Back of mirror.

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

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.

There’s Lee in the background, a god-like mystical specter, like an eerie fog overlooking Andrew’s handywork. Makes me shutter.

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.

After some narrowing, reshaping and the addition of a flush mounted fuel cap, Andrew was able to concoct a tank that fit like a glove.

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.

The bike just had to have a center stand, so Andrew got jiggy with it.

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…..

BIKERNET/GHETTO SPEC CHART

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,

“Last call ain’t an invitation, get the hell out.”

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.

Jessica sorta reminds me of Sheila.

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

Engine:

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/

Fifth place was taken by Krazy Horse Cycles from the UK, with their ‘Zeroesque’, an Ironhead Sportster homage to the styling that emerged from Shinya Kimura’s Zero Engineering in Japan.

Other trends now clearly seen through the Official European Championship have been the growing popularity and quality of ‘retro’ styling, and, conversely, the continuing development of cutting edge suspension, chassis and driveline technology and the use of light weight materials.

Photos and text courtesy of:
Robin Bradley
Publisher/Owner
American Motorcycle Dealer
robin@dealer-world.com

5th PLACE EUROPEAN CHAMPIONSHIP 2006

Bike Name: Zeroesque

Business: Krazy Horse
Bury St Edmunds, UK
www.krazyhorse.co.uk

Builders Name: Krazy Horse

Owner Name: Krazy Horse

Model/Make: 2005/1977 Ironhead

Engine Size/Make: H-D 1000cc

Frame Make/Type: Krazy Horse rigid
Rake: 45°
Stretch: Lots

Swingarm: None

Transmission: 4-Speed H-D

Wheel (front): 3.5 x 16
Wheel (rear): 3.5 x 16

Tires: Avon Speedmasters

Brakes (front): 1940's H-D Drum
Brakes (rear): H-D Sportster Drum

Painter: Pageant

Plating: Nickel plate

Additional Info: Everyone in the shop was involved in the build.
Special mention to the following…
Grips etc in 200 year old yew by Oz
Twiddly forged bits by the Baker
Seat covering and helmet from Davida
Key and brass items from the Kings Arms! www.AMDProShow.com

GERMAN cruiser specialist Thunderbike of Hamminkeln in Germany was the clear winner of this year’s Official European Championship of Custom Bike Building, presented by Custom Chrome Europe at their 2006 Dealer Show at Mainz in Germany. (We will feature the first place winner here, followed by second tomorrow and so on for ten days, if we don’t burn out.)

Called ‘Spectacula’, the swoopy lines and belt-free direct-drive 300mm fat rear-end lowrider was the clear choice for top prize among the twenty industry experts chosen to act as the jury panel at AMD’s acclaimed fifth annual European Championship.

Altogether 127 custom bikes (up from 71 in 2005) were entered by 98 builders (up from 63 in 2005) representing nineteen different countries (up from fourteen in 2005). The competition took place at the Phoenixhalle, Mainz, on Saturday March 25th and Sunday March 26th. The top ten featured three builders from Sweden, two each from Germany and Belgium, and one each from the Netherlands, the United Kingdom and the Czech Republic.

Second place went to custom show newcomer Stellan Egeland of SE Service from near Stockholm in Sweden. Stellan got a huge ovation from the crowd attending the awards ceremony for his remarkable Flathead engined drag-race inspired ‘Esox Lucius’ (Pike). It was only the second bike built by the hot-rod specialist, and it won admiration throughout the weekend from all who saw it.

Third place went to Charly Gregoire of Red Baron Choppers in Belgium for ‘Revenge’, a transverse mounted v-twin, finished throughout in aluminium and stainless steel. It had been a hot tip for Euro champs honours ever since the bike took ‘Best in Show’ on its debut at MotorSale and a Class Win at the Belgian Bike Weekend last year (Netherlands in November and Belgium in December respectively).

The top winning teams.

Fourth place went to Vaclav Vavra whose ‘Breakin’ the Rules’ backed up its fifth place in the 2005 Official World Championship of Custom Bike Building held in Las Vegas in November last year with a fourth place at the European Championship.

Top three: 1st on right, second on left and third in the center.

An orthopaedic surgeon by profession, Vaclav Vavra’s Czech Republic based VAV-Tuning bike building business is now firmly on the international map, and as with the success achieved last year by VMP of the Czech Republic (with their hi-tech ‘Czech Bread’ bike) points to one of the big trends seen at the European Championship in the last two years. Namely the emergence of top class custom building with contemporary design and production values in the former Soviet countries of Central and Eastern Europe. Shox KFT from Budapest, Hungary, finished just outside the top ten with the ‘The Hawk’, and altogether there were four entries from the Czech Republic, two entries from Hungary, three entries from Poland and Yuri Shif from Belarus.

First place ThunderBike.

Fifth place was taken by Krazy Horse Cycles from the UK, with their ‘Zeroesque’, an Ironhead Sportster homage to the styling that emerged from Shinya Kimura’s Zero Engineering in Japan.Other trends now clearly seen through the Official European Championship have been the growing popularity and quality of ‘retro’ styling, and, conversely, the continuing development of cutting edge suspension, chassis and driveline technology and the use of light weight materials.

