That’s right. You can enter by filling out the coupon, subscribing to Bandit’s Cantina on Bikernet, or to the Cycle Source Magazine. With a Crazy Horse 100-inch engine, and a frame from Texas Bike Works this build is already flying together.

From issue to issue you’ll see your motorcycle being built on the pages of Bikernet and Cycle Source. You’ll witness Gary Maurer from Kustoms Inc. and Ron Harris from Chop Docs bend sheet metal, create one-off components, and shoot one of the sickest old-school paint schemes that you have ever seen…




The team will carefully select components from the best in the industry, including wheels from Ride Wright, electronics from Accel, leatherwork by the master, Howard H. Knight, and controls from Tim at Grip Ace.

“Also, please look at Barnett clutches and let me know what you need,” Prince Najar said. He’s the manager of this process and partner at Biker Pros, who is working closely with our builders, editors, and suppliers.

“Also, Blacksmith Baggerville is interested in creating one-off pegs, brake pedal, grip, internal throttle and air cleaner,” the Prince said.

The parts list for XPress lid chopper build, including a Fab Kevin seat pan and hinge, expands daily.




Gary Maurer plans to split a set of stock fat bobs, modify them and mount them to the Texas Bike Works frame. He will take possession of the frame and Crazy Horse engine this week while the Prince searches high and low for forks cups, a springer front end, tires, rear fender, rear axle, final chain drive components, forward controls, a battery, a Mikuni carb from Rivera Primo, a primary drive system, an air cleaner, front and rear brakes, and the list goes on. Of course the Prince plans on using the D&D performance exhaust system.




“Let your wings fly for now,” Gary said to the Prince in his best motivational sounding voice, modulated by Jack Daniels and soaked in wisdom by some of the best Georgia moonshine.




“Wait,” Ron Harris said, “I have a special request. I need a Goldwing Windjammer fairing.”




“Thanks for reminding me,” Prince Najar said. “I found one, if Maurer will let go of his, then we’re all set.”



Gary Maurer with Jason Ferguson of Texas Bike Works initially designed the hand-built custom frame. Gary sent to Jason a custom bent backbone down to Texas. It features a 1 ¾-inch formed DOM steel tubing arched backbone to be integrated the frame. Jason is an MMI graduate who cut his teeth in Southern California with Johnny Pag and the Biker’s Dream folks in 1993. After the Dream fell apart, but with a great deal of hard knocks experience, Jason peeled out to the Lone Star state, and drove in his stakes in 2006, on the outskirts of Dallas/Fort Worth, in Granbury, Texas.




He spent five years perfecting his first frame jig and has been hand fabricating specialty frames for two years. The fabrication bug inspiration came from the first Motorcycle Mania Discovery show by Hugh King. He watched fabricators work shrinkers/stretchers, English wheels, shapers, and benders, and was suddenly intrigued to try his hand with steel manipulation.







Gary bent the curvy rigid backbone and shipped it to Jason. Jason added 2 inches of stretch up and out, plus an additional 2 inches in the rear. He included 34 degrees of rake in the neck. The rest of the 1 ¼-inch tubing design was up to Jason to enhance lines of the frame and make her flow.







“I don’t have a roller to fabricate those soft bends,” Jason said. But I’m sure that tool rests heavily in the back of his mind. As a kid, his dad was a biker, and Jason was inspired by Arlen Ness digger styles. He hopes to build frames, rollers, and complete bikes around Panheads, Shovels, and Sportsters. His next bike project involves a generator 1966 Shovelhead and a bone stock, never touched Arlen Ness original chassis.










So there’s talented crew for the XPress lid Bikernet/Cycle Source Sweeps biker project, and I would be proud to own any bike built with a Jason Ferguson, Texas Bike Works frame, Fab Kevin components, Crazy Horse engine, and by the crazy team of Gary and Ron. But wait, who the hell is that title sponsor? We are very fortunate to have this coffee company sponsor our build. XPress is a custom French Press coffee cup lid technology, by Smart Cup. Have you heard of French pressed coffee? Well, Smart Cup designed a portable cup that makes a French pressed cup of strong Joe whenever you want it. Over the months ahead, we’ll show you how it works and delivers a superior cup of crushed beans on the go.

Hang on for the next report, and don’t forget to enter, goddammit.

–Bandit



Sources:




Xpress
http://mysmartcup.com/


Crazy Horse
http://www.crazyhorsemotorcycles.com/

Texas Frame Works
www.TexasBikeWorks.com


Kustoms Inc.
KustomsInc@hotmail.com

Chop Docs
www.Chopdocschoppers.com


Fab Kevin
http://www.fabkevin.com/home.htm
www.evil-engineering.com


D&D Exhaust
http://www.danddexhaust.com/


Wire Plus
http://www.wire-plus.com/

Barnett
Barnettclutches.com

Rocking K Custom Leathers
howard.knight@montana.com

Accel
http://www.accel-ignition.com/

In a world where over promising and under delivering has become all too common here is a gem I must share. The Bikernet built Shrunken FXR has become my daily rider and needed a couple small adjustments to be just perfect for me.

One detail was the too small seat or the bike was too fast (pick one). So I rode my bike over to meet the nice folks at Saddlemen and see what they could do to help me out with my seat. Upon arriving at the Saddlemen facility I spent time with guys from the front office to the guys in the shop ( all of whom took great interest in my motorcycle and the seat they were going to design and build). I noticed from the get-go these people were all riders. I shouldn’t be impressed by that, but there are so many folks in this industry who don’t even ride anymore.

We discussed what I needed (lumbar support) and a lip on the edge of the seat to keep me from being bucked off or sliding onto the rear fender. We also discussed the lines of the bike and that in the case of the Shrunken FXR , less was more. After the team and I spent a great deal of time figuring out what we wanted and didn’t want I was able to walk around the shop and see the whole seat making process from start to finish. man was I impressed!

We will bring you the whole story in a Bikernet tech article next week.

–Buster Cates

Since last time, my Mudflap Girl is still over at Saddlemens waiting on a custom seat, but good news filtered into the shop this week. Next week, we should move forward.

Then my son made his dire announcement: “I wanted forward controls,” he said. “It’s all your fault. I agree with Jesse James, you’re nothing but trouble.”

I struggled with the assembly of his mid controls for months. I kicked the Handy steel lift and stubbed my big toe, knowing full well I stood on the right side of the law, and my son was out to lunch on this issue. But as the dad in this scenario, I should be the bigger man. Besides, mid controls can be a puzzling pain in the ass. I dug through my lockers of old parts and found enough components to make up the shift side of forward controls, but I didn’t have the rear brake master cylinder, or the lever and plate. I kept digging.

I reached out to Paul Cavallo, the boss of Spitfire Components, and our Mud Flap Girl frame builders. I thought if I could order a set of the weld-on ½-inch forward frame mounts, I would find the remaining billet aluminum controls parts at the Long Beach swap meet.

Here are some thoughts when it comes to mid controls versus forward controls: Mid controls tighten the looks of the drive train, but make it harder to work on your primary, clutch, oil pump, engine and pipes. They can be a tight, cumbersome addition. On the other side of the coin, they enhance the appearance of any bike by allowing the frame to slither unencumbered until it fades under the engine. And from a handling perspective, mid controls can actually lesson the weight on the lower back.

Okay, so forward controls are sort of out of the way of the engine, the pipes, and the primary. They are easier to install and adjust for long-legged bastards. So what the hell; we started to shift gears. Paul Cavallo assured us of a new shipment of their super-simple to install and bleed forward controls, so we stepped up.

Oh, regarding Jesse James. He complained to the publisher of Heavy Duty Magazine, in Australia, when I didn’t vote for him during the big American Chopper Build-off, in Vegas a couple of months ago. A year ago Heavy Duty asked me to fill in for Jesse, since he was acting up, so I started writing a column for the largest Harley mag in Australia. But now I’ve been fired, because Jesse threatened the publisher, “It’s either him or me.”

In the meantime back at the Mudflap girl, I grappled with the electrics. I had a few issues to mess with. I planned to install a Wire Plus speedo-dash to Frank’s Spitfire T-bars. Grip Ace would handle switches with their electronic module, and the ignition was a Crane Hi-4, a versatile unit. The Hi-4 can be set up to fire a single-fire system, dual-fire, dual plugs, tach, VOES, you name it. I also had a Wire Plus wiring system as backup. It contained the starter relay, blinker relay, and wiring schematic.

