Trick or Treat

Knock-knock

Karloff Ruled!

My all time favorite. As a kid, I was really into the Frankenstein monster. I use to draw and sculpt his head in clay.

1915 FBFR Concept Art

My concept art for Keith Ball of Bikernet.com

Keith Ball is building a bike based on Rick Krost (US Choppers), latest board track frame which are now being produced by Paughco. The build will be documented on his site starting next week. His plan is to ride it to Sturgis next year.

The first chapter is now up. Here's a link:

Bikernet.com 1915 FBFR kickoff article


Rick Krost's Prototype

Celebrity Biker Photo of the Week

Cool Bike , Gay Movie.

Johhny Depp on a K Model from the John Waters movie Cry Baby. The movie basically sucks. For some reason the bike changes from a K Model to a Sportster in different scenes. I always wonder where movie bikes came from and where are they are today?

New motorcycle safety cartoons

Well at last a positive move to improve motorcycle safety using humour as the medium. In a new Europe wide road safety campaign developed by the Association des Constructeurs Europeens de Motorcycles (ACEM) 13 cartoons will be released on a monthly basis to highlight and educate about the everyday risks riders of powered two wheelers (PTWs) face.

The aim of the campaign is to raise riders awareness of the various risks posed by road layouts and traffic sitautions.

Lucky 13 is a motorcyclist and is the main star of the cartoons. Like many others he is on the road every day. He’s also a lucky guy. He doesn’t know that the roadway isn’t always a safe place to ride his motorcycle, yet some how he pulls through every time. Don’t be like him, don’t count on your luck like he does. And learn from his mistakes.

The first cartoon is entitled "How to Avoid Accidents at Junctions" - see cartoon below.


You can download the cartoon for yourself from http://www.acem.eu/cartoon.

Well done the the ACEM, hopefully these cartoons will leading to greater awareness of the risks involved in riding a motorcycle, scooter or moped!

Ride safe.


Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://inter-bike.blogspot.com/
Swicki: http://motorcycling-swicki.eurekster.com/

Extended Warranty Cover for your Motorbike

Thought you'd like to know that Warranty Direct, the UK's leading provider of direct consumer warranties is now offering extended mechanical breakdown insurance for motorcycle owners.

The cover is known as Bike Warranty and is very extensive covering everything from crank failure to dropped valves, suspension compliance to electrical system failure. However the unique feature of the cover is it breaks the mould by covering wear and tear, most often excluded under warranty policies.

Cover applies across the Continent and can cover motorbikes up to eight years old and 80,000 miles. Further there are not restrictions on where the bike is repaired, apparently you can choose a franchised dealer, independent garage or specialist.

Ride safe.

Jon Booth

Email: webmaster@inter-bike.co.uk

Blog: http://inter-bike.blogspot.com/

Swicki: http://motorcycling-swicki.eurekster.com/

Factory Fotos 69

The Art of the Engine #1

Special K

One of the Best Looking Motors Ever!

How come engine stylist can't do shit like this today?

Suzuki to show Gladius and GSX-R100 at NEC Bike Show

Suzuki have annonced they will be showing the new 2009 Suzuki GSX-R1000 sportsbike and the Suzuki Gladius 650 at the forthcoming 2008 Carole Mash International Motorcycle and Scooter Show.

The 2009 Suzuki GSX-R1000 is lighter,sharper and more powerful than the previous model whilst the Suzuki Gladius 650 is Suzuki's new European styled middleweight, being a reworked version of the popular SV650.

Suzuki will also show a host of racing bikes form the 2008 season from MotoGP, World Superbike, British Superbike, Isle of Man TT and off-road championships.

Ride safe.


Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://inter-bike.blogspot.com/
Swicki: http://motorcycling-swicki.eurekster.com/

By Any Means DVD released on 3rd November

Charley Boorman's latests adventure "By Any Means" is about to be released on DVD by Universal Pictures. Featuring both seasoned adventurer Charley Boorman and Russ Malkin as director and expedition leader, the DVD charts their Ireland to Sydney adventure by any means.

Featuring up to 100 types of transport, motorbikes again play a major role.

Maybe one of the Christmas list?

Ride safe.


Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://inter-bike.blogspot.com/
Swicki: http://motorcycling-swicki.eurekster.com/

Monday Blues

Boris he says "Yes!"