It is as an engineering and design showcase that the European Championship was initially conceived, and, as with the Official World Championship which will be held during Sturgis Bike Week in the United States later this year (August 6th-8th), the European and World Championship program, along with its endorsement of approved national affiliate events around Europe and elsewhere, is having a positive and important effect on the global custom bike industry.

“AMD has created a fantastic showcase for the work of custom bike builders everywhere” said Andreas Bergerforth, of Thunderbike, in his acceptance speech after taking his company’s European Championship win. “The opportunity for builders to be able to compete in an event that has such an extremely high standard and that creates such worldwide publicity is great for all of those who take part, and fantastic for the industry as a whole.

“I know I speak for every body who has taken part this weekend when I say thank you and pay tribute to AMD and Custom Chrome for making this possible,” Andreas said.

The 2005 European Championship winner, Habermann-Performance from Germany, continued their fine track record of doing well at the event with an eighth place finish for their new bike ’Balor’, and two times World Championship third place winner Fred ‘Krugger’ Bertrand of Belgium scooped seventh.

Piet Hofman of Violator Motorcycles fame in the Netherlands backed up his 2005 European Championship second place and World Championship eighth place with sixth spot at this year’s European Championship with ‘Guilty to be White’.

The traditionally fine showing by Scandinavian builders continued with Ulf Stjernholm and Per Cederqvist of USPC of Romakloster, Sweden taking ninth place with a remarkable lowrider that combined contemporary styling with a ’74 Flathead power plant appropriately called ‘Fusion’, and 2005 Norrtalje, Sweden winner and World Championship competitor Peder Johansson of Hogtech fame took tenth for his rigid chopper ‘Laponia Outlaw’.

In addition to Shox KFT of Hungary finishing thirteenth, the top twenty saw Sweden’s MKHER tie with Violator’s other entered bike, ‘The Equator’ in eleventh, and bikes from Switzerland, Finland, Italy, the United Kingdom and Germany (Holger Schnell of No Limit Custom fame for another remarkable v-rod) filling the other top nineteen spots.

Privateer Michael Andreasson and 2005’s 10th place man Gordon Rooth (Unique Custom Cycles) continued Sweden’s excellent showing by taking twentieth and twenty-first places respectively. The much admired ‘Quattro’ by Daniel Rodriguez Crespo of Devil Inside Cycles in Spain also tied for twenty-first, as did Germany’s Andreas Maier of Schwaben-Schmiede.

Many thanks,
–Robin Bradley
Publisher/Owner
American Motorcycle Dealer
robin@dealer-world.com

Photographer Horst Rösler, from Germany can be visited at www.motographer.com and e-mailed at motographer@t-online.de

1st PLACE EUROPEAN CHAMPIONSHIP—FREESTYLE CLASS

Bike Name: Spectacula

Business: Thunderbike
Haminkeln, Germany

Year/Model: 2006

Engine Make/Size: TP Pro Series 124
Frame Make: Thunderbike
Frame Mods: 50° 6″

Wheel (front): 4.25 x 21
Wheel (rear): 11 x 18
Brakes (front): Thunderbike
Brakes (rear): Thunderbike
Painter: Kruse Design
Chroming: Thunderbike

www.AMDProShow.com

Bandit gave the entire staff books on grammar, spelling and punctuation. Whatta mess that caused. Every grammar book handles the topics differently. We couldn’t get it right before, and now we argue about the varied grammatical codes and still get it wrong. That’s not the case in the world of metal work. You either get it right the first time or keep hammering and welding until it’s correct. They’re only various levels of correctness, no rules. As a kid, with three brothers and no parents into bikes or hot rods, Josh Ewing drug a 220 Volt extension cord through his bedroom window, into his Tacoma, Washington, kitchen, pushed the electric stove out of the way and plugged in his stick welder. “I fired it up,” Josh said, “and it dimmed all the lights in my folks’ house.”

He started his craft after buying his first car at 16 years of age, a ’68 Impala. “I had no money to fix it,” Josh said, “so I did it myself.” He started with welding, then bodywork and mechanics. For three years he learned at his first job building hot rods in Auburn, Washington. “Then I spent another year and a half working from Wicked Fabrication,” Josh said. “I have no clue why or how I got into bikes and hot rods. My folks weren’t into it and neither were my brothers.”

During his time in the car shops he built bikes on the side and that end of his craft grew until he was forced to make a decision and opened his own shop in Sumner, Washington just 10 minutes east of Tacoma. His dad was an electrician for the Naval Shipyard and he’s the same age as Bandit, born in ’48. Josh is now 28, married and his first child is on its way. His shop stays busy with predominately metal fabrication. A customer, Marty Mitchell, hauled in this partially dismantled 1946 45 flathead and they started to rework the twisted chassis which led to a complete remake of the front chassis half, then Josh made the tank, the oil bag, the fender, forward controls, fender struts, license plate and taillight mount chain guard and center rear sprocket web. He cleaned and smoothed the stock springer front end and made the caliper mounts.

In addition to a variety of sheet metal working tools Ewing Kustoms house machine shop capabilities with a lathe and milling machine. He enjoys working on early rides but also deals with later bikes with big engines and billet wheels. “We’re predominately a metal fab shop,” Josh explained. They outsource paint, but make some of their seats, except when stitching is required.

We’ll watch as the Ewing shops grows and Josh develops new products, maybe a line of gas tanks and license plates brackets that might be sold through CCI. He’s obviously a talented builder and we hope to feature more of his bikes in the near future. That is, if the old Bandit will allow me to hammer out a story without picking it to death.

BIKERNET EWING KUSTOMS TECH CHART

Regular Stuff

Owner: Marty Mitchell
City/State: Spanaway/WA

Builder: Ewing Kustoms
Location: 13701 24st East, Sumner, WA. Phone #253-826-6246 / Email address : ewingkustoms@qwestoffice.net
Fabrication: Ewing Kustoms
Manufacturing: Ewing Kustoms
Welding: Ewing Kustoms
Machining: Ewing Kustoms

Engine

Year: 1946
Make: Harley Davidson
Model: Flathead
Displacement: 45 cubic inch
Builder or Rebuilder: unknown
Cases: stock
Case finish: polished
Barrels: stock
Barrel finish: Unknown
Heads: stock
Head finish: Unknown

Carburetion: stock (polished)
Other: Distributor is a modified Mallory

Transmission

Year: 1946
Make: Harley Davidson
Gear configuration: 3-speed
Final drive: chain
Primary: stock chain without cover
Clutch: Barnett

Frame

Year: 1946
Make: Harley Davidson
Style or Model: Flathead 45
Rake: about 45 degrees
Modifications: Rebuilt backbone and downtube to lower the headtube of frame. Removed any mounts that were not necessary, which were most of them.

Front End

Make: Harley Davidson
Model: Flathead
Year: 1946
Length: stock
Mods: Shaved off fender & other misc. mounts. Powder coated and chromed.

Sheet metal

Tanks: Ewing Kustoms
Fenders: Ewing Kustoms
Oil tank: Ewing Kustoms
Other: Air cleaner, primary cover & shroud, chain guard, brake lever, wheel spacer/ brake caliper mounts, fender struts, headlight mount, license plate mount and frame, front spool hub, distributor cap, kickstand, kicker pedal, exhaust mount, upper motor mount, and fender mount are all handmade at Ewing Kustoms.

Paint

Sheet metal: Byers Custom & Restoration
Molding: Byers Custom & Restoration
Base coat: Byers Custom & Restoration
Graphics: Byers Custom & Restoration
Frame: Rainier Powder Coating

Wheels

Front
Make: Harley Davidson / Ewing Kustoms
Size: 16 inch
Brake calipers: Performance Machine
Brake rotor(s): Ewing Kustoms
Tire: 5.00-16 white wall

Rear
Make: Harley Davidson / Ewing Kustoms
Size: 16 inch
Brake calipers: Performance Machine
Brake rotor: Ewing Kustoms
Pulley: (sprocket) Ewing Kustoms
Tire: 5.00-16 white wall

Controls

Foot controls: Ewing Kustoms
Finish: Black Powder Coat & Chrome
Master cylinder: Modified Wagner style
Brake lines: Ewing Kustoms / Goodridge
Handlebar controls: Ewing Kustoms
Finish: Chrome
Clutch Cable: Ewing Kustoms
Brake Lines: Ewing Kustoms / Goodridge
Shifting: Modified stock hand shifter with Ewing Kustom mount and linkage

Electrical

Ignition: Mallory
Ignition switch: Sportster
Coils: Gill
Regulator: V-Twin (solid state)
Charging: V-Twin generator
Wiring: Ewing Kustoms
Harness: Ewing Kustoms
Headlight: Model A cowl light/ Ewing Kustoms
Taillight: Ewing Kustoms
Switches: Only an ignition switch
Battery: Centennial Battery Systems

What's Left

Seat: Ewing Kustoms
Pipes: Ewing Kustoms
Exhaust finish: Ceramic Coating
Gas caps: Ewing Kustoms
Handlebars: Ewing Kustoms
Grips: McFarland Upholstery
Pegs: Ewing Kustoms
Oil lines: Ewing Kustoms
Fuel filter: stock style
Fuel Lines: Ewing Kustoms
Throttle: Exile internal throttle
Throttle cables: Ewing Kustoms
Fasteners: Custom Chrome

Specialty items:

Comments: We prefer to hand-make as many parts as we possibly can and buy only what we can't make. We also guarantee that you will recieve the highest quality with each hand-made part we make.

Credits: Special thanks to Byers Custom, Jaime McFarland ( thanks for the leather ), Daron Gaenz ( thanks for machining the axles),Jeff Cortez (Ranier Powder Coating), John Leach for his support, and Marty Mitchell.

We’re fortunate to have a teaser on Josh Ewing’s next project. Some very smooth sheetmetal work here.

Watch for another feature on Bikernet.com in the future.

A long time self-confessed bike nut, Glenn remembers riding back in the day when dodging dinosaurs rather than Volvos was the biggest on road challenge. Well maybe I am stretching things a bit, but he’s been riding a long time.

Glenn told me, “I bought my first bike when I was thirteen and paid for it with money I earned from my three paper rounds. It was a Royal Enfield, cut down to a sort-of mini bike. It had no brakes and a hand shifter on the tank and went like sh*t – I don’t really know how I didn’t kill myself. Unfortunately the cops caught me on the main road and gave my parents an ultimatum to sell the bike or they’d charge me. Well, at thirteen, guess what?”

But when biking is in your blood it takes more than a gnarly snarly sergeant to hold you back and it wasn’t long before Glenn was back on two wheels and it’s been that way ever since. Of course once he had the bucks the bikes have been mainly Harley-Davidsons and Glenn has enjoyed a slew of models and generally keeps a couple of bikes in his shed.

I first met Glenn when he came on the Heavy Duty Sturgis tour in ’99 and while most people partied themselves until their livers fell out and then used them for pillows, Glenn rode the wheels off the bike he’d hired. Since then he’s been back to the USA many times and become good buddies with some of the leading American bike builders and also with Bandit, former Easyriders editor and now head honcho of Bikernet.com.

Being partial to old school bikes, it was only natural that Glenn spent more time with like minded blokes like Indian Larry (and now Paul Cox and Keino), Johnny Chop and others who favoured the in-ya-face mechanicals of the original chopper/bobber culture, rather than over-the-top billet-laden high-end customs.

Well both Johnny and Larry have left us to compete in that great biker build-off in the sky and Glenn thought he’d do a sort of tribute bike in the style of these masters, with homage to other legends such as Von Dutch who – until his name became a fashion statement thanks to walnut-brained air-heads like Britney (vomit) Spears – was ‘The Man’ when it came to Californian pin-striping.

Glenn also acknowledges Ed “Big Daddy” Roth, the famous artist and cartoonist who created the hot-rod icon Rat Fink and was a key figure in Southern California’s Kustom Kulture/Hot-rod movement of the 1960s.

I asked Glen how this bike came about. “Well Doc, it was a great deal and I’d been thinking about getting another Shovel anyway. It’s good to get back to basics and y’know, I don’t intend to part with this bike. There is definitely something about riding old iron. I think it takes me back to my youth or “something like that”.

Well I reckon Glenn’s nailed it with this bike, building a cool custom that’s pretty damn true to the era. The bike is loaded with visual cues that spell hardcore in capital letters, from the reach-for-the-sky bars to the rigid-looking rear end this bike is a cool as it gets and is light years away from the merest skerrick of bling and that Frisco-mounted gas tank is a literal and visual highpoint.

There are many little custom touches all over this cool ride, things like Johnny Chop’s motto “Stay Gold” Glen worked into the leather hand grips he made and Indian Larry’s “Question Mark” which represented his philosophy of life. Neat touches, all over.

I’ll turn the story over to Glenn once again. “It started out a King Sporty tank I got from my mate Rusty out at Bayside Customs and then Little Mick lengthened it about 3-in, cut the tunnel completely out of it, and moved the filler neck as far to the top as he could. The petrol cap I got from master leather man Paul Cox from New York City who worked side by side with Indian Larry for many years.

I then put a Pingel fuel tap right at the bottom of the tank to gain access to all the fuel as being on such an angle you’ve got to set it up like this. With this tank I can squeeze in thirteen and a half litres of fuel, which is great. The first tank we did we didn’t go to this extreme and I was lucky if I got half of that useable fuel. Which was a bit of a shame really because Little Mick did some great art work on that tank. Still, what I’ve done with that tank is to get little Mick to sign it along with Keith R. Ball (Bandit) from Bikernet and I will have it mounted to put in my Leather Studio.

The rear mudguard and sissy bar are mounted to the swing arm and there is a custom made chain guard along with custom taillight mounts. I had a pair of 7-in dog bone risers with a 2-in offset I was going to use for the Panhead I’m in the process of building, but I thought the offset dog bone style would suit the Shovel better so I got Wild Willy to cut 4-in off the risers and weld a big washer for the base of the riser. Then it was off to the chrome platers and I reckon they ended up perfect. Plus I think the other half of the risers will work on the Pan but we’ll see about that down the track.

I discovered a few years back that I have a bit of a talent for hand-tooled leather work and have been doing a few seats for customs so it was natural that I created the one on this bike which readers of a certain hard-core biker publication will recognise.

The rear guard is a chopped down one that was originally suitable for a 300 tyre. Wild Willy, the Mad Fabricator, did the honours on that one and I should have mentioned he did the seat base also. All told this project took me nearly three years but to me, no bike is ever really finished.

Having said that, I need to add that for the moment I’m really happy with this Shovel as it is doing everything just right and it’s a helluva lot of fun. Besides after about four years I’ve just got all my parts together for my 1963 Panhead custom. I’m really looking forward to finishing the Pan as it is my own personal tribute to Indian Larry and hopefully I will have it finished by Christmas.

But this bike is really special to me because I’ve built it with a lot of great artists in mind like Ed Roth, Von Dutch, Indian Larry, David Mann and Johnny Chop because, in a small way, I hope to keep their spirit alive here in Australia.

Like all projects there’s a heap of blokes to thank and all were most helpful. Thanks to Ollie from Ollie’s Engineering and Machining 07 32883400, Brett from Brett’s Custom Paint (0416 002425), Little Mick from Koolsville Studio (0407 637697) www.koolsville.com for another great artistic touch, Traditional Chromers (075 4280066) for the shiny stuff and, lastly but not least, Wild Willy the Mad Fabricator who you can’t ring ‘cos he doesn’t have a phone.

Powder coating thanks goes to Scott and Ensoll (075 4534955) and thank you Mike from Mike Warner Motor Cycle Specialist (075 4931966) for rebuilding my rims. I’d like to also thank Mike from Mike’s Custom Shop in Noosa (075 4499555) for his advice and help along the way. And a very special thanks to my beautiful wife Kerry who supports me in whatever I am doing.”

TRIBUTE SHOVEL GUTS&BOLTS

ENGINE
Model: Shovel
Capacity: 1200cc
Builder: Ollie’s Engineering & Machinery
Cases: Stock
Crank: Trued and balanced
Bore: 10 thou over
Stroke: Stock
Compression ratio: 8.5 to 1
Bearings: HD
Conrods: HD
Oil pump: Reconditioned original.
Oil cooler: Lockhart
Oil: Kendall
Cam: Andrews (mild)
Lifters: Velvet Touch
Pushrods: Velvet Touch
Barrels: Stock HD
Heads: Long reach spark plug conversion
Tungsten alloy valve seat conversion.
Ports: Ollie did his thing
Rockers: Stock
Valves/springs/retainers: Black Diamond valves
Andrews Valve Springs
Ignition: Crane single fire
Carburetion: Evo CV
Manifold: Stock
Fuel: High octane super.
Air cleaner: S.U.
Exhaust: Custom made ceramic coated duals
Mufflers: Original 1990 Sturgis mufflers
Power: More than enough for me
Maximum revs: No idea
Top speed: No idea (no speedo)
Other mods: Externally mounted oil filter

TRANSMISSION
Year: 1972
Type: Ratchet Lid 4-speed
Close ratio Andrews gears
Gearchange: Original FLH
Clutch: Barnett
Primary drive: Original chain
Rear Drive: Chain.

SUSPENSION
Front: Sonic Telescopic
Triple Trees: FXWG Wide Glide
Extension: 4-in over
Rear: Rebuilt originals by Rad Shocks in Brisbane

WHEELS
Front: 19-in. HD re-chromed
Tyre: 100 x 90 Bridgestone Spitfire
Hub: HD
Brake caliper: Banana Caliper
(It works well)
Brake rotors: Aftermarket
Brake lines: Braided.

Rear: 16-in HD re-chromed
Tyre: 300 x 16 Bridgestone Spitfire
Hub: HD
Brake: Juice Drum Brake
(Also works well)
Brake line: Stock

FRAME
Type: Genuine swingarm
Year: 1972
Model: FLH
Rake: Stock
Mods: None

CONTROLS
Handlebars: 16-in Apes
Grips/levers: Billet grips
Custom leather outers
Risers: 3-in Paughco offset dog bone risers
Master cylinder: HD
Switchgear: HD
Mirrors: One
Headlight: After market
Gear change: Stock
Footpegs: FLH running boards
Rear brake master cylinder: HD
Speedo/tacho: Nope

Other: Oil pressure gauge and oil warning lightTaillight: L.A. County Choprods

GUARDS/TINWORK
Tank: Little Mick
Oil tank: Paughco
Front guard: Cut down stock
Rear guard: Wild Willy
Seat: G.P.Leather
glenn@gpleather.com.au

OTHER
Paint: Satin black

Photos by Doc and Matt Black

This is a story of love, budgets and practicality. Terry Lee, the boss of Envy Cycles and Street Walker Exhaust, has been designing and building custom motorcycles for over three decades. Bikes are still at the core of his soul, but the bills are predominately paid with sale of 80-100 sets of Street Walker exhaust systems a month, with 80 percent of them containing elements of his lightening holes motif. But once in awhile, he builds a shop bike to promote with, or a customer steps up and asks Terry to build him a ground-up.

This story is based in Arizona, one of my favorite places on the planet to ride. It personifies the old west, open spaces and hot nights blasting across the desert; that is, until urban sprawl implants a MacDonald's, Wal-Mart, Target and Home Depot on every corner, all selling Chinese products. A grizzly thought. So let's start in the Desert Emerald Palace on the Colorado River, Laughlin, a couple of years ago.

“I had my big tire gold bike, featured on Bikernet and in Easyriders, on display,” Terry said. “A young man approached and started asking me to build him a bike, but he had a concrete $25,000 budget. That blew it for me. I couldn't build anything close to our gold bike for that.”

It was a blistering day on the Laughlin strip and Terry didn't take Troy seriously. He had lousy casino food, lots of cops, and hot asphalt to contend with.

Scroll forward and Troy, a young rookie cop in Mesa, Arizona, kept coming around, but the budget didn't change. He was on the verge of tying the knot and buying his first home. Ah, but the Envy Cycles Chopper was still a major priority. While waves of heat rippled off the desert floor drawing any man away from all that straight society challenges us with, to ride alone and free, Terry and Troy negotiated a deal. This aspect of the story has an educational, thought-provoking side.

Troy, who never owned a chopper before, had his mind filled with chrome and steel desires. He wanted a wild shovelhead hotrod rigid that was capable of long blistering runs across the country. That recipe was, in many respects, an oxymoron, and he was still handcuffed to his budget.

“I had to convince him that his budget made it necessary to reconsider expensive engine options,” Terry said, “but I was able to install a very reasonably priced 120-inch Ultima engine, with primarily JIMS components.” Terry explained that Ultima 120s are square motors, don't vibrate, run strong and are reliable.

“I also had to point out that long-distance riding on a rigid wasn't exactly the best formula,” Terry said. He saved money with the Canadian frame purchase.

“I took the bite out of the 6-up, 4-out, 40-degree frame with Chopper Shocks under the seat,” Terry continued. “He also wanted a suicide clutch, jockey shift, like a Rat Fink job. I had him ride one of my bikes for an entire day with a hand shift and a Grandeur auto clutch. He fell in love with it. They’re quirky, but work terrifically for jockey shift bikes.”

As a safety device, Terry installed a bright but small neutral light in the headlight bucket so Troy would know when he wasn't in neutral and not to rev the engine.

“They're terrific for racing, instantaneous launch, but out here in the desert, we need to keep the dust out of the pressure plate or the clutch gets sticky,” Terry explained.

The quest for the finest, unique, hand-built chopper for a little over what a stock dresser cost from a dealership continued. A mid-west 6-speed, built overseas, was used to keep the price down. Terry handled all his own sheet metal fabrication, including the rear fender, a slightly larger oil bag (4.25 quarts for long cool runs), frame mods, battery box, and copper oil lines.

“I learned a trick from Billy Lane at Mike Lichter's display, at Thunder Road, in Sturgis. He recommended the short oil line additions to prevent vibration troubles from a rigid on a long run.”

Terry lengthened the Sporty tank to afford more miles on the open road. “He wants to ride it to the Rocky Point, Mexico Run,” Terry said.

Terry fabricated the sissy bar, and since he came from a background of painting custom cars, he handled the paint himself, except for the Von Dutch-styled pin striping by Tony Perez. The frame was powder-coated for durability and price.

“We ducked chrome and used powder for cost savings and durability,” Terry said. He stripped the headlight of chrome, soda-blasted it, copper-plated the ring, and added satin powder to both to protect the finish. He did the same to the battery box, which he built out of steel.

“For awhile,” said Terry, “I had access to a cool water jet house to cut the holes in my products, but they snagged a large contract and my stuff slipped to the back burner. I now drill all the holes in all of our products and pipe heat shields by hand, hit 'em with deburring tool and polish.”

That brings us to his Street Walker pipe business. If you look at the engine close, you'll notice how he stretched the rear pipe and built the air cleaner out of the way, to allow the rear exhaust pipe extra space and yet maintain that massive shotgun style.

“I make every effort to keep the length the same or similar for tuning,” Terry said. He built these pipes with a titanium ceramic coating and a brushed satin heat shield protected by the insul-shield for a slightly different hue.

“We have a popular set that is Titanium flat black ceramic on the pipe with gloss black powder on the heat shield with a layer of insul-coat on the inside of the heat shield to create a 2000 degree heat barrier between the two elements.” He offers his hand-made pipe systems in black, titanium or copper finishes. “I don't even polish the copper. We heat it slightly and it creates a wild patina.”

Here's the latest on the Street Walker Exhaust line:

NEWEST STREETWALKER HITS THE BRICKS

The newest entry in the ever-growing stable of Streetwalker Exhaust Systems, the FMJ (Full Metal-Jack-it) is now available in three different colored ceramic coatings in addition to show chrome.

The FMJ is a two-into-one, with 1 ¾-inch head pipes stepped up to 1 7/8-inch and coming into a merge before transitioning smoothly into a 3-inch collector. The custom exhaust system is constructed entirely of 16 gage DOM tubing. It is designed to fit stock bikes with either Evo or Twin Cam motors. It is available with an O2 bung for bikes equipped with an O2 sensor. Dyna owners, take note: It is transmission-mounted. The FMJ comes with the full sleeve heat shields, and several styles of flanged bolt-on tips will be available.

Designed to have a hot rod look, the FMJs will be available in black ceramic, show chrome or the new titanium ceramic finish shown in the pictures. The full sleeve heat shields require the rider to make a serious choice between show chrome, a brushed satin finish, ceramic black or titanium.

FMJs are also available in a right side drive (RSD) version that will fit a 300 belt or 330-rear chain drive. The RSD model is not intended for cable clutch applications.They are available online at www.streetwalkerexhaust.com or call 602 391 8488 to place your order.

Since they started with the road-worthy hot rod Ultima engine in a natural finish, he carried the silver base throughout the Envy Chopper, ultimately named the Neighborhood Bully. We spoke to JIMS to confirm their involvement in the Ultima engine package:

“Right now just crank pins, sprocket and pinion shafts. We used to do their oil pump, breather gears and pinion gears, but Kenny went overseas for them,” said Paul Platts of JIMS.“We are sensitive to the made-in-America mantra and like to support products built by our brothers and sisters whenever possible.”

There you have it. Troy plans to ride this dazzler to the Phoenix Raid Run to support the Race Against Impaired Drivers in the near future, and he's sure to turn heads, run at the head of the pack with this hot rod and keep jamming right across the country to escape the impending marital shackles. This scoot met the deadline, the budget and the design criteria, plus it looks killer. Hit the road, Troy.

Bikernet.com Extreme Envy Tech Chart

Regular Stuff

Owner: Troy Lepird
Bike Name: The Neighborhood Bully
City/State: Mesa, Arizona

Builder: Envy Cycle Creations
City/state: Peoria, Arizona
Company Info:
Address: 22928 N 85th Ave
Phone: 602 3918488
Web site: www.envycyclecreations.com www.streetwalkerexhaust.com
E-mail: terry@envycyclecreations.com
Fabrication: Envy Cycle
Manufacturing: Envy Cycle
Welding: Envy Cycle
Machining: Envy Cycle

Engine

Year: 2008
Make: Midwest
Model: Ultima
Displacement: 120 inch
Builder or Rebuilder: Midwest
Case finish: Natural
Carburetion: 45mm Mikuni
Air cleaner: Envy Cycle
Exhaust: Streetwalker Exhaust

Transmission

Year: 2008
Make: Midwest 6 speed LSD
Gear configuration:
Primary: Road Max
Clutch: Auto Clutch

Frame

Year: 2008
Make: Maximum Metalworks
Style or Model: Rigid Chopper
Stretch: 6 up 4 out
Rake: 40 degrees
Mods: Lightening holes and stress bar removed

Front End

Make: Paughco
Model: Springer
Length: 8 inches over
Mods: Brushed satin finish

Sheet metal

Tanks: Envy Cycle
Fenders: Envy Cycle
Oil tank: Envy Cycle
Other: Gas tank holds 4 gallons and the oil tank 4 quarts

Paint

Sheet metal: Envy Cycle
Molding: Envy Cycle
Base coat: Envy Cycle
Graphics: Envy cycle
Frame: Affordable Powdercoating
Base coat: Affordable Powdercoating
Type: Graphite Grey Powdercoat
Pinstriping: Tony Perez@ Pinstripping by Tony

Wheels

Front
Make: Streetwalker Glory Ole
Size: 2.15 x 21

Brake calipers: GMA
Brake rotor(s): Streetwalker Glory Ole
Tire: Avon 90/90 21

Rear
Make: Streetwalker Glory Ole
Size: 18 x 5.5
Brake calipers: DNA
Brake rotor: DNA
Tire: Avon 180 x 18

Controls

Foot controls: Streetwalker Foot Fetishes
Finish: Black Powdercoat
Master cylinder: Streetwalker
Shifting: Hand Shift by Envy Cycle

Electrical Envy Cycle

Ignition: Crane Hi-4
Harness: Doug Rich at Envy Cycle
Headlight: 5 1/2″
Taillight: Streetwalker

What’s Left

Seat: Streetwalker Hand Tooled leather
Mirror(s): Battistini
Gas caps: Nash
Handlebars: Envy Cycle
Grips: Battistini
Pegs: Battistini
Oil lines: Copper

Comments: Envy was contracted to build the bike for an Arizona Police Officer. His prime criteria for the build was a tough little rigid frame chopper that had a hot rod look to it. He plans on riding the bike out on the road, and an upcoming run south of the border to Rocky Point, Mexico is penciled in on his calendar. The bike's first run is the R.A.I.D. Ride ( Race Against Impaired Driving) in memory of Autumn Bourget, and sponsored by the Arizona Highway Patrol during Arizona Bike Week in April. Paul Yaffe, Roger Bourget, Jim Nassi and Brian Klock are scheduled to ride in the R.A.I.D Ride so Troy is riding his Neighborhood Bully with some heavy hitters on his maiden voyage.

Bikernet.com Extreme Envy Tech Chart

Regular Stuff

Owner: Troy Lepird
Bike Name: The Neighborhood Bully
City/State: Mesa, Arizona

Builder: Envy Cycle Creations
City/state: Peoria, Arizona
Company Info:
Address: 22928 N 85th Ave
Phone: 602 3918488
Web site: www.envycyclecreations.com www.streetwalkerexhaust.com
E-mail: terry@envycyclecreations.com
Fabrication: Envy Cycle
Manufacturing: Envy Cycle
Welding: Envy Cycle
Machining: Envy Cycle

Engine

Year: 2008
Make: Midwest
Model: Ultima
Displacement: 120 inch
Builder or Rebuilder: Midwest
Case finish: Natural
Carburetion: 45mm Mikuni
Air cleaner: Envy Cycle
Exhaust: Streetwalker Exhaust

Transmission

Year: 2008
Make: Midwest 6 speed LSD
Gear configuration:
Primary: Road Max
Clutch: Auto Clutch

Frame

Year: 2008
Make: Maximum Metalworks
Style or Model: Rigid Chopper
Stretch: 6 up 4 out
Rake: 40 degrees
Mods: Lightening holes and stress bar removed

Front End

Make: Paughco
Model: Springer
Length: 8 inches over
Mods: Brushed satin finish

Sheet metal

Tanks: Envy Cycle
Fenders: Envy Cycle
Oil tank: Envy Cycle
Other: Gas tank holds 4 gallons and the oil tank 4 quarts

