HOT BIKE ISSUE #2 2018

FORTY-EIGHT®

FORTY-EIGHT® SPECIAL

Not available in all states. Check with your local H-D® dealer. ©2018 H-D or its affiliates. HARLEY-DAVIDSON, HARLEY, H-D, and the Bar and Shield Logo are among the trademarks of H-D U.S.A., LLC. Selection varies by dealership. ROADSTER™ and FORTY-EIGHT® models shown with Genuine Motor Parts + Accessories. Handlebar height is regulated in many locations. Check local laws to ensure your motorcycle meets applicable regulations. More power comparison made is between original equipment IRON 883™ and IRON 1200™ models. *Purchase a new or used 2012MY or newer H-D Street™ or Sportster® motorcycle available and in stock at a participating U.S. H-D® dealer between February 21, 2018 and August 31, 2018 and receive trade-in value of original Purchase Price towards the purchase of an eligible new H-D® motorcycle. Requires trade-in within one year of original purchase. Excludes Police Models. Purchase Price excludes fees, taxes, dealer charges and ancillary products. Non-transferable. Offer is subject to change without notice. Void where prohibited. Additional restrictions apply, see dealer or h-d.com/freedompromise for details.

BORN IN 1957

LAND SPEED RECORDS

EPIC ROAD TRIPS

HOOLIGAN RACING

THE MACHINE THAT’S DONE IT ALL NOW DOES IT ALL BETTER MORE POWER

QUICK HANDLING

AUTHENTIC CUSTOM STYLE

THE NEW SPORTSTER® MOTORCYCLES ARE READY TO RIDE

OLD SCHOOL MEETS NEW SCHOOL

NEW

h-d.com/sportster

ISSUE 2 - 2018

DEPARTMENTS

Two Cents ..........................................................8

Candy Shop.....................................................10

Shop Crawl ......................................................12

Closet................................................................20

Geeked .............................................................22

Roundup ..........................................................24

Used and Abused.........................................92

Hotness ............................................................98

FEATURES

THE SPEED MERCHANT’S

2018 FAT BOB

When Less Is More…Revealing.................28

ROUGH CRAFTS’

ROAD KING

Winston Yeh’s Signature Styling Is Oh So Cool ......................................................40

GREG LUTZKA’S NEVERENDING OBSESSION

Style, Substance and the Pursuit of Radness.............................................................48

MAMA TRIED

Milwaukee Takeover......................................56

THE KING OF CUSTOMS

A Day in the Life of Arlen Ness................70

TECH

BETTER HANDLING FOR REAL-WORLD RIDING

Pro-Action Street Series Suspension ..80

SHOCKING DEVELOPMENTS

Race Tech’s In-House Engine-Machining Program ...........................................................84

BAGGER SEAT SHOOTOUT

Three Different Styles for the Harley Road Glide Special ...................................... 88

ON THE COVER

The Speed Merchant’s Brandon “Brawny” Holstein builds one of the coolest Fat Bobs yet.

COVER PHOTO: DREW RUIZ

BACK IN THE SADDLE

I’M BAAAAACK! IT’S BEEN ABOUT FIVE YEARS SINCE I LEFT THE SENIOR EDITOR POST OF HOT BIKE TO TAKE ON THE EDITOR-INCHIEF ROLE OVER AT BAGGERS MAGAZINE. IT WAS DEFINITELY A GOOD RUN AND I’M FOREVER GRATEFUL FOR THE EXPERIENCES I’VE HAD, BUT I KIND OF FEEL LIKE BREAK DANCIN’ NOW THAT I’M IN THE DRIVER’S SEAT...ER...RIDER’S SADDLE OF THE BEST CUSTOM MOTORCYCLE MAGAZINE ON THE PLANET. EVEN THOUGH CUSTOM BAGGERS WERE DEFINITELY MY FOCUS FOR A BIT, I’VE ALWAYS PAID CLOSE ATTENTION TO ALL THINGS CUSTOM.

Seeing that this is my first issue back with Hot Bike, I’d be lying if I told you there hasn’t been an insane amount of pressure to make this one special (notice my head in the vice, Casino style?). I do it to myself. I’m neurotic that way though. It’s also where I think I thrive. When my back’s against the wall, fight or flight kicks in and I definitely come out swinging. And the creative juices start flowing. Or at least that’s what I tell myself in order to maintain a certain sense of sanity.

Whatever the case, things have definitely changed on the Hot Bike side of the fence since I last contributed to the book, and it’s been an interesting perspective to be on the outside looking in. But now I’m on the inside. And my focus is to keep you fine folks entertained with only the best V-twin custom content, all packaged up nice and tidy.

The death of the Dyna has sparked a lot of controversy within this community. Most are still on the fence about the new Softails.

Others have welcomed the monoshocked Milwaukee-Eight with open arms. And it’s exciting to see the creativity involved with the many bike builders that accepted the Softail challenge—The Speed Merchant’s Fat Bob on this month’s cover, for instance. Isn’t that what the custom-bike industry is all about anyway? Even if you don’t like something, make it so you do!

Harley-Davidson has been staying plenty busy with its initiative to grow the community by 2 million new riders in the next 10 years, which is definitely a step in the right direction as some baby boomers are starting to lose interest.

Indian’s been making waves in V-twin too, releasing cool new products, but more so, taking the holeshot in the American Flat Track Twins series, with Indian Wrecking Crew members Jared Mees, Bryan Smith, and Brad Baker owning the podiums on race weekends.

There are a lot of cool things happening in custom V-twin land too. I’m curious to see where the FXR and Dyna trends go. Will they stay the course of cool for a while? Or will the new Milwaukee-Eight Softails take over the top spot? What about baggers? Will functional performance baggers continue to replace the gaudy big-wheel bagger trend? I think so.

All these questions, and more, will be answered in the upcoming issues of Hot Bike. It’s pretty simple: If it’s not “hot,” you won’t find it here.

I want to thank you for continuing to support Hot Bike. I look forward to entertaining you for many years to come. HB

We’re big fans of smart technology that makes riding more comfortable. Treat your mitts to the soft, durable Avon memoryfoam grips. The chemicalresistant grips dampen vibration for a more comfortable cruise. These comfy grips are available in small, medium, and large in all diameters for HarleyDavidsons in a chrome or black anodized finish with aluminum ends.

The all-new Big Sucker for Milwaukee-Eight engines features a hidden breather backing plate, a new filter plate, and directional air Venturi for optimal engine airflow. Also included is a Ness high-performance filter made from surgicalgrade pre-oiled cotton for improved airflow and filtration, and it’s washable and reusable. Fits 2017 and later FLT models with Milwaukee-Eight engines.

The perfect compromise between design and performance, the Rebuffini Ellipse-series brake and clutch levers add svelte styling to your handlebar setup. Combine a wide range of Rebuffini switches as well to incorporate all original function. Available for single-disc or dual-disc applications for HarleyDavidson Sportster, Dyna, Softail, and Touring models.

$64.95 avongrips.com

Looking to bump up the performance in your spongy front end to rip around the twisties like you want to? San Diego Customs’ new triple-rate adjustable spring kit for 49mm fork legs will definitely up the ride-quality and handling ante. The fork spring kit comes with all the necessary components to adjust your suspension to better fit your riding style, so get to shredding!

Arai’s Defiant-X (Black Frost shown) is a sleek, new full-face lid that features a peripheral belt shell construction, stylish mesh mouth vents, exhaust ducts behind the cheek pads for improved airflow in combination with side slit air channels, a one-piece multidensity EPS liner, and a Max-V cavity shield with Pinlock lens for improved visibility in inclement weather.

There are several motorcycle-specific vests on the market these days, but the Black Brand black denim vest is unique in that it hybridizes 12.5-ounce denim with 1.1mm milled matte leather in a comfortable and stylish package. Equipped with a CCW (carrying concealed weapon) pocket and a zippered and snap front enclosure, this vest offers a lot of function in an attractive price.

$299 sandiegocustoms.com

$679.95 araiamericas.com

$139 blackbrandmc.com

BENNETT’S

PERFORMANCE

ric Bennett sparks a Marlboro Light and, like clockwork, he’s back to honing the cylinder heads he’s been tweaking for one of his loyal customers. Eric is dedicated to his work—driven and passionate. His Bennett’s Performance customers always come first. And because of his devotion to his craft, he’s established a solid reputation as the gofast V-twin motorcycle shop.

When I first met Eric and Bob Bennett, the father-son duo behind Bennett’s Performance in Signal Hill, California, in 2006, I was a bit intimidated. I was very green in the V-twin world and didn’t know s—t about making horsepower. Luckily, I had the Bennetts to guide me and pass on their know-how during a Twin Cam hopup article I was assigned to tackle, with Bennett’s doing the work.

During that first encounter, I assumed Bennett’s Performance was a classic case of nepotism. Turned out I was wrong. Before Bennett’s opened the doors to its first shop in 2000, Eric was working as a full-time diesel mechanic for Caterpillar, building bikes on the side as a hobby out of his garage. After a conversation with Bob, who was living in Washington at the time, the two decided to give it a go and opened Bennett’s. “He had a few bucks to invest and a few pieces of equipment, and that’s how we started,” Eric recalls.

Bennett’s started out as a part-time shop at first because Eric was still working his daily gig at Cat from 7:30 a.m. to 3:30 p.m., but then he’d jam over to Bennett’s from 4 p.m. to midnight every day, until financially he could focus his energy full time with Bennett’s. In March 2001, Bennett’s went full time, and hasn’t looked back since. If you remember the early 2000s, you’ll know the motorcycle business was booming. “It was right in the heyday of the custom-bike explosion, with TV shows, and the market was booming because people used the equity in their homes to buy toys,” Eric says. Business at Bennett’s started booming too.

It also helped that Bennett’s shared— and still shares—the building with

Branch-O’Keefe. If you know anything about Harley performance, you’ll know Jerry Branch was a key player in revolutionizing Harley engine technology with his Type 4 Evolution cylinder heads with Branch Flowmetrics. How does that tie in to sharing the building with Bennett’s? Well, Branch sold his business to Mikuni in the late ’90s. After about a decade, Mikuni wanted out of the head business, and was about to close its doors—that is until longtime Branch employee John O’Keefe ponied up the dough to buy Branch from Mikuni around 2005. Since Bennett’s and Branch had worked together for so many years, the Bennetts had become great friends with Jerry Branch and John O’Keefe, so the two businesses felt it made perfect sense to share shop walls. Branch offered the products; Bennett’s installed them. Branch had a flow bench and the right equipment for machining engine parts; Bennett’s had a dynamometer, and could tune those products to make them work. The performance pair has been working together for about 13 years, continuing to make things haul ass to this day.

