The Cadillac of Harley-Davidson Motorcycles

I’VE had Harleys since probably the age of 18, 19. Growing up with my brothers, having cars and bikes, I got the bug straight away leaving school, and always wanted to own a Vicla style, Mexican-looking Harley. I’ve had lots of Harleys and V-Rods. I started off on Jap bikes but, ultimately, I love this cruiser-style Harley more so I can take my missus on the back as well.

I bought the Harley Deluxe secondhand through a mate—it was pretty much standard; it had only 14-inch apes—and then just took it straight to George’s South Coast Customs and fully customised it.

George has done other bikes for me. He’s awesome. Very professional. Top-class work. No shortcuts. He’s just a great mechanic and has a good name in the business.

We re-trimmed the LePera seat with red diamond stitching.

The wheels were on it when I bought it. We air-bagged it, put the white walls on, fitted the crash-bar and all the Harley Defiance floorboards, pedals and pegs; fitted the fishtails, the apes, all the chrome-work, the front and rear mudguard rails. 

Also, a shout out to Custom Craft for the afterburner lenses which are a great product. 

The bike was never really off the road—just doing a bit on it every month or so—and we pretty much just put the 22-inch apes on it a couple of weeks back. That was the final thing I wanted to do. But being off the road, not really. 

And all my mates know me as riding it everywhere. If I can use it every day, I use it every day. It’s not a weekend bike. I’ve always been like that with my cars and bikes. I cruise everywhere. My mates know me for it. So I’ve put a lot of K’s on it and I’m not afraid to ride it. That’s what it’s for.

George hassles me all the time about doing cams and engine work on my motor, to make it go faster. But I always refuse as it’s time to just enjoy cruising on my Harley with my chick on the back. Best feeling ever. Having a misses that’s into the same things you are and actually enjoys going for a ride.

Wendy is my dream chick. Can’t speak highly enough of her. I’ve never had a girlfriend that’s been into cars and bikes and shows, like me. So we really got on well from day one, and this bike’s got a lot to do with us. She’s pretty much begging me to take it out every weekend or to go for a ride. It just does the same to both of us, a bit of freedom, and it just gives us that same vibe. And like I said, we cruise everywhere and we’re always on it together. So, yeah, it’s great. I get hassled by my mates all the time about being romantic. They actually call me Zuko from the movie Grease. 

I’ve got some other fishtails, Reaper fishtails which are a bit different, coming for it, but otherwise I’m pretty happy with the way my Harley turned out. I’ve had fast bikes before but this, to me, is my Cadillac of Harleys. I don’t speed. I just put my missus on the back and it’s all about cruising. 

words by Frank Di Palma.

Spec Sheet

Owners: Frank & Wendy Di Palma. 

All work done by South Coast Customs.

22-inch x 1.5-inch Burleigh Bars.

SAS Air Suspension

RideWright spoke wheels.

White wall tyres.

H-D Defiance floor boards, pegs and grips, etc.

Front lowered Progressive Suspension

All Genuine Harley chrome work.

Stage 1 engine kit.

Screamin’ Eagle air filter.

Cobra (Bad Hombre) fishtail exhaust.

Cuztom Kraft afterburner lenses.

Front and rear chrome guard rails.

Re-trimmed LePera seat with red diamond stitching.

Turbocharge Your Hot Rod V-Rod

OUT ARMADALE way, in Wild Western Australia, there’s a V-Rod you don’t want to pick in a streetfight. A casual glance at Uky’s blacker than black Night Rod may not immediately pick out what’s different, but then it hits you: there’s a turbocharger plumbed neatly into the powerplant.

“I must admit, I like the look of the Night Rod,” said Uky. “I’ve got a FXES Fat Bob I’ve owned for the last 25 years. It’s the first of the Evos and the last of the four-speeds. I’ve rebuilt it three times since I’ve owned it and I love it. That’s why it’s a bit strange that I fell in love with the Night Rod; both my bikes are completely different to one another.

As it is, I ride with a bunch of mates I’ve known for a long time, and we do some big miles around the West. The most recent one was quite a few thousand km and I took the Night Rod, but the same trip six months earlier, I went on the Fat Bob. I enjoyed the trip as much on either bike, but I have to tell you, that Turbo V-Rod has a shitload of Mumbo. It accelerates so hard in the first three gears you wouldn’t believe it. The tacho rips around the dial so fast, but the funny thing is, from a three-grand roll-on, the speedo needle follows the tacho needle very close behind.”