Finally the Mayor of London Boris Johnson has given the go ahead for motorcycles to use bus lanes in London. The BMF reporting on this today have welcomed the move.

Making this announcement today, Mr Johnson said: "I have long been staggered that while motorcyclists can use bus lanes in many other cities and some of our boroughs they were not allowed to use the TfL routes that criss-cross the capital. "One of the ways we can ease congestion is by encouraging more people to get on their bike, whether pedal or powered, and I believe they should be able to share our bus lanes successfully and safely. "

So from From 5th January motorcyclists will be able to share red route bus lanes with buses, cyclists and black taxis on an 18-month trial basis.

Well done Boris at last!!!



Ride safe.


Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://inter-bike.blogspot.com/
Swicki: http://motorcycling-swicki.eurekster.com/

Honda CBR10000RR Fireblade Voted Britain’s Favourite Motorcycle

In the 2008 RiDER Power Survey Honda's awesome CBR1000RRR Fireblade had been voted Britain's favourite bike with a satisfaction rating score of 92.19%. Also Honda's ST1300 Pan European came fifth with a score of 88.53%.

Ride safe.

Jon Booth

Email: webmaster@inter-bike.co.uk

Blog: http://inter-bike.blogspot.com/

Swicki: http://motorcycling-swicki.eurekster.com/

Celebrity Biker of the Week

Ann Margaret didn't just pose, she actually rode. Also qualifies as Babe of the Week. Did the TCB photo posted yesterday qualify as a celebrity?... Whoops!

New Product of the Year

I don't usually like after-market frames but, in today's market of the latest stupid new billet bolt on accessory, this new 45 frame from Paughco is the coolest new product I've seen in a long time. It' allows the use a big-twin 4 speed tranny. This says a lot about the company's vision/attitude and how many old 45 engines they think are still out there. This frame will help a lot of folks put a budget chop together. Most builders won't care but, it's too bad it doesn't have any cast components. At least they maintained the single down tube.

Taz Motorcycles win Aprilia Award!

Neil Steen, Managing Director of Taz Motorcycles at the Aprilia Awards held in Sepang


Taz Motorcycles - Best Performing European Dealer 2008 for Aprilia Motorcycles Trophy


Taz Motorcycles of Peterborough have just won a top award from Aprilia that of Best Performing European Dealer of 2008.

Well done Taz!

Ride safe.

Jon Booth

Email: webmaster@inter-bike.co.uk

Blog: http://inter-bike.blogspot.com/

Swicki: http://motorcycling-swicki.eurekster.com/

TCB

Who's this?

Tattoo Art

I was commissioned to do this art for a tattoo design. The guy wanted something similar to some David Mann art he sent me. Compare the bike and couple to the From the Art Files art I posted on Monday.

Metal MC 1988

20 years ago today.... My 3 degrees of separation to Sargent Pepper.

My old shovel on the CD cover for my brother's band. The photo shoot turned into a rowdy beer party that made the model nervous and pissed off the art director and photographer. They also used my bike on another record's cover.

My brother, Johnny Go-Go (on the right), was the leader of the pack. It was a strange combination of stuff. The Biker themed (Huh?), hard rock/rap group's music was similar to the Beastie Boys, and ahead of it's time.

Rusty Anderson, guest guitarist on this CD, had previously been in the band The Living Daylights with my brother. Rusty went on to play as a studio musician for many famous bands. He has been lead guitarist for Paul Mc Cartney's band for sometime now.

From the Art Files

Art for a friend's sticker company

2009 Kawasaki Ninja ZX-6R at NEC BIke Show

Kawasaki will be showing off their 2009 Kawasaki Ninja ZX-6R sports bike at the 2009 Carole Nash International Motorcycle and Scooter Show later this year. With lighter weight, revised chassis, revised engine and MotoGP inspired styling the Ninja ZX-6R the bike has beeen significantly updated.

In the meantime we've got a picture of the revised bike for you to view.

Ride safe.

Jon Booth

Email: webmaster@inter-bike.co.uk

Blog: http://inter-bike.blogspot.com/

Swicki: http://motorcycling-swicki.eurekster.com/

THE KAWASAKI W650

The Kawasaki W650 is a different kind of retro bike, a standard easy to mistake at first glance for a late 1960's Triumph Bonneville. Kawasaki claims that the W650 was inspired by their own W1 twin of 1967 (itself a knockoff of the BSA A10, a pre-unit construction 650), but anyone who has seen a W1 knows the W650 looks nothing like that, and very much like the vastly more popular Bonneville.

The gas tank shape, tank badges, rubber kneepads, rubber fork gaiters, cases, mufflers, seat, fenders, headlight, and paint job are all clearly influenced by late 1960's Triumph design. This is not bad thing, as the T120 Triumph Bonneville 650's are widely regarded as some of the most beautiful motorcycles ever built. The W650 styling is a success, as it garnered positive comments from observers everywhere that it went.

It is hard not to compare the W650 to the vintage British motorcycles it resembles, as well as the contemporary Harley-Davidson 883 Sportster and new Triumph Bonneville 800, which are its natural rivals. (See my article 2001 Comparison: Bonneville, Sportster, W-650.)

My 2000 model test bike's gas tank came with two tone "Galaxy Silver" and "Luminous Blue" paint, set off by gold pin striping. The quality of the paint job was very good. The frame, front forks, side covers, chain guard, rear hub, and rear shock covers were all painted black. The seat is black vinyl with white piping. The engine/transmission cases, various smaller engine bits, and wheel rims are polished alloy. The pipes and mufflers, fenders, headlight, turn signals, and sundry small pieces are chromed. The overall look is very appealing.

Like a classic Triumph 650, an air-cooled vertical twin in which both pistons rise and fall together powers the W650. However, this Kawasaki twin is counterbalanced to control vibration, has a single overhead cam driven by a hypoid gear with an offset bevel drive shaft, four valves per cylinder, and displaces 676cc. Bore and stroke is 72x83mm. Twin Keihin 34mm CV carburetors deliver the fuel/air mixture to the engine, and the ignition is electronic. The slick shifting five-speed transmission has positive stops at first and fifth gears. Fifth feels like an overdrive gear, and keeps the RPM down when cruising on the interstate. Final drive is by chain. According to a Cycle World magazine test, this engine produces 44.7 hp at 7,050 rpm and 37.5 ft. lbs. of torque at 5,100 rpm at the rear wheel.

Performance figures from the same Cycle World test revealed a 1/4 mile time of 14.33 seconds at 92.54 mpm, and a 0-60 time of 5.6 seconds. The bike's top speed was 101 mph, and it averaged 41 miles per gallon of fuel.

The W 650's double cradle frame has a square backbone, unlike the classic T120 Bonneville that had a single downtube frame built of round tubing. The engine is rubber mounted in this frame to keep vibration away from the rider. The steel swingarm is conventional in design.

The suspension components seem to have been chosen more on the basis of price than performance. The same could not be said about the T120 Bonneville in its heyday. Of course, suspension standards are much higher now. Front fork rake is 27 degrees, and trail is 4.1 inches. The 39mm telescopic forks have 5.1 inches of travel. The front forks of the W650 offer no adjustment, and dive excessively under hard braking. Progressive front fork springs would probably cure this. The twin rear shocks are adjustable for spring preload only, and have 4.1 inches of travel.

The attractive laced wheels feature neat lightweight alloy rims. The stock tires are Bridgestones, apparently designed to resemble classic Dunlop K-70's. The front is a ribbed 100/90x19, and the rear is a 130/80x18. I didn't have any trouble with them but if I owned this bike, when tire replacement time rolled around, I would shop for higher performance rubber, available from from Dunlop or Metzler.

The hydraulic front brake is a single 300mm disc with a twin piston caliper; the rear wheel has to make do with a mechanical drum brake. This combination provides predictable stopping power, but a second front disc would be a worthwhile improvement.

Standard instruments include both a speedometer and tachometer, mounted in front of the handlebars where they are easily seen. The LCD odometer is built into the face of the speedometer, and also offers trip meter and clock functions. I found the clock to be a particularly useful feature. The tach houses an array of idiot lights for neutral, high beam, oil pressure, and turn signals. The fork lock is conveniently combined with the ignition switch, which is located at the top of the triple clamp.

The four gallon gas tank has comfortable kneepads and a flat, locking, gas cap. From the side it looks like a classic Triumph gas tank, but from the riding position it is much wider. One of the most attractive features of the classic Bonneville 650 was its svelte 2.5 gallon tank, a fact that seems to have been overlooked by Kawasaki. An unsightly pressed steel seam runs completely around the lower edge of the tank. Nevertheless, overall it is a good looking gas tank

The ersatz Triumph-like chrome tank badges are fastened with an adhesive, and can be removed without damaging the paint job, as can all the other Kawasaki badges and decals on the bike. Since I feel that the tank badges detract from the lines of the tank, I would remove them if this were my personal bike. In the past I have found that a hair dryer works well for this.

I would also remove the word "Kawasaki" from the back of the dual seat (contact cleaner or something similar will work here). On the other hand, I thought the gold "W650" decals on the black side covers (which form the air box for the twin carbs) restrained and appropriate, and I would leave them in place. My purpose would not be to conceal the fact that this bike is a W650, but rather to clean up details I regard as unsightly. The cheap looking front and rear side reflectors are equally easy to remove, and their absence would also help to clean up the appearance of the bike.

A W650 weighs 434 pounds dry, quite a bit more than a T120 Bonneville's 386 pounds. Wet weight is about 460 pounds. Wheelbase is 57.1 inches, and ground clearance is 4.9 inches. The W650's seat height is 31.5 inches, but the bike is narrow, which helps the rider's feet reach the ground.

Nice features include the attractive chrome fenders, the flexible turn signal stalks (designed to reduce the chance of damage in a tip over), chrome passenger grab handles, a center stand (in addition to a kick stand), kick as well as electric starting, and the big chrome headlight.

Not so nice features include the lack of self-canceling turn signals, the ugly black painted rear hub, the dim dash lights that are hard to see in bright sunlight (a common complaint with many motorcycles), the ineffective horn, and the ungainly combined tail light, rear turn signal, and license plate bracket. Perhaps the aftermarket could supply something to replace the latter.

Kawasaki offers very little in the way of accessories for the W650 as of this writing. I hope they take steps to improve the situation, but for now adapting "multi-fit" parts from aftermarket suppliers is about the only recourse. There is a Yahoo W650 Registry on the web to assist W650 fans find accessories and information. The URL is: http://groups.yahoo.com/group/W650Registry

Riding the W-650 revealed no surprises. It started immediately when I pressed the starter button. I have kick started all the real Britbikes I ever want to, so I eschewed the kickstarter, but the dealer (Cycle Sport of Eugene, OR) assured me that it will start with one kick.


Despite its British appearance, this Kawasaki feels like a typical Japanese motorcycle. The engine is smooth and the transmission shifts easily and precisely, a definite improvement over vintage British bikes. The exhaust note is very restrained; I would drill out the baffles or invest in a set of freer flowing mufflers if I owned a W650. The brakes are adequate for the bike's performance. The mirrors are functional at speed and offer a decent rear view. They are a pleasant departure from the inferior mirrors on vintage British bikes.

Another departure is the excellent halogen headlight, which offers a low beam suitable for riding in town and a high beam bright enough for lonely country roads at night. The lighting on classic British bikes was atrocious.

The seating position is basically pretty upright, although the flat seat lets the rider move around to change position, and makes it easy to lay on the tank for brief high speed runs. There is a slight rise and a hard spot in the middle of the seat exactly where I wanted to plant my butt. (I am 5' 10" tall, with fairly long arms.) I understand that Kawasaki has improved the seat on 2001 models. The wide handlebar has a standard bend and conventional Japanese switches and controls. I didn't ride the W650 with a passenger, but I judge that one could, at least for short jaunts. Longer trips would probably find the seat too cramped for comfort.

Engine performance is good, if not overwhelming. The red line is at 7500, although the tach reads to 9000 RPM. Torque seemed best, and the engine seemed happiest, in the middle of the RPM range. My test bike was not completely broken-in, so I did not wind the engine all the way out. In any case, the motor's power characteristics are such that I felt no need to do so. It is definitely more fun to twist the right grip of a T120 Bonneville.

The W650 revealed no handling vices, unlike many older Japanese twins. However, it did not give me the confidence a 1969 Bonneville used to inspire. It will probably go through corners about as fast, but somehow it didn't feel as eager to me. Other reviewers have expressed similar opinions about the 2000 model W650, so for 2001 Kawasaki subtly adjusted the rake and trail of the front end for improved feel.

One of the nice things about classic style standard motorcycles is that small changes to incorporate minor improvements are all that is required to keep the bike current. We can anticipate the W650 remaining essentially the same for many years. Change for the sake of change, with its negative impact on resale value, is unlikely.

I see the W650 as an excellent city and commuter bike that is also more than adequate for Sunday rides out of town or the occasional weekend trip. It looks great and offers good overall performance. Like other standard motorcycles, it can serve multiple purposes. It feels more refined than vintage British 650's, but lacks the mechanical presence and "fun factor" of these machines. It also lacks the vibration that plagues a vintage Britbike.

The W650 offers neat styling and modern reliability, without oil leaks. It is likely to hold its value well. I regard it as one of the best all-around medium displacement motorcycles on the market today. It is not a particularly cheap motorcycle, nor does it have a lot of trick features. But it is smooth and enjoyable to ride. It is hard to imagine anyone not liking it.

1972 Kawasaki H2 750 Mach IV

The 1972 Kawasaki H2 750 Mach IV motorcycle was one of the quickest bikes of the early 1970s, but also one of the most difficult to master.

The landmark Kawasaki H2 750 IV was known not

only for its speed, but for its tricky handling
and poor fuel economy.

Founded in the late 1800s, Kawasaki has been into everything from planes to trains to shipping. It began supplying small motorcycle engines, complete with transmissions, to other manufacturers just after World War II, and began offering its own bikes in 1960.

This new segment of the company advanced -- and grew -- quickly. One of the manufacturers using those small engines was Meguro, which Kawasaki bought out in the early 1960s.

The first motorcycles to wear Kawasaki badges were 125-cc commuter bikes. These didn't sell well when the company exported them to the United States.

But Meguro had also been building a 650-cc four-stroke overhead-valve twin under license from BSA (the English company's old pre-unit model). This rather tame motorcycle met with a fair degree of success in the U.S. when introduced as the Kawasaki W1 in 1966.

But better -- and faster -- models were yet to come. First up was a 250-cc two-stroke twin called the Samurai. The Kawasaki Samurai was certainly an about-face in philosophy from the W1.

Fitted with rotary disc valves, it was a hot little number, and the temperature was raised further by the 350-cc Avenger that followed.

And then came the big one.


In the midst of numerous new "superbikes" being introduced by Triumph, BSA, and Honda, the Kawasaki 500-cc H1 Mach III two-stroke triple stood out as a ferocious performer at a cut-rate price.

Light and very powerful, with 60 horses that seemed to lie in wait and then suddenly stampede when the revs built up, rumors spread of Mach IIIs rearing up to throw their riders off on the first test drives. But in the raging superbike wars, "too much" was still not enough.

Enter the 750-cc 1972 Kawasaki H2 750 Mach IV motorcycle. With 74 horsepower on tap, it was even more fearsome than the Mach III. And not surprisingly, it inherited several of its predecessor's flaws, namely squirrely handling, a propensity to wheelie, and horrific fuel mileage.

So although it was perhaps the ultimate performance two-stroke of the day, the market -- and Kawasaki -- would soon drift toward more civilized four-strokes.

Go to the next page for more great pictures of the 1972 Kawasaki H2 750 Mach IV motorcycle.

Meguro the king of four strokes

As you read every word of this article, you will discover why Kawasaki Motorcycles were considered the Mavericks of the industry...

The story of Kawasaki Company goes back to 1924, at that time involved into metallurgy and the aircraft industry.

In 1949, they decided to enter the motorcycle industry producing engines that could be adapted to motorcycles.

FIRST KAWASAKI MOTORCYCLE INDUSTRY RELATED PRODUCTS

Motorcycle Engines

In their line you could find a 60 cc two-stroke, as well as a 150cc and a 250cc four-stroke engines developed with technology from BMW; company whom with they had had relationships since their beginnings in the aeronautical industry.

It wasn't until 1954 that Kawasaki Motorcycles produced their first complete motorcycle under the name of Meihatsu (a subsidiary of Kawasaki Aircraft Co.).

Almost at the same time, they also tried to introduce their own line of scooters to the market, but they soon realized they couldn't compete against the two giants of the scooters industry for those days: the Fuji Rabbit and the Mitsubishi Silver Pigeon.

And now before continuing with this story, I have to open a big parenthesis..

IMPORTANT INFORMATION ABOUT THE HISTORY OF KAWASAKI MOTORCYCLES





We cannot talk about Kawasaki without mentioning another make that will definitely help Kawasaki become as well as Honda, Suzuki, and Yamaha one of the big players in the Japanese Motorcycles scene:

--> Meguro Motorcycles: better know in that time as the "senior make and the king of four strokes".

Meguro entered the motorcycle industry in 1937. Having a good relationship with the government, the people at Meguro took advantage of the army orders.

Their first motorcycle was the Z97: a 500cc rocker-valve motorcycle influenced by the Swiss Motosacoche. It's worth mentioning this model was a success for the factory and the Z97 was in production till the fifties.

Along the years, Meguro produced some very nice 250cc and 350cc rocker-valve, single cylinder models as well as high performance twins. All of them with a very strong British influence. Then and thanks to the commercial success they were living, they also launched a rocker-valve 125 cc for their low end range and a twin cylinder 650cc to accompany the already existing 500cc.

But it was in 1958, when Meguro tried to get rid of their British influence, when things started to go wrong...

Based on a winning prototype of Mount Asama (one of the biggest races that time), Meguro Motorcycles produced three nice and elegant machines with overhead camshaft: the 125cc E3, the 250cc F and the 350cc Y A. Unfortunately these bikes turned out to be too heavy and didn't get the buyers' attention. Meguro will soon return to rocker valve models.

Meguro Motorcycles remained as one of the top 10 manufacturers till 1960, but due to some bad decisions, as the ones mentioned above, the company started to decline and was soon bought by Kawasaki.

In 1960 Meguro signed an initial agreement with Kawasaki Motorcycles, and in 1962 they had completely disappeared.

And this brings us back to our story...

In 1960, the company decides to give a serious push to the motorcycle division of Kawasaki Aircrafts. They take out of the market the Meihatsu brand, they build their own plant of low end and low powered machines and buy Meguro.

These brilliant moves and decisions made Kawasaki Motorcycles have one of the widest range of models in the market. Kawasaki Motorcycles could offer at that time (1960's) from a 50cc moped-scooter to a powerful, high end and beautiful 650 cc twin cylinder motorcycle.

Its also important to mention that due to their very own nature, Kawasaki Motorcycles has always played the role of Maverick in the industry and that a feeling of independence from their main competitors has always been present.

Since then, many stories have been written, many models have been produced and many races have been won, the truth is...

Nowadays Kawasaki Motorcycles is one of the major players in the industry and following their tradition, they nowadays offer a wide range of products for all kind needs and likes.

You can also take a look at Kawasaki 2006 line-up . Check this page (The link will open in a new window. Don't forget to come back to keep learning about Japanese Motorcycles:-):

Kawasaki Motorcycles line-up.

Celebrity Biker Photo of the Week

I believe you can still get these Hendrix posters.

SOW 3 Best Triumph

This pre-unit gets my vote for coolest Trumpet at the Smokeout.

It appears to be a cleaned up vintage custom barn find.

Smokeout pic of the day

This bike gets my vote for the 2nd best bike at the Smokeout West 3 and it wasn't in the show.

Period perfect! Looks like it's off the pages of a 1969-70 Big Bike magazine.

It's so cool, I'm starting to question if it was the best bike there.
I only have some minor taste/choice issues with the fork brace, the long risers, and maybe the bars. The long risers would look better if he used a 1948-59 top tree that had the wider distance between the mounts. A cool way to raise the bars is to use the stock 1960-72? handlebar riser with dog bones for extra height, similar to Fonda's Captain America but, his used the earlier 1948-59 risers.

More SOW3 pics. to come.

Smokeout West 3 Best of Show

Just in from AZ. It's been a week and a half since I could post anything.

First up. This clean little Ironhead wins MY pick for "Best of Show" at the Smokeout 3. I usually don't like the way Sportsters are chopped (most guys don't get the proportions right), but, this one just plain Rules! What really surprises me, is how much I like it, considering that there are quite a few things I'd have done different.

Great Stance!


Vintage S&S carb, cut cam cover, shortened peg, and custom shifter support are all very cool touches.

Hat's off to the guys at the Foundry

Good Karma. Everything just comes together right on this bike.

More from the Smokeout 3 soon!