Paint

Sheet metal: Envy Cycle
Molding: Envy Cycle
Base coat: Envy Cycle
Graphics: Envy cycle
Frame: Affordable Powdercoating
Base coat: Affordable Powdercoating
Type: Graphite Grey Powdercoat
Pinstriping: Tony Perez@ Pinstripping by Tony

Wheels

Front
Make: Streetwalker Glory Ole
Size: 2.15 x 21

Brake calipers: GMA
Brake rotor(s): Streetwalker Glory Ole
Tire: Avon 90/90 21

Rear
Make: Streetwalker Glory Ole
Size: 18 x 5.5
Brake calipers: DNA
Brake rotor: DNA
Tire: Avon 180 x 18

Controls

Foot controls: Streetwalker Foot Fetishes
Finish: Black Powdercoat
Master cylinder: Streetwalker
Shifting: Hand Shift by Envy Cycle

Electrical Envy Cycle

Ignition: Crane Hi-4
Harness: Doug Rich at Envy Cycle
Headlight: 5 1/2″
Taillight: Streetwalker

What’s Left

Seat: Streetwalker Hand Tooled leather
Mirror(s): Battistini
Gas caps: Nash
Handlebars: Envy Cycle
Grips: Battistini
Pegs: Battistini
Oil lines: Copper

Comments: Envy was contracted to build the bike for an Arizona Police Officer. His prime criteria for the build was a tough little rigid frame chopper that had a hot rod look to it. He plans on riding the bike out on the road, and an upcoming run south of the border to Rocky Point, Mexico is penciled in on his calendar. The bike's first run is the R.A.I.D. Ride ( Race Against Impaired Driving) in memory of Autumn Bourget, and sponsored by the Arizona Highway Patrol during Arizona Bike Week in April. Paul Yaffe, Roger Bourget, Jim Nassi and Brian Klock are scheduled to ride in the R.A.I.D Ride so Troy is riding his Neighborhood Bully with some heavy hitters on his maiden voyage.

 This journey started at Space Coast Harley-Davidson, March 2024, one sunny Saturday morning, where I test rode and bought my 2023 FXST Softail Harley-Davidson motorcycle.

 Years ago, I owned a Sportster and recently have been riding one, but I felt it was time to go to a Bigger bike, so I did.

 While I had been riding the Sportster with a windshield, I realized it was a definite must to have on my Softail and couldn’t ride without one.

 Riding on the east coast, there are times when it’s very windy and I feel the windshield protected me. So, with some research I decided on a detachable wind splitter windshield

It features a contemporary contour that sets it apart from the crowd.

 The great feature that sets it apart from other windshields is the contour at the top which manages airflow and turbulence across the top keeping the wind going up.

 With the help of my boyfriend Rogue, I chose Harley-Davidson #57400327 model. It is the 18-inch Clear Windshield with Polished Braces And Clamps.

 https://www.harley-davidson.com/us/en/shop/wind-splitter-quick-release-compact-18-in-windshield/p/57400327

We began our mission of installation together. He is not a beginner by far, I haven’t performed any kind of installation to a motorcycle before, but I was ready for the challenge.

 The kit came with all the correct parts and instructions. We provided the necessary tools for this task. Since this is new for me, the instructions seemed very easy to understand.

 I have built furniture pieces from instructions so following step-by-step instructions was not difficult. I believed with Rogue’s guidance and support, I would be able to accomplish this easily.

 

 Our first step was to remove the windshield from packaging, and verify that all the parts were in place.

 

 Once we completed step one, we placed the windshield on a blanket, so as to not accidently scratch it and proceeded to assemble the clamps and hardware stacks, one clamp at a time till all four were finished and in open position. There are more detailed instructions on the instruction sheet that should be followed.

 

 Before I installed the windshield I placed a blanket over my front wheel, just in case something slipped and fell on my polished front fender.

 Next, I carried the windshield to the front of my bike and straddled the front wheel, centering the windshield and closing the clamps on the forks.

 

 Rogue introduced me to a tool called a Torgue Wrench. An interesting and useful tool, it had a bunch of numbers on the handle. You set it for what tightness you want to make sure you don’t over tighten something.

 This tool is recommended by Harley to be used with any install.

 

 Suddenly, project complete I was ready to ride.

 Later that wild windy day I decided go for a ride and get a feel for my new windshield.  

 Later I experienced some Florida tropic rains and only my pant legs and boots got wet. The windshield protected my upper body.

 This experience of installing my windshield has been educational, rewarding and fun. I am a hands on kinda person so being able to install parts to my bike makes me feel better about taking care of my bike. Learning new things will encourage other women to take a chance and give it a try. Thank you, Rogue, for being my mentor through this sunny process.

The world will little note, nor long remember what we say here, but it can never forget what they did here.

It is for us the living, rather, to be dedicated here to the unfinished work which they who fought here have thus far so nobly advanced. It is rather for us to be here dedicated to the great task remaining before us—that from these honored dead we take increased devotion to that cause for which they gave the last full measure of devotion—that we here highly resolve that these dead shall not have died in vain—that this nation, under God, shall have a new birth of freedom—and that government of the people, by the people, for the people, shall not perish from the earth.

~ Abraham Lincoln, at Gettysburg