Uky’s mate, Shane Watson, of Westside Custom Cycles, was the original owner, and fitted the turbo after being mightily impressed by the quality set-up.

“It started when a mate bought a V-Rod and stumbled across the very neat Trask Turbocharger kit,” explained Shane. “After bagging him out for buying a V-Rod in the first place, I fitted the turbo for him and I must say it was very complete—even the necessary drills and taps were included in the kit. It took about 12 hours to fit the turbo and then many more just playing around getting the fuel maps right, but then we put it in a Dyno Competition and it produced 167 horsepower at the back wheel!

“After riding the bike around for a few days (just to, you know, make sure everything was okay) I was converted—I ordered my own brand new Night Rod and a Trask Turbocharger kit.

“It’s a neat design, as turbo set-ups for V-Twin engines can end up very messy, with tubes and pipes everywhere, but this one is so well designed, a lot of people don’t even notice there’s a turbocharger bolted on. The original air cleaner and housing are removed and replaced by a custom plenum bolted to the throttle body; fuel pressure regulator mods, oil gallery mods and pressure dump valves are included as part of the kit. The air cleaner moves down onto the front of the Garrett ceramic ball bearing turbo, which sits very nicely in beside the front pot and does not interfere with leg room at all.

“The 160-odd hp is achieved without even cracking the engine open, other than a clutch upgrade, which is also included in the kit. I’ve fitted about 15 or so turbo kits to bikes so far, and they’ve all worked out well. Of course, I wouldn’t recommend just anyone have a go at fitting these kits, you should have a qualified mechanic do it for you.”

So what’s a turbocharged V-Rod like to ride; how does it handle the long, straight roads of Western Australia?

“It’s a bloody fast bike, and a lot of fun to ride,” admits Shane. “Fitting a turbo is a great alternative to big cubes and big cams on any V-Twin. We only run it at about 8 pounds boost so there is potential for a lot more horsepower with the right modifications, but in all honesty, not really necessary. There is more than enough power as is.”

“Yeah,” Uky adds. “It’s nice how it can just cruise around at small throttle openings with no drama, but have that much power on tap when you open it up. It’s a real rocketship.”

Uky runs an earthmoving business, working all over the state and naturally needs to head out to places far and wide to quote on jobs.

“If it’s a couple of hundred kays away,” Uky reckons. “I’ll jump on the Night Rod and blast up—it doesn’t take long.

“This model normally has forward controls but it works heaps better for me with the mid-mounted footpegs. Those pegs and the flat bars make it easier for me to ride, see, I’m not one of those lanky pricks and forward controls don’t really suit me. The mid-mounts are comfy as, but it was a real head-root to fit them. Shane fitted them up, but I’ve got to tell you, it was a big job. They’ve definitely made it easier to hang on.”

So there you go; if you’re in Western Australia, sitting at some traffic lights when a black Night Rod with some extra plumbing pulls alongside: you have been warned.

Pics by Brian White; words by Kelly Ashton

ProCharger Harley-Davidson Fat Boy

IT STARTED off as a stock Fat Boy. Over the last few years I’ve put on a new front-end and controls, raked it three degrees, and put a ProCharger on it.

The ProCharger kit cost $10,000 and I had to change a bit more as well. When I originally set out to do it, Andy at Hyperformance Cycles told me, “You’ll need more than that. You’re going to need a new carburettor, a new ignition, a new clutch.” So I had to put a new ignition unit in, a new carburettor to take forced induction, and a slipper clutch, like a racing one, as Andy maintained the current one wouldn’t take it. He just knew what was needed straight up.

Andy’s done all the modifications on it. I haven’t had an ounce of trouble with anything Andy’s done on the bike and that’s because he knows what he’s doing. There’s no ifs or buts, he knows exactly what needs to be done and executes it to perfection. When I picked it up he said, “There won’t be any teething troubles; just get on it and ride it like you stole it.”

I’ve done that, and it just goes and goes and goes. If anything, I might stroke the engine a bit more, but I’m pretty happy with it the way it is now. 

It’s a 12:1 high comp motor and everyone else said I was going to have to decomp the motor to put the supercharger on. I spoke to Andy about that and he said it would be fine.

You look at bikes on the internet for inspiration. I never thought I’d get the bike to this point, although I did want to supercharge it for quite a while. Basically, I had to do it and I think it was the best $14,000 I ever spent. It’s absolutely marvellous and it’s been bullet proof; not a damn thing’s gone wrong with it; it’s been brilliant.

You can’t get your feet on the pegs properly on the charger side, so it’s a little bit uncomfortable to ride, and if you’re fisting it around it is a bit of a handful. The first decent ride I took it on, I ended up getting massive arm pump by the end of the day, but I must admit I was really smashing it about.

Bonez did all the detailing for me. Troy at Nightmare Designs did all the paint a few years back and it’s stood the test of time.

You can’t wear anything loose: I tuck my boot laces under a strap otherwise the charger just sucks them into its mouth; there’s a fair bit of pull on it. Even if you’ve just got the bike idling and hit the throttle you can have your hand six inches away but still feel it get drawn to the mouth of it. At 200 kays it’s really pulling something bad.

It’s brilliant to ride and never seems to run out of horsepower or run out of go; even at 200 it’s still got throttle; it’s just great. I reckon I could probably get to about 240, 250, although I don’t know I’d ever want to; it was pretty scary at 200 just because of the way you sit. You’re not in a crouched position like you are on a sports bike so it can be really scary.

The suspension is due to be replaced just because of its age, and rather than put a decent set of shockers in, I think airbags will complete the overall picture. So I’m going to airbag the rear-end, do a little bit of braid on some of the charger hoses, a new set of forward controls just so I can keep my feet on them properly, and I think I might do the seat in two-tone stingray skin.

Overall, it’s what I would consider nearly finished. I’m starting to show it now and have won about five trophies and a shitload of other stuff —ribbons, certificates, bottles of wine, boots, all sorts of gear.’

photos by Chris Randells; words by Tony

1969 Triumph Chopper Motorcycle

MY BIKE was an originally-restored, 1969 Triumph TR6 when I first bought it. I had a really clear vision on what build I wanted for this bike. Nathan and Luke from Livin Loco Garage on the Gold Coast helped me execute it.

Luke stripped the bike down to the frame and that’s where it all began. He added The Factory Metal Works hard-tail kit to it, with a 4-inch stretch and a 2.5-inch drop in the frame. 

The front end is a short, four-inch-under Springer running a 21-inch front wheel. The rear wheel is a 16-inch laced to the original hub. The wheels are powdered-coated black with brass spoke nipples.

Luke custom-made the oil tank to work in with the frame.

The gas tank is a Cole Foster with a modified tunnel to help it sit nicely on the Triumph frame.

The reason behind the black, brass and copper look is my restaurant has the same theme. What I like about the theme is that it’s clean, classy and very contrasty.

The rear fender is a Lowbrow Customs Stingray.

Even the Starburst Webco rocker caps were copper-plated along with the seat springs and exhaust clamps.

Handlebars and exhausts both have brass tips.

I left the engine stock as it was fully rebuilt just before I bought it.

Nathan did the paint using two-tone matt and gloss black. The pinstriping is gold and copper combined and I couldn’t be happier with the way it turned out!

The foot-peg brackets had to be modified to take the brass Harley foot-pegs.

The brass levers are made by Kustom Tech.

Marc from Coxy’s Motorcycle Saddles handmade the leather seat and it looks awesome!

This bike is a big change from the Ducati Monster I used to own but it’s exactly what I wanted. It’s something cruisy I can ride to work every day.

I would like to thank the boys at Livin Loco Garage for creating the bike. It’s just what I had envisioned… it’s perfect! 

Photos by Rod Cole; story by Adam

Turbo Harley-Davidson Rocker C You Later

“I’VE BEEN on bikes since I was five years old,” admits Muke, the owner of this turbocharged Rocker C. “I’ve owned a couple of Harleys so far, but when I first saw pictures of the Rocker C model, I had to have one.

At the first 500 km service, Muke went some 255 SE cams and a SE Pro Tuner. Keeping the tuning mods sensible and staying with standard-comp pistons works best with the biggest modification made so far, the Trask Performance Turbocharger bolted to the right hand side of the donk.

“It really makes this thing get up and go,” boasts Muke. “It’s hard to hang onto when the throttle is opened right up.”

With 138 hp at the back wheel and 138 ft/lbs of torque, we’re not surprised.

