating habit, though: Practically every sentence he writes is a separate paragraph. As an experienced technical writer myself, I’m a big advocate of short, succinct paragraphs, but Donny has overdone it.

The quality of the black and white photographs is so-so. However, Donny explains that the lighting conditions they had available during their 1998 visit to the factory were far from ideal. I also suspect that many of the more recent photos in his book are black and white copies of color prints, and those tend not to reproduce well.

Of course, it’s easy for me to criticize Donny’s book, but I’m equally critical of my own writing (and Bandit’s; just ask him!). Just as Donny says in his closing summary that it’s easy for us to criticize Harley-Davidson for its many foibles.

“The Twin Cam,” Donny writes, “is the best ever Harley-Davidson Big Twin . . . in terms of reliability, speed, and longevity. This platform for the future is just that, a stage to build on.”

Pretty impressive words from a man who has wrenched, built, and ridden virtually every Big Twin there is. Like the Twinkie, Donny’s Volume 1: The Twin Cam is far from perfect, but it’s quite possibly the best 438-page technical discussion of the Twin Cam written to date. You can order your copy online from www.iuniverse.com for $27.95.

Huge thunderclouds broiled over the North Hollywood, CA headquarters for Exile Cycles, but they were no match for the (gasp, hack, cough) fogbank of vulcanized smoke billowing up into the heavens. An impromptu I-got-more-horsepower/testosterone burn-out competition was in full swing, make that full throttle as the guys from Exile and Scott Long of Central Coast Cycleswere melting their Metzelers and Avons to the cheering crowd who showed up from near and far to congratulate Russell on a decade of masterful, show winning, customer pleasing custom bikes that bear his unique signature of “no frills, more thrills,” a minimalist industro-muscle approach to maximum performance biking pleasure.

We’re talking serious, work class, lung scorching smoky burn-outs. See photos. Yeah, it was way, way cool.)

Several hundreds gathered for the Saturday soiree complete with hard rocking bands and high kicking dancers up on the outdoor industrial stage, while indoors there was a massive display of the leading edge custom bikes brought to the event by Russell’s friends, the likes of which included Arlen and Cory Ness, Billy Lane, Cyril Huze, and Matt Hotch.

We wondered how many knew that the affable Englishman with the radical Mohawk haircut and tons of tats had a radically different “former” life back across the Pond. He was born on a small farming village in western England, was a skateboarding freak, then graduated college as a veterinary surgeon. (No wonder he can perform such miraculous custom bike surgery.)

But he was also partying big time and into the Glam-punk scene of the time and also building custom Lambretta scooters, a major trend in merry ol’ England at the time. His first “custom” in fact was a Lambretta chopper complete with coffin tank, twisted forks and foot-shift. That was in 1983 and his first official “Exile” so-named as he says, because it was “a short, tough, symmetrical word – and it had an 'X' in it!” Its styling broke all the molds and all the rules, a philosophy that would transfer to his custom Harleys including a kick-only Sporty that he transformed into a tough black hardtail in his veterinary surgery waiting room

One day he got “discovered” and began appearing on the morning telly as the TV Vet, and then entered the world of modeling which eventually led to a gig in Los Angeles, now some 15 years ago. In 1991 Russell came to the US and promptly bought a 1987 Softail. In 1994, taking the payment from a Marlboro commercial, he created two identical customs, designing his own parts, learning the skills of welding and machining to get it done. Oddly enough, a chance meeting with our fearless leader Keith “Bandit” Ball who at the time headed up Easyriders got him a feature story published in the mag. As a result of the response from the public, Russell starting building bikes in his garage under the Exile Cycles name.

At the 10th Anniversary celebration, it was obvious that Russell had realized the American dream. One look at his 20,000 sq.ft. facility, the herd of bikes under construction and his dedicated orange-clad staff , tells you that toil and dedication over the past ten years were well spent.

Today Exile Cycles offers a custom parts both line directly or through some 1,000 dealers. They also design and build some twenty complete custom bikes each year, many featured in mags around the world plus Russell and his “band of merry men” have appeared on several Discovery Channel “Biker Build Off” shows as well as the “World Bike Build Off” and Russell now hosts his own show, “Build or Bust,” on the Speed Channel.

The public was invited and the gates were open to each and all which also included several of Russell’s friends that flew across the country to share in the shindig, including a contingent of Sunshine State Master Builders, specifically Eddie Trotta, Billy Lane and Cyril Huze as well as West Coast industry luminaries Arlen and Cory Ness and Matt Hotch.

They were greeted by entertainment that included a series of first class bands including Johnny Day and the old school punk rock Numchucks revving up the sounds while hot barbecue and cold Pabst was served in abundance. “We’re good friends of Russell’s and full supporters of Exile Cycles and all they do,” said Johnny. “As far as making ten years, I think he’ll do 50.” That could be said about all those in attendance, Russell having accrued a large personal and professional following.

Inside the Exile “warehouse” a scintillating smorgasbord of bikes were featured in a special display including bikes by several west coast buildersincluding a pair of stellar bikes rode in by Arlen and Cory. Meanwhile Jesse Rooke rolled in on his radical 950cc KTM powered rocket sled, the bike weighing less than 300 lbs. Also on display were a small herd of Exile’s own bikes, each bearing the lean, clean and mean look and performance that has become Russell’s hallmark as he’s cut his own swath through the custom bike building world.

Russell also received special attention when the lovely ladies of Purrfect Angelz got him up on stage and danced up a storm around, over and under him that rivaled the thunderclouds roiling overhead. The Angelz (our kind of heaven sent versions) kicked high and slithered low much to the enjoyment of all, including Russell, and brought down the house with a smokin’ rendition of “I Love Rock and Roll!”

As the industry movers and shakers were in attendance, discussions included the effects on custom bike building created by the recent EPA impositions.Speaking to the wild mix of bikes, and nationalities represented at the festivities, Cyril Huze, himself French, commented, “I came here first because Russell and I are such good friends. It’s also great to see these new bikes before they even appear in the magazines. I also think we all enrich ourselves and the industry with our differences of culture and bike building philosophies. As far as the EPA concerns, I have been told they are reconsidering their position, and I think we are going to find the freedom we need to continue creating these works of art.”

A good cause clause was added to the event as the partygoers contributedto fight Juvenile Leukemia including forking over serious Benjamin’s forspecially autographed Exile shirts bearing the signatures of the manycustom bike “stars” in attendance. The first shirt, auctioned off by Russell himself (in great emcee form by the way) went for $200 thanks to the generosity of Gary Rowley, who happened to be from England himself. “I’ve loved Russell’s bike since day one! As far as ten years and his success, it’s the American dream come true and congratulations!”

Redneck Engineering’s honcho Vince Doll, in from South Carolina for the party, summed it all up, when asked what he thought of Russell’s tenth anniversary, “The Limey is doing okay. He’s done cool stuff, it’s different, it’s his own style.”

More info at www.exilecycles.com or phone 818-255- 3330.

THE MISSION

With the Assault Weapon project in full swing following on last year’s world land speed record setting success with Salt Shaker, there was no way Bandit would be riding up to Sturgis this year. Instead, two experienced Bikernet operatives from down under, Glenn Priddle and Doc Robinson were selected to carry out the mission.

After flying in to LA they were briefed on the mission details, equipped with the appropriate Bikernet equipment – most of which is in the prototype stage – as well as being top secret on a strictly ‘need to know’ basis.

The first operational hiccup came when it was discovered that the two scoots that Harley-Davidson were to supply were not available. They had been booked from the LA Press Fleet but somewhere between Melbourne Australia, Milwaukee Wisconsin and Los Angeles California, the message had been distorted. A genuine mistake or sabotage from dark forces? Investigations continue . . .Doc is the Associate and Technical editor of Heavy Duty magazine, Australia’s top biker rag (www.heavyduty.com.au) and through the rag had brought over a bunch of hard ridin’ and hard partying Aussies, all too ready to wreak their down under brand of havoc on the US biker scene. Bikes had been shipped over and the group was going to be led by Big Tony, a veteran of these trips.

RIDE THE MOUNTAIN

So as not to hold the group up, Bandit kindly let Glenn and Doc borrow two scoots from the Bikernet stable and along with the dozen or so guys and the one babe who made up the tour group, they rolled out of LA on a fine Saturday morning heading up to Big Bear Lake to visit Big Bear Choppers. Deep inside his mountain lair, surrounded by beautiful scenery, expatriate Aussie Kevin Alsop is kicking ass, producing a highly desirable and ultra-cool range of customs.

Kevin – a big bear of a bloke himself – was kind enough to give the group a tour of his facility, a facility crammed with state-of-the-art machinery including a slew of CNC machines and enough other hi tech gear that it looked as much like NASAs’ control room as a bike factory.

Now quality control is a big part of the Big Bear procedures – a critical necessity in the days when these bikes were sold in kit form – and it is carried on in the process of building complete bikes. Kevin’s demonstration and the explanation of how this is carried out is very interesting, even to the non-technically minded guys.

BACK TO LA

Following the BBC tour the group rode out toward Vegas with Big Tony leading while Glenn and Doc took off to ride back to the Bikernet Cantina. But unfortunately, a little matter of some extensive road works saw the boys take a wrong turn, a fact which they only realised when they saw signs confirming that they were well on the way to San Diego! Long story short: a two hour ride became a six hour ride at an average speed for the distance coming in at 12.5mph – at this rate they’d reach Sturgis sometime in late 2008.

WHAT HAPPENS IN VEGAS

There are worse places to hang around for a day or so than at the Cantina and between the resident eye candy, the Coronas and the Tequila slammers, time went quickly and Monday morning found the boys picking up a couple of 2007 Harley-Davidsons courtesy of the Motor Company. Glenn was astride a blue Road Glide and Doc an Ultra, two comfortable bikes eminently suited for cruising long distances. When heading from LA to Sturgis, Las Vegas is too close not to be visited by the boys from down under. Someone once described Vegas as ‘Disneyland for adults’ and they weren’t far wrong. Having endured the desert heat for some hours the cold beer at the Harley-Davidson went down particularly well as did a giant burger and fries. As for the rest of the evening, well, as they say – ‘what happens in Vegas stays in Vegas’.

UTAH – GREAT ROADS, PISS POOR BEER

After heading North from Vegas and crossing into Utah, the boys took the sensational road from Cedar City through the Cedar Breaks National Monument and then through Escalante and up to Torrey – what a road! What a ride!

It was on this ride that Glenn’s sharp eyes and his superb deer spotting abilities earned him the nickname of Chief Spotted Deer from a grateful Doc. At Torrey they caught up with the miscreants from Heavy Duty tour group where – thanks to ol’ Joe Smith’s boys – only low alcohol beers were available, which makes for lots of trips to the bathroom and very little mellowing effect. (Note to bikers: buy real beer in an adjoining state before crossing into Utah).

MOTEL FROM HELL

From Torrey, the Bikernet duo split from the main group and headed up to Logan where a night from hell began at a very unhelpful and unfriendly expensive motel. Between a WIFI system that was not operational – despite the motel staff’s assurance that it was – and hence a back track of some thirty miles to book in there, the sour-faced staff were a portent of things to come. Firstly, Doc was booked into a room already occupied by someone else, which the staff first denied and then stuck him with a more expensive room rate and secondly, just as the boys were sitting down to a low-alcohol Corona (again thanks to ol’Joe Smith) a fire up the canyon caused a power failure. No problem, the boys thought, we’ll just sit here over a salad and down a few more beers. Wrong!

After getting a salad of sorts – which Glenn reckons gave him food poisoning – and caused him to spend the night crossing from his bed to the barf room in pitch darkness – the staff huffily announced that the, “Chef had locked up the limes and gone home” and there were no more limes (or lemons) to be had.

“No problem folks, we’ll just switch to Bud or MGD” Glenn said, only to be informed somewhat gleefully that the boys couldn’t get any more beer of any kind. So there they were, up a canyon with; no television, no air-conditioning, no food, no drink and no light to read by – a long dark night lay ahead – followed by a morning drawing out grudging apologies from the motel staff and a dispute over the bill.

ESCAPING LOGAN

The ride up through Logan Canyon is superb, as is the view over Bear Lake and the ride down the mountain into Idaho.

Though a bit of a dampener hit the ride when the boys hit heavy rain. Soaking rain. Incessant rain. And on top of the rain was the fact that giant-brained Doc – despite being on his ninth ride up to Sturgis – had not brought any substantial rain gear. (Will he ever learn?) With Doc soaked to the bone, the boys rolled into Jackson Hole where Doc guaranteed no further rain on the entire trip by purchasing a $146 Harley-Davidson rain suit. Want a recipe for a good night’s fun? Set sixteen or so Aussies up in Jackson’s World Famous Million Dollar Cowboy bar, mix in a handful of Hamsters and let the beer and food flow until the early hours.

GRAND TETONS to CODY

Ah yes, imagine how sex starved those early French explorers must have been to imagine those spectacular mountains as ‘big tits’, the literal translation of Grand Tetons. The boys were a bit that way themselves but nevertheless, the Grand Tetons just looked like mountains to them – when the clouds were not obscuring them at least.

Yellowstone is – well Yellowstone; packed with Winnebagos, gawking cage drivers, families producing their own version of American Vacation (and looking freakishly like the Griswalds) and a zillion tourists from all over.

The ride down the hill from the Eastern entrance is always superb despite being always interrupted by road works where Doc incurred the wrath of a road worker by riding up to the front of the long queue of vehicles and attempting to convince her that, “Back home that’s how we do it” – but with no luck at all.

Nevertheless, the boys got a quick start and that long downhill section into Cody was all theirs. Sensational sweepers to be enjoyed at 80-90 mph, a superb road surface, fine weather – what a buzz!

HOWDY COWBOY

The atmosphere in Cody just before the Sturgis Rally is one of high spirits, anticipation, and the sound of American V-Twins from all over the US, Canada and countries beyond. What Buffalo Bill Cody would have made of this invasion of iron horses is anyone’s guess but he probably would’ve approved. Our intrepid Bikernet pair not only caught up with the Heavy Duty tour folk, but with other Aussies such as the blokes and blokesses from Dandenong HOG and other chapters. Like Jackson, the beer flowed, the music played and a good time was had by all including those who attended a ‘real rodeo’ right here in the heart of cowboy country.

ONWARD TO STURGIS

Cody to Sturgis is always a hoot, with thousands of bikes on the road, all heading to the same place for the same reasons, bikes, babes, bands and beer. With the world-wide connections and powerful influence of Bikernet our team was soon ensconced in a comfortable room with the Heavy Duty tour group setting up camp out front at this secret location down a dead-end road under the watchful eye of Glenn as he reported to Bikernet HQ on his cell phone.

With oak trees for shade, a nice lawn to pitch a tent upon and a view of the escarpment from where deer wander down each evening, this place is hard to beat.

Add in a short walk down to Main Street and you have biker heaven. We’ll stop right here as spilling any more details of this secret location is punishable by being forced to ride a 50cc Honda across Death Valley at noon in mid-summer, naked apart from a pair of old flip flops. After setting up camp the group began hitting the bars and the week long party began in earnest!

STURGIS 2007

There’s not much that can be said about Sturgis that hasn’t been said already and if you have never been, go there next year! Words can never convey the fantastic atmosphere of this Black Hills town during the Rally.

With Bikernet.com having a strong presence via banners in many prominent locations as well as the two beautiful Bikernet ladies whose friendly smiles gladdened many a heart and whose bodies . . . well, if you’re a guy you’ll get the point. The vivacious and talented interim Rally Director Pepper Massey informed our operatives that the numbers were down somewhat this year, but through the Bikernet team eyes this made it eminently more enjoyable as for those who did attend, getting around was not the usual grid lock traffic nightmare.

Vendors seemed happy for the most part, reporting high interest along with strong sales, facts which were attributed to the idea that those who did make the effort were serious bikers with fewer dilettantes and wannabees among the masses. Any way you look at it, Sturgis is always a helluva good event and this year was no exception.

THE SHOWS

The Big One has to be the AMD World Championship of Custom Bike Building held at Champions Park on Lazelle and taken out this year by Sweden’s Stellan Egeland, last year’s third place winner.

The variety is amazing with a whole host of bikes competing from quite a few countries around the world including Japan and much of Europe. The ingenuity and creativity displayed is awesome and even stirs the blood of jaded old bikers like our Bikernet pair, Doc and Glen. This year The HORSE Backstreet Sturgis Invasion Chopper Show was held for the first time and, not unexpectedly, featured for the most part, hard core choppers and bobbers.

The 5th Annual Metzeler Sturgis V-Twin Custom Bike Contest was also held at the Thunderdome and here wide tires held sway on a whole array of brilliant customs. Sculptures in Steel Bike Show was Wednesday’s big attraction at the Thunderdome while down at the Top 50 Rally Park the Legend Top 50 Custom Bike Show boasted some stunningly innovative scoots.

The Harley-Davidson Ride-In Show at Rapid City drew many entries including a fully chromed V-Rod (why?) and a chromed-out Sporty (why again?) among a slew of neat customised street bikes. Of course our old friend the Rat’s Hole Custom Bike Show was held on the Friday and as usual the red carpet was laid out for Bikernet operatives and a warm welcome experienced.

Although some of the bikes had entered in other shows, many were on display for the first time with trophies for a wide range of classes from wonderful to well – downright weird.

As the television pitchman says, “there’s more, much more” that could be said about bike shows including the role that sexy females play at the Rally but that will do us for now.

SPECIAL STURGIS EVENTS

This is another area where a lot of ground could be covered, and certainly getting to all of them would require an entire battalion of Bikernet operatives, a fact recognized by command centre which recognises and commends the outstanding efforts put in by Glenn and Doc during their visit where they put in long, hard hours in the Bikernet cause. Among the events or special happenings the boys got to was Michael Lichter’s Motorcycle-As-Art Exhibit, “One World Choppers” featured a host of choppers from around the world, outstanding customs each and every one and was a display not to be missed.

The Sturgis Motorcycle Museum put on a special display of the history of patch clubs in America ably demonstrating to those new to the motorcycle scene that there are many clubs who are best described as being riding groups rather than the outlaw kind. Kids & Chrome is a charity event dinner well worthy of support and which has raised hundreds of thousands of dollars toward the Children’s Home Society and to support the Sturgis Motorcycle Hall of Fame. The Hamster’s Ride-In show, held this year at Champions Park is always a Sturgis not-to-be-missed happening and the sight of hundreds of yellow t-shirt clad guys riding in on hordes of outstanding customs is a memorable event.

WORLD FAMOUS BIKE BUILDERS

No where else could you meet such a collection of world famous bike builders as at the Sturgis Rally & Races. Previous World Champions such as Roger Goldammer and Chicara Nagata were readily available at the AMD facility, while most of the famous faces from the Biker Build Off series were manning displays at their various stands in and around Sturgis. At the Billy Lane Biker’s Breakfast (a charity event) you could meet nearly all of them in one place and have posters signed and pictures autographed. And ya know, almost without exception, they are a nice bunch of blokes and a credit to the motorcycle industry.

RIDES TO DIE FOR

Being located in the middle of the beautiful Black Hills a huge plus and a big drawcard for the Sturgis Rally, with winding roads in all directions. Many publications available in Sturgis during the Rally list these and contain maps so the choices are many. Must sees include Mt Rushmore and Crazy Horse monuments and the moonscape geography of the famous Badlands.

Bikernet operative Glenn took off on the Thursday to re-acquaint himself with the area, taking a loop from Sturgis to the famous Wall, through the Badlands and on to Scenic. From there he swung back via the absolutely spectacular Iron Mountain Rd, then through Custer State Park with roadside hordes of buffalo adding to the scenery, then via the Needles Highway to Hill City, finally heading North to Deadwood and then back to Sturgis, a round trip of some 320 miles. There are also quite a number of organized rides held during the Rally including the well attended Mayor’s Ride, this year’s inaugural Sturgis Women’s Ride, the Kids & Chrome Charity ride – the list is long and the choices manifold.

HARLEY-DAVIDSON NEW PRODUCT SHOW

Held at the Rushmore Plaza Civic Centre in Rapid City this popular event showcases the new products and the new model year bikes. Attention this year focussed around the new Softail models, the Rocker and the Rocker Custom. While the specs on these new models, in particular the fat back rubber are impressive, it would not be unfair to say that the onlookers comments for the majority of the time that our Bikernet operatives listened in were uncomplimentary, what with those weird- looking seats on both the Rocker and the Rocker C.

However, time will tell and if the Motor Company doesn’t come up with some fixes, the aftermarket surely will. The new Fat Bob is a cool-to-die-for model, arguably the coolest stock bike to ever emerge from the Milwaukee stable. Our Bikernet operatives got hold of one of these for a day and their report on this new model suggests a sales success in the making. Creating a lot of interest at the New Product show were the demonstrations of the new ABS braking systems available on some Harley-Davidson models. Long time Harley aficionados may scoff, but this technology can mean the difference between staying rubber side up or no in many riding situations.

BANDS, BANDS, BANDS

The list of bands playing at Sturgis reads like a who’s who of the rock and roll and blues world with such names as ZZ Top, Poison, The Fryed Bros, John Kay and Steppenwolf, the Marshall Tucker band, ex Motley Crue singer Vince Neil – the list goes on. The Boneyard Saloon alone boasted some 43 bands playing on 3 stages during the Rally. If you didn’t get your musical jollies at Sturgis, well you couldn’t have been trying very hard.

VENDORS

As usual all the big names were represented at either Sturgis or the surrounding areas and bikers can get advice from the horse’s mouth, so to speak, regarding product selection and fitment whatever the product, from cam shafts to exhausts, suspension to wheels, brakes to tyres or virtually any other area the rider wishes to upgrade. Black Hills Harley-Davidson had a huge vendor area as usual, as did Thunder Road and the Full Throttle Saloon, along with the Sturgis County Line.

WE RIDE THE X-WEDGE

Bikernet operatives Glenn and Doc were offered the opportunity to ride down the Sturgis drag strip on a bike equipped with the new S&S X-Wedge (pronounce it as cross-wedge, or x-wedge – either is okay) but as Doc had ridden them in Daytona earlier in the year he deferred to Glenn who had a ball doing so, as well as riding a hot S&S 124 cube machine. “Smooth, powerful and a whole lot of fun” were his comments upon dismounting, but it took a team of plastic surgeons three whole days to get the grin off his face.

BEYOND STURGIS – INDEPENDENT CYCLE, INC

All good things come to an end, but with good planning one end becomes another beginning. These were the thoughts our dedicated operatives held as they somewhat reluctantly rode out of Sturgis. However, with a visit to Jesse Jurren’s Independent Cycle, Inc next on the agenda the future looked promising. Upon arrival at Independent’s Rapid City headquarters, our operatives received a red carpet welcome and a comprehensive tour of the impressive facility by Independent’s Jeff Ulvestead.

KLOCK WERKS HERE WE COME

The “middle of nowhere” isn’t an unfair description of Mitchell, South Dakota, home of the famous Corn Palace and the infamous Brian Klock whose World’s Fastest Bagger set a land speed record last year with his (now) wife Laura riding it. Brian mounted another attempt this year with a newly designed fairing which has undergone extensive wind-tunnel testing. Brian and his lovely wife Laura make a great couple and have a successful working relationship in that hive of activity known as Klock Werks.

Your trusty operatives spent two full days there, photographing and riding hot customized baggers bearing the Klock Werks styling stamp. Brian is a hugely enthusiastic and exceedingly knowledgeable guy and has forgotten more about bagger setting up and handling than most people inside or outside the industry will ever know. Both Doc and Glenn greatly enjoyed spending time with him, coming away much wiser in the art of baggerology. (??)

STILL IN SOUTH DAKOTA

What is it with these South Dakota guys? What causes world famous products to emerge from the rich soil of this corn growing region? We’re speaking here of the state-of-the-art range of Dakota Digital gauges, market leaders world wide with an array of digital gauges for both cars and bikes that blows the mind. Mike Merritt, Dakota Digital's Motorcycle Products sales executive kindly gave Doc and Glenn a tour of their impressive Sioux Falls facility.

ON TO IOWA

Once again our intrepid operatives hit the road astride their 2007 Harleys, the big bikes performing flawlessly as big miles tick over. The weather is still mighty hot but by taking time to re-hydrate ever hour or two they manage to reach Waterloo, Iowa, a mere hop, skip and jump from their planned destination of Anamosa. Refreshed from a night’s sleep they hit the road and are soon in Anamosa but get the wrong directions from a local and ride out of town the wrong way. With another local’s help they manage to roll up at the home of J&P Cycles where J&P’s Nicole Ridge made the boys very welcome and introduced them to Shannon Applebee who gave them an extensive tour of this mind-blowing facility.

NATIONAL MOTORCYCLE MUSEUM

The museum which is situated in the main street of Anamosa contains an extensive collection of motorcycles from all eras of the sport and much motorcycle memorabilia from the fascinating to the gross. Well, gross by today’s aesthetic certainly but maybe considered cool in its day. Just about every make and model bike is represented here and hours could be spent enjoying the variety and innovation represented.

But with nearly four weeks away from home racked up already, the boys are feeling mighty starved for female company to the point where even the museum models looked very attractive. The boys must have looked good to them too as they didn’t even move a muscle to rebuff any advances the boys made.

FOGGY MOUNTAIN MORNING

Well, okay, Iowa can’t boast any real mountains in the region but heading out from Oskaloosa where they’d spent the night, the Bikernet pair encountered dense fog as they traversed the back roads, which made for interesting riding to say the least. At least they didn’t have to worry about seeing deer by the roadside as much of the time they couldn’t see the roadside at all! As the day grew hotter the fog finally lifted and a better pace could be made which saw the boys hitting Kansas City around lunch time.

After gassing up, getting lost but then regaining their way our stalwart bikers located their destination, the Procharger factory at Lenexa Kansas. Procharger manufactures superchargers for performance cars and more recently Harley-Davidson motorcycles, which make huge performance gains using this technology. The boys were given a comprehensive tour of the facility by Chief Executive Officer Ken Jones and came away impressed.

ON THE ROAD AGAIN

The boys now pointed their scoots west to begin the long ride back toward California. Doc had driven this route on the way back from the V-Twin Expo in Cincinnati the previous year so he knew what they were in for, whereas Glenn was blissfully ignorant of the long, straight and hugely boring stretches of oftentimes poorly surfaced roads that they faced. Ride. Eat. Sleep. Repeat.

Sometimes on a trip like this you can begin to feel as if you have no other life but this; that you’ve always been riding and always will be. Family, friends, home, pets all seem to fade into a mist of another time and another place. Here and now is the only reality. This place. This road. And during those times when it feels like one is riding through a pizza oven, skin cracked and dry despite sun block regularly applied, tired, thirsty and with a bad case of monkey-butt it helps to remind oneself of the old saying that, “even the worst day on the road, still beats the best day at work”. Sustained by a mix of road philosophy, music from their CD players and the thought of that first long cold beer, the boys hit Wichita just on dusk, bought that longed-for cold beer and booked into the nearest motel.

DAWN OF A BIG DAY

It was time for the boys to put down some serious miles so they rose early and checked out just before the dawn. Leading the way, Glenn missed the lead onto the freeway due (he says) to poor signage and the boys found themselves wandering around downtown Wichita looking for someone who could give them directions and before too long a kindly guy put them back on track. It is 600 long and boring miles from Wichita to Albuquerque, made longer and more boring by the flat countryside and lack of curves.

Grimly determined to make a mile that day, the boys rode on with pursed lips and furrowed brows, crossing out of Kansas (Hooray!) into Oklahoma and then Texas where a steak at Dalhart provided nourishment to continue. Rolling into New Mexico it was time to join the I40 and its endless convoys of trucks and as the heat built up, a strong wind added to the boys’ discomfort until they were within striking distance of Albuquerque when they ran into a thunderstorm.

Initially welcoming the cooling effect of the rain, riding soon became difficult as visibility dropped and the boys were forced to slow down somewhat, which allowed truck after truck to speed past, each one throwing up blinding clouds of spray across the entire road. A quick stop to change from glasses to goggles and they were rolling again. As often happens, the storm cleared as quickly as it came in and the slight dampness they sustained dried out by the time they reached the outskirts of Albuquerque.

SENSATIONAL SEDONA

Glenn had visited Sedona, Arizona a couple of times previously and his enthusiasm for the roads and the scenery in the area quickly convinced Doc. So our operatives left I40 at Leupp Corner just past Winslow to take a winding back road, which took them through some awesome country, before meeting up with the sensational road through to Sedona from Flagstaff. Sedona nestles in a spectacularly beautiful valley surrounded by mountains and impressive rock formations, but like many great areas has become something of a tourist trap with prices to match. As in $180 for a share room. But the ambience, the views and the roads both in and out make it worthwhile to put up with being ripped off for accommodation. A night in a great bar with top food helps also.

JEROME AND JOSHUA TREE

Riding out of Sedona the boys took the path up the mountain to Jerome, a funky little town perched precariously on the mountain top with a vertigo-inducing steep drop in all directions. Then it was on down the other side of the mountain and on toward Palm Springs. Between a temperature of 111 degrees, a strong side wind and a zillion trucks all doing 90mph, even iron men like our two stalwart Bikernet operatives find the going unpleasant. So while getting fuel at Desert Centre they decided to get off the I10 and head north a bit before once again swinging west. This route took them through the scenic Joshua Tree National Park and down into Twentynine Palms where they camped for the night.

Next morning, given hat he lives close by a visit to Bob T. was in order. Bob is a live wire member of the Chop and Grind Racing crew whose antics at Bonneville are somewhat legendary and Bob is also a walking biker historian with a collection of Harley-Davidson memorabilia that would make most motorcycle museum custodians green with jealousy. After a pleasant couple of hours with Bob and his lovely wife Lee it was time to hit the road and make tracks back to LA.

BACK AT THE CANTINA

No matter how long or how gruelling the journey, it is always a blessed relief to arrive back at the Bikernet Cantina, to be greeted by a host of lovely ladies in brief outfits proffering icy cold beers and offering to rub the kinks from sore neck muscles. Yep, Heff can keep his Playboy Mansion; any road weary rider worth his salt would prefer the Cantina any day, an oasis where a biker’s soul can be refreshed in minutes. And after some five thousand miles of hard riding, one’s soul does need some refreshing.

ONE LAST MISSION

Kiwi Indian have been kicking ass in the retro market for some time now so before the Aussies were allowed to jump on a plane to fly back home they were sent on one last mission. The assignment was to head out to Riverside to interview Kiwi’s Mike Tomas and take a tour of his factory. Mike, as the Kiwi Indian name suggests, is originally from New Zealand and like that other bloke from NZ, Bert Munro, Mike brims with creativity and a can-do attitude. And there is no doubt that both these attributes have played a role in his continuing success.

THE DEBRIEF

A Bikernet debrief is carried out with military-like precision (well almost) and Bandit neither minces words nor suffers long winded reporting. Pushing himself back from his desk, and drawing himself up to his full height (which is an impressive 6’5”), he thundered to the boys that he’d read the written report, that all was well and they could be happy with a job well done – which is high praise indeed coming from the great man himself.

Tired and happy, Glenn and Doc packed for the fifteen hour plane trip back home and then returned the two bikes to the Harley-Davidson press fleet centre, once again grateful to the motor factory for supporting them. Another road trip completed. Another adventure survived. Another five thousand miles of great memories generated by riding across this great land.

The Essen Motor Show in Germany has a long-standing reputation as the country's most important motor sports trade show and exhibition. While the vast majority of vendors, and also the main focus of the show itself, is clearly on automobile tuning and customizing, the organizers put together special exhibitions every year featuring special interest vehicles including custom motorcycles. For the first time this year, the Essen Motor Show intends to put more emphasis on bikes than in previous years, resulting in an expansion of the Motorcycle Pavilion and, for the first time in 42 years, the Speed Bike Show alongside with the already well established show bike display. The organizers are also working on expanding the range of suppliers and dealers from the motorcycle market. Here is a sneak peek at some of the rides the guys in Essen will be showing off this year from November 28 to December 6.

You have probably seen this monster before: The Gunbus, the largest ridable motorcycle in the world, was built by Leonhardt Manufacturing in Eppingen, Germany. The dimensions are mind-boggling: almost 5 feet high, over 11 feet long and nearly 5 feet wide. At a whopping 1,400 pounds, the engine puts out 350bhp.

A very different approach to an ice racer comes from TGS Motorcycles in Tittling near Passau, Germany. This one off custom named Seppster 2 with the looks of an ice speedway machine carries a turbo charged S&S 1,524cc engine that presses 100bhp on the ground. Each tire is equipped with 120 razor sharp spikes. Another rare feature of the bike is the single sided front fork. Building custom bikes and motorcycle conversion in his professional shop since 1999, Tobias Guckel has won several important prices with his creations, such as the World Championship in the USA last year, as well as the trophy for Radical Over 1000 at this year's Rats Hole Show.

Also built by Tobias from TGS is the Carerra, a bike in arrow design, propelled by a 1,640cc, 100hp RevTech engine. The Carerra features an upside-down fork, 130/60-18 tire in the front and a fat 240/40-18 in the rear.

A contribution from England is the Night Shadow with charging jaguar bodywork and the heart of 1200 Buell. This bike weighs in at almost 800 pounds thanks to the fiber glass cat. Last time this bike changed hands, it reached a price of Euro 325,000 – seriously.

Back to the V-twins: Yamaha's XVS650 engines power these two one off custom bikes. Mario Baer went for an extreme prostreet style and fat rear tire with his aggressive red Lowstar, while his orange bike follows the classic influences of an early tracker.

The guys in Essen promised us a lot more prime examples of custom bike building to be on display at this year's 42nd Essen Motor Show. Should you be in Germany some time between November 28 and Decmber 6, make sure to stop by at the show and let them know BIKERNET sent you. For more information, go to www.essen-motorshow.de

– – C. S. Berg, photos Essen Motor Show

In fall of2002 I was entering my senior year at the University of Cincinnatichasing a bachelor degree in mechanical engineering tech. To graduateeach student is required to take a problem or project from start tofinish along with attending your regular classes. This meant not onlydid I have to come up with an idea, I had to prove to the faculty thatmy problem/idea was worth doing, calculate a solution to thisproblem/idea before I built it, and then build and reprove what I hadalready proven on paper. A lot of convincing people, which was troublefrom the start considering I was not the ass kisser who stuck aroundafter class and I defiantly did only enough to pass a class. While manywere doing test station for the university (too smart to come up with anidea of their own) I decided to chop up my 01' wide glide.

For about ayear I had been thinking that I could fit a 200 tire on the back and nowwas my chance to prove it. Fitting the 200 I knew was no problem, itwas making a swing arm that looked better than the stock one that wouldbe a challenge. Plus, this was the only thing that would carry myinterest long enough to keep me from suffering of boredom, making for along intense senior year. Long story short I hacked up the bike,impressed some faculty, and was riding high from making something fromnothing.

I graduated college on a Friday and started as an official hireat a company I was working part time the following week. It was adesign job that taught me design and detail of parts, assemblies,packaging, etc. for machine shops and in house assembly. Wouldn't beable to do any of the shit I do now if I hadn't learned so much fromthis job. Anyways, back to the story. Through out my wide glideproject I was stumbling in and out of a chop shop that was doing somemachine work and welding for me. They built full up customs and Ibecame really interested in building a chopper. One of the choppersthey built was a Custom Chrome Hardcore I kit. They shit canned the fatbobs in favor of a sporty tank, replaced the wide glide forks with aSpringer, made an oil bag and powder coated the wheels. There were alot of other fine details, but from what I could see the Hardcore kitwas a gold mine start for a chopper.

Fuck it, I ordered one and in amonth I had a pile of parts and a lot of learning and experience togain. What I thought was going to take 3-4 months to built would takeme over a year to finish (not that any bike is ever done).

After I unpacked all of the parts, I jumped in head first. Ibraced the frame up and with a Sawzall in hand, started hacking the shitout of the frame. I cut out the front down tubes, including the frontmotor mount, the neck and the top motor mount. I was fixed on putting asingle down tube in and raking this bitch out to accommodate a six overfront end.

I kept stumbling in and out of the chop shop I hadpreviously worked with and managed to get them to tack my neck in andbend up some lower down tubes to connect to the single tube. This wasnot going to work! I was bugging these guys and I was getting bugged atgetting nothing done. I was working out of a one-car garage with noheat (Ohio winters suck) and pissing off an old lady who rented theother port of the garage for tripping a breaker that I couldn't reset.I was determined to find a way to get this done without pissing peopleoff and without paying someone else to do my work.

I sat the bike on the back burner and started a plan to saveenough lute to buy a mill, a lathe and a small welder. But where would Iput it? Time to talk to the old man. I knew he was finishing up an oldbarn, turning it into a wood shop, with heat, but would he sacrifice some space formy shit? The dice rolled and luckily they turned in my favor. I gotthe O.K. for some space, but he lived three hours away, meaning I couldonly work on the weekends. I stuck with my day job and after saving afew months and selling a car, I had finally saved enough to buy an oldBridgeport, a lathe, a cheap tube bender and a small welder. I was backin the game.

I got back to redoing the frame tubes and in the mean timeordered some parts. I saw a bike in a magazine with some Black Bikewheels and some L.A. Choppers pipes. I knew both would be perfect forwhat I was trying to achieve. I finished the front frame tubes andstarted on the front motor mount/foot controls along with the brassknuckle shift linkage.

I also went ahead and made the rear axle hiddenand made the end of the axle mounts pointy. The oil tank was up next.Starting with some round tube and a press I squashed the tube oval forthe shape I was looking for. I made the battery box and included enoughspace to contain all my wiring and key switch. The bike was starting totake shape.

I moved on to making the motor mount starting with some flatstock. I milled the holes into each piece and then heated them up andbent them over a large tube. Got it tig welded and finished it forchroming. The BDL open primary plate was then cut up to accommodate theoil filter and to hide the coil behind it.

The Gas tank was the majorcomponent of this bike that would make or break what I had done to theframe. I wanted to have the tank follow the new motor mount gusset inthe frame and decided Joe Kerr of Concept Customs would manage thistask. Starting with a sporty tank Joe managed to section and shorten itinto the shape we now have. He also made the spinner gas cap for it.

I started EyeCandy Custom Cycles, LLC in the middle of this bikein hopes of offering custom and one-off parts to the public at areasonable price. If any one is interested in seeing what we do orseeing other projects come together, check out the website.

Model: Started as a Custom Chrome HardCore Kit
Frame: Hacked 2-4 Santee
Motor: 100″ RevTech
Trany: RevTech 6 speed
Primary: BDL 3″
Exhaust: L.A. Choppers
Wheels: Black Bike
Gas Tank: Concept Customs
Brakes: PM & Exile
Tail Light: EyeCandy Custom Cycles
Motor Mount: EyeCandy Custom Cycles
Foot Controls: EyeCandy Custom Cycles
Oil Tank: EyeCandy Custom Cycles
Mirror: EyeCandy Custom Cycles
Risers: EyeCandy Custom Cycles
Seat: EyeCandy Custom Cycles/King Pin
Shift Linkage: EyeCandy Custom Cycles
Grips: EyeCandy Custom Cycles
Web Belt Guard: EyeCandy Custom Cycles

Vincent Fries
EyeCandy Custom Cycles, LLC
Republic, OH
(513)312-1137
vince@eyecandycustomcycles.com

Check out their website for complete build photos!
http://www.EyeCandyCustomCycles.com

Two years ago Robin Bradley, the publisher of American Motorcycle Dealer (AMD) magazine, kicked off the World Championship of Custom Motorcycle Builders competition. It began with Robin’s relationship with Custom Chrome and a massive dealer show in Europe. Oddly enough AMD and the World Championship is based in the UK. That’s where the vast worldly prospective came from.

–Bandit

Thomas Habermann and his partner Dany are no strangers to success inbike contests in Europe.Indeed, Thomas's 'Skull Bike' took third place in the AMD ProShow inGermany in 2002. Since then,we have also featured his 'Ghul' chopper in AMD as well.

As the 71 bikes that entered this year's European Championship werewheeled in for registration theday before the show opened, there were a dozen or so that immediatelycaught the eye as likelycontenders for top honors. 'Caligo' was among them.

Judging at the European Championship, presented by Custom Chrome attheir annual Dealer Show inMainz, Germany, March 19th and 20th, was by the competitors themselvesand come five o'clock onthe Sunday afternoon and time for the announcement of the winners,Thomas and Dany were”staggered and amazed” to find themselves winners and 2005 OfficialEuropean Champions.

But there are somany fantastic bikes here, built by great designers and engineers, thatto have them think that ourwork is at least as good as their own is just completely unexpected”.

Whilst there is not a publication in the world whose production valuescould do justice to the detail andfinish of 'Caligo', it should nonetheless be pretty clear from ourpresentation here that the mostsurprising thing about Dany's reaction is her surprise.

The quality of all the bikes entered was superb. The buildersthemselves, as had been the case withcompetitors at the first Annual Official World Championship at CustomChrome's American DealerShow last October, said that it was the finest collection of customV-twins they had ever seen in oneplace at one time. And as at the World Championship, the judging at theEuropean Championshipwas very close, with relatively few points separating the top twenty orso bikes.

Anyone of the top ten or fifteen customs would have been a fine andworthy winner, but one sensesthat the view of the judges was that Thomas and Dany's career had beenbuilding to a crescendo andthat recognition for 'Caligo' was also recognition for years ofconsistency and commitment toengineering quality and a design ethic that, in European terms at least,is now and forever will becharacteristically 'Habermann'.

A rigid fanatic, Dany, as ever, is responsible for the theme of thepaint and the graphics and the bike was built as her own personal ride.Her enjoyment of the iconography and imagery of 'the dark side' isnothing if not thorough. Check out the skulls that have been superblyexecuted from scannedphotographs of medieval plague victims by airbrush genius Bianca Hennig.

The exquisite rendering of Dany's vision (nightmare?) is mirrored byThomas's attention toengineering detail. Based on a frame of their own design andmanufacture, 'Caligo' has forty degreesrake in the headstock and five inches of stretch in the backbone and thedown tube. The front end is aDutch made SJP 18 inch over design with a Custom Chrome RevTech 'Creep'2.15 x 19 inch frontwheel and PM six piston caliper.

The bike uses a 93 cubic inch S&S Shovelhead motor with knuckleheadrockers that Thomasdescribes as giving a “Knovelhead” hybrid look. The motor has an S&SSuper E carb with a skullemblazoned upswept manifold and cone filter, and uses a Dyna S ignition.The clutch andtransmission is a stock Harley 5 speed set up from a 2003 Dyna.

Unsurprisingly, all the bodywork including the gas tank and the custommade exhaust system wasdone in-house by Thomas. With an estimated three months invested in theconstruction, the bike wasfinished in December last year, then modified early in 2005 to take theS&S shovelhead motor as soonas it became available, as an alternate choice to the 1978 Harleyoriginal that he had originallyassumed he would be using.

The rear end is an Avon 300 on a Custom Chrome RevTech 'Creep' 11.5 x 18inch wheel thatfeatures a 'spinner' designed and made by the Habermann-PerformanceTeam.

The most striking feature of 'Caligo' is the massive 95-tooth perimeterchain final drive that emergesunseen from the transmission. Like all good choppers, 'Caligo' is devoidof clutter and unnecessaryaccessories, but also as with all good choppers, the simplicity iscamouflage for design decisions andcraftsmanship of the highest order.

Italian made OMP brand grips and instruments are used on a set ofThomas's own made handlebarswith a W&W front light. At the back an RST four piston caliper isdiscreetly hidden under thebodywork and integrated with the sprocket idler shaft on the right side.

Thomas and Dany want us to say a great big thank you on their behalf totheir fellow builders andcompetitors for voting for them in the European Championship. As someonewho was standing closeto them on stage when the announcement was made, I can vouch that youwill never see a morehumble and genuinely surprised reaction.

Habermann-Performance GmbH
Wiesengraben 5/1
89155 ERBACH-RINGINGEN
GERMANY
Tel: 0049 (0) 7344 84 16
Fax: 0049 (0) 7344 922630
Email: Habermann-Performance@t-online.de
www.Habermann-Performance.com

When Piet Hofman opened the doors of his Violator motorcycle business atAlblasserdam in the Netherlands a couple of years ago, like all buildershe had high hopes for his new enterprise.

However, even he can't have expected that within such a short time hiscompany would have a full order book and multiple bike show awardsaround Europe, culminating in second place at the Official EuropeanChampionship of Custom Bike Building, presented by Custom Chrome Europeat their annual Dealer Show in Mainz, Germany, in March this year.

Violator's styling and ethic has been European style cutting edge fromday one, but 'Full Metal Jacket' represents Piet's own personal stylingchoices as an aficionado of dragster design.

As a summary of what he has achieved, it's hard to improve upon thatanalysis, as, right down to the choice of the two color paint job,everything about Full Metal Jacket is 'black and white'. It has aconfidence and certainty about its build that would be the envy of manymore experienced custom designers. Full Metal Jacket has no grey areas;it is full-on in every decision made.

All Violator's bikes are based on frames built for them to their designby Penz Custom bikes of Austria. 'Full Metal Jacket' uses a Violatormodified single downtube 'Maximus' design. The frame, which has 50degrees of rake, with an extra 5 degrees in the front fork, has a fourinch stretch in the top tube and is two inches lower in the downtube.The muscle for the bike is provided by a 145 cubic inch S&S CycleTribute motor. The gas tank is an old-style two piece design madepersonally by Piet and designed to show off the swooping lines of theframe shape and blend into seat and rear fender bodywork that Piet alsomade himself.

Using a Baker six speed right-side drive transmission, Primo 1 1/8 inchbelt drive and a BDL clutch, the custom made single right-side swingarmhouses Violator's own design six piston caliper and an Italian made OMPbrand 17 inch by 12.5 inch wide rear wheel designed for the Avon 330tire.

Piet has used OMP products extensively on Full Metal Jacket, includingthe 65-tooth rear pulley, the forward controls, the 21 inch x 2.5 inchfront wheel and the four piston front caliper.

The handlebar controls and grips are also Italian, by K-Tech; and thenarrow looking 'Retro Glide' front end is a Dutch made SJP design framefrom GST in the Netherlands.

Full Metal Jacket is a bike characterised by design contrasts. Thecontrasts of the skinny front end with the fat rear end and the largediameter (21-inch) front wheel with the low seat height, and the monster145-inch S motor with the skinny Kevlar rear belt are unusual enough.

But combine that with the right-side drive, single-sided swingarm, and acarbon fibre end piece custom exhaust system (for heat dissipation) thatexits through bodywork vents on either side and beneath the seat, andit's no wonder that Piet's fellow competitors at the EuropeanChampionship judged his achievement so highly.

VIOLATOR MOTORCYCLES
2952BB ALBLASSERDAM
NETHERLANDS
Tel: 0031 651185070
Fax: 0031 786914971
Email: info@violator-motorcycles.com
www.violator-motorcycles.com

The first thing I had to sort out with Mika Nieminen was where his business name came from. 'Mr Moore's Custom Craft' does not immediately strike you as an obvious name for a custom v-twin shop in Finland!

“I guess everybody in our school must have been real silly because, when it came to having nicknames handed out, for some reason I was always called Mr. Moore, and it has stuck ever since”. So, groping for some kind of explanation, I asked if there was some kind of Roger Moore/James Bond vibe going on at the time. Mika said “Well maybe, but to be honest I have no idea why it's stuck with me.

“Around six or seven years ago, I was lining up with the other bikes to enter my first competition and the guy asked me who had built the bike and I just came out with it 'Custom crafted by Mr Moore' and there it was. Before I realised it, that was my new business name”.

Mika has been building bikes since the mid 1980s but first came to prominence with a 1998 project called 'Glowing Dolphin'. He had taken an original 1958 Panhead and thrown the original Springer front end out to 40 inches over. The bike had an axle-to- axle wheel base of 2.65 m (approximately eight and a half feet) and the notoriety the bike gave Mika set him on his way to a full time career in the V-twin industry.

“The funny thing is I still have that bike and I still ride it most weeks”, Mika confessed proudly. “In 2001, I moved to Sweden, originally intending to stay there for a year, and my first job was with Unique Customs Cycles (www.uccycles.com) of Haninge”.

The Swedish bike scene is a hugely close knit community where loyalties and friendships are life-long and Mika came down to the show in Germany with Gordon Rooth and the UCC team, who own the bike 'Statement' and took away tenth place.

After a year or so working for UCC, Mike started his own business. 'Viridian' started out as a twinkle in the eye of MCM Magazine owner Inge Persson-Carleson who first approached Mika about the project in 2002. The parts for the bike were sourced by Martin Lang, the Zodiac International Sales Manager for Sweden who, having spent many years living in Italy (having originally been from Switzerland), got noted Italian parts designer Alessandro Pacelli involved.

Originally involved with the OMP brand, Alessandro's current business, Kustom Tech, provided the 'Fin Line' hubs for the Zodiac/Morad spoked rims, the handlebars, hand and foot controls, and, most impressively, the custom made rear drum brake.

Much of the rib effect seen around 'Viridian' is a styling cue that has been common to Swedish custom bike building for decades. The origins of it go back to that same era that Mika was shooting for. Scandinavia in general, but Sweden in particular, has been heavily influenced by American styling and thinking in all sorts of ways, for decades. For example, outside of the United States, Sweden is where you go to see one of the highest ownership per head of population of faithfully restored and lovingly cared for Americana in general, and fifties Detroit output in particular.

Among the signature part used on 'Viridian' are the Swedish made Roban's Speed Shop finned primary covers. The finned motif is revisited again and again on 'Viridian' wherever good taste permit.

The front wheel is 21 inch build item with a Kustom Tech/ISR (Sweden) caliper, with a 5.5 x18 inch rear. The front fork started out life as a European made Samwell item, extended to 20 inches over. The gas tank started out life as a Mustang piece but as you can see was heavily modified by Mika.

In addition to the custom made drum brake two of the major technical features of 'Viridian' are Mika's own made and designed frame and the exotic two into one custom exhaust system.

Mika makes his own frames on jigs in his workshop and he explains that “I wanted to eliminate as many of the straight lines as I could. So wherever possible I have created curving shapes that again brought to mind 1950s American Hot-Rod styling. A lot of Swedish style choppers are very angular but I wanted a shape that compensates for the effect of the front end”.

The exhausts wrap around the lower part of the cylinders where the fins have been shaved and they meet in a tapered colector that is finished with a fin cover just above the engine cases.

“But actually, the bike runs fine. These days if anybody asks me about it, I simply say yes, it is the 'hottest chopper' in the country!”

The fin motif is completed with the use of the Drag Engineering nose cone cover. Mika says that he found a guy in Sweden who had managed to get three of these. Mika bought two of them; one for use on 'Viridian' and he says that he is going to keep the other for a personal project that he has in mind in a few years.

The S&S shovelhead engine was prepared and tuned by Spok Motor of Helsinki in Finland, and features an S&S 514 cam, Zodiac tappets, Jim's pushrods, a Mikuni HSR42 carb, and a Mr. Moore custom made velocity stack bellmouth.

The spark plugs have been relocated in the cylinder heads to allow for the exhaust port modifications, and Mika has used the distributor style ignition from an Indian.

The transmission is a Zodiac 5-speed, with a Zodiac belt primary and clutch. Zodiac also supplied most of the other parts used including, one of their own brand Bellweather rear fenders and the lights. Much of the rest of 'Viridian' has been hand made by Mika, down to and including the 'Speed Shell' oil tank and the pipes .

The paint job is House of Kolor 'Organic Green Candy' on a gold base, by Joakim Krantz, with pin-striping by Ettore Callegaro in Italy, and chroming by Metallsliperi in Stockholm, Sweden.

If you plan to visit the Official World Championship of Custom Bike Building, to be presented by Custom Chrome at the Big Twin West Dealer Show in Las Vegas, November this year, be sure to check out 'Viridian' for yourself. Look out for Mika, his wife Sarita and the crew from MCM Magazine.

To judge by their excitement and their enthusiasm when their success was announced at the European Championship in March, I suspect that there will be quite a crew travelling over for the event, all with permanent 24/7 party-heads on!

MR MOORE CUSTOM
Tampereentie 202
Lempäälä
37560 FINLAND
Tel: 00358 33 75 1000
Fax: 00358 33 75 1010
Email: mrmoorecc@hotmail.com
www.mrmoorecustomcraft.com

Departure Bike Works, based in Richmond, VA is like heaven for a custom builder. Boasting such amenities as a professionally staffed full service department, in house engine facility, frame table, full machine shop, salvage motorcycles, and one of the largest selections of new and used parts on the East Coast, there is virtually no end to the possibilities that await the unsuspecting customer looking to have a custom bike built to suit. James Castleberry took all of this into account when he contracted the DBW team to build him a bike that was a “departure from the norm” of fat tired, long forked abortions.

Starting out in the salvage department, a wrecked 2001 XL1200 graciously donated it’s powertrain for the project. As soon as it was pulled from the mangled wreckage, it was handed off to DBW’s main motor man, Billy Wheatley, for some of that voodoo that he do so well.

While Billy was busy digging into his bag of tricks, the DBW fabrication department (Andrew Williams) began cutting and welding to create a tight and aggressive chassis for the more than slightly warmed over 1200 motor to reside in. Starting with a Paughco rigid sporty frame, Andrew created an aluminum oil bag, and modified a Chica rear fender to finish up the tail section of the chassis.

The frame cross member was rolled to match the fender, and some internal fender struts, combined with a beaded edge for support, made the finished product more than sturdy enough. The aluminum oil bag was mounted in place, and blended right in.

Having all the right connections in this industry makes a big difference during a project like this, and old, decrepit Lee Clemens, who has owned DBW for more that 30 years, has more than a few of those connections, A phone call later, he had scored a set of stamped gas tank halves from Paughco, used in one of their production tanks.

When the planning on this project started, James and the crew at Departure agreed; the bike had to be narrow, so a mid glide set of trees was chosen, and outfitted with some turned down factory 41mm sliders and 2-inch under tubes. Once the PM Hooligan wheels, rotors & sprocket were slid in place, and the sweet little tank was mounted in place, the bike was well on it’s way to being not only narrow, but TINY! No problem there, as James is a bit on the shorter side.

Now that the bike was a roller, the oil and gas tanks were made, and the bike’s only fender was done (no front fender here!), it was time for Andrew to think about pipes and controls. Both would require a mock up motor to build. No problem, there are usually plenty of spare motors laying around the shop for just such a purpose. Once the mock up motor was in place, Andrew got to work on some mid mount controls, but moved the peg and lever locations forward 3 inches to give the rider a more comfortable, but still aggressive riding position.

Now that the killer mid mounts were in place, Andrew started on what he considers “one of the toughest pieces of the puzzle”, the exhaust pipes. Trying to build a set that would be different, yet fit, work & look good would prove to be a challenge, but just like everything else, Andrew took it in stride.

By dropping the front pipe over and behind the rear, he was able to accomplish all that he had set out to do, and then some. The bike had a set of DBW pipes that fit it perfectly, and led to the inspiration for the title “Ghetto Blaster” as the bike would later be dubbed. After standing back and looking at the pipes for a bit, Andrew added a café racer inspired heat shield to the rear pipe for accent purposes.

Now that the mock up was done, it was time to do what DBW’s Hull Street Meanies do best….drink beer and admire the latest creation. After a few beers, Andrew had an epiphany…he realized that the bike standing straight up on the lift looked like a racer, and it was too cool to ignore.

Some ¾-inch round bar, and about 7 different spring arrangements later, the center stand was fit up, and made to disappear under the bike. NOW the mock up was done!

Chad from Copperhead Graphics laid on a sweet paint job, complete with some pin up girls and a bit of classic pinstriping, and finished up the sheetmetal beautifully. The powdercoating chores were handled by the pros over at Powder and Performance Coatings, in Richmond. Brown’s Plating took care of all the chroming, and Paul Cox of NYC, covered Andrew’s hand made steel seat pan with some tanned leather that matched the paint work perfectly.

After all was said and done, the guys at Departure Bike Works created one sweet little bobber they could be proud to put their brand on. Oh yeah, James kinda likes it too…..

General

Owner: James Castleberry
City/State: Richmond, VA
Builder: Departure Bike Works
City/state: Richmond, VA www.departure.com
Fabrication: Andrew Williams of DBW
Manufacturing: Andrew/DBW
Welding: Andrew/DBW
Machining: Andrew/DBW

Engine

Year: 2001
Make: HD/DBW
Model: Sportster
Displacement: 1200cc
Builder or Rebuilder: Billy Wheatley of DBW
Cases: HD
Case finish: Polished
Barrels: HD
Bore: Stock
Pistons: Wiseco
Barrel finish: Powdercoated w/ polished fins
Lower end: HD
Stroke: Stock
Rods: HD
Heads: HD with massaging by DBW
Head finish: Powdercoated w/ polished fins
Valves and springs: Crane
Pushrods: Crane
Cams: We ain't tellin'
Lifters: yep
Carburetion: S&S w/ Thunderjet
Other:

Transmission

Year: 2001
Make: HD
Gear configuration: 5 speed
Final drive: Chain
Primary: Chain
Clutch: Barnett

Frame

Year: 2004
Make: Paughco/DBW
Style or Model: Rigid
Stretch: Stock
Rake: 35 degrees
Modifications: a bunch

Front End

Make: HD/CCE/DBW
Model: Mid Glide
Year: 2004
Length: Short
Mods: Turned down sliders

Sheet metal

Tanks: DBW
Fenders: Chica/DBW
Panels: WTF?!?!?!
Oil tank: DBW aluminum
Other:

Paint

Sheet metal: Copperhead Graphics
Molding: Some
Base coat: yep
Graphics: cool
Frame: Powdercoated
Molding: No
Base coat: Black
Graphics or art: No
Special effects: Invisible onboard GPS with curb feelers
Pinstriping: Copperhead Graphics

Wheels

Front
Make: PM Hooligan
Size: 18″
Brake calipers: PM 4 piston
Brake rotor(s): PM Hooligan
Tire: Metzler

Rear
Make: PM Hooligan
Size: 18″
Brake calipers: PM 4 piston
Brake rotor PM Hooligan
Sprocket: PM Hooligan
Tire: Metzler

Controls

Foot controls: DBW mid mount
Finish: Powdercoated
Master cylinder: PM
Brake lines: Russell
Handlebar controls: PM Contour
Finish: Bling
Clutch Cable: Barnett
Brake Lines didn't we already answer this one?

Electrical

Ignition: Crane HI-4
Ignition switch: Toggle
Coils: Crane
Regulator: Compu Fire
Charging: Compu Fire
Wiring: DBW
Harness: DBW
Headlight: Headwinds
Taillight: Bullet
Accessory lights: WTF?!?!?
Electrical accessories: NOT!!!
Switches: 3
Battery: One

What's Left

Seat: DBW/Paul Cox
Pipes: DBW
Mufflers: Why?
Exhaust finish: Jet Coat
Gas caps: Flush Mount
Handlebars: K&N
Grips: PM
Pegs: ART
Oil filter: FRAM
Oil cooler: Nope
Oil lines: Rubber
Fuel filter: Internal
Fuel Lines: Rubber
Throttle: Twist
Throttle cables: One
Fasteners: Gardner Westcott

Specialty items: The whole damn thing!!!

I interviewed Brad, the Exile employee who built this bike, and my mind was torn in a flurry of misdirected thoughts. I rode to Harold’s Bar and stumbled through the door into the dank biker saloon. “Sheila, I’m becalmed is a sea of treachery,” I slurred. “I need a pot of rum to fill my sails.”

She spun in my direction, her blue eyes shooting Coast Guard flares in my direction. I had a shot with this girl once and was too drunk to take advantage of it. She never forgot. I was alone in my San Pedro pad when an ex sent me a nasty e-mail filled with complaints and accusations boiling my insecurities and blues to the surface. I needed a drink. Okay I’m stumbling off track. But let me finish with a sultry description of that cold damp night when we first met. Pedro is a middleclass seaside town. No flashy, upscale nightclubs, just bars. They’re cool, but you’re not generally going to find the walls lined with hot bitches. I rambled from Harold’s to Rebels, from one blues drowning Jack-on-the-rocks to another one, until after 2:00 when Sheila stepped up to the door and hollered,

The crowd meandered to the door, but when I reached it, she said, “You can stay.”

I watched her throughout the evening like a choirboy dreams about an angel. She was tall, but voluptuous. Her hair was long but had waves I could surf through. She wore a dime store, funky printed house dress, and it didn’t look like she was wearing anything under it, as if she was cleaning her pad and someone called, “Get yer ass to the bar, Bandit shot the bartender.” Her milky cheeks were rosy and her eyes emerald green and they sparkled. And finally the dress was simply low cut and had a seam of frilly material around the edge. Here cleavage was magnificent, bubbling, bouncy and naturally swayed to her movements. My bloodshot eyes danced from her smile to her boobs, in a mystic rhythm, all night. Get the picture, but I had a code.

A drunkard’s rule. I knew when I tipped the scales and it was etched in stone. Don’t ever try to be a lover if you can’t walk. I graciously eyed her fervently once more and said adios. She obviously still held a grudge against me, as if I turned her down. Damn.

Sheila shoved a tumbler, brimming with Jack Daniels and just a few cubes of ice, in my direction. My old school quandary heightened. I couldn’t decide whether tonight would be my Sheila night or I’d slip into the back, behind the pool tables and grapple with my feature notes. Her demeanor answered my question. It was stone cold.

I picked up my cocktail and made my way to the back of the bar. Slugging at the whiskey I pulled my legal pad from my little Joe’s vest pocked and I folded it open and began to ponder scribbled words. My problem was the mix of rough and ready Exile choppers and Brad. At 26 he graduated from an Ivy League, four-year, James Madison College just two hours south of DC and went to work for IBM, just like his dad. Here’s a suit-and-tie guy working for the iron warrior of the biker world. It didn’t make sense, I kept reading.

I tried to pry a wild story of this young man ripping around Hollywood, with the Exile gang, pillaging neighborhoods, without any luck. He did escape the straight suit world of New York, grabbed a suitcase and headed to Arizona to study motorcycle mechanics at the MMI. His mom was a teacher. The thought of schooling was engrained in his psyche. He struggled with the decision to enroll or not and decided not to invest another $20,000 in mechanics training, but find a job in the industry that enticed him. He answered a classified and came to Los Angeles and Russell Mitchell’s shop.

“Sheila,” I hollered from the back of the bar, “ another Jack on the rocks?”

She glared and spun towards the liquor shelf. I could only imagine this kid stumbling into Exile, to be strung up by chains, while cheap North Hollywood whores scrubbed his entire body and soul with Scotchbrite. He needed to be broken down. All the chrome, bling, upscale bullshit removed from his body, so he could understand the essence of the Exile credo. This shop is devoted to the plain and simple and the harsh reality of the elements. It’s all about battleship strength and a warrior’s metal. It reeks of the renegade’s soul, the loner’s spirit and Robin Hood’s plight.

Whatever Russell did to the young man it worked. He’s been apart of the rustic crew for three years and this is the second bike he’s built under Russell’s tutelage.

Brad is now the sales manager, works with purchasing, and customers, building relationships and fixing them up with the Exile components they need. “We sell bikes complete, or rollers or specific parts,” Brad told me.

He handled all aspects of the build this bike including welding, but not the sheet metal fabrication. “Dylan is the master,” Brad said. With Russell’s input they powder coated all the sheet metal and the frame black chrome with a satin clear finish. It took him 50 hours to complete the bike working week days after work until midnight and half-days on Saturday. That Saturday afternoon it fired to life and so did Brad.

There’s nothing like the rush of building a chopper from the ground up and lighting that fucker off. I took a large gulp of Jack and set it down hard on my table. The Brad transition was coming to life in my rough draft. The bike was as tough as Los Angeles streets. It was as simple as a jockey shift street hammer with dual brakes but no lever on the bars. Both rotors were crimped by the same oversized master cylinder (11.5-inch on the front and 10-inch on the rear with just a two-piston Exile caliper). Under the hot California Sun he stripped any chrome or bare metal components of polish or shine with WD40, as cutting fluid, and medium grade Scotchbrite.

Brad jacked up the Sportster tank Frisco style and cut the drag bars, clip-on style. So I got the picture. He was well educated, contained a reasonably strong work ethic and understood the cement creed according to Russell, sorta. I pressed him for riding style, back alley treachery on the whore-strewn streets of Hollywood, but nothing. I was frustrated. I was becalmed in that fuckin’ sea of treachery once more. I tore up my notes, tossed ‘em in the corner, guzzled the whiskey, told Sheila to stuff her high and mighty attitude and hit the streets. My rusty Shovelhead felt bitchin’ blasting across town, duckin’ rampant cops looking for noise pollution breakers instead of drug dealers. I skidded up to the shop, parked the bike and headed to the liquor cabinet, but stopped.

My Apple computer blinked at me in the dark of the Bikernet garage. An e-mail was whistling at me from the din. I tripped over extension cords and printer cables until I reached the keyboard and clicked on “Check messages.” Brad’s message danced across the screen. Daytona last year – We rented a house, and we were a big hit with the lollipops girls…………One of us came back divorced, several others came back and broke up with our girlfriends. Two of us nearly killed each other on the last day. And none of us remembered what happened that last week …………..”

Cheers,

–Brad Cutler
Sales Manager – Exile Cycles
http://www.exilecycles.com/

Fuck, just as I was thinking that the male, macho, hard-as-rusty-nails spirit was gone, Brad confirmed that warriors still live. He reaffirmed the Exile dream. I could finally rest in comfort, knowing full well that concrete pirates still roam the nights.

–Bandit

General

Owner: Brad Cutler
City/State: Burbank, CA
Builder: Brad Cutler
Company : Exile Cycles
Address: 13209 Saticoy St.
City and state: N. Hollywood, CA 91605
http://www.exilecycles.com/
Fabrication: Exile
Manufacturing: Exile
Welding: Dylan @ Exile Machining: Exile

Year: 2005
Make: Total Performance
Model: EVO
Displacement: 121-inch
Builder or Rebuilder:

Case finish: Scotchbrite
Barrel finish: Scotchbrite

Head finish: Scotchbrite
Carburetion: S&S Super G

Transmission

Year: 2005
Make: JIMS
Gear configuration: 6-speed
Final drive: Exile Chain Drive
Primary: Primo
Clutch: Rivera/Primo

Frame

Year: 2005
Make: Exile by Daytec
Style or Model: Rigid
Stretch: None
Rake: 32 degree

Front End

Make: SJP Engineering
Model: Tech Glide 250
Year: 2005
Length: 28”

Sheet metal

Tanks: King Sportster, Modified
Fenders: Exile Short Trojan
Oil tank: Exile

Paint

Sheet metal: Powdercoat
Molding: No way
Base coat: Black Chrome w/Satin Clear
Graphics: Nope
Frame: Powdercoat
Base coat: Black Chrome w/Satin Clear

Wheels

Front
Make: Exile Monster Wheel
Size: 21×3.5
Brake calipers: Exile 4-piston
Brake rotor(s): Exile 11.5”
Tire: 120 Metzeler

Rear
Make: Exile Monster Wheel
Size: 15×7
Brake calipers: Exile Sprocket Brake
Brake rotor: Exile 10-inch rotor sprocket
Pulley: 50-tooth sprocket/rotor
Tire: 230 Avon

Controls

Foot controls: Exile Forward controls, modified for foot clutch
Finish: Scotchbrite
Master cylinder: JayBrake
Brake lines: Exile
Handlebar controls: Internal throttle
Finish: Scotchbrite
Clutch Cable: Exile Foot Clutch cable

Electrical

Ignition: Crane Hi-4
Ignition switch: Exile
Coils: Crane Single Fire
Regulator: Compufire
Charging: Compufire
Wiring Brad
Harness: Brad/Exile
Headlight: SJP 3.5” Halogen
Taillight: Exile LED unit
Accessory lights:
Battery: Yuasa

What's Left

Seat: Seat pan by Exile, Leatherwork by Brad
Pipes: Exile
Mufflers: None
Exhaust finish: High-Temp Silver
Gas caps: Pop-up
Handlebars: Exile Dragbars with integral risers
Grips: Rubber
Pegs: Exile
Oil filter: Harley
Oil lines: Exile
Fuel Lines: Exile
Throttle: Exile Internal Throttle
Throttle cables: Exile
Fasteners: Stainless

Credits: Thanks to Russell, Jake, Dylan!

Contact info: (818) 255-3330 Ext. 1
sales@exilecycles.com
http://www.exilecycles.com/