A quick sidebar: We built this belt guard out of solid steel rod and strap. I’m a stickler for strength. I like looks, but strength is everything. I would rather the rear strap was 1/16-inch thicker. I will keep an eye on this puppy during the break-in period. Swingarms are bastards for abuse; that’s why mounting fenders to swingarms is particularly tough. Every bump, vibration, or shock a tire endures is transferred to the swingarm, and anything attached to it. Unlike a rigid frame, a swingarm is designed to move rapidly to cushion the ride.

I dug around and found an old ignition switch with an old worn brass key. I looked for a thick washer with the same I.D. as the switch’s O.D. and welded it to the top motor mount. Seems a very accessible position for a switch, and close to the coil and ignition system wires.

At first, I thought about running a circuit breaker on the other side of the motormount, and installed one. As it turned out, I never ran a wire to it, so I removed it.

Since S&S took over the classic Crane Performance products line, we had access to Crane products. My son’s performance aspects will all be Crane and S&S, including the E-carb, a Crane cam, adjustable pushrods, etc. First, I installed the Crane sparkplug wires. This is one damn thing I take my time with. It’s too easy to cut a wire short. I find the kits often lacking the proper pieces, or pieces too tough or tight to install without going nuts. It’s good to collect spare parts. Don’t throw anything away, goddamnit.

For instance, this kit comes with the sparkplug end of the wire already fastened to the cup and lead. I couldn’t find a brass fitting for the straight-in coil sleeve end, but I had some in another kit. I followed the directions and greased the inside of the rubber boot before I started. With the wire and the boot greased, I slid the boot past its position, carefully cut the insulation back about ¾ of an inch, and then folded the carbon lead over the insulation. I carefully crimped the brass fitting into place using several different configurations of pliers, since I don’t have any special tool for this operation. Notice how the brass must bite into the plug wire insulation.

It’s a delicate, tough operation, but once the boot is pulled into place, the tight rubber will hold the fastener and the wire firmly. My son, Frank, the tattoo artist, stopped over and we handled mounting the controls on the bars. These controls were designed for stock application, and we would not use the stock switch housings, because we were dedicated to using the new Grip Ace system due to its simplicity, but we’ll get into that later in this chapter.

We installed the modified handlebar controls with some 1-inch Dewey wheel spacers to make up for the missing bulky switch housings. We were installing the Biker’s Choice Motion Pro clutch cable when Erik Lundmark, from Lundmark Studios, popped in and started filming us for his new TV series, Kustomz. It’s so long between shoots, I forget about the creative effort, but it may pop onto a cable channel near you someday soon.

This build is interesting, because it forced me to go in different directions and away from another rigid frame. In fact, some readers applauded the variation from rigids to something more long-road worthy, and the FXR platform was perfect. I’m beginning to understand why some builders always use the same tried and true components over and over. I can use the same parts, and they fit the same way as the last build, with no surprises. Since Ben Kudon at Rivera asked me to try their new belt system designed for use in a stock primary, I agreed to try it. No big deal, right? The bike was built in 1996, and we stumbled across a set of 1989 primaries.

As it turned out, the starter jackshaft in the early primary was much larger in diameter than late model units, with less pinion gear teeth, but much larger. Consequently, the Spyke starter wouldn’t work and I had to return it. Then the jackshaft was all wrong, and finally, the ring gear on the Rivera Primo Inc. clutch was wrong. Ben sent me another ring gear and it wouldn’t fit on the Rivera clutch shell. He thought I had a stock clutch. What a minute; I was building this with a primary, primarily to use their new system. Switching ring gears was not fun, due to their red Loctite-coated fasteners, and we had to drill out several locked-down Allens. Fortunately, Rivera-Primo makes ring gears for almost any application, so I was covered.

Ray C. Wheeler and I tried everything, including WD-40 and stronger penetrating lubricants. Ultimately, we rounded Allen wrenches, drilled out a few, and used easy-outs. Then the clutch rolled back into shape with the new Spyke starter and jackshaft assembly, but we were missing one dinky element. That surprise came later.

Next, we started to wrap up the carburetor install with the new S&S Stealth Air Cleaner design. Here’s what the gang at S&S said about this system: Everybody likes to go fast, but not everybody likes to advertise. The S&S Stealth air cleaner kits are for the rider who likes to go fast, but wants to be just a little bit sneaky. Get all the performance of the S&S design, including the air directional “stinger” cone in the filter, and hide it under your stock Harley-Davidson air cleaner cover.

Owners of 1999–2012 Harley-Davidson big twins can install the new S&S Stealth air cleaner kit and pick up more power, using their stock air cleaner cover. Nobody will know because it looks entirely stock. We’re talking sleeper hog!

Owners of 1993–1999 big twins with Evolution engines and owners of Sportster models can get the same performance kick, but won’t be able to use their stock covers.

We didn’t want to use a stock cover or be stealthy about it. S&S makes a series of their own aluminum cover designs, but we gave it the Mudflap Girl touch from 2Wheelers just before they packed up and rolled out from Denver, heading east for Daytona Bike Week. I liked this new system a lot, from the lightness of the components to the auto-venting system built into the bracket. No tubes or hoses needed. This installation was a breeze.

Something sneaky slithered around the shop about the time a cold chill slipped over the LA basin. I discovered how aerodynamic Frank’s Spitfire tank was and how well it fit on our Bonne Belle 45 being built for Bonneville this year. I stole the sleek tank off Frank’s bike and mounted it to the 45 Paughco frame. It fit like a glove. I ordered a 3.8-gallon tank from Paughco, and it arrived just after the winter show series. Ray helped me grind off the rubber-mounting tabs.

I started the wiring process, knowing full well the tank would arrive any day, and I would need to reroute some of the wires. I stuck the Grip Ace wiring module in the backbone of the frame, installed the Grip Ace grip, and tried like hell to find quiet, unencumbered time in the shop alone to perform wiring magic. It’s not difficult, but it takes quiet thought, testing, wire running, wire accounting, and figuring.

It’s too easy to run a wire, and then discover another wire needs to follow the same path, such as the neutral switch wires running off the transmission. That wire (one is a ground wire) can run up to the Wire Plus speedo, but the oil pressure switch will follow the same route, as will the speedo pick-up, the wire to the starter solenoid, and maybe the wire to the brake light switch.

I’m using the longer spin-on oil filter to hold the alternator/Spyke regulator plug in place and give the bike more oil capacity. We used the new JIMS tool to pull the filter, and we replaced it by hand. I mistakenly thought I could wire this bike without a circuit board, but quickly shifted gears after I made a small bracket to hold the 30-amp circuit breaker under the seat. Then I welded a small mounting plate to the bracket for the board, and everything started to fall into place. I found some quiet time and started running wires. When I first wire any bike, I draw a schematic with the basic components and start an initial map. It’s a damn good idea, because it’s super easy to forget one item, like the flasher unit for the turn signals.

I also grappled with the VOES switch. I reached out to Bruce Tessmer from S&S for input. I’ve run maybe one VOES switch in my building career, so I didn’t see any reason to go there. Bruce explained the reason behind the switch running off a vacuum tube from the carb. It is designed to help prevent pinging in high performance engines when they don’t have access to high-octane fuels, or run in high altitudes. Since we don’t generally encounter those problems, and we are running near-stock compression engines, I ducked that aspect, and wired the Hi-4 system into place.

My grandson, Frank Jr., recently took over the XS build, and he rolls over to the headquarters on a weekly basis. He’s a worker, willing to sweep the floors, turn wrenches, anything to assist in the process. He’s turned into a major asset around the shop, and has recently become the designated rider for 45 Bonne Belle, since our Australian female tattoo artist had to bow out for this year. Frankie, 18, is also a tattoo artist in the making. We dove into re-installing his XS engine into the Mr. Lucky, Paughco-built frame, and Frankie is now helping with the Bonne Bell build.

Next, we will fire Frank’s FXR, check the wiring, adjust the carb, and we will both be in the market for seats. Mine is scheduled to come from Saddlemen and Frank’s from Le Pera. Hang on. Oh, and we’ll come face-to-face with our jackshaft learning curve. I’m getting anxious to ride. I’m scheduled to meet the Saddlemen crew in two days.

Spitfire

Biker’s Choice

JIMS Machine

MetalSport

BDL/GMA

Wire Plus

Branch O’Keefe

Bennett’s Performance

Custom Cycle Engineering

Saddlemen

Bub

Hang on for a chance to win this bike. The odds will be terrific, so step up and enter, or subscribe to Bandit’s Cantina on Bikernet.com, or Cycle Source Magazine, and we will take care of your entry into the drawing towards the end of the year. In the meantime, grab a beer and enjoy this build process monthly on Bikernet, or on the crumpled pages of Cycle Source magazine.

Last issue, we discussed the myriad of top-notch components flying at this build, and how Jason built the frame, at Texas Frame Works, around the master’s configuration and the pre-bent contoured backbone. The master is the boss of the 28-year- old shop, Kustoms Inc. and Evil Engineering, Gary Maurer.

Gary recently took possession of the Texas Frame Works rigid frame, the magnificent Crazy Horse 100-inch engine, the Baker transmission, Accel electronics, and of course, an Evil primary drive system.

“I like to design the sheet metal and frame around the complete drive line,” Gary said. He has a build theory based on the major components in place during the frame and sheet metal design process.

This time, the frame was built behind his configuration, then in went the engine and trans, so he could design sheet metal befitting the lines of the frame and make it cup the engine and trans. He asked Jason to stretch the frame to allow him the space to install the battery behind the trans and in front of the fender.

“I like to build bikes with the battery under the transmission,” Gary said, “but they’re a bastard to work on.”

In this case, the bike will be built as an everyday rider, so ease of maintenance is a major consideration. Here’s the twist of the month, and a major element in the formula behind Kustoms Inc’s success. Gary opened his shop in 1982 as a part-time endeavor. He was 22 at the time, and shortly after, he kicked it up to full-time in 1983. About that time, a 16-year-old high school sweetheart wandered into the shop and enjoyed the vibe. Julie Gilford started answering the phone. Her family taught her work ethics and didn’t allow her to sit around on her cute ass.

Gary made most of his cash flow by repairing and painting Grand Ledge Post Office Jeeps and building race cars. Since the shop consisted of Gary and usually just one helper, Julie picked up tools, cleaned the shop, then started to perform mechanical duties. In 1985, Julie graduated from Grand Ledge High School, and Gary dodged child-endangerment charges.

Julie grew into a major fabrication team member within the tight Kustoms Inc. crew. She built frame tables, fabrication jigs, and runs the mill with her long deep brunette hair pulled into a tight bun. “If she took on welding and running the lathe, I would be out of a job,” Gary said humbly. They have worked together for 28 years so far, and she rides. Three years ago, she hit a deer, but that’s a harried tale for another time.

So Julie jumped at the chance to dig in on the first fabrication build project for the Bikernet/Cycle Source Sweepstakes build, the oil tank. Kustoms Inc. offers several hand-built oil bags. They manufacture a couple of sizes in a donut configuration, with a hole down the center. They also offer a couple of sizes in this oval shape. Julie cuts out the end plates and then forms the oblong, barrel-like exterior. Gary machined mounting bungs using stock Harley gas tank rubber mounts to fasten the oil bag to the frame securely.

Julie drilled the holes in the tank for mounting bungs and oil line fittings. Gary ran the feed line to one end, the return line at the other end, and the vent line near the filler cap. They also drilled and positioned the drain cap bung and the filler cap bung.

After building precision racecars for a couple of decades, fabricating custom motorcycles is all about fun. “At one time, I had to hide my motorcycles when the car guys showed up,” Gary said. “Now the car guys want a chopper to match their racecar.”

Sure, bikes have always been the bottom rung, low-class outlaws. It never changes.

Don’t miss the next episode. They bought a set of ’90s, 3.5 gallon, H-D fatbob gas tanks. Julie will form the pieces to eliminate the dash dish and make them pure flat-sided tanks. Gary will mount them on either side of the frame so the frame will be visible down the center.

“This bike will be built to ride, but look cool,” Gary said.

Don’t miss the next episode, or a chance to win this puppy.

Sources:

Xpress
http://mysmartcup.com/

Crazy Horse
http://www.crazyhorsemotorcycles.com/

www.TexasBikeWorks.com

Kustoms Inc.
KustomsInc@hotmail.com

www.Chopdocschoppers.com

Fab Kevin
http://www.fabkevin.com/home.htm

Evil Engineering
www.evil-engineering.com

D&D Exhaust
http://www.danddexhaust.com/

Wire Plus
http://www.wire-plus.com/

Barnett
Barnettclutches.com

howard.knight@montana.com

Shorai Batteries
www.Shoraipower.com

Bell
www.moto@rcn.com

Editor’s Note: Our 5-Ball factory racer was feature in Heavy Duty Magazine in Australia recently. It’s the largest selling custom bike mag Down Under. The story and the photos were handled by the amazing Smilin’ Doc Robinson, the longtime tech editor. I’ve left the story alone for your viewing pleasure. Enjoy.–Bandit

Many interesting and colourful characters populate the biker world and Keith “Bandit” Ball walks tall among them. And not only because he tops out at six-foot five inches. Lifetime biker, author, longtime Easyriders’ editor, custom bike builder, salt racer, founder of the premier web site Bikernet.com, Bandit is all this and more.

Get him settled in the comfortable lounge seat in his Los Angeles abode, pour him a stiff whisky, and sit back as he shares tales of the road, some that would make your hair curl, others that are genuinely side-splitting and always among them, lessons to be learned about life.

I figured that the best way to introduce this build to HEAVY DUTY readers is to give it to you in Bandit’s own words: “For decades guys have built vintage- looking scooters with late model drive-trains. Hell, I built another one at Strokers Dallas in the ’90s. Before I dreamed of it, Arlen Ness built a ’20s vintage scooter and sidecar around a Sportster engine.

Randy Simpson built vintage kit bikes. Don Hotop built some of the finest vintage-styled customs and recently I saw a ’20s styled bike at the SEMA show in Las Vegas built by the Shadley Brothers for House of Kolors. Beautiful piece. So I ain’t the first by a long shot. But there is something in the air recently about respecting the old iron and bringing it back to life. Some of it has to do with restrictions, and building older bikes is unrestricted. Some of it has to do with nostalgia and some is just a wild departure from the last project. I’m excited every year about this learning process.”

I asked Keith to sum up the vision that drove this build: “Well I built it in the teens vintage style, but with my height and long limbs I had to scale it up a bit. It’s built for long miles, with floorboards, a sprung seat, rubber grips, tall gearing and a spare gas tank. Every custom motorcycle build is an adventure. It takes me from one crazed time in my wild life to another. Fortunately, I’m not spilling my guts about another woman I lost during a knuckle-busting build. But this build did represent turning points. I’m rapidly closing in on my mid-sixties and about ready to sign up for Social Security. It also represented our stinky economy.”

Bandit is such an industry icon and it is not surprising that many of the leading lights of the motorcycle aftermarket were involved in this build, blokes like Ron Paugh of Paughco, leading manufacturer of custom parts and accessories for the past forty-three years, Rick Krost of US Choppers, Chica, who needs no introduction, Gard Hollinger of LA Choprods and HEAVY DUTY photographer Glenn Priddle who made the sweet seat.

Here’s Bandit again: “The key to the success of this project is the drive train. I sought a Crazy Horse V-Plus, 100-inch engine for several reasons. It has a classic design, renewed performance, cool looks and a left-side carb. I coupled it to a JIMS 5-speed transmission with a Baker kicker unit and Baker N1 shifting drum, so I can run the tank shifter and find neutral without a problem. The rocker clutch system I put together from old H-D parts while I fabricated the tank shifter.”

When he hasn’t got a fast motorcycle between his legs, or a whiskey in one hand and a beautiful redhead in the other, Bandit is happiest welding, soldering, wrenching, milling and turning metal in his secret and damn well-equipped lair beneath Bikernet HQ. His other love is writing, usually upstairs in his 1923 shop, behind his glass-topped Panhead-motor desk, rattling his computer keyboard, churning out another fiction book, a book for motorbooks, magazine articles (sometimes for HEAVY DUTY), or news, or one of dozens of tech articles for Bikernet.com.

And for those of you who are truly interested in the real guts of bike building, let me recommend reading the whole story of this build on the Bikernet.com web site. It runs over some eleven parts and is well illustrated with photographs showing each and every step of this build.

If you only read one part of the full story, make it Part 6 where you’ll see the immense amount of work that went into the rear fender fully detailed as master metal shaper Chica gets to work. But once again, I strongly recommend you read the whole thing as a salutary lesson on just what goes into a ground up build. Without the space limitations of a magazine Bandit is able to show and tell stuff that you won’t find elsewhere. To find it, go to Bikernet.com and click the Free Departments button and select Techs and Bike Builds and scroll backward through the various articles until you find Part One and take it from there.

I really dig this bike in every aspect; the concept of honouring old iron in this way, the marriage of old school looks with a nod here and there to practicality and safety, given that brakes back in the first two decades of the twentieth century were mighty primitive to say the least. I love that shifter in all its brassy mechanical glory, the vintage touches like the chain oilers and the leather strap holding down the battery and the cool fuel tank mounted up top to extend the bike’s range.

Having examined it closely, both during construction and in its completed state, I can attest that the fit and finish all over is excellent and detail touches like the pin striping are icing on the cake. Keith thanks Sin Wu for her part in this build and reckons this woman is a keeper, and I can understand that. This bike is a beauty and will look just as cool in fifty years from now. Way to go Bandit, I’ve seen several of your other builds but with this one you’ve climbed a pinnacle. HEAVY DUTY is proud to feature it in our pages.

BIKERNET EXTREME GUTS&BOLTS TECH CHART

ENGINE
Type: Crazy Horse Power Plus 100
Capacity: 100ci
Cases: Stock
Crank Stock
Bore: 3.874″
Stroke: 4.25c
Heads: Stock
Ignition: Thunderheart
Carburetion: S&S Super E
Manifold: Stock
Air cleaner: powder coated by Worco
Exhaust: Bandit built
Muffler: Stainless Scorpion from John Reed
Estimated power: 80hp

TRANSMISSION
Year: 2006
Type: JIMS
Number of gears: 5
Gearchange: Bandit built
Baker N1 Shift Drum
Clutch: BDL
Primary drive: BDL Classic powder coated by Worco
Rear Drive: Exile chain

SUSPENSION
Front: Paughco narrow tapered leg springer
Triple Trees: steel from Paughco
Mods: 2″ under length
Rear: Rigid U.S. Chopper design

WHEELS
Front: Black Bike dimpled 23″
Tyre: Avon
Brake calipers: GMA by BDL
Brake rotor: H-D
Brake lines: John Reed
Rear: Black Bike dimpled 23″
Tyre: Avon
Brake caliper: Exile
Brake rotor: Exile Sprotor

FRAME
Type: US Choppers vintage rigid
Make: Factory Racer by Paugho
Year: 2009
Rake: 30 degrees
Seat: Glenn Priddle

CONTROLS
Handlebars: Narrowed Flanders
Grips/levers: H-D, BDL/GMA
Risers: DPPB bronze dogbones
Master cylinder: GMA front
Mirror: Lowbrow
Headlight: pinstriped by George the Wild Brush
Footpegs/forward controls: Paughco vintage footboards
Rear brake master cylinder: H-D
Speedo/tacho/oil pressure: Biker’s Choice Vintage Sportster
Taillight: powder coated by Worco

Other modifications: rocker clutch system made with old H-D parts, Phil’s Speed Shop wiring harness and ignition system, alternator charging system by Spyke

GUARDS/TINWORK
Front guard: missing
Rear guard: Chica
Fuel tank: Paughco
Trim: gone
Oil tank: Paughco
Other modifications: Vintage H-D tool box and brake linkage by Paughco, Reserve gas tank by Mike Pullin

COMMENTS: This bike was built in the teens vintage style, but built for long miles with footboards, sprung seat, rubber grips, tall gearing, and spare gas tank. The plan was to ride to Sturgis, but I never got out of Dodge. Now the plan is to ride it to Arizona for the too broke for Sturgis run to Salome, a little sun burnt town in the middle of nowhere. But it has a very cool or western saloon on the edge of town.

Partners in Crime:

Continued from page 1…… I was about to reach for the phone book one morning, on an ass-saving spring hunt, when the mail arrived with an invitation to the Harley-Davidson new-model announcement. At that point I was spending every extra moment in the garage and interruptions were a problem. But the factory has always been supportive and I couldn’t miss the new bike review so I signed on for the event. It took place in Pasadena and all the moto-journalists from the Southern California region were on hand. Occasionally during the presentation I would peer at the list in my pocket and go to the dingy corner where the heads were to make a call about chrome or parts, or I’d call headquarters to check in with the crew. Some years the Harley announcements indicate business as usual at the factory with only minor changes. This year was a vast contrast to the status quo. It was immediately evident the company was making strides to capture a larger segment of the aftermarket with its accessory production pace and the focus on custom parts. The models radiated custom touches. They had finally truly lowered a bike, the new Lowrider Dyna. Road Glides were getting much more engineering attention. Performance was advancing quickly with a Holley Carb introduction and big-inch motor kits. Some of the new paint schemes reached deeply into the custom culture for colors and designs.   Then they came to the new narrower, lighter, police model for 2001. Cop bikes didn’t mean a hill of beans to me, but I scanned the more agile machine that is now available for individual sales and they’re cheap. Dan Ackroyd should get a new one. I noticed springs under the solo cop saddle and immediately jumped to my feet. Two representatives from the factory rushed to my side. “Can we help you answer any questions about the new police model?” one of the engineers asked. I started babbling about this stretched rigid I was going to ride to Sturgis and the two contemporary thinkers backed away as if my radical concept might rub off on them. I ordered a set later that day. They proved to be … well you’ll see. The frame was sent to the powdercoater, the chrome went out and the sheet metal was shipped to Harold’s. The waiting game began while I chased any missing parts. By the time the sun was blazing in the single window of our tiny headquarters, the frame was back in the garage and up on a towel-covered lift. The chromer made me wait another day. I was in the midst of a bolting-together orgy when the dark-haired one appeared in the doorway of the Bikernet den, peeling out of her threads. Her alabaster skin looked like cream flowing into a hot cup of coffee. The satin shaved surface was too delicate to touch. What the hell is a biker to do when heaven is standing nude in the doorway? The crew was looking at 34 days until departure. I was looking at green eyes, a sensitive smile and … priorities men, priorities. It was a factor of hours and parts availability, plus watching for problems. Everything was seriously locktite drenched, tightened and tightened again. I notice a weak link immediately in the wheel spacing. This was an odd, uncalled-for operation. You buy wheels, they come with spacers. You install them and it’s a done deal. You go for a ride. So what was the problem? The tubes had been cut and collars added to assist with holding the grease near the bearings, and to hold the spacer centered when the axle was removed. They weren’t shabby. The dilemma made me second-guess my installation. I checked and rechecked the life-threatening problem. If I left them alone, I would certainly be a candidate for a high-speed wobble. If I set them up too tight, I could burn up the bearings in the desert and be left alongside the road to fry in the sun. Something had to be done to correct the wheels or find out where I went astray. With spacers the correct length, the wheels and brakes could be installed for the last time and anything that could reach final assembly made me smile and saved time. We were frustrated. I centered the wheel and began to space the P.M. Calipers. Something wasn’t right. There was .020 slop in the center spacer that pre-loads the Timken bearings. I was blown away and stayed up until 2 a.m. with a sheet of glass and wet and dry sand paper trimming the spacer down while insuring the flat parallel surface to the bearing race as left intact. I finished uncertain of the tolerances. Later I found that the tolerance prescribed by the factory is .004 to .014. It is recommended that with aluminum hubs you should lead your figure to the .004 side. There was another weak link and Harold mentioned it as soon as he received the mounted Sportster Tank. “That tab system is a little shaky, Bandit.” What could I do? I had two 1/8-inch-thick straps that ran the entire length of the tank and out both ends by three inches. At the last minute I eliminated one because I felt it would be too difficult to bondo. The tank was now in Harold’s hands and time was running out. If I had sent the bare frame to Harold, he would have mounted the gas tank by his proven method. The decision had been made and I would be forced to live with it. We kept moving. Ah, but there was another adjustment that lurked in the back of my mind, although Giggie from Compu-fire checked my installation and gave it a thumbs up. I was sketchy about the primary drive adjustment. I had slipped the original inner-primary O-ring between the engine cases and the motor plate for vibration relief. Bad move. The BDL belt was too tight. There was no slack in the belt and I wanted some. I had to loosen the transmission, unbolt the motor-plate from the engine and move the tranny forward as much as possible. It worked out perfectly, but just in case, I ordered a spare belt (I broke a primary belt in ’97 outside Denver). Giggie from Compu-fire helped kick off the wiring with the installation and timing of the Compu-fire single fire ignition. With it in place sans the Voes switch (this is a chopper, right?). About that time, a tall Asian in a flowered bikini and a black towel strolled past the headquarters on her way to secluded Cabrillo Beach. The entire crew was distracted. It wouldn’t be the last time Sin Wu captured my concentration. She became our lunch time mascot, dropping in from time to time to check the progress and tantalize us. The rear wheel had yet to be spaced properly. It suffered from the same malady as the front wheel and the last thing I wanted storming through my brain at 5 a.m. on a highway in the middle of nowhere was my wheel spacers. We were forced to remove the rear wheel again. I had built in a stud for the hydraulic brake switch behind an exhaust pipe as part of the exhaust bracket. The notion was to hide that ugly bastard yet make it accessible if need be. As it turned out, Joker Machine builds a micro brake switch into their forward controls. Ultimately a dice was drilled and tapped to conceal the stud. Just as I finished the wiring, the paint was delivered. Harold and I discussed the paint scheme at length. The first problem was the frame paint. We were limited to a bright metallic blue. I sent Harold a chunk of square tubing painted the same color to match. He studied it and went to work. We discussed white pearl or cream colored flames and he decided to add a silver accent. We couldn’t decided what color to pinstripe with. We discussed red, pink (no way), even green, but nothing jumped out at us. When Harold called and said he’d pinstriped it gray, I choked. It sounded drab, lifeless. A week later, after clear coating and drying, the paint was shipped. I had become best of pals with the UPS guy, who showed up daily. When he showed up with a small package he’d be greeted with a long face from a disappointed crew member. “We need bigger boxes and more of ’em,” Wrench told him one morning. We did. We were biting our nails, watching the clock and the calendar. The plan called for a running motorcycle two weeks before the takeoff date. The first stretch of road to Phoenix was 450 miles of blistering desert and I was riding alone. I needed a break-in period. Most years we had little or no break-in time. Last year the Excelsior-Henderson had no miles on it after High Tech Custom Cycles customized the rowdy 85-inch monster. I had it for two days before leaving. The first day the front brake kept locking up and we discovered chrome chips in the front master cylinder. With that fixed, I thought I was good to go until the starter motor blew up in my face the night before takeoff. We made arrangements with Bert’s Cycle Mall in Azusa to fix it. I hired a guy to drive my truck, my bike and me to Bert’s, where we sat for half the afternoon while they replaced the starter and some fried bushings, then retuned the bike with a new computer program. Dr. Hamster and I sat in their waiting room with our gear and waited patiently for the verdict. It finally came with a road test by the main mechanic. He rolled out of the parking lot without making eye contact with either of us.    We were as anxious as a man about to undress his girl for the first time as we stood waiting in the parking lot with our gear in our arms. When he rolled back, his dower mug hidden by a full-faced helmet, he buzzed directly into the service department. I followed. “Well?” “It’s good to go,” he finally said without looking up. In the midst of rush-hour traffic, we rolled onto the freeway toward Sturgis.        The year before that, it was the street stalker built essentially by Bartels’ Harley-Davidson. Before that, it was the touring chopper built by Jesse James. All of the above are professionals who are constantly building bikes, have mechanics and extensive tools and supplies. I’m not, and my guys all work on old Panheads. So when we took on these projects as non-professional, skirt-chasing, beer-drinking geeks, we wanted more time to correct all the bullshit mistakes we would make. As it turned out, we didn’t make any more mistakes than the pros had in the past. Plus the feeble, leaning Bikernet headquarters held nearly every tool we needed to keep the operation going. As the sheet metal arrived, Sin Wu and I slipped into the basement of the vast Bikernet headquarters to un-box, un-peanut, un-bubble wrap and un-cellophane the paint. The gray pinstripe was perfect, the finish clean and classic. We made love in the basement in celebration and as a tribute to the notion that this underground slab of concrete would soon become the international Bikernet shipping and receiving department. Fuck, life can be exciting. Sin went home and the brothers began to install the tank and sheet metal. We were moving fast. Time was running out and days seemed to disappear. At one point, we had the grandiose notion that the bike would be ready for the Exceptional Childrens’ Beach Ride in Ventura, California. We couldn’t make it. Then the Calendar Girl Show loomed. What was once the Mikuni Bike Show at the Santa Monica Airport had transcended into the Calendar Girl/White Bros. Show in a small park near the looming bow of the Queen Mary. Cool location, but could we have the bike up in time? Wiring went easy with the internal tubing installed in the frame by Daytec. Tubes ran from the back of the seat post to the top motormount and down the seat tube to the oil pump. I quickly discovered that I could run two switches in the top motormount and Giggie suggested a polished aluminum plate to conceal the switch backs and the single circuit breaker. Giggie emphasized that we use mil spec (military specification) or Marine switches. I had purchased plastic Marine switches but wasn’t confident in them. I wanted to head over to Neptunes Electronics for some heavy duty mil spec metal units, but it never happened. The wiring continued with two switches to control all the electronics on the bike. An on/off switch turned on the ignition and the brake and tail lights and energized the high/low beam switch. The on-off-on switch controlled the headlight and that was all. For the starter switch we used Custom Cycle Engineering’s new mechanical push button, which mounts directly to the starter solenoid of the Compu-Fire starter. It’s the cleanest switch in the world and works like a champ, but if your pipes come anywhere close to the switch, watch out. It’s easy to burn your mitt when the bike is hot. Plus the switch is bolted to the right side of the bike and down low. If that’s going to be a problem with the carb and reaching the throttle, you need to consider those obstacles. It worked like a champ on this rigid with the pipes we chose. For our pipes, we picked a set of Samson 2 1/8-inch drag pipes for a Dyna Glide because they don’t make pipes for rigid frames. From a performance standpoint, I wanted the 98-inch S&S stroker motor to run as effortlessly as possible. I had discovered by mounting a Compu-Fire single-fire ignition system on the touring chopper that it calmed that stroker motor, so I did the same on this one. I wanted to even the exhaust system for firing balance. One pipe was 12 inches longer than the other and hung down too far, which would hamper ground clearance. We took two inches out of the down stroke. Wrench gas-welded it back together with a coat hanger. Then we cut the pipe to even the lengths to 27 inches. That seemed precariously short for the diameter of the exhaust, so we took two Samson exhaust muffler baffles, cut them in half and installed them. Finally, for styling purposes, we asked James Famigatti to scallop the ends of the pipes to contour the shape of the Milwaukee Iron fenders. We called Mikuni America and asked about the carburetor. Lee, the man responsible for every Mikuni carburetor that flies into the states for motorcycles, asked, “For your bike?” “Yep,” I said. “You’re going to install it?” “Yep,” I said. “Forget it,” he said, “Bring the bike to me. We’ll make sure the intake is correct and the cables match, and that the bike runs.” I didn’t know what to make of it, but I did as I was told and delivered the bike to the Mikuni factory. With the swift action of Barnett cables, S&S and American Iron Horse, the correct intake was procured for the tall barrel S&S stroker engine that tucked the polished 42-mm slide carburetor in close to the engine. They fired and tuned the bike for the first time. The technician, Bryan, warned us to back out the air mixture screw half a turn when I reached the altitudes of Denver. They also installed a large tear-drop, exposed K&N air cleaner that would afford the engine all the air it wished to gulp. Time was running out. We still needed miles on the bike but we had no speedometer and no idea where to put it. The cable was in the garage and the drive unit had been installed on the front wheel, but the actual speedometer was nowhere to be found. Then it dawned on me that the ’84 Shovelhead in Dallas had just the speedometer we needed, but planned not to use. I called and asked the crew at Dallas Easyriders to ship the unit quick and it was on its way.

The King stripped for powder coating.

The plan was to strip the bike of all the brackets, tabs and accessories we could get our hands on and have them black powder coated by Custom Powder Coating in Dallas a Bikernet Sponsor.

We ordered additional accessories to enhance the clean black effect. First we ordered the Harley-Davidson black mag wheels and floating rotors with black centers. We pondered the front fender and trying to black out all the trim. During research we discovered, in the Winter P&A catalog, brackets to allow a Fatboy fender to be bolted in the King front end. The Fatboy fender is a cleaner unit, but it still has rivets and ribs. We opted for a solid black Street Stalker fender that’s clean as a whistle and light as a feather.

We also decided to switch the rear turnsignals out for the new Screamin’ Eagle teardrops and the narrower light bar. When they arrived we had to tear the lights down. We cut the two plug wires in a staggered fashion. The light bulb was then removed and we used a coat hanger tool to hook the plastic base and pull it out of the shell. Lastly we ordered the Harley-Davidson fender, license plate mount.

The first thing we did was to clear off our bench and tape down a couple of large sheets of paper. We organized every nut and bolt, screw and spring.

I ordered the billet seat tab from the catalog in the Multi-fit area. When I ordered a slim seat it didn’t come with a tab so I had to move the tab each time I switched seats. I powder coated both for more simple assembly in the future.

Nuttboy and I started the process removing the bags. I began the process of removing all the bag brackets and roll bars. Each time we removed a fastener we set it on the sheet of paper and wrote a description.

We had to pop the plastic side panel loose and take the seat off to get at the roll bar fasteners.

This shows one of the bag bracket fasteners that are inserted into the bag rails. I thought about pulling them for fear that the heat from the powder coating process would weaken the spring tension. We tested the theory by leaving some in place. We didn’t have a problem, either way.

On the left side I had to remove the passenger footboard to take the derby cover off. With each note on the sheet of paper we listed the number of fasteners for each application. The more information the better. I had to remove the seat and the King side panels to take the bag roll bars off. Many of these items were held on with Torx bolts. It’s a good notion to buy a set.

This footboard had to go to reach the derby fastener.

I started to remove the shift levers and discovered that I had to remove the footboard to reach the inspection cover Torx fasteners. I wasn’t sure if the footboards would have black in their future. At first I reviewed the area of the black board that would show, just the rim. Then we turned the board over and studied the way the rubber suspended pads were installed. We discovered that the pads are removed easily with a punch to the edges of the bottom protruding rubber lips. The boards went into the box for powder.

This was a simple process to tapping the edges of the rubber with a large tap and rubber hammer. We tried driving them out with the tap first, through the center. That didn’t work.

The mechanic’s law calls for one screw or fastener to seize every time. We had to drill out one of the inspection cover screws.

I tried to take off the kickstand the old fashioned way by removing the tooth then pivoting the arm forward. The spring wouldn’t come loose. I had to remove all the fasteners.

Metric fasteners haunted me from time to time, including the red Loctite touched horn fasteners which were #10 metric sockets. The Showa front end was covered with metric 12 point fasteners. It forced us to hit a commercial tool shop for 12-point metric sockets.

As the last of the fender rail parts came off we marked the loop that carried the license plate. We planned to replace the license plate holder with a fender-mounted job that attached below the taillight. We cut off the existing license plate loop, then I brazed washers and nuts so we could screw small orange reflectors in place.

We marked the old license plate rail with a felt pen so the cut would fall just under the fender rail cover.

We didn’t use these reflectors. We were looking for Harley orange reflectors with steel backs.

After a swapmeet run we had the right stuff for the job.

Sin Wu wandered into the garage just as I turned off the torch. She shuts down productive activity wherever she goes. She had a couple of alloy knitting needles that she offered us. I discovered in short order that the long alloy knitting needle worked perfectly for removing the hard-to-reach cotter key behind the brake pedal.

I had the toughest time retracting the clevis pin from of the pedal that hinged on the master cylinder piston. Finally it was removed with a punch from under the frame. The brake pedal caused me so much pain it didn’t make it into the powdercoating box. We painted it with a rattle can after prepping.

Continued On Page 2

Bandit and I were checking out the Amazing Shrunken FXR. “Thedamned thing,” referring to the shrunken FXR project we had beenhammering at, off and on, for almost two years, “has attitude,” hegrowled, “a bad-assed attitude.”

“Yeah, but will it have sound attitude?” I mused. “I want it toget attention. I want it to be felt in their chests before they seeit. I want them to hide their children from the evil they fear.”

The Amazing Shrunken FXR has developed into a mythic ethos. Froma cardboard box full of rejected, beat-up, and cast off parts, thebike has become a sculptured icon, a physical dream, and perhaps awrong turn down a bad dirt road, three miles back.The project began back in the spring of 2001. After a lot of fitsand starts, the Buell Project, the Sturgis Run, the Deer Gut stewadventure, Bandit’s painful recovery, the Red Ball prep, variousevents including a trip around the world and soiree’s, we slappedparts on, hammered steel into shape, welded this and that, cussed andfarted and got to where we are with the help of a RevTech driveline,Custom Chrome, BDL belt, Joker controls, Cyril Huze sheet metal andCompu-Fire electrics. The bike is raw boned, trimmed down, and meanlooking. That’s where it stands, inert and waiting for inspiration,up on the rack at the Bikernet garage.

Bandit regarded the raw metal frame with squinty-eyed intensity.”What you thinkin’,” I asked, keeping my own gaze focused on thepotential of the bike. At my question he stretched out his gangly,egret-like frame to its full 6’5″. “It’ll be a loud mother fuckereither way you play it,” he intoned in his gravitas basso-profundodeep voice. “We’ve shortened the frame and rear wheel base so muchthat it’s barely a cunt-hair from the exhaust port to the rear wheel.”

We cut a piece of an Samson Evolution system with a Mikita touse the exhaust port, then started welding other pieces in place. Wecut it back to make a tight turn and create space away from the oiltank.

“Fuck it,” I responded in my best Pancho Sanchezimprovisation, “let’s just start from the port and see what happens.”

We rummaged through a pile of Samson scrap exhaust pipes that wehad scavenged from a dumpster behind the Sampson factory. Flingingout fish tail tips, shot gun systems and swoopy cruiser exhausts,most of them dented and damaged so they couldn’t be re-used. Mr.Samson gave us only the best to modify. We eventually came up withenough pieces to fabricate a Frankenstein exhaust system.

As I grabbed for a section 1 3/4-inch chrome pipe, Imistakenly grabbed a goodly chunk of fur. Bandit’s midget, crazeddemon of a feral cat yeowled in protest and sank his needle-liketeeth into the back of my hand.

“God damn that crazy bastard,” I screamed, “he’s as crazyas a peach orchard boar.” I’m sure Bandit has a mescaline salt-lickfor that freaked out feline.After I extricated my hand from the jaws of Bandit’s feline Cujo, Ireturned to the exhaust system at hand.

Our intent was to minimize the exhaust system as much as possible.We ran the pipe straight down from the front exhaust port, thenturned it to hug the bottom of the engine case. We had originallyhoped to put a flattened pipe under the frame, but reasonable roadclearance dictated a different path. So we tucked it in and aroundthe engine case, then inside the frame, coming out just at the edgeof the back wheel.

“Our first mistake,” Bandit spouted, “we needed a smallerdiameter chunk of exhaust to form guides when welding chunks ofexhaust together. If we had slipped it in one piece even a quarter ofan inch. it would have held each chunk in alignment. That’s onetheory to building pipes. The key to fabing your own pipes is havingenough scrap to slice and dice, then cutting and working each pieceuntil it’s as close to a perfect fit as possible. Finally the tackingprocess is critical. That’s were the guides didn’t come in. If we hadguides we wouldn’t have offset pipes tacked into place. That problememerged severely a week later during the grinding process.”

“It took two days of playing, cutting, fitting and welding toform a completely custom exhaust system in place,” Bandit added.”Make sure you wet towels and form a fire barrior around your tackingarea to protect the rest of the bike. I used a small 0-sized torchtip and common hanger to tack the segments of pipes together. I’m notconfident enough with our new MIG welder with thin sheet metal, so Istuck with the torch.”

” It wasn’t perfect, but it was ours,” Bandit added, “acompletely unique system that would be tucked under the transmissionand attached to the driveline solidly under the tranny backing place.Then we faced the muffler aspect. The pipes were too short to be openor we would have been arrested within a block of the headquarters.”

Needing some kind of ‘standardized’ muffler elements, we went toour local San Pedro Kragen Auto Parts store. With the clamp-on piecein hand, we found parts and pieces enough to create a 7″ mufflercase. “Most of the elements were too heavy and glass packed,” Banditspouted, “We couldn’t weld on a glass pack.”

Back at the garage, with torch in hand, Bandit cut out a sectionof baffles from some scrap Sampson muffler. Spot welding the bafflesinto our jury-rigged muffler, we produced something that may, likeJapanese Fart Wax, diminish the painful ‘Brap-rap-rap’ flutter ofunrestrained exhaust back pressure. A right-angle turn-out willdirect the dragon’s breath exhaust from the screaming 88cc Rev Tech,high-performance engine to an unsuspecting public standingslack-jawed and terrified at the curbed edge of civilization, theirhair-dos blasted straight by the sizzling after-burner of the AmazingShrunken FXR.

“He gets sorta twisted,” Bandit muttered shaking his head.”Actually with the baffle in hand we went to San Pedro Muffler Shopand looked at the myriad of tips and tubing alterations we couldmake. We found a tip and had a chunk of 1 7/8 tubing spread to matchthe tip. That formed the other end of the muffler. We just had toweld the three elements together.”

I welded the baffle in place, positioned as it was in theSamson System. I discovered that the two elements didn’t want to weldtogether. I have a feeling the tip was made of an inferior metal.

With the die grinder we cut notches for the muffler clamp.

“After welding and fitting I stood back and was proud of ouruniquely tight system that would allow Giggie, from Compu-Fire, tomachine mid-controls for a final touch,” Bandit interupted. Theexhaust played perfectly into the Shrunken aspects of the project. Iremoved the tacked system and began hours of gas welding to make itwhole. That’s when all hell broke loose. While working on anotheraspect of the bike with my back turned to my partner, he began togrind the welds. The college art history professor sought perfectionwith each weld and ground right through the thin walls of the18-guage exhaust pipes. It was amazing. I was sure the system wasruined.”

This shows the amount of area ground down so far we were forcedto fill it or destroy the system and start over.

“Some builders tack systems together then take them tomuffler shops for professional construction. I thought that was mynext move. Unfortunately a regular muffler shop doesn’t have themandrels to make the tight bends we had proposed. I was devastated,but the man told me that he could fill the welds with his MIG welder.

More welds to fill the mad grinder’s cutting work.

“Unfortunately each weld was now a 1/2 inch tall and wide zit atalmost each junction of the pipe. Nuttboy began the grinding processagain. More holes were found and I filled them with gas welding usinghanger rods. I joke now that if the bike runs like shit we blame iton the exhaust system. If it runs well, it’s the same roll of thedice. We’ll see.”

“Making your own exhaust system can be a blast, just don’tget heavey handed with the grinders. Pipe is thin and a little weldthat shows won’t matter much since we didn’t plan on chrome, butblack Jet Hot coating. I’ve sworn off chrome exhaust systems on mybikes for the future.”

That big bastard just won’t shut up. The next episode in thismechanical adventure will feature Giggy’s attempt a electrifying thesteel monster. Next weekend, barring any new bike projects, Giggy’sinopportune finger damage at the power tools, splattered deer guts,San Pedro political insurrection, Sin Wu’s beguiling charms, a caseof beer, or any other form of diversion or chaos, we will be closerto cranking this monster over.

To Continue……..

Back to Part 2……..

Back to Custom Chrome on Bikernet……..

Back to Joker Machine on Bikernet……..

I had a bad feeling about this mod. First, I don’t like to pack anyone, any time. If you want a ride on my Panhead, carry a hand-towel and a bungie cord. I avoid giving a girl a ride home from the bar, even a babe with gigantic hooters. I would preferred to follow her home. I’m not the kind of rider to take a woman on a long run. I would rather have a variety of women in various towns and cities. Okay, I’m a bastard.

Okay, so the pressure’s on. Sin Wu want’s to ride once in a while, and I want to get laid daily. Gotta give up something. I kept the stock Road King classic seat for additional passenger comfort. It’s covered with dust, in the corner, but that quick change aspect is covered. I ordered the custom billet tab for the rear of the stock seat, and had it powder coated black, so both seats were ride-ready. When you purchase a new saddle, it doesn’t always come with the rear tab. The base is plastic and screwing fasteners in and out will wear out the threads.

Here’s a handful of the fasteners and bag bracket spacers.

I ordered the front and rear detachable docking hardware kits, but be careful. I leaned toward the new lower backrest/sissybar for styling, which wasn’t in stock, but the pad was. I bought it, then the backrest was back-ordered so we bought the taller sissybar for immediate gratification, but when we got home the pad didn’t fit and we were forced to buy the tall pad. Watch out for this dilemma when ordering. Make sure to check all the installation instructions to make sure you have the correct puzzle pieces. There are several back rest options so watch that aspect when ordering.

Here’s the massive chromed Classic H-D axle dress hardware.

This is simple installation. Slip on the plastic wedge and the cap grips over it. Push them into place–done deal.

We also ordered some classic hex bolt covers and stainless Allen caps to begin an engine detailing process. We purchased chrome caps to detail the front brake calipers and classic chromed front axle covers. We didn’t use the plastic chrome caps ultimately but brush painted the raised edge of the calipers black. I’ll tell you why in a bit.

This was supposed to be one of the easiest mods we undertook, but we learned quickly, that wasn’t the case.

This is the front docking port in place, but not tightened.

When we black powdered a ton of components previously, we assembled the bike securely with Loctite and care. That was our undoing. The Phillips-head beside the shock needed to be replaced with the front docking hardware. Take one bolt out and replace it–no problem, right? The Phillips screws wouldn’t budge and we proceeded to strip the heads. First, I wished I had an impact driver.

I had loaned mine years ago. It was never returned. Watch out for that.

I discovered an aerosol spray by Chemsearch called Yield in the auto parts store that loosens rusted bolts instantly. It worked like a charm, with a little patience the bolts came lose. An American Rider reader complained that this product isn’t available in retail stores. That’s true. My longshoreman connection hooked me up. You may need to find a factory worker or mechanic who has a connection.

After reading the Low Detachable Backrest kit info that came with the taller kit, the Backrest Docking Hardware kit directions, the Front Docking Point kit instructions and the 100th Anniversary FLHT and FLHR Backrest Pad kit directions, I guzzled my first Corona.

I couldn’t handle the pressure.

I opened the next Corona. The operation would have been simple if the directions were. I read them over and over. There were too many variations between years and configurations to sort through. The Front Docking port directions confused me with illustrations involving rear bag support spacers designed to bounce out the saddlebags and clear the release button on the backrest.

Why would the front docking port directions come with spacers for only the rear saddlebag mounts? I was lost.

This was a matter of trial and error.

If you’ve built choppers as long as I have, there’s always a way to make anything work, so ignoring the confusion, we spanked our asses in gear. I ignored the spacers, installed the front docking rubber that was designed specifically for the King with a notch for the shock.

There’s a bracket that runs from the front docking station to the rear, but first the rear docking port bracket needed to be installed. On some models equipped with air shocks the shock filler bracket must be removed. The directions said I didn’t need to remove it on the 2003, bullshit. It was directly in the path of the docking bracket, so off it came.

This shot shows the bracket in place, with the shock air port moved. Note the single empty hole in the bottom of the bracket. That’s where the rear bag mount bolts into place. The trick of the night.

Three lousy bolts had to be removed, the rear bag bracket 1/4-20 fastener and the two 5/16s fender support bolts. First the 1/4-20 spun the thin, tin clamp that holds the nut in place. Then the 5/16, once removed, could hardly be replaced. Nothing aligned properly. My lovely assistant had to squat and lift the tip of the fender, and in one case we were forced to remove the lower bag rail to align the top bolts.

This still doesn’t totally jive. Actually washers had to be fed behind the top Backrest mounting bracket also.

“Can I let go of the fender, now?” Sin Wu asked grunting. The top docking port bolts are packaged in two sizes, 1 inch and 3/4 inch. The directions warn that if the rear inch-bolt comes too close to the fender, replace it with the 3/4. We replaced both and used the 1-inch jobs in the front holes on both sides.

Without the rear fender rack detachable bracket, another option, two washers were thrust under the rear docking port bracket to make up for the thickness of the rack bracket.

Part of the confusion was the numerous detachable elements available for various models. There’s also the two-up detachable rack front docking kit that surfaced from time to time.

That’s all there was to it. We bolted all the elements in place and tested the back rest and bags. Sure enough the King Classic bag lid smacked into the backrest latch when opening. We ultimately spaced the rear back bracket out only about an 1/8 of an inch and we were good to go.

We tried it with the spacers, without, then with smaller spacers that worked perfectly.

Sin fed me chips and salsa and dabbed my sweating forehead with a bandanna, while I slipped the saddlebag bracket, 1/4-20 nut, into place using a long magnet. It worked on the right side. On the left we unbolted the entire fender support, replace the nut, adjusted the thin, tin tabs, and bolted the sucker all back together, only to have the nut fall out again. In this case we squeezed a slim square 1/4-20 nut behind the docking bracket and bolted the back bag bracket on with a spacer. It worked like a charm.

“Can we ride?” Sin cooed. I told her to gear up. We were just about ready to roll.

I used electrical contact cleaner to loosen the tin insignia plate, but discovered that wasn’t the intended plan. Leave it be, goddamnit.

Here’s the totally clean caliper. Big mistake.

I ground the lip unevenly, but it then fit into the recessed slot on the caliper.

After grinding, all was well. Sorta.

The air in the garage eased as I warmed to her company. For an easy half-hour we played with the details of the bike by installing nut caps and front axle caps which I snugged down against a coating of silicon to prevent vibration.

Some silicone on the axle nut will prevent vibration that may loosen the cap.

I discovered that the front chrome caliper caps stuck directly against the existing tin insignia. I took one off and cleaned the area thoroughly with electrical cleaner then the self-sticking surface didn’t reach the base.

Here’s the 100th Anniversary backrest that will not fit on the short back rest bracket. We sent the short unit to Custom Powder Coating, in Dallas, for a coating of black.

Note that there are various pads and various fasteners and spacers for different applications. Don’t try using common sense.

I ended up with 1/2 pint can of Rust-oleum paint and a small brush for touch-up details. I sent Sin Wu in the house to prepare for the ride. That meant striping out of her threads and waiting for me in bed. It’s the code. We must workout before we ride.

–Bandit

Editor’s note: I’m sniveling through this, but I’m sure with some experience this would have been a breeze. I suppose that’s what dealerships are for.

Buells are the Harley-Davidson street fighter. They are inexpensive,sharp-handling machines that give the American rider something toshout about, something to fuck with and something to race.

This bike won’t compete with the 200 mph Japanese sportbikes, but it will handle like one, and brake like one. So we gothold of one and evaluated it for the Sturgis 2001 run. Since I come from a custom bike or chopper background, I wasn’t sure the Cyclone would do the job for me. If you ask a guy who rides a custom bike what style of bike he enjoysand why, the answer might be strange. I want something distinctiveand bad. I want it fast and cool. I need it to handle, but be achopper. Perhaps an oxymoron of conditions, yet there’s a mixture offactors that go into any ride and machine. Last year I rode astretched rigid with a 14-over front end. What a machine. For a rigid,it rode like a dream. For a 14-over front end, it handled well and Ipassed everyone I dared to pass, generally because I had the groundclearance to shove it close to the pavement and the raked tripletrees allowed me to turn the front end where I needed to go.

Each year the trek to the Badlands takes on a differentdemeanor, and this will be no different. After a week, I discovered a serious sense of enjoyment about straddling the M-2 Cyclone. It’s light, fast, a nimble handler that stops on a dime. I needed to learn to ride it like a race bike with my toes on the soft rubber pegs to enhance turning radius and ground clearance. There is also a notion that in the sportbike position, you’re forcing too much weight on your wrists. I discovered quickly that if I put my ass down,the weight on my wrists was not a problem. The force is substantial, however, when braking with a passenger on board. Ultimately, after riding two Buells, I decided that this motorcycle deserved a shot at aSturgis trek. It had class, felt sporty, even nasty, and I could makeit rumble. So I stood back and thought, “Can I make it even cooler?”It didn’t take long to discover that I could strip it down evenfurther than stock. I picked the Cyclone over the model with hard bags because of its bare bones feel. The crew here at Bikernet.com developed a five-pronged approach. One, we wanted toenhance the Harley-Davidson marriage with Buell and downplay thelittle-known name Buell for the time being. We also wanted to enhance the Sportstermotor and bring out the looks of the Harley-Davidson power plant, andchop it in a Buell way without altering the geometry of theframe, the front end length or lowering it, which is a tradition withour custom bikes. There’s more. We wanted the bike to sound more likea Harley and we wanted to enhance the performance without disturbingthe long-range reliability.

Our team included myself, Professor NuttBoy, consulting fromPaul Davis of Charlotte, Gene Tomasen Jr. from the Harley-Davidson fleet center, and a number of Bikernet readers who knew about and were testing Buells. This is the first of several techs on the modifications and the experiences we have with the M-2. We collected and ordered parts, then ran to the fleet center to get thejob done. The initial plan was to unleash the natural performance ofthe bike without breaking down the engine. We started by removing thecarburetor.

 

We replaced the needle in the slide with an ’88 Sportsterneedle, and drilled out the carb body above the idle adjustplug.

 

That allowed us to knock out the plug and back outthe idle adjuster 2.5 turns.

 

Stock carburetors are adjusted from thefactory to a very lean condition. Usually they are so lean that warmup takes a long time and you get an occasional cough through thecarb.

Others have recommended drilling directly through theplug, but Gene warned that if you slip, you will drillinto the adjuster screw and possibly damage it. Gene also recommendedhead work ultimately coupled with a 44 mm CV carb, manifold androller rockers in the future. I had a Screamin’ Eagle air box for a BigTwin, which I modified for the carb with an open K&N filter. We alsodropped the float bowel and replaced the 42 pilot jet with a 48. Becareful not to strip the screws holding the float bowel in place.Treat them with respect or they’ll cause you nightmares.

We set the carburetor aside and began to remove the timingcover to replace the cams. It’s important to take a scribe to thetiming plate so that you can duplicate the timing once you havereplaced the cams. Then pull the plate and the rotor cup, which isscrewed into the No. 2 cam. Before you go any further, remove the rockerboxes and the rocker arms to unload the tension on the non-adjustablepushrods. Now you can remove the cam cover, but don’t forget todrain the oil first.

At this point we decided to add a racy feature to theappearance of the bike by shaving the cam cover plate. First removethe oil line. Unplug the timing plate wire, dismantle the connectorand pull it through the plate.

 

Gene used a Sawzall and a grinder toremove the aluminum underneath the bolt holes.

 

You will note that there is a series of seemingly endless webbing in this area which is for noisereduction.

 

Notice that in the lower left hand corner, there is a dowelpin. Gene chose to leave it in place as a wiring guide and carve thecover around it.

 

The pushrods are color coded: pink or red forexhaust and brown for intake. The cams are numbered like you readfrom left to right, or back to front, 1 to 4. Make sure you pull theplugs for ease in turning the motor over. Install No. 4 first with redline assembly lube; No. 3 has two index marks. Slip No. 1 in next andNo. 2 last. It has three index marks to line up the cam with the pistonposition and the other cams with an index mark that aligns with aslot on the pinion gear.

 

This is where we noticed that the pitch onthe Screamin’ Eagle race cams was different than the new pinionshaft gears. An emergency run to Bartels H-D was in order for partNo. 24055-91, or No. 24061-91. The factory changed to a new pitch in ’99.When replacing the cam cover, keep in mind that there are fourdifferent length Allens holding it in place. Make sure you have theright length in the right hole. The torque setting for the cam coverAllens is 17 foot pounds. After the cover went back on, it was timeto reinstall the rotor cap and the timing plate.

 

These modifications will help it run better. Buells usually run hot from the factory because of hotter cams and ThunderstromHeads. At this point we re-ran the wiring to the regulator behindthe oil pump for a cleaner appearance. We only had to extend onewire, to the oil pressure switch. Gene Jr. handled it with solder andshrink tubing. Removal of the gastanks is a breeze and access to the heads and top end is easy. But ifyou need to remove the engine, the fact that it is an integral partof the frame and suspension creates unruly problems. The entirechassis must be supported.

At this point we replaced the pushrods from the top of theengine and replaced the stock rockerbox covers with chrome units.Don’t use anything on the self-sealing gaskets except a dab of greasehere and there to hold them in place.

 

With the engine assembled, we replaced the stock exhaustwith a Buell race header kit and module. While Gene Jr. was out oftown, I spoke to the Buell tech of the demo fleet, Alan Varsi, who hasworked at Bartels Harley-Davidson for more than 11 years. The Buell racemodule retards the timing 5 degrees and eliminates the rev limiter.The stainless steel header is 11 inches longer than stock, which makeseach exhaust runner equal in length. The muffler is an aluminumcanister type that is high flow with low resistance for additionalperformance at the high end.

 

That’s it. Laughlin is right around the corner, along with our firstlong ride on the Harley-Davidson Street Fighter. We’re lookingforward to every desolate mile. We’ll report upon ourreturn. A new paint job is in the wings, along with some cosmetic modsto brighten the look of this bad-ass bike.