“There’s no turbo lag whatsoever, and when you crank it right up, the speedo needle can hit the ‘D’ of ‘Davidson’ on the speedo face.”

Muke drives big trucks for a living, running ‘hotshots’ for the goldmines.

“It could be an 8 kg parcel or a full load of whatever,” Muke explains. “But whatever it is, regardless of how big or small or its monetary value, when the mining company wants it there, it wants it there NOW!”

When he’s not keeping the wheels of Western Australian mining interests turning, Muke is blasting those same highways and byways on his turbocharged Rocker with a bunch of his mates.

“There’s a fair mob of us,” Muke reckons. “We’ve all been mates since schooldays and when we go for a ride, we go for a ride, averaging about 12 to 14 thousand km a year. We do a lot of overnighters, and one annual run of about 4000 km; last time it was Kalgoorlie, Esperance, through the Wheat Belt and back to Perth.”

For those of you clicking on Google Maps, trust us, it’s a big run all right.

And according to Muke, the Turbo Rocker C handled it magnificently.

“The thing is sorted out so well at the moment. But I reckon I’m going to change a few things around in the future. I’ve fitted Burleigh Bars and the next thing I’m looking at is an ‘Easy Rocker’ conversion by Heartland USA. It moves the fender off the suspension and back onto the frame where it belongs. The bike, as it stands now, owes me a fair whack of money, and by the time I’m finished, it’ll owe me a heap more, but for the present time, I’m just loving riding it whenever and wherever I can.”

Well, that’s what it’s all about, isn’t it?

Pics by Brian White; words by Kelly Ashton

Snake-Eyes Harley-Davidson Softail

I RIDE THIS Harley-Davidson everyday, but it doesn’t always look this good; sometimes she looks like a pig farmer’s bike. 

I bought it from Dr Desmo’s about four years ago. It was a black Softail, very much as is bar the colour and a few personal touches, so whoever built the bike did a very good job. I believe he wanted to get into riding Ducatis, to change his style of riding, although I’m not 100 percent sure.

The mileage was about 2000 km from a total rebuild. It was bored out to 88 cubes and had a bit of work done to the engine, but unless you take it apart you take their word for it… I haven’t needed to take it apart yet and it goes pretty well. It’s done about 45,000 km; very reliable.

Every year I go on a trip to Phillip Island—a couple of weeks away with a few mates—and up to Albury through the snow-fields, maybe a 3500 km trip all round. We go on a few rallies and trips, but when I go for a ride it’ll be 200 km or so.

I was in the Show and Shine at Phillip Island and got beaten by a WLA with a coffin sidecar. It looked like it hadn’t been cleaned since it was new. I have to give the guy credit, though, he rode it everywhere. 

The day we left was the coldest day in Victoria for 14 years and it started raining, and about 10 km outside Ararat, the bike decided to run on just one cylinder. I had to leave it there and get it towed home. I got a module under warranty and now she runs like a dream again.

It’s an after-market frame. 

It’s registered as a 1985 Harley Softail, but since going to Phillip Island and speaking to the Harley dealers there, it seems not very much of it is 1985! I think the registration’s about the only thing that is 1985.

I sometimes go to Hyperformance and buy a few parts there, although I mainly deal with Pro Street. All the dealers in Adelaide—K&M, Pro Street, Hyperformance—they’re all good guys; very helpful, good advice. If you can’t get your parts from one you’ll get them from another.

The seat was upholstered by Alan Smith on Regency Road. I had a snakeskin seat before but it was a clothing leather that didn’t handle the weather very well and he just happened to get this in as a sample the day I was there, so it all worked out well.

I put the seat on, the alloy strip on the tank, the paint, the mirrors, the polishing, and a few little things here and there. 

I especially like the colour and the seat; the way they work together. I think the whole bike, taken as a whole, has a nice street appeal about it. The guy who built the bike before did a really good job but I got a stone chip and that gave me an opportunity to change the colour.

I had the paint job done by Martin from M & J Auto Paint. Originally I wanted to get the Holden Effigy purple colour but Holden won’t release the colour codes on that so Martin said to go down to his good mate at Spray Chief where they’ve got a very similar colour.

I went down with my wife and we were looking at a couple of colours. She liked some different ones and I was saying, ‘It’s my bike, I’ll paint it the colour I want,’ when Mick came out with this colour and we both said, ‘Yup, that’s the one I want.’ I want to thank Mick from Spray Chief and Martin from M & J Auto Paint for their help there.

The wheels were on the bike when I got it, and the Hypercharger; so were the pipes, Vance & Hines Straight Shots.

The Crane ignition system is from Pro Street. I put that in because the original Screamin’ Eagle module is the only thing on the bike that’s let me down. That failed on the way back from Phillip Island.

Some of the polishing’s showing a bit of age so I’ll have to get that redone.

I’m hoping in the future to put a three-inch open primary on it, and maybe a six-speed gearbox, and when the engine wears out maybe an S&S engine ‘cos I love the bike and don’t really want to change it. I don’t know any better ‘cos I used to ride a Shovel and I reckon it rides beautiful compared to that, although my mates reckon it rides like a pig.

pics by Chris Randells; words by Nick

1941 Indian Scout Restoration

“WHEN I actually bought the old girl, she had been seriously bastardised by one of her owners. She sported a very high sissy-bar, a ridiculously-looking king-queen seat, a VW generator, a set of angel bars, and had a stubby cooler bolted to the side of it.”

Like they say, “good things take time,” and it certainly took Brian long enough to actually get started on the resto. Over the next three decades the bike was stored in several different locations around South East Queensland until Brian finally decided to rip off the tarp, blow off the dust and concentrate on a full ground-up restoration.

Brian was inspired to have a talk with Rob Patrick, the local Indian restoration expert, about having some work done to his own old girl.

A rolling chassis was delivered to Rob for some work to begin, but when Brian saw some of Rob’s previous work, he downed tools and entrusted Rob to take over the project—lock, stock and barrels.

Between Rob’s expertise and Brian’s enthusiasm for gathering some hard-to-find parts the build went ahead in leaps and bounds. More than 12 months were spent on the Scout all up to get it to its current state.

Brian would frequent the local swap-meets for bits and pieces and had to order the gudgeon pins and a few other bits and pieces for the old flathead from a supplier in Germany. At the time of the shoot, the bike was still without an original speedo and the air cleaner was homemade using… well, you have to guess that one!

In its current state, this old Redskin gets her fair share of looks wherever she goes, but it was a match made in Heaven when we parked her next to the 1940 bi-plane for the shoot. Brian’s mate Warwick was kind enough to make his classic aircraft available for the shoot between joy flights which he does from the Antique Airways hangar at Redcliffe Airfield.

Brian would like to thank Rob Patrick for restoring his bike to its former glory; to Warwick for giving us the time, location and the bi-plane for the shoot; and to his old mates Steve and Nigel for coming along for the day to offer moral support and hang shit on him at every given opportunity as all fair dinkum Aussie mates should.

Ride safe Brian and good on you for bringing another old Indian back from the dead.

words & photos by Chuck U Farley

Bare Necessities Shovelhead Harley-Davidson

GRUNT bought this motor off a brother. It’s a low kay 80 cube Shovel motor that had never really been run. It’s matched to a four-speed Genuine Harley box, running all Andrews gears for reliability and all mated up with an open three-inch belt and heavy duty clutch.

The brakes are set up as a single braking system activated by foot through a Moto Guzzi dual brake actuator slave cylinder. The system works like a charm in wet or dry conditions.

All the cabling and wiring are hidden through the frame or through hand-bent copper tubing.

The internal throttle was made at home by Grunt and works smooth and with a light twist.

The springer front-end is off a Bad Boy and was shortened a couple of inches by Andy at Fireball Kustom Fabrications. Andy has a proper jig for modifying springers and does a fantastic job.

The front wheel is a 21-inch smooth-rim Harley wheel and the rear is a standard 16-inch spoke.

That rear guard was made by Grunt out of a piece of flat trailer guard.

Grunt spent hours hand-bending all the copper oil lines.

You may be wondering about the unique sissy-bar. This was devised during a late-night bourbon-inspired session and is made out of a section of horse harness called a Hames.

The frame is a Santee rigid from the ’70s, running 36-degree rake and about one-inch stretch.

The seat is hand-made using imitation croc skin on a steel base, hinged and fitted with a small airbag to take the edge off the rigid ride.

The fuel tank came from Bomba at King Pin Choppers.

The paint is a House of Kolor Candy Red with an extra large silver flake under five coats of clear and was done by Brett at Brett’s Custom Paint in Sandgate.

The bike runs a suicide clutch and a frame-mounted hand shift.

So, as you can see by the pictures, the finished product is one very tidy chopper, built the old fashioned way—bare essentials only with no unnecessary bolt-on bullshit.

This bike is ridden pretty well everyday and has done a few long distance runs with no problems. Grunt is more than happy with it.

Pics by Chuck; words by Angry 

Honch’s Harley-Davidson Fat Boy

THIS STARTED off as a Harley Fat Boy. We changed quite a few parts on it: the front-end, front wheel, brake calipers. It was in very good condition when I got it, even the paint work was fine; it started off as plain burgundy. The rear is a Softail rear end with a chrome swingarm.

I was sick of seeing all the other bikes with skulls and tribal and Von Dutch; I wanted something different. I gave Joe Pega the theme of waves, thinking we’d try something different, and it’s come up quite well; he painted it himself. 

Then we got Con from CKT Motor Trim to do the seat, to try and match with a flow through it. He did it in snake and alligator skin, and all in all I’m quite happy with it.

At the moment we may do a bit more paint work in different areas, we might even try another front-end, just a different look. 

With the headlight, we tried to retain the original Fat Boy headlight and running boards; we may change those and put forward controls on them; we’re just playing around with it at the moment; we’ll see how we’re going.

Joe has most of the ideas; every time we see each other, usually at least once a week, he’ll say, “Why don’t you try this?” and “Why don’t you try that?” It just depends on how much money I’ve got in my pocket.

The front forks have got a five-degree rake in them; they’re referred to as an upside down fork; they’re imported—Pega supplied all those. I had exactly the same front-end but with three-inch-overs and I just found that it was raising the front of the bike too far, so we’ve changed those again and put on the shorter standard version.

With the front-end, the rake does change your ride but it goes quite well. I’ve never really had a major problem; it’s quite comfortable to ride. Being lowered, occasionally you hit a pot hole or something and it does get a little bit uncomfortable, but on the highway, no problems.

I found that the spoked wheels tend to warp a bit under high pressure, so we went for the solid back wheel. It’s an original Harley Softail rear wheel and that seems to stand up all right; seems to go quite well. Normally you ride just within the speed limit but occasionally you do get up there and play tricks and have a bit of fun—that’s what it’s all about.

 VPW imported the front wheel, which was all handled by Joe. Reservoir Hogs did the engine—performance heads, forged piston, cam, billet high pressure oil pump, Mikuni carby. The exhaust is Hooker.

There’s LED front indicators; the rear have been recessed into the back guard. We went through about six different sets of mirrors over a space of three or four months, trying to work out which ones suited better, and in the end, I just stuck with these.

We spread the build out over quite a bit of time because we just tried different things.

Owning it, I won’t leave it in the garage or under the house or anything like that—mine sits fair and square in the middle of the lounge room. I built a ramp and I ride straight in. I have had a couple of situations with the tiles—with the tyres being wet, I’ve hit the lounge suite and the lounge suite’s pushed the TV through the wall, but all in good fun.

I’ve had a few different bikes over the years, but this one I’ve stuck with for the last three or four years; I’m quite happy with it. I may look at getting a second bike just for long rides, but I’ll still keep this one.

We changed everything on this one just to be different, I suppose you individualise the bike to the rider and the owner, really. It’s your taste and it reflects on you. If someone doesn’t like it, well, that’s my bike, that’s the way came up with it.

pics by Chris Randells; words by Honch

Woodstock One Harley-Davidson

MY DAD, Brian, used to be a tree faller in the bush and one day he picked up a piece of wood and he could see different formations emerging from it. This motivated him to try his hand at carving the things he could visualise — carvings of dolphins, birds, snakes, lizards, and a range of other things. No two things that he has made are the same as it depends on the type of wood he uses.

Being a motorbike enthusiast and Harley-Davidson fan, he then made miniature motorbikes, as well as trophies for bike shows.

Then one day a mate of his who was admiring his work suggested he build a full size motorbike as he had heard that there was one in the USA. They both thought it would be great to have one in Australia, made out of Australian timbers.

Not wanting to knock back a challenge, dad then spent many hours designing and planning. His knowledge of the wonderful designs and tones which the grain produces in various timber species has been used to carefully select the correct piece of timber to give warmth and depth to the finished product. The bike isn’t just carved out of one piece of wood; it has been built from the wheels up. And they have all the details of a real motorbike.

Each individual part has been cut and shaped, either by turning, machining, or hand carved, then assembled which has taken hundreds of hours. So became Woodstock One, a custom made Harley.

Dad entered Woodstock One into a woodworking exhibition in NSW and received 1st prize. There was another exhibition in Victoria, but dad was told that if he has won any prizes for the bike, then he couldn’t enter it. He thought, ‘Well, if it’s like that, then I’ll build another one!’

He then set about and created Woodstock Two, a custom made chopper. It took longer to build as he put more detail into it. For instance, the chains links were all individually carved which took two days to make. It’s even got its own oil leak!

The bikes were on display in dad’s gallery which closed due to the high cost of public liability insurance. One comment that sticks in my mind from a bike rider who came into the gallery, and was admiring the full size bike, was, “It looks so real, like you could get on it and start it up!”

One thing we do know is that dad’s bikes are the only ones like them in the world. And no two bikes are exactly the same due to the wood — blackwood, alpine ash, redgum, birdseye stringy — that is used to make them.

Words & pics by Sarah

Blow Me Wide Arse Harley-Davidson Sportster

I’VE HAD fatties, choppers, trikes, and now it was time for something different. The idea came about because of Uncle Neil’s development of his wide-arse-end kits for Harley-Davidson Sportsters, and around the same time, I had an idea of building one. I was a willing candidate with an open mind and wallet to build such a project. We wanted the bike to be fat and look fast whilst standing still.

The great thing about Neil’s Sporty wide-arse-end kits is that only minimal changes need to be made in order to have a great result. The kits come complete with everything you need to install or Uncle Neil can supply and fit in-house.

The oil tank and the battery box remain the same, just spaced out.

By using the existing belt drive, the wheel base remains the same. The new swingarm is a direct replacement; fitting to the rear frame section requires fitting and welding skills however you don’t need to be a rocket scientist.

The end result is a fast, reliable bike that’s good to ride, great to show at a fraction of the cost of other models.

The Sporty frame was raked an extra eight degrees and up-stretched. 

A two-inch inverted front-end and a Neil’s 260 wide-arse-end kit fitted; an open three-inch primary was sourced from the States; a stretched one-piece tank, and widened and shaped guards were also fitted. 

Most of the pieces were fabricated and machined by Neil, a patriarch of the custom bike building industry proven by his quality track record and reputation. He made the risers, the headlight brackets, the widened pulleys, and exhaust, just to name a few.

Neil fabricated and painted the bike in the traditional Harley colours with a 1960’s boy-racer theme in his workshop; whilst pinstriping, numbers and logos were supplied by Shacko’s Pinstriping on the Central Coast.

The bike then travelled north to my ever-reliable mate Choco, the Mozart of the stainless steel. Choco worked his brand of magic as he has on my past projects. Spoilers, covers, toolbox (dummy nitrous bottle); the blower is just a fancy air cleaner. The man never ceases to amaze me. HE IS THE BEST.

Green’s Cycleworks in Cardiff added Dyna TwinTech ignition and coils then played around with the carb on the dyno to get this baby pumping more horsepower that a standard Evo.

I built this bike to prove to my mates and others that you can build a bike on a budget of around $40K provided you have an imagination.

Many thanks to Uncle Neil, Choco, Greens Cycleworks, Wild West Customs, Mick from Evil Twin, and Shacko’s Pinstriping.

words by Gazza; studio photos by Walter Wall

You can see more of the Gazza’s Blow Me Sporty at Louisa Kelly’s profile page.

Supercharged Pre-unit Triumph Motorcycle for Free

THIS truly amazing supercharged Triumph was built by Simon of Bedsford Shire in England before being shipped to Australia when Free immigrated. Simon’s idea was to build a drag-style bike that not only looked the part, but it also had to go like the proverbial piece of flying excreta.

The T110 Triumph spent nearly a year in the workshop being progressively modified to cope with the job it was designed to do. It was not simply fine-tuning the motor to obtain maximum possible horsepower, but just as crucially, to devise a means of getting every ounce of that horsepower on the road where it belongs.

One of the first items on the list was the ultimate performance bolt-on—a Shorrocks C75 supercharger. Also a AMC Norton gearbox to suit.

The crankