Tech

Life is fascinating, daunting, bullshit, heart-breaking, exhilarating and once in awhile inspiring. It’s also a blast, sexy, and fast. Just in the last couple of weeks, I encountered a struggling biker business on the brink of financial heartache. They survived the 2008 economic downturn, and became one of the few custom bike companies to make

I’ve known Jim Waggaman of Air Stream Studios for maybe 30 years. He helped me with my ’92 Dyna custom with Mike Maldonado, and I rode it to Sturgis in ’94. Hell, I rode it 400 miles in the rain with Dr. Hamster to the Billet Bar in Phoenix, from Los Angeles, for a drink.

Incredible. This is the shortest tech in history and partially because of the new product. Batteries are dirty, grubby, heavy, nasty bastards and they throw sparks when you least expect it. About 10 years ago, the whole battery acid nastiness disappeared with the sealed batteries, a major step in the right direction. They kept improving

The very first modification I made to a motorcycle was to remove the stock mattress seat off my new ’69 XLCH and replace it with a Diamond Buttons Cobra seat from Le Pera. I’m on the hunt for a stock ’69 Sportster to replace it, but I would still mess with a totally stock bike

A brother went down recently and we needed to pick him up dust him off, correct his motorcycle and launch him on a run to Vegas Bikefest with a couple of other hard-riding Dyna pilots. James is the master ceramic tile man around the Bikernet Headquarters, and he also dabbled at becoming a 5-Ball Leathers

We ran into a cool FXR recently at Bennett’s Performance, but it sported a S&S Twevo Engine, basically a Twin Cam in a set of Evo mounting cases from S&S. We were intrigued. The bike, moto styled, was built by a customer, James Doerr, and Eric Bennett built the engine. He raced it at the

This is a straight forward tech with just a few twists and turns, girls, quirks and sidebars. You would think forward control installation a breeze, and in this case it was, but not always. GMA has designed what we believe to be by far the most streamlined forward controls, taking customizing to the ultimate level.

.” style=”color: #ffbb04; text-decoration: none; font-weight: bold;”> THE HUMBLE ONE RETURNS– I was going to submit a small offering for BIKERNET about the 08′ Dyna with H-D 110-inch engine, just a quick blurb. Here are a few pics from my ride this morning, (my 41st birthday). The bike is extremely smooth considering it has been bored and

I can’t do anything normal-like, and I’ve got to fuck with everything. My refrigerator is custom-painted, but many of us crazed maniacs in this industry suffer similar afflictions, such as Bill Dodge, Dave Perewitz, you name ‘em. We drank the same tainted water as kids. Then there’s also something about redheads. So, how did this

I purchased the 2004 Electra Glide in 2005, at that time it only had 2200 miles on it. The owner had handled some performance upgrades: A 103-inch big bore kit, Screaming Eagle 260 cams, Screaming Eagle CNC ported heads with compression releases, Screaming Eagle air cleaner, stock head pipes but Screaming Eagle slip-ons/with cats, Screaming

This new model will fit 2008 and newer Harley touring models. “Actually, they will fit on any bagger with a horn mount on the left side of the engine,” said Steve West, from Love Jugs. “That covers almost any bagger.” LOVE JUGS have been on the market for some time and there have been numerous

Belt Drives Ltd. is just about synonymous with belt drives themselves and it’s been that way ever since Steve Yetzke opened the doors and incorporated the name back in 1990. The company is now one of the largest suppliers of primary and final drive belts in the aftermarket. But the BDL group of companies is

Editor’s Note: This article was published in Easyriders in 1995, but it’s still applicable today. At the time it covered the new Carl Morrow Typhoon billet Carburetor. Since then there has been some tweaking and Carl installed a Thunderjet on this Typhoon for the 5-Ball Racing Salt Torpedo we are building with a 135-inch JIMS

  You can view Part 1 here.   This is an easy one with a myriad of considerations. It’s easy because it’s a stock bike and Jeremiah changed his mind about being cool. He’s not lowering his scooter, and basically doesn’t want to mess with the stock configuration. There’s a world out there of guys

You can view Part 2 here. Jeremiah wanted to change out the rear shocks on his 2009 Dyna upgrade to some Progressive units. Progressive recently contacted us about their Monotube front end cartridge solutions and Jeremian decided to upgrade his front and rear suspension. There are a couple of significant factors playing in this riding

  It all kicked off at a local shop, McQuiston’s Custom Cycles. We’ve featured Ryan and his gang a couple of times in Cycle Source Magazine. They are as close to the notion of an old school shop as possible in this age of over regulation and vast and unrelenting technology. Ryan still bangs away

An old friend, who I wrote a book about recently, Terry the Tramp, just rebuilt an Evo Engine and we made sure to incorporate some S&S products including the cylinders, the pistons, and the lower end. Plus, it was fitted with an S&S Super E carb. Recently S&S kicked off Viola V-Twin, which fits into

    You know it, I know it, the whole two-wheeled world knows it. Motorcycle oil takes a real beating. Especially motorcycle oil used in air-cooled engines. Especially motorcycle oil used in air-cooled engines when you’re riding through the Mohave Desert in mid-July and the red mark at the three-story high thermometer in the middle

The more I study shocks, the less I know. I find the entire notion of ride control daunting. For instance, if you weigh 200 pounds and you design the perfect shock to handle running over a 2-by-4 at 30 mph, will it work at 50 mph, and what if you gain weight? I had a

Old Harleys such as Pan and Knuckleheads are generally remembered very romantically as the “golden era” of Harley heritage. Hell, everybody wants a Panhead. But even more-so, people want the new, high-tech bikes with their big engines and extra-gear transmissions. These two classes are highly coveted while the “Sweet Years” of those bikes that were

In the first article on the most magnificent ARCH driveline, I mentioned Gard Hollinger’s motorcycle mantra, his two-wheeled mission, once he became the keeper of the ARCH. It’s one thing to build the coolest one-off custom motorcycle on the planet, if that’s even possible, but turn it into a world class production motorcycle, and now