Eric and Bob had a good run for about a decade, until 2010, when the two had different ideas as to the future of Bennett’s Performance. “In 2010, my

dad and I kind of got divorced,” Eric says. “You can’t pick your family. We were just going in different directions, and rather than see the shop close, we worked an agreement where I ended up buying him out and became sole owner of the business.” It wasn’t the most amorous of splits at first, and after about a year of silence, the two made amends at Bonneville, and Bob came back to work on projects part time at Bennett’s. (Until last December, when Bob retired completely and moved to Alabama.)

Bennett’s made a name for itself by giving its customers the most bang for their buck. That mantra is still paramount.

Eric has always understood that he needed to be in sync with how his customers were actually going to use their motorcycles. “Bigger isn’t always better; more isn’t always better. Our thing is to be on the same page with what the customer wants and what they’re going to do with the bike,” Eric says. “If a guy wants huge horsepower and an unreliable bike, then that’s cool, as long as he understands that’s what it is.” But Eric also understands that performance isn’t always making a bike go fast. It has to stop fast. It has to handle well too. “We’re doing a lot more suspension work and brakes than we ever have.” Four or five years ago, Eric

started noticing that Harley riders were changing and people actually cared about suspension. “Back in the day, we took suspension away from motorcycles—we got paid to f—k your bike up, all in the name of looking cool!” Eric recalls.

The resume of builders Bennett’s has worked with through the years is vast. Gard Hollinger, from Arch Motorcycle and LA County Choprods, has collaborated with Eric on several projects. “I first met Eric from Bennett’s Performance back in 2005 or 2006. I was doing an episode of The Great Biker Build-Off, and I think Sandy Kosman told me I should look them up because

“BIGGER ISN’T ALWAYS BETTER; MORE ISN’T ALWAYS BETTER.”

they were the guys in SoCal that were building some crazy fast engines. We hit it off right away, and they were all in to help with the Build-Off bike. They knew the guys at G2 Motorsports and, with their support, built us a crazy fast naturally aspirated 126ci engine that made our bike run in the mid-9 seconds. That was with my lame ass on the bike;

who knows what it could have done with an experienced drag racer on it. Anyway, quite a number of years have passed, but whenever I’m looking for something special out of an engine, Eric and Bennett’s Performance are my go-to,” Gard says. “It doesn’t hurt that Eric and his dad, Bob, held a number of their own land-speed records in addition to helping a lot of

other guys get theirs. Cool guys, and a cool shop that has become something of an institution when it comes to American V-twin performance.”

Bennett’s also reaped the rewards of its performance expertise with Bonneville salt flats racing. In 2003, Eric helped a guy dial in his 100 hp Zipper’s Sportster for the salt. But the engine had four bent pushrods, the valves needed to be adjusted, and it was missing a lot of parts. With Eric and Bob’s help the guy set a record that year. Eric witnessed that feat with his own eyes, and he wanted in. Eric read the Bonneville rule book cover to cover and vowed to return to the salt with his own bike. “I already had a donor motor and a frame and a few other parts, so we built a bike to go after this guy’s record, which was really my first lesson about salt-flats humility. I thought it would be a piece of cake to go out and beat that piece of s—t.” It ended up taking 19 attempts to actually break that record, but Eric’s 168 mph run did just that. Eric was bitten by the proverbial bug during the 2004 AMA Bonneville Motorcycle Speed Trials. In total, Eric has set five records in the 10 years that he’s attended Speed Week. He’s lost a few of them, but still holds a record in the APS-PG 1650 class with 186.777 on a Sportster.

Talking to Eric about the current state of the motorcycle business, and how it’s continuously evolving, it seems clear that he has developed the skill set to tackle all facets required for owning an independent motorcycle shop. “It’s interesting. We just roll with the changes. We have a good knowledge of motorcycles overall. Bennett’s has never been known as a ‘custom shop,’ but we’ve built plenty of custom bikes,” Eric says. “At the end of the day, it’s a job that I like doing, with the right kind of clientele who understands and doesn’t fight you.”

Bennett’s Performance is one of those shops that rolls with the changes. It’s established a respectable reputation in the industry, with customer satisfaction being Eric’s number one priority. Roland Sands has worked with Bennett’s on several projects over the years. “The Bennett family has been around building solid Harley motors for as long as I can remember. Eric is a no-bulls—t guy who I trust with the bikes I care about. I feel he treats a customer’s bike like his own. He has high standards,” Roland says. HB

ROLAND SANDS DESIGN

FRESNO RIDING SHOE

$200 - rolandsands.com

There are a handful of “riding shoes” on the market that aren’t totally lame. Riding shoes aren’t your traditional clodhoppers. They’re functional. They’re stylish. And they’re all the rage. Some companies are doing them, but are they doing them well? It takes a certain know-how and a s—tload of real-world expertise to really understand what it takes to blend functional motorcycle footwear with the mass appeal of a Vans Sk8-Hi classic. Style is the name of the game, but safety is paramount.

Roland Sands Design is paying attention with its new Fresno riding shoe ($200). But isn’t Fresno the armpit of America? (Actually, it’s Bakersfield. I should know. I grew up there. But why Fresno?)

“We were up in Fresno scouting some racetracks and wishing we had a shoe that could be casual and safe to rip your bike,” recalls Roland Sands. “Not

everyone loves boots, so we were shooting for more of a skate mid with all the protection of a real riding shoe. It became the Fresno because that’s where the idea was hatched.”

RSD’s take on a skate-inspired shoe features a top-grain cowhide upper with a reinforced heel cup, ankle and toe box, a reinforced shank, abrasionresistant shift pads, a CE-approved cup sole, a Hipora waterproof membrane, an RSD multidensity “cheater” insole, a reflective lightning bolt, and waxed laces. They’re available in black, black gum (shown), and tobacco in men’s sizes 8–13.

Being a Vans fan myself, I’ve been wanting a skate-styled moto shoe that makes me feel confident every time I throw a leg over the bike. And the Fresno’s attention to detail and stylish goodness is exactly what consumers have been waiting for.

BLUETOOTH RISING

Headsets have come a long way from the inconvenient bricks we used to slap on our helmets. Bluetooth communicators have become so popular and successful that some companies are now working in tandem with helmet manufacturers to build custom electronics.

The $300 SRL from Sena (short for Shoei Rider Link) is designed to lay straight into the factory framework of

Shoei’s new Neotec II modular ($699). Capabilities are similar to Sena’s popular 20S unit, meaning as many as eight intercom connections and “audio multitasking” —your music will gently subside, for example, when GPS directions are being piped into your lid.

A charging port is accessible at the base of the main module, which tucks into a nook in the back of the helmet, and the three-

button control unit sits on the left side of the shell’s rim. How much more integrated can systems get? You guessed it, Sena is a big enough name in the headset game that it has started producing its own helmet.

SHOEI NEOTEC II WITH INTEGRATED SENA BLUETOOTH HEADSET

Ogio’s All Elements backpack is ideal for those in temperate climates. This probably isn’t the pack for SoCal dwellers, but for the Pacific Northwest—or other wet climates—the All Elements pack is right as…rain! Whether you’re an everyday commuter or a weekend warrior, the waterproof material and roll-top construction locks out moisture to keep your gear nice and dry. Accessing belongings is easy thanks to the water-resistant front zippered pocket. For comfort, shoulder straps are great for long bouts in the saddle, and the adjustable sternum strap ensures security. When you want to keep your gear dry and portable, the All Elements backpack is a good choice.

We’re really digging the style of Velomacchi’s 40L rolltop backpack, a larger version of Velomacchi’s 28L roll-top pack. The 40L is a watertight, versatile backpack that carries enough gear for at least a two-day trek. The central sternum coupler’s magnetized clasp keeps the pack secure to your body, but with a quick turn of the release button the pack can be removed with ease. The 40L keeps your baggage close to your center of gravity and distributes the weight off of your shoulders, allowing for a more comfortable ride too. Overall, we like this one when in a hurry to get to and fro, but we’re not quite sure about the sternum coupler.

FRESNO SHOE

Classic skate inspired riding shoe, fully waterproof and reinforced for your protection.

COCOON SLIM S

Looking for efficiency? Meet the Cocoon’s Slim S. This portable pack was designed for Type A personalities who like to overorganize. The main storage area cradles your 13-inch laptop, 10-inch tablet, and much more, but the interior sleeve’s Grid-It pocket features a unique storage system (a rubberized woven elastic objectretention system for gadget organization) that allows you to cinch down belongings to keep them organized. With water-resistant ballistic nylon and waterproof zippers, everything inside stays safe and dry. The adjustable shoulder straps, minimalist design, and gunmetal hardware supply plenty of comfort and style. The Slim S also fits comfortably in a Harley-Davidson or Indian saddlebag with room for more gear.

CHROME MACHETO

The Chrome Macheto is great because it’s a solid, boxylooking pack that’s great for extended travel (almost like a large nylon briefcase) but it converts to backpack on the fly. The simple travel pack will keep your favorite ripped ’80s hair-metal tees, accompanying spandex pants, and multiple cans of Aqua Net organized in one compartment, and your gadgets and gizmos can be stashed in another for easy access when you have to pull off the road to see if that special someone liked your Instagram post. Shoulder straps can be easily accessed, so you can switch things up and rock it like a backpack on long hauls. Or, simply bungee it down to your passenger seat or cinch it to your luggage rack and you’re good to go. The best part? The travel pack is guaranteed for life.

2018 FAT BOB THE SPEED MERCHANTÕS

WHEN LESS IS MOREÉREVEALING

WORDS: ROB FORTIER PHOTOS: DREW RUIZ

We’re nearly halfway into 2018, and already the pissin’ and moanin’ that the death of a dinosaur has settled to a faint murmur. That’s most likely due to the fact that a good number of naysayers have come to realize death isn’t always a bad thing. The Motor Company ultimately did them all a favor by finally putting the dual-dampered rubber soul to rest, once and for all.

While Harley-Davidson clearly did its homework when developing its all-new Softail chassis (code name: Serengeti) and wet-sump dual-counterbalanced Milwaukee-Eight drivetrains to work in harmony, for all intents and purposes, a good portion of that technological prowess of the on-the-fly-adjustable monoshock rear suspension is hidden by the requisite rearmost sheet metal. For the average V-twin enthusiast, that’s all fine and dandy in its off-theshowroom-floor bobbed beauty. But for The Speed Merchant’s Brandon Holstein (“Brawny” for short), as far as the 2018 Fat Bob goes, there was a bit more stylized form concealing the technological function than he could stand to see. And so the personal challenge was on—the only thing holding Brawny back: not having the new Softail in his Long Beach, California, shop to start on. But the wait would not be long.

Usually, Brawny’s better at expressing himself through action rather than words, but when we sat down with him to pick his brain on the 2018 SM-Edition Fat Bob, he was anything but at a loss for words. The conversation began with a brief back story on The Speed Merchant’s collaborations with The Motor Company, but quickly led right into the hot topic at hand. “We’ve [The Speed Merchant] had a working relationship with H-D for quite a few years now. We’ve worked with them in conjunction with BornFree and Hot Bike for a couple of custom builds in the past—one being a Street 500, the other a full chrome-moly framer with an XG750 motor at the center. And being one of the Harley Hooligan teams, we’ve built a couple of 750s (an XG750

and a Street Rod 750) for the track. So when Harley released its new 2018 models, I knew we needed to get our hands on one to do what we do—have some fun with it. So we called San Diego Harley-Davidson and ordered up a 2018 red denim Fat Bob.”

DID YOU HAVE ANY PRIOR HANDS-ON EXPERIENCE WITH THE NEW PLATFORMS, OR WAS YOUR FIRE FUELED PURELY OFF DESIGN-ELEMENT REFERENCES YOU’D SEEN ONLINE? Both. Before their official release last year, I had the opportunity to ride a few of the new models. The one thing that I took away from riding them was how well they handled compared to previous models—especially the now-discontinued Dyna model. The improvement in the handling department was huge, most notably in the corners at speed. Now keep in mind, I’m comparing stock OEM nonmodified models here, and the confidence I felt in the corners on the new Softails was a pleasant surprise. When I finally got my hands on this Fat Bob, I knew immediately that I wanted to showcase the new Softail design. What I mean by this is I wanted people to see what the new Softail really was: a monoshock design, with decades of proven performance. It’s nothing new to the motorcycle industry, but it is new to Harley-Davidson.

I ALSO FELT LIKE THE SOFTAIL NAME HAD SOME NEGATIVE CONNOTATIONS, SO WAS THE GOAL TO SHOW PEOPLE THAT THIS ISN’T YOUR FATHER’S SOFTAIL, THAT IT’S A WHOLE NEW GENERATION OF H-DS? With this in mind, we set out to build something unique with this new platform. We chose the Fat Bob because it is the most aggressive of the new lineup. With its 28-degree rake, and no-BS looks, we knew this was the model we wanted to work with. I’d like to think we took this aggressive design from H-D and just pushed it even further.

HOW WAS YOUR APPROACH TO THE NEW FAT BOB—OR ANY OF THE 2018 MODELS, FOR THAT MATTER—FROM AN AFTERMARKETCOMPANY STANDPOINT?

Luckily, for companies like ours and the rest of the aftermarket industry there’s always some room for improvement. Without this, or the need to customize any of these production bikes, we would cease to exist. So obviously, the first thing I did was to see where we could make some improvements.

One of the first things we did was to develop a “true” midcontrol setup. We decided to make something that would be a straight bolt-on system. The one seen here is the first prototype. We are in the first stages of production for these

kits now. They will be available in late spring. This setup is set back about 5 inches farther than H-D’s stock mid-control setup. It also sits a bit higher as well.

WHEELS AND TIRES ARE A CRUCIAL ELEMENT OF ANY MOTORCYCLE—THEY CAN EITHER MAKE OR BREAK IT, VISUALLY JUST AS WELL AS FUNCTIONALLY. OBVIOUSLY, YOU CHOSE A NONDEALER OPTION WITH THE SOFTAIL. Well, we decided that we wanted some different-size wheels to give us some better tire choices. This was a hard decision because the stock wheels are pretty damn cool. And I love the H-D lettering that comes on the wheels. But it was just a bit too wide up front, and the tire choices weren’t as abundant.

“ ONE OF THE FIRST THINGS WE DID WAS TO DEVELOP A ‘TRUE’ MID-CONTROL SETUP. WE DECIDED TO MAKE SOMETHING THAT WOULD BE A STRAIGHT BOLT-ON SYSTEM. THE ONE SEEN HERE IS THE FIRST PROTOTYPE. WE ARE IN THE FIRST STAGES OF PRODUCTION FOR THESE KITS NOW.”

So we contacted our good friend Paul at Lyndall Brakes about running a set of his wheels on this build. We’ve been running his products on many of our builds and racebikes, so he was the first one we contacted. And the design fits the build just right. He hooked us up with a killer set of wheels and rotors, all blacked out. After talking with Paul for a bit we decided to run a 19 x 3 up front and a 17 x 5.5 in the rear.

WHEN YOU FINALLY GOT HARLEY’S UPDATED SUSPENSIONS EXPOSED FROM THEIR EXTERIOR COVERINGS, DID YOU FEEL ANY FURTHER PERFORMANCE TWEAKS WERE IN ORDER?

Just a little. Up front, to match the slightly narrower front wheel, we decided to make a set of triple trees that incorporate the stock fork. We decided to keep the stock front end and brakes since they felt pretty good as they were. Maybe some stiffer springs for the kind of riding we’ll be putting it through, but that’s an easy fix. With this in mind, we utilized our inverted Speed Tree design and changed up some of the dimensions to fit this new Fat Bob front end. While we were drawing up the trees we decided to use a GPR stabilizer. So we came up with a bracket that utilizes the riser location to mount the stabilizer. And we also needed to develop a bracket that

wrapped around the neck for the stabilizer to connect to.

The next journey we took was to design and develop a billetaluminum swingarm—a first for these models but something I felt needed to be done. A good friend of mine named AJ helped me draw this up before we sent it out for machining. I don’t know how many hours were spent on SolidWorks, but it was a lot—it’s made up of nine pieces, pinned and bolted together, then welded up. And I have to thank John [O’Keefe] at Branch for letting me use probably the baddest welder in Long Beach to weld up this prototype. We were able to shave a few pounds off the original swingarm weight, which is always nice. I think the design of this swingarm helps to emphasize what is going on under the seat, which is the Softail’s solo shock.

THAT’S NOT THE DAMPING DEVICE HARLEY EQUIPPED THE FAT BOB WITH THOUGH, IS IT?

No, the solo shock was handled by our friends at Gears Racing. They were more than happy to help develop a one-off shock for this platform. And we’ve been running their shocks on our racebikes for a while. So we knew how good they are. It’s a single shock with an adjustable reservoir, meaning it can be repositioned at different angles for different applications. And it is fully adjustable for rebound, preload, and compression.

set up the valving, spring pre-load, and free bleed

for your shocks. Then, we ship them to your door, ready for installation. Once they are on your bike, you can fine-tune the shock to your liking with just a few, basic adjustments. Install a pair of Pro-Action Street Series Shocks today and enjoy your journey.

OK, I’M NOT EVEN SURE WHERE TO START WITH THE EXTERIOR TREATMENT YOU ENDED UP WITH, SO I’LL JUST LET YOU ROLL WITH IT.

Well, when it came to the sheet metal, it was important to stay with the Fat Bob feel and vibe—just take it a little bit further. This is why we chose to build a front number plate, or cowling (whatever you want to call it). Both the tail and the front cowling are made by hand out of aluminum. It was a conscious choice to keep the aluminum raw, while painting only the tank (yes, the tank did get repainted!). I really like the shape of the stock tank, and the red denim was something I wanted. We removed the stock tab for the dash from the tank, and modified the front to fit a small Koso speedo/tach gauge. Most people probably won’t notice it because it’s pretty subtle, but again, I really didn’t want to mess with the stock shape or color. The tail is a replica of something I’ve had lying around the shop for years now. It seemed to fit the build perfectly, but we needed to make it a bit wider to fit the rear of the frame a little better. Finishing off the tailsection, we went down the road just a few miles away to our friends at Saddlemen. They worked their magic and built us a custom seat just for this project.

ALL RIGHT, ONE LAST THING. YOU KNOW HOW I FEEL ABOUT COMPUTER-CONTROLLED ANYTHING—THE FIRST THING I DO IS LOOK FOR THE “MANUAL” MODE. WHAT WAS THE SPEED MERCHANT’S APPROACH TO THE FAT BOB’S NONMAIL CONTROL SYSTEM? OK, so in order to show off the monoshock hiding under the stock seat, I had to do something that most will think is crazy. And I’m sure there are some at H-D who are already shaking their heads, but in my mind, it had to be done. All the electronics and ECU have been eliminated. Yes, no

longer fuel-injected. It’s carbureted! I modified an aluminum manifold from Horsepower Inc. to fit a 45 mm Mikuni, and finished it with an Alloy Art air cleaner. Basically, we eliminated anything that we didn’t need to make it go or stop. At the same time, however, the motor remains stock. Well, for the time being, at least. We’ll be doing upgrades in stages. But the reason we left it stock was to see what just carbureting it would do (we are still in the process of tuning it). With the newly designed heads, I think we’ll get some really good power out of this M-8. Cams, big bore, head work, etc. will all come down the road. HB

SPECIFICATIONS

GENERAL OWNER

The Speed Merchant

SHOP The Speed Merchant

SHOP PHONE 562-424-1848

WEBSITE thespeedmerchant.net

YEAR/MAKE/MODEL 2018/H-D/Fat Bob

FABRICATION The Speed Merchant

BUILD TIME Three months

ENGINE

YEAR/TYPE/SIZE 2018/H-D M-8/107ci

BUILDER H-D

CASES H-D

CYLINDERS H-D

HEADS H-D

ROCKER BOXES H-D

CAMS H-D

THROTTLE BODY Custom: Modified HPI to fit Mikuni 45mm

AIR CLEANER Alloy Art

EXHAUST The Speed Merchant

TRANSMISSION

YEAR/TYPE 2018/H-D six-speed

GEARS Six

CLUTCH Barnett’s Scorpion Lock-up

PRIMARY DRIVE H-D

FRAME

YEAR/TYPE 2018 H-D Fat Bob

RAKE/STRETCH 28 degrees, 0 stretch

SUSPENSION

FRONT END H-D

LENGTH Stock

TRIPLE TREES The Speed Merchant

SWINGARM The Speed Merchant custom billet

REAR SHOCKS Gears Racing

WHEELS, TIRES, AND BRAKES

FRONT

BUILDER/SIZE Lyndall Brakes/19 x 3 in.

TIRE/SIZE Michelin Pilot /120/70-19

CALIPERS H-D

ROTORS Lyndall Brakes

REAR

BUILDER/SIZE Lyndall Brakes/17 x 5.5 in.

TIRE/SIZE Michelin Pilot /180/60-17

CALIPER Brembo with The Speed Merchant bracket

ROTOR Lyndall Brakes

PULLEY Alloy Art, cush-drive

FINISH/PAINT

MANUFACTURER Paint by Bondo and H-D

COLORS Red denim

PAINT/GRAPHICS H-D

POWDERCOATING Specialized Coatings

ACCESSORIES

REAR FENDER The Speed Merchant

GAS TANK H-D, slightly modified

GAUGES Koso

HANDLEBARS Moto

GRIPS ODI

HAND CONTROLS Joker Machine, Braking System, and Accossato

FOOT CONTROLS The Speed Merchant, mid-controls

HEADLIGHT Lazer Star

TAILLIGHT Todd’s Cycle

LICENSE MOUNT The Speed Merchant

SEAT Saddlemen

Covert 3-in-1 road Helmet

SOLIDS $209.95 GRAPHICS $229.95

Meant to disrupt the norm, this radical design can be converted to work with any type of bike. We started with a half helmet and added an integrated drop-down sun visor for protection from sunlight. A rear comfort sleeve allows you to convert the helmet to a ¾ open-face and then attach the included front mask and you’ve got one, aggressive “bad ass” looking helmet.

WINSTON YEH’S SIGNATURE STYLING IS OH SO COOL

ROUGH CRAFTS’

WORDS: JORDAN MASTAGNI

PHOTOS: WINSTON YEH

ROAD KING

Rough Crafts, from Taipei, Taiwan, is one of the custom-bike shops that commands respect. No matter its geographic location, owner Winston Yeh is definitely a power player when it comes to making factory Harley-Davidsons look cool. Winston’s minimal and sinister styling is representative of his meticulous attention to detail, and his signature usage of all-black aesthetic proves that a flashy paint job doesn’t always work. In fact, the subtle approach in highlighting Rough Crafts—and other aftermarket products—is a testament to properly including certain elements on a motorcycle.

Rough Crafts is by no means new to the pages of Hot Bike, but its first-ever bagger build was definitely worthy of some attention.

“Through all these years, we’ve never built a bagger. After the success of our Sportsters and Softails, somehow our customers never asked for a bagger,” Winston says. “But the long wait actually gave us a lot of time to think about what would we do if we did build a bagger, and here it is.”

It helps that Winston is good friends with the Arlen Ness family, and in Winston’s opinion, the Down-N-

Out bag/fender kit is, hands down, the cleanest and nicest-looking bag kit on the market, which helped him idealize his current creation. “Zach and I had talked about when I do build a bagger it would only be natural to make it a Rough Crafts-Arlen Ness build, as we don’t offer many parts for baggers,” Winston says. While it doesn’t stock a ton of bagger-specific products (yet), Rough Crafts does offer a wide range of rad Harleyspecific products, so Winston was excited to take on the challenge of incorporating some high-quality Arlen Ness parts with his own product line, as well as some others.

In case you’re not familiar with Rough Crafts’ type of build, the underlying theme to most of them is the color black. Not much changed with this Road King project either. For the roller, instead of going with a bigger front wheel, Winston decided to stay with a 23-inch front, which he says looks more balanced to the whole bike. Instead of running a regular Touring Model’s reverse tree, he decided to go with Arlen Ness raked trees for Softails, so it instantly stretched the bike without having a crazy rake. For the rear, Winston utilized a set of Legend Air Ride shocks for balancing out the progressively sprung front forks. As for the front brake, the Arlen Ness inboard brake kit was a natural fit for this project. The single-disc, dual-caliper setup is definitely on the cutting edge of custom, works well with stopping power, and definitely oozes cool.

SPECIFICATIONS

GENERAL

OWNER Winston Yeh

SHOP Rough Crafts

WEBSITE roughcrafts.com

YEAR/MAKE/MODEL 2012/Harley-Davidson/Road King

FABRICATION Rough Crafts

ENGINE

YEAR/TYPE/SIZE 2012/H-D/Road King

BUILDER H-D

CASES H-D

CYLINDERS H-D

HEADS H-D

ROCKER BOXES H-D/Arlen Ness 10-gauge covers

CAMS H-D

THROTTLE BODY H-D

AIR CLEANER Rough Crafts with Sprint Filter

EFI Controller flashed H-D

EXHAUST Rough Crafts

SPECIAL FEATURES Arlen Ness beveled black dipstick, Arlen Ness 10-gauge black pushrod covers, Arlen Ness 10-gauge 12-573 black lifter block cover

TRANSMISSION

YEAR/TYPE 2012/six-speed

CLUTCH Performance Machine hydraulic clutch slave

PRIMARY DRIVE H-D/Arlen Ness beveled primary cover

FRAME

YEAR/TYPE Stock, with a little bit o’ chop

SUSPENSION

FRONT END Arlen Ness Hot Legs with Progressive springs

LENGTH Stock

TRIPLE TREES Arlen Ness KO raked trees for Softail

SWINGARM Stock

REAR SHOCKS Legend Air Ride

WHEELS, TIRES, AND BRAKES

FRONT

BUILDER/SIZE Arlen Ness beveled/23 x 3.5-inch

TIRE/SIZE Pirelli Night Dragon

CALIPERS Arlen Ness inboard brake kit, single disc/dual calipers

ROTORS 15-inch rotor

REAR

BUILDER/SIZE H-D/16 x 5.5-inch (powdercoated black)

TIRE/SIZE Pirelli Night Dragon 180/70-16

CALIPER Stock

ROTOR Stock

PULLEY Stock

FINISH/PAINT

MANUFACTURER Air Runner Custom Paint Studio

COLORS Black

PAINT/GRAPHICS Air Runner/Rough Crafts

PLATING/POLISHING Rough Crafts

POWDERCOATING Rough Crafts

ACCESSORIES

FRONT FENDER Arlen Ness Wrapper modified fender

REAR FENDER Arlen Ness Down-N-Out fender

GAS TANK Rough Crafts tank with Rough Crafts gas cap

HANDLEBARS Rough Crafts

GRIPS Arlen Ness Knurled Fusion

HAND CONTROLS Performance Machine/Rough Crafts

FOOT CONTROLS Rough Crafts floorboards/Arlen Ness controls

HEADLIGHT Rough Crafts grille-type headlight

TAILLIGHT LED light stripes turn signal/taillight

SEAT Rough Crafts

SADDLEBAGS Stretched bag kit with Arlen Ness beveled black bag latch cover

“For the rear, I always think the coolest look for a bagger is to have no exhausts coming out so the bags and fender create a full ‘skirt’ look from the rear,” Winston explains.

After the key elements were decided, the rest of the process came effortlessly; Winston made a custom gas tank, custom exhaust, and a few other detail pieces for it all to flow together in a very natural way.

As far as engine work is concerned, Winston’s focus with this build was style, so not much attention was paid in the horsepower and torque departments, but the stock Twin Cam was adorned with plenty of cool Arlen Ness covers top to bottom.

If you’re a fan of all-black bikes, you’ll definitely appreciate Winston’s latest bagger build. His less-is-more approach and edgy appeal is definitely what sets Rough Crafts apart from the herd. Looking forward to the next one, Winston. Now that you’ve caught the bagger bug... HB

Extremely small. Spectacularly bright!

2000

NEXT LEVEL LIGHTING

Light up your ride with high-performance turn signals available in a variety of sizes and profiles. The Kuryakyn by Kellermann collection showcases modern designs, premium materials, and advanced L.E.D. technology for extreme light output with unmatched longevity.

check out the entire collection

G G

LUTZKA’S

S SS ON NEVER ENDING

STYLE, SUBSTANCE, AND THE PURSUIT OF RADNESS

If you don’t know the name, you’ve probably never tried a kick ip. As a gold medalist at the X Games and champion of not one but two Dew Tours, Greg Lutzka is skateboarding royalty, and since retiring from professional competition a decade or so ago, he has been an ambassador of the sport, skating at events and demos all over the world and designing and building

his own line of boards for his sponsor, Darkstar.

But Lutzka is more than a skater; he’s an entrepreneur at heart. He knew early on competitive skateboarding wouldn’t last forever, and used his contacts and connections to forge partnerships and build a professional portfolio out of his success. He’s also an “in uencer,” boasting more than 200,000 followers on Instagram and Twitter combined. And if

you think social media is a waste of time and energy, consider this: It was his viral renown that led Lutzka to motorcycling.

Like everyone else back in 2013, Harley-Davidson was just dipping its toes into this thing we call social media. Yep, even ve years ago, before “attract young riders” became the frantic mantra of an industry, the Motor Company knew it was going to have to skew younger or face dire consequences

“RIDING IS KIND OF LIKE SKATING; IT’S ALL ABOUT FRIENDS AND WHO YOU HANG OUT WITH.”

when the baby-boom generation put the kickstand down for good. So H-D started its reasonably successful (and mildly annoying) habit of jingoistic social media campaigns, including one called Taste the Freedom, for which they enlisted five nonmotorcycling social media influencers to learn how to ride Harleys and then go on a motorcycle tour. The five participants—UFC fighter Mike Chiesa, photographer Cole Rise, hip-hop artist Astronautalis, artist Ray Frenden, and Lutzka—learned to ride, gained traction on social media, made a video series of the whole experience, had a ton of fun, and they all received a Dyna at the end of it all. Lutzka’s take-away? Skateboarding is cool—but now he was officially hooked on motorcycling.

“The second I got on that bike I pretty much fell in love,” Lutzka admits. “Riding is kind of like skating; it’s all about friends and who you hang out with.”

After Lutzka rode the Dyna for a while near his home in Southern California, getting his skating buddies into motorcycles and discovering biker faves like Cook’s Corner and Ortega Highway, the motorcycle bug had its teeth buried deep into Lutzka’s psyche—and his work ethic. It wasn’t long before he reached out to HarleyDavidson to gauge the company’s interest in partnering on a line of skateboard decks (the actual board part of the skateboard). To his surprise, the Motor Company loved the idea. A few custom decks were created, then a few more editions were released, and the boards took off. You can still buy a Harley-themed, Lutzka-designed Darkstar deck.

“A lot of really cool opportunities came from working with H-D,” he says. “Next thing you know, I’m traveling by bike and skating and designing products, and doing a lot of really cool s—t.”

But the entrepreneurial spirit wasn’t fully quenched; nor was Lutzka’s passion for riding. He soon made the same fateful decision that eventually hooks us all: He wanted to customize the bike to better fit his style.

“I wanted some frickin’ pipes that made my bike look, feel, and sound aggressive,” he says. “Aaron over at Suicide Machine in Long Beach told me, ‘You want Bassanis.’” After riding with the company’s killer Road Rage II system, Lutzka loved the pipes, and the service, so when he got a new Dyna Low Rider, he rode it straight to Bassani. “I started talking to them and they asked my opinion of the previous ones, and I just kind of told them a bunch of minor stuff about the design and s—t. Next thing I know, I’m doing a signature pipe for them.

“Soon Saddlemen came through with a custom seat for me, so I started designing a “GL” seat for them, and one thing kind of turned into the next. It’s pretty rad how it all came together,” he says.

Rad, indeed. Yes, friends, opportunity came pounding at Lutzka’s door, and damn if he didn’t pull an ollie right over

the threshold. Probably threw in a tasty “McTwist” too (whatever that means). Greg recently launched an online parts house he calls 85Industries, where the fans who follow him on social media can purchase the very products that make up the sexy beast you see spread out on the pages before you.

“It’s a never-ending project,” he admits. “Every time I do something to my Dyna, that leads to something else. But that’s what makes it rad, you know? It’s like skateboarding; everyone rides

a different style, so they want different wheels, trucks, different-size boards so they can skate the style they want.

“Same with motorcycles,” he continues. “There’s no right or wrong; everyone just has their own style. Motorcycles are like skate culture in that it’s very welcoming. People aren’t judgmental. Riders respect other people that ride, and that’s the way skating is too.

“Besides,” Lutzka says, “if everyone had the same s—t, it wouldn’t be rad at all!” HB

SPECIFICATIONS

GENERAL

OWNER Greg Lutzka

SHOP 85Industries

WEBSITE 85industries.com

YEAR/MAKE/MODEL 2015/Harley-Davidson/Dyna Low Rider

FABRICATION Thomas Ulrich put everything together; Brandon over at Quaid Harley-Davidson hooked up the tins

ASSEMBLY Thomas Ulrich

BUILD TIME Three to four months

ENGINE

YEAR/TYPE/SIZE 2016/Harley-Davidson/103

BUILDER Harley-Davidson

CASES H-D

CYLINDERS H-D

HEADS H-D

ROCKER BOXES H-D

AIR CLEANER Screaming Eagle

EXHAUST Bassani Xhaust Signature Greg Lutzka pipes

SPECIAL FEATURES Gold Fork tubes from Cycle Engineering

TRANSMISSION

YEAR/TYPE 2015/six-speed

CLUTCH H-D

PRIMARY DRIVE Stock with a San Diego Customs Durby cover

FRAME

YEAR/TYPE 2015/Harley-Davidson

RAKE/STRETCH Stock

SUSPENSION

FRONT END Legend 49 mm AXEO

LENGTH Stock

TRIPLE TREES H-D

REAR SHOCKS Legend Revo 13-inch

WHEELS, TIRES, AND BRAKES

FRONT WHEEL HEIGHT/WIDTH 19 x 2.5-inch

TIRE/SIZE 100/90-B19

CALIPERS H-D

REAR

WHEEL HEIGHT/WIDTH 17 x 4.5-inch

TIRE/SIZE 160/70-B17

CALIPER H-D

FINISH/PAINT

COLOR Custom Paint

PAINTER Ricki Hickenbottom Jr.

POWDERCOATING Lucky Daves

ACCESSORIES

FRONT FENDER H-D

REAR FENDER H-D

FAIRING/WINDSCREEN Memphis Shades Road Warrior

GAUGES H-D

GAS TANK/CAP H-D

DASH H-D

OIL TANK H-D

HANDLEBARS Big Al’s Cycles bars (Buddy’s bend)

RISERS 8-inch pull-back Biltwell risers

HAND CONTROLS/GRIPS Performance Machine grips

FOOT CONTROLS/PEGS San Diego Customs Mini floorboards

HEADLIGHT H-D LED

TAILLIGHT Speed-King Cycles

TURN SIGNALS Moon’s MC

SEAT Greg Lutzka signature GL Saddlemen seat

LICENSE MOUNT No idea

• 2-into-2 Free-flow design equals solid HP gains

• Hidden crossover provides performance benefits of 2-into-1

• Full heat shields on both front and rear headers

• Stainless steel header construction

• Race inspired Grand National end cap

• Available in Chrome or Ceramic Black Finish

• Oxygen sensor ports allow use of wide band or stock O2 sensors

• Removable dB reducers included

MAMA

TRIED

THE NEW-SCHOOL BIKER RALLY

For many years, traditional biker rallies have served their purpose by providing a centralized location that gives the motorcycle community a good excuse to get out and ride. But the old biker-rally model is evolving, and new-school events have been popping up around the world in the past few years. The Mama Tried Motorcycle Show in Milwaukee, Wisconsin, is one of those events.

Mama Tried kicked off in 2014, and has been gaining steam ever since. The invitational bike show brings more than 100 of the latest cutting-edge custom motorcycles from all over the globe to the Rave/Eagles Club ballroom on Saturday and Sunday. But, of course, you can’t kick off a shindig in Milwaukee without a visit to Thursday’s Bike Night at the Harley-Davidson Museum. You also have to factor in the thousands of Mama Tried-ers and eager race fans who flock to the BMO Harris Bradley Arena to witness the antics of Flat Out Friday, an indoor flat track racing event where riders bang bars on the Dr. Pepper-syrup-soaked oval. And because it’s Milwaukee in February, Slippery Sunday is a must for the run-what-you-brung ice racers to try their luck around the makeshift track on a somewhat frozen Lake Michigan.

Mama Tried is a refreshing approach to motorcycle events. You won’t find zombie types searching for turkey legs, or girls with pasties pushing libations. But you will find core enthusiasts having a good time, sharing one common bond: cool motorcycles. And that, we can abide.

THE MANY FACES OF

MAMA TRIED

LIFE THE

LEFT: The man, the myth, the legend: Willie G.

FAR LEFT: YouTube “sledneck” sensation Larry Enticer came all the way from Canada to send it on his snowmobile during the Hooligan class.

BELOW: Dave Krunk (88) gets the holeshot. The track was pre-soaked with Dr. Pepper syrup to add traction.

THE KING OF CUSTOMS

ARLEN NESS ISN’T ONE TO LOOK BACK, BUT AFTER A LIFE OF CUSTOM MOTORCYCLES, HE CAN TAKE A QUICK PEEK IN THE REARVIEW.

“AS A YOUNG MAN IN MY 20S, I WORE HIS T-SHIRTS, I BOUGHT HIS PARTS, I DEVOURED EVERY PAGE OF HIS CATALOGS, AND I WANTED TO EMULATE MR. ARLEN NESS. IF THERE HAD NEVER BEEN AN ARLEN NESS, THERE WOULD HAVE NEVER BEEN A RICK FAIRLESS STROKERS DALLAS IN THE MOTORCYCLE INDUSTRY. IN THIS CUSTOM MOTORCYCLE INDUSTRY, THERE’S ARLEN NESS, THEN THERE’S EVERYBODY ELSE…’NUFF SAID!”

One must chisel out respect through relationships and time. You don’t just get it freely, or by a decree from some national organization or the curator of the Smithsonian, but through thousands, perhaps hundreds of thousands, of interactions that build it up. Respect can project in both directions of a relationship, and when it’s reflected back, it has a greater depth than words can deliver. Arlen Ness is a man who earned the respect of an industry, person by person. The measure of his life’s work, his family relationships, and the strength of his name across the world has made him a living legend.

Hot Bike readers know Ness like jocks know Babe Ruth. He’s prolific, generous, and follows his vision even if other people don’t get it. The defiant $300 purchase of a tired panhead started an empire. Reflecting on a life well-lived deserves the purposeful attention of sipping a chilled martini and enjoying a friendly chat as the sun sets over the Black Hills.

Fellow icon Dave Perewitz says, “He is the master of creativity.” Former Victory vice president and American Motorcyclist Association Hall of Famer Mark Blackwell points to humanity: “Despite all his accomplishments and a huge following, Arlen is one of the most humble people I have worked with.” Strokers Dallas owner Rick Fairless says he was a catalyst. “He even talked to a young man from Texas who aspired to be a custom builder one day!” Fairless says. The impact is not lost

on younger builders. Chris Moos, from Mooscraft, sees a humble hero. “I see a family man, a builder, and a pioneer who carries himself with respect and integrity, and has a spirit that will inspire generations,” Moos says.

Ness’ family left Minneapolis for the Bay Area when he was 8. Despite having a near-visible aura of California cool, his Midwestern roots are the source of his work ethic. Ness’ parents forbade him from having a motorcycle. Later, his wife, Beverly, disallowed motorcycles—until he wobbled one into the garage. “Heck, I didn’t really know how to ride yet! A friend dropped it off a block away, and I rolled into the garage. Bev slammed the garage door and didn’t talk to me for like three days! But she is still there 61 years later, and I’ve got all the bikes in the world now!” he says, flashing a grin.

Ness admits he’s not a born businessman. His first catalog in the early ’80s signaled true success. Orders flowed from all over the world, and a bigger shop in San Leandro, California, led to the new headquarters in Dublin. “We were making a lot of money then,” he says, with a note of amazement. “We made overhead on the first day of the month! We paid off everything as fast as we could. I don’t like debt.” Mondo Porras was called the “Godfather of Customs” in the Bay Area. Despite often being called the same, Ness does not want to take his friend’s nickname. Ness’ son Cory and staff joked that Arlen was “the King” in the shop. The nickname stuck, and the patriarch admits, “It’s okay to be the King!”

With a life of work behind him, he still prefers to look forward. “Those were pretty exciting times, but I did not have any business education—I had a hard time getting out of school!” Cory, also sans a college degree, took over running the business. Winning a Chicago custom contest at age 19, the second-generation Ness is an accomplished builder as well. “Cory worked in the garage at night with me, painting gas tanks and molding frames,” Arlen says. “He learned business by doing business.” No stereotypical biker father-son acrimony here. “We get along great. We have never had an argument.” In 2007, the Ness clan, now including daughter Sherri and Cory’s son Zach (the first to earn a degree), and the loyal staff were churning out more than 450 custom choppers from a production line, and selling loads of parts.

The flywheel blew apart in the 2008 financial crisis, forcing 110 employees down to 35. Creative use of remaining personnel included cutting grass and cleaning shop—including bathrooms.

Arlen was forced to sell several museum bikes and tap into retirement to keep the doors open. Crafty financing and hard work put them in the black, but “production customs” are gone. “We have quite a bit of respect from the industry. We are honest, and we take stuff back if needed. We don’t copy stuff.” Earned respect pays off when things get rough.

His private area inside the sprawling Ness Enterprises headquarters has multiple projects percolating. Older customer builds getting a refresh, a signature arcing custom with an outlandish matching sidecar, and heartbreakingly, his fifteenyear-younger brother’s shattered Victory Vision. He died in a traffic accident. “Kevin worked with me at my first shop and on and off through the years. I got him a couple bikes.” Ness reveals losing his brother was the most challenging thing to happen to him in his life. “We are going to rebuild it like he did it up and add it to the museum,” he says, determined, almost under his breath. “It’s going to be a tribute to Kevin.” Respect.

Ness admits he likes to buck a trend. “Yeah, I just see it in my head and start building.” Cory was the first to create bag extensions—essentially creating the custom bagger class. “Now there’s 50 guys out there making those bags, but we were the first guys. I’m always going to try and do something else. My s—t was all bondoed, welded, and hand done— Zach has access to loads of stuff, laser stuff and rapid prototype stuff.” Cory learned CAD and creates new designs. They diversified by being a supplier for OEMs, including Victory, Indian, and some that are still a secret. Arlen does not take it for granted, quickly crediting his kids, grandchildren, staff and contributors for growing the Ness brand into a global powerhouse. Max, a third-generation Ness, joins Zach in the mix. So who leads the pack on a ride? “It doesn’t matter—it’s pretty fun.” You have to embrace the understated nature of the man to hear the pride come through.

“HE IS PROLIFIC IN HIS WORK AND CREATIVITY AND, I BELIEVE, UNRIVALED IN TERMS OF THE VOLUME AND SCOPE OF HIS WORK. HE HAS HAD A PROFOUND IMPACT ON MOTORCYCLE DESIGN, LIFESTYLE, AND THE BUSINESS WITH HIS BOLD, FORWARD THINKING.”

MARK BLACKWELL

From humble beginnings, Arlen Ness’ side gig of custom paint and fabrication grew. He held various day jobs, including being a postal worker. Family and friends have always been the center of his world. Together with Ness for 61 years and married for 58, Beverly is his rock. Arlen, Cory and Zach are the only three-generation builders in the world.

His builds are designed for looks. To explore ideas. “I always had a pretty good feeling about flowing lines. Some ride better. I love the Visions, and we built some Dynas that are light and fast. Even the big choppers—we rode the s—t outta those things!” But in decades of customizing H-Ds, Ness never got help from Milwaukee. “When I saw a New American Motorcycle, I introduced myself at Daytona and they gave me a bike to build. The first Victorys were ugly, with clunky shifting. I got them into the magazines, which they loved.

It all started from there. They made our name bigger, and they helped us make our stuff even better.” OEM-level quality is the legacy of that relationship. “We traveled all over the world for them, doing open houses and stuff. We still have a Victory dealership to service hundreds of riders and friends we sold to. Those Cross Countrys were so nice. They are really good—they are still good.” Despite the end of Victory, Ness will readily admit he loves the Victorys over Indians for their power and handling.

Ness is fighting a health battle, and at one point was very ill. The cancer backed him off the throttle, but not by much. “As long as I can keep busy…you still don’t know what’s going to happen. When I go in, there’s people with IVs and they are so sick. The cancer that I have can be miserable, but they can keep you going…they change the medicine…blood tests every week, and they watch all that stuff, so…” He trails off. “It came back on me about two months ago. They hit me with 12 rounds of radiation, and it f—ks you up. I feel pretty good now. We’ll see.”

“TO SEE A MAN, A FAMILY MAN, A BUILDER, A PIONEER, CARRY HIMSELF WITH RESPECT AND INTEGRITY WILL ALWAYS DRAW A CROWD. WITH A SMILE AND A DEMEANOR THAT COMMANDS ATTENTION ALL WHILE HUMBLY SHARING HIS HISTORY, ARLEN EMBODIES THE KIND OF SPIRIT I HOPE TO SEE CARRIED ON IN GENERATIONS TO

Ness would rather tackle the most challenging road on a custom than jack with cancer, but he works with the hand he was dealt.

Ness’ cool character belies the constant churn of ideas about what to build next—how to modify something and how to push what a custom motorcycle can be. His work can be polarizing, but he is okay with that. Not everybody is taken by the signature low, swooping lines, bold colors, and “blingy” details on many of his builds. He is not as smitten with the new Indian models, finding them a bit top-heavy for his tastes. That said, he modified a 1,200cc Scout for the 2017 Hamsters ride to Sturgis and will probably ride it again in 2018. “I needed something smaller but with plenty of

“ARLEN IS THE KING, AND THERE IS NO DENYING THAT. HE IS THE MASTER OF CREATIVITY AND ALWAYS HAS THE COOLEST IDEAS AND IS A TOTAL TRENDSETTER.”

DAVE PEREWITZ

COME.”

CHRIS MOOS

power,” he says, hinting at how quickly he rides. “I took a bunch of parts we had lying around and I put together a bike that suits me today.” Polaris design staff will cringe at the combination of a Cross Country front end, Harley bagger tail section, and the flowing gas-tank cover. But for Ness, it was making his own bike, one he could ride to Sturgis and stay in the game. Cory learned life lessons from the master too: “Don’t let any fame go to your head. That is key to success. Dad taught me that is what you are supposed to do anyway. Stay friendly and work hard—the good things will keep happening.”

Honestly shocked by the scale of business despite years of work and personal commitment, Arlen reflects on the impact of his work in motorcycling. Given a chance to talk to every customer, friend, and fan, he says, “Motorcycling has been a great ride— the whole life since I’ve been motorcycling has been wonderful. I’ve met so many nice people. Friends all over the world—mostly the friends. It’s just great. We can go almost anyplace and stay with friends. It’s been great.”

Arlen Ness lives on the gas.

Long live the King. HB

“MOTORCYCLING HAS BEEN A GREAT RIDE—THE WHOLE LIFE SINCE I’VE BEEN MOTORCYCLING HAS BEEN WONDERFUL. I’VE MET SO MANY NICE PEOPLE. IT’S JUST GREAT.”

BETTER HANDLING FOR REAL-WORLD RIDING

PRO-ACTION STREET SERIES SUSPENSION

Here is a look at ProAction’s fork cartridge kit ($295), which includes springs, damper rod, and preload tube. This setup drops right into the factory fork tube and utilizes the factory piston bands and negative springs. The Street Series rear shocks ($795) have become a highly sought-after suspension upgrade kit for those looking to increase confidence and ride quality. Riders who want to bump up the comfort level when out on extended road trips will also grow quite fond of these shocks.

There is always room for improvement when it comes to a bone-stock bagger. Most riders are quick to bolt on products that are designed to increase horsepower and performance, and maybe make a little more noise in the process, yet sometimes overlook the true definition of performance. When a suspension system is tuned to match motor performance, there is a superior level of ride quality that can be attained, and it is simply tough to beat.

To get a better perspective on just what improvements in handling that we’re alluding to, let’s make an example out of this 2015 HarleyDavidson Road Glide Special owned by our pal Rogie, of Black Flys Eyewear. We reached out to George Quay, founder of Pro-Action Suspension, to see just how their new Street Series products could make a positive difference. Pro-Action has a longstanding history within the world of motocross, supercross and off-road, two-wheeled applications, so we were very interested to see just what it had developed for those who prefer to ride on paved roads.

“We’ve had our fork cartridge and Street Series rear shocks designed and produced for a while now,” Quay says. “We just haven’t had the front-end kit available to the public until January of 2018. We have had them installed in our bikes for two years or so for the sake of testing and note taking. We love them.”

The developers at Pro-Action have been designing suspension components catering to action sports since ’77, and Quay has been there to grow his company alongside the ever-evolving technology that goes into creating the bestperforming motorcycle suspension system—for all terrains and situations. Quay goes on to say, “We, as motorcycle riders, have now entered the era of the ‘performance bagger.’ This is exciting for us as most guys who used to race motocross are now riding Harley-Davidson bikes. I think it’s through our experience in racing that we were able to dial in better-performing suspension products for the H-D platform. When most of us parked our motocross bikes and hopped on touring motorcycles, the difference in ride quality was instantly noticeable—it felt terrible. For years, we knew what a stiffer, more responsive suspension setup should feel like, and I think that we addressed how we could alleviate that difference with our fork cartridges and Street Series rear shocks.”

The development that went into designing the fork cartridge kit was inspired by George’s experiences with the racing motorcycles he spent so much time with in the company’s early days. “When putting the fork cartridge kit together, we were really trying to emulate the front end of Maico bikes, which were very successful in the motocross arena during the ’70s and into the early ’80s.” The front-end suite drops right into place and features a

replacement spring and Pro-Action’s own damper rods that utilize OEM piston bands and negative springs. Provided preload tubes are also utilized when repacking the fork tubes. These upgraded parts vastly stiffen the front end, and increase the feel and handling of a mass-produced machine based on the individual rider’s unique height and weight. This is information Pro-Action requires its customers to provide upon checkout in the effort to deliver the most finely tuned components possible.

Speaking of rider size, this particular Road Glide belongs to a gentleman who stands at 6 feet 3 inches tall and weighs in at 280 pounds, so it goes without saying that he has had to sacrifice his own comfort while riding around on a stock setup. With the front end of the bike taken care of, it was time to address the rear.

The increase in rear shock performance is largely due to the three-stage incrementally pressure-sensitive, selfadjusting compression valving and two-stage pressuresensitive rebound system. Add that to the shock’s longtravel design, and what is left is a performance response throughout the rpm range from low to top speed. Looking closer at the shock, Quay reassures that the combination of oil and nitrogen, and the use of a coil-over, was done so with the foresight of making bottoming out a nonissue. A spherical bearing was also utilized at the eye of the shock to allow it the ability to twist and give without worrying about binding problems.

And the materials used for construction? Only the best were selected, and the entire product is proudly made in the United States—Beaver Falls, Pennsylvania, to be exact. The CNC machined T6061 aircraft-quality billet aluminum housing has been hard-coat anodized, and the chromoly shaft can take a hard beating and then some. The shocks also feature a hand-adjustable preload knob that has 40 clicks through which to cycle to find the best possible feel. Rogie, the owner of the Road Glide, only needed to make a couple of turns’ worth of adjustments to get the feel he was after, which goes to show that there is more than enough adjustment left to be made to compensate for a larger rider, luggage, and a possible passenger. “The ride is awesome,” Rogie says. “No more mushy front end going into tight turns. It’s nice and rigid, which allows me to maintain a faster speed through turns. I enjoy canyon riding, so this is huge for me. The factory components were definitely not designed for someone my size.”

From riders who have more aggressive tendencies on the road to those who enjoy touring the highways at maximum comfort level, Pro-Action’s front fork cartridges and Street Series rear shocks will definitely have you questioning why you waited so long to swap out your bike’s factory components. Both developer and rider confirm that making the change to a strategically designed suspension system based on decades’ worth of research and development in the field of high performance is an absolute no-brainer.

Follow along as we take a trip to Quaid Harley-Davidson in Loma Linda, California, to forever improve the way this 2015 Road Glide Special battles the road. HB

SHOCKING DEVELOPMENTS

RACE TECH’S IN-HOUSE

ENGINE-MACHINING PROGRAM

Back in the early ’80s, fresh out of college with an engineering degree, Paul Thede was making a name for himself throughout SoCal as an up-and-coming motorcycle-engine builder. Working closely with customers and racers, along with his own firsthand experience, he soon came to the realization that a fine-tuned suspension was just as good as, if not better than, a fine-tuned engine, and by 1984, he started his own company specializing in the finest suspension components available, naming it Race Tech. Engine building was initially part of the company’s service offerings, but before long, the suspension side took over, and the rest is…well, revisiting history, so to speak.

By 2015, Race Tech felt it was time to bring back its in-house engine machine shop, once again providing customers with the high-quality enginemachining services for which its founder had become famous 30-plus years ago. Working under Rob Brown, Race Tech’s head of R&D, Andrew Flores has been with the Engine Services department since it was re-established, and we had a chance to talk with him to get some further insight.

Right off the bat, Flores set us straight: “Our engine program is a bit different than what most people think—we don’t do full engine builds unless it’s for R&D.”

Race Tech offers rebuilds through its network of certified engine service centers. So what services does it provide? “We’re actually a full engine machine shop for the components of the engine,” Flores explained. “So we do cylinder head rebuilds and modifications, cylinder honing, crank rebuilds, and dyno tuning (if the bike has an ECU that we can communicate with). Every engine that comes through the door is numbered and put in our engine records system, so we can always keep track of the services we did. Everything is spec’d and put into our database, and the customer receives a copy as well to ensure they are getting verified performance improvements. Also, every engine service comes with soda blasting and ultrasonic cleaning, so the components get returned to the customer looking brand new.”

What about specific services Race Tech has the ability to do for customers? “We offer a range of services,” he continued, “including our standard

three-angle valve job, performance five-angle valve job, valve seat replacements, valve guide replacements, port work, flow bench work, cylinder honing with our rigid hone, cast iron/steel sleeved cylinder boring, cylinder and cylinder head decking, valve refacing/back cutting, dyno tuning, and crank rebuilds. So while we don’t build full engines, we offer everything a person would need to build a solid, reliable engine—with a data sheet to prove it.”

Flores let us be a camera-toting fly on the wall of Race Tech’s Engine Services department as the techs performed a valve job, cylinder porting, and chamber polishing on Chris Kimball’s Twin Cam cylinder heads, “ultimately increasing the air speed intake to gain more torque in the long run.” If you’re considering tapping more potential out of your engine’s internals, whether it’s machining your heads to breathe better or boring your cylinders for a bigger set of pistons, a complete valve job, or even to schedule dynoing your bike, give Race Tech a call. HB

SOURCE: RACE TECH racetech.com

MAIN BEARING TOOL

The Milwaukee Eight® engine uses a new unique main case bearing. This new JIMS® tool (Part No.5813) removes the left and right main bearing without damaging the case. It also aligns and installs the bearing to correct depth.

ALTERNATOR ROTOR TOOL

The Milwaukee Eight® engine uses a new alternator rotor for increased charging capacity. This tool (Part No. 5812) protects the rare earth magnets within, and is necessary for safe removal and installation of the alternator rotor.

CYLINDER NUTS

These nuts (Part No.5809) are designed to hold the cylinder down while heads are removed. This unique two sided JIMS® design will work on both Twin Cam and Milwaukee Eight® engines.

WRIST PIN REMOVER

Designed to work with the existing JIMS® wrist pin tool(Part No.1276), this adapter (Part No.5805) will easily remove piston wrist pins for the new Milwaukee Eight® engines.

BAGGER SEAT SHOOTOUT

THREE DIFFERENT STYLES FOR THE HARLEY ROAD GLIDE SPECIAL

The factory Harley-Davidson Road Glide seat does the job it was built to do. It provides a comfortable ride, has a universal shape that will suit a variety of riders, and it comes standard with the bike. But we were looking for something a little more than just “adequate” for our bagger. We picked a few new seats on the market and put them through their paces. And the most important tester (my wife) had a say in the matter too!

LUCKY DAVES ($549)

RIDER: Upon initial receipt of this seat, the first thing I noticed was the build quality, second-to-none and absolutely beautiful. The material feels thick and durable; the

diamond stitch pattern adds the perfect touch of style and class, with stitch lines that are evenly spaced and straight. Just by looking at the seat shape you can tell it is a rider’s seat first and a passenger’s seat second.

The shape of the rider’s cockpit has a nice scoop to the seat to hold the rider in place. However, my initial concern was with the side edges of the seat because they were a little pronounced for my liking. After initial installation, I sat on the bike, and the edges felt as though they would be a bother, possibly digging into my legs a little too much.

Once on the road, my worry disappeared. The contours of the seat kept my butt perfectly in place as if I were fastened to it with Velcro. After logging a couple hundred miles in the

seat, the feature that I initially thought would be a negative ended up becoming a favorite of mine. The defined edge of the seat gave me leverage when leaning through corners and even helped with directional changes at speed. It gave my body a load point to use my weight to get the bike turned while using minimal handlebar input.

The Lucky Daves seat foam is firm, yet still comfortable. The cup of the seat also helps to distribute body weight fairly evenly. The firmness also gives the bike a sportier feel by eliminating some of the bounce that comes with the OEM seat.

PASSENGER: Unfortunately, as much as I fell for the seat, my wife felt the opposite. The Lucky Daves passenger seat is the narrowest of the three, and after a moderate ride, she was beginning to mention pressure points.

Overall, the build quality is top notch, and the seat comes with everything you need to install it in only a few minutes.

LE PERA ($469)

RIDER: This Le Pera seat has a unique grip material with just about the right amount of hold. Upon picking up the seat, the first thing that stood out was the weight. This is by far the heaviest seat of the group. Now being that it went on a V-twin bagger and not a performance superbike, it’s not a big deal, but something I felt was noteworthy.

The KickFlip seat has a bit of a square profile in the sense that it is rather flat on both the top and the sides, but also where the rider’s sit area meets the back support. The other

thing that immediately stood out was the seat’s height. This Le Pera is also quite a bit taller than stock, and coupled with the square profile, it made getting my feet to the ground a slight struggle despite my average 30-inch inseam. On the plus side, the added seat height gave me a bit more legroom in the cockpit, and it also increased my view over the front fairing. Consequently, the taller saddle also put my head up higher and left me more vulnerable to the wind, wind noise, and buffeting.

In regard to the seat foam, the KickFlip has the firmestfeeling foam of the bunch, which could possibly be one of the contributing factors of its mass. As far as break-in goes, it currently doesn’t feel like it has changed any after a good amount of time testing. Similar to the feel of the Lucky Daves, the Le Pera KickFlip seat gives the bike a slightly more sporty feel by absorbing a lot of the OEM’s road bounce.

As mentioned in the beginning of the evaluation, the junction of the seat from the rider to the back support is more square than the Lucky Daves, and I was really able to feel it. On longer rides it did create hot spots on my sit bones and lower back, where it seems all my weight was focused.

PASSENGER: This was my wife’s second favorite seat for two reasons: First and most obvious is that it is slightly wider than the Lucky Daves seat. Next, she really loved Le Pera’s grip material, which runs along the top of the passenger section, saying she never had to worry about slipping or sliding toward the back of the line or during quick acceleration.

Overall, another solid contender, with exceptional craftsmanship. I loved the attention to detail underneath, with Le Pera choosing to hide most of the rivets under the seat base’s carpet. Add to that a grip seat material that stands out from the group and the KickFlip really sets itself apart.

However, I did have one gripe about the KickFlip. My qualm is with where the mounting bracket screws into. While the other two seats had rivet nuts in the seat base for the mounting bracket to screw into, Le Pera opted to just drill the holes and tap the base. This particular method sours me a little for the reason that there are only two or three threads for the screw to bite into. Adequate? Sure. But keep in mind these are the only screws and threads keeping the seat buttoned down to the bike.

SADDLEMEN ($573)

RIDER: One look at the Saddlemen RoadSofa-LS and you know it’s meant for logging miles, not just as a solo rider but with a passenger too. The RoadSofa is wide and has a bit more cushion than the other seats, and with features such as Gelcore Technology, it has slightly better impact- and vibrationdamping abilities too.

Even though the RoadSofa visually lives up to its name, you wouldn’t know its size once mounted on the bike. The edges of the seat are contoured nicely, and the front was just narrow enough to allow me to be flat footed on the ground. The Gelcore Technology that makes up one of the multiple layers of the seat does an excellent job of giving the rider significantly more support than the OEM seat, while not being so firm that

it transmits every little bump in the road to the rider. While being exceptionally comfortable due to its shape and design, the rounded edges of the seat had one flaw, in my opinion: There was no side ridge to create leverage for transitioning the bike. This design also felt like it lacked the ability to give me the feeling of being cradled by the seat. Instead, I felt like I was just sitting on top of it. On the other hand, this type of seat shape allows a rider to move around more and not just be locked into a specific seating position. The best way to describe sitting on this seat is that it feels like sitting on a high chair at a bar: plenty of cushion that is easy to move around on.

My only dislike about the RoadSofa-LS is where the seat meets the back support. I’m just not a huge fan of the sharp transition in that area. A small complaint, and one that I would probably make with the majority of the seats on the market, but it’s something I feel should be said.

PASSENGER: This was, hands down, my wife’s favorite seat, and it’s no wonder why. Saddlemen gave the passenger section just as much cushion and attention to detail as it gave to the rider. The seat has plenty of room in every direction, with the back of the seat flaring out slightly to ensure the passenger’s sit bones will still be in contact with the Gelcore innards. The only negative for the passenger, and this is situational, is that due to the size and width of the RoadSofa, the passenger is no longer able to use the grab strap, which is about an inch too short. Again, not necessarily an issue for most riders and their passengers. For me and my wife, it was no problem. If you were on a

date, it’d be a great barrier break to maybe get a little closer. However, if your buddy’s bike broke down and you were going to give him a lift back to get a truck, well, get comfortable and find somewhere to hold. I speak from experience—it’s happened to me twice. Once, I was able to hold onto the bike’s grab handles. The second time it was love handles.

Like the other two seats, the Saddlemen RoadSofa-LS has fantastic craftsmanship and excellent attention to detail for both rider and passenger. Something else to note: This was the only seat of the three that allows use of an optional rider backrest and an optional heated seat (which were not tested here).

BRASS TACKS

With so many seat options on the market, any of the three that were tested would be a good buy for anyone looking to upgrade the one spot on the bike you’ll be getting really personal with. Lucky Daves, Saddlemen, and Le Pera each can fulfill a rider’s need in their own unique ways.

For my personal taste, I preferred Lucky Daves’ bagger seat for its eyecatching style. I really liked how the seat held me in place no matter how I turned and moved. I also appreciated how I was able to use the edges of the seat to steer and transition the bike while riding. As for the design of the seat, it’s just modern enough to give the Road Glide more of an aggressive look and separate itself from the touring bike that it is.

If long-distance riding is your plan, or if you often carry a passenger (that you care about), the Saddlemen RoadSofa-LS is on the money. It has all the bells and whistles one would expect when buying a seat fit for a tourer: gel cushioning, wide footprint to distribute weight, optional backrest, and optional heating available. The construction and design of this seat bridges the gap between the growing popularity of the step-up-style seats and classic touring seat.

For anyone on the taller side, or those who want the stunt-style look, the Le Pera KickFlip Gripp Tape step-upstyle seat is for you. The ideal rider for this seat would be someone with longer legs than torso, who would want the extra legroom without the discomfort of an extended-reach seat putting strain on your back. HB

1990 to 2006 (except 2006 Dyna)

• 6: 1 Planetary gearing for superior mechanical efficiency compared to 4.44: 1 and 2.86: 1 in other starter motors.

• Special Neodymium Magnets provide more power with half the current draw of other 2KW starters. The only starter of its kind in the industry!

• A must have for high compression, large displacement engines

The Highest Performance starter available!

1981 to 2006 (except 2006 Dyna)

• Narrow Rotor fits in Softail/Dyna, voltage regulator mounts in stock location Available for Evo and Twin Cam Engines

• Precision wound 3Phase Stators provides 25 AMPS at idle, 40 AMPS continuously above 2,800 RPM!

• Vented rotor keeps stator cooler to maintain maximum output.

• Custom designed flanged seal spacer provides maximum support for the vented rotor.

• Series Voltage Regulator provides 14.2V from idle on up!

1970 to 1999 BT (except injected models) & 1971-2003 XL (except “S” models)

• Performance advance curves for engines from mild to wild!

• Tunable VOES adds 5 to 10 degrees vacuum advance

• Easy installation with LED static timing light.

• Selectable RPM limiter from 6,000 RPM to unlimited

• Systems for electric start, kick start, and race engines.

FIRST MFG MILESTONE LEATHER SHIRT

A QUALITY, LIGHTWEIGHT MUST-HAVE

I’ve been testing the First Manufacturing Milestone leather shirt, a comfortable and stylish moto shirt for many riding types, since last summer, and it’s by far my go-to for multiple types of rides. First off, the Milestone is stylie. I’m not a fan of overthe-top doodads on anything, especially riding gear, and this jacket’s simplicity is what gets my vote for when it comes to raiding the closet.

The Milestone is a high-quality, lightweight leather shirt made from soft 0.8–1mm lambskin, and its supple feel provides a comfort like no other every time I slip it on. Featuring six easy front button snaps to make removing and wearing it a breeze, the Milestone also features two snap-enclosure breast pockets, two external waist pockets, and two deep inside pockets for storing multiple belongings. The soft satin liner is also very comfy, and I especially like how it feels against my skin. It’s available in sizes small through 5XL in your favorite color (black).

The cuffs also feature two snap adjustments for varying wrist diameters, but I find these to be right in the middle of where I need them to be. I find myself scaling up to get nongauntlet style gloves under the cuff, and using the tighter snap with larger, longer gloves. I’ve worn the Milestone in various conditions (except rain). It does well with heat in that air still finds its way in through the front snap enclosures, but when the temps drop, it’s definitely best to layer up a tad. Not that you need to rock a snow parka underneath, but a comfortable flannel easily does the trick.

Overall, for $170, the First Manufacturing Milestone is a must-have for any rider’s gear repertoire.

THE RSD SUPER HOOLIGAN HILL CLIMB

CAMPING/LODGING/RV GRUB/BREWS+MORE FEATURING

BRIDGESTONE SCRAMBLE RAMBLE SCAVENGER HUNT

ART DIRECTION & PHOTOGRAPHY

DESIGN SPECIALIST

Robert Martin

PHOTO MANAGER

Jeff Allen

VIDEO SERVICES

VIDEO CONTENT MANAGER

Spenser Robert

VIDEO CONTENT SPECIALIST

Bert Beltran

CONTENT SERVICES

CONTENT BUSINESS MANAGER

Irene Gonzalez

COPY EDITOR

Dave Carriere CONTRIBUTORS

Mike Calabro, Rob Fortier, Chris Kimball, Jon Langston, Julia LaPalme, Ryan Loughridge, John Mata Jr., Robert Pandya, Drew Ruiz, Tim Sutton, Mikey Van, Winston Yeh

DIGITAL SERVICES

DIGITAL PUBLISHING DIRECTOR

Matthew Miles

GROUP TECHNICAL EDITOR

Kevin Cameron

DIGITAL CONTENT SPECIALIST

Jon McDevitt

DIGITAL CONTENT OPERATIONS SPECIALIST

Serena Bleeker

CONTENT BUSINESS MANAGER

Terry Masaoka

SUBSCRIBER SERVICES

For customer service and subscription questions, such as renewals, address changes, email preferences, billing, and account status, go to: hotbike.com/cs. You can also email HBKcustserv@cdsfulfillment.com, in the U.S. call toll-free 800-759-5540, outside the U.S. call 515-237-3697, or write to Hot Bike, PO Box 6364, Harlan, IA 51593-1864.

EDITORIAL OFFICES

760-707-0100

15255 Alton Pkwy., Suite 300, Irvine, CA 92618 hot.bike@bonniercorp.com

REPRINTS

Reprint requests: reprints@bonniercorp.com

MOTORCYCLE TESTING

MOTORCYCLE TESTING MANAGER

Ari Henning

MOTORCYCLE TESTING SPECIALIST

Andrew Oldar

MOTORCYCLE SERVICE SPECIALIST

Will Steenrod

SOCIAL MEDIA

SOCIAL CONTENT MANAGER

John Zamora

BONNIER MOTORCYCLE GROUP

SENIOR VICE PRESIDENT & MANAGING DIRECTOR

Andy Leisner

EXECUTIVE DIRECTOR, MARKETING

Tim Collins

CONTENT DIRECTOR

Kurt Hoy

ADVERTISING

BUSINESS DEVELOPMENT DIRECTORS

Katelynn Dudek,Ross Cunningham

SALES OPERATIONS COORDINATOR

Kaitlyn Thompson

BUSINESS DEVELOPMENT MANAGER

John Simanovich

DIGITAL BUSINESS DEVELOPMENT MANAGER

Mary Hannah Hardcastle

SALES & MARKETING OPERATIONS MANAGER

John W. Scafetta

DIGITAL STRATEGY DIRECTO R

Sadie Huemmer

IT/OFFICE MANAGER

Camilo B. Viray Jr.

DIRECTOR OF HUMAN RESOURCES

Kim Putman

BUSINESS MANAGER

Connie Lau

MARKETING

SENIOR MARKETING MANAGER

Ashley Roberts

MARKETING MANAGER

Nichole Starkey

PRODUCTION GROUP PRODUCTION DIRECTOR

Rina V. Murray

ASSOCIATE PRODUCTION DIRECTOR

Kelly Kramer Weekley

PRODUCTION MANAGER

Rick Andrews

CHAIRMAN

Tomas Franzén

HEAD OF BUSINESS AREA, MAGAZINES

Lars Dahmén

CHIEF EXECUTIVE OFFICER

Eric Zinczenko

CHIEF FINANCIAL OFFICER

Joachim Jaginder

CHIEF OPERATING OFFICER

David Ritchie

CHIEF MARKETING OFFICER

Elizabeth Burnham Murphy

CHIEF DIGITAL REVENUE OFFICER

Sean Holzman

VICE PRESIDENT, INTEGRATED SALES

John Graney

VICE PRESIDENT, DIGITAL OPERATIONS

David Butler

VICE PRESIDENT, PUBLIC RELATIONS

Perri Dorset

GENERAL COUNSEL

Jeremy Thompson

VRM 302 Monster

The Monster line features some of our most widely available inventory and our tallest front tire to date at 34”. With an all-weather tread and superior casing, this tire is made to handle a wide variety of road conditions. Multiple sizes available for most custom cruisers and baggers.

MCH-GPS17

• Factory-Match, GPS-Powered Compass, Altimeter, Ambient Air Temperature

• Plugs directly into ’96-13 Harley Touring Models, replacing OE Ambient Air Temp gauge

• GPS Technology provides quick and precise compass information

• Chrome or Black Bezel option, selectable to match OE Gauges

• 8 user-selectable color options: Stock Match, Red, Green, Blue, Teal, Magenta, Amber, White

New application fitting 2014+ models!

MCL-3014 Gauges

• Direct-replacement 4-gauge kit fitting ‘14-16 Harley Touring Models

• High-Brightness Red or Blue LED Lighting

• Includes Speedometer, Tachometer, Fuel Level, Oil Temp and Voltmeter.

2015 SEMA Award

Powersports

Product of the Year

• Additional readouts include Gear Position, OE indicators and much more!

• MBM Add-on modules available to add Single/Dual Air Pressure or Boost

MVX 2000 S i s

• New MVX Application, fitting decades of models using the classic 5”tank mounted gauge: Road King, Softail, Dyna, Deuce

• 31 User-selectable Pointer, Backlight and LCD Message Center Colors: Red, Green, Blue, Teal, Magenta, Amber, White

• 4 Face options available: Black/Red, Black/Gray, White/Red, White/Gray

• 2 bezel options: Chrome or Black

Visit our website for more information.

MVX 8K S i s

• MVX Application fitting ’96-13 Harley Touring Models

• Direct Plug-in integration for simple installation

• 31 User-selectable Pointer, Backlight and LCD Message Center Colors: Red, Green, Blue, Teal, Magenta, Amber, White

• 4 Face options available: Black/Red, Black/Gray, White/Red, White/Gray

• 2 bezel options: Chrome or Black

Visit our website for more information.

MCL 3000 S i s

High-Brightness LED package fits ’96-13 Harley Touring Models.

MCL 2000 S i s

MCL-2000 Series

High-Brightness LED system fits Road King, Softail, Dyna and Deuce models across many years.

Visit our website for more information.

COMPROMISES.

THIS ISN ’T ONE OF THEM.

LIFE’S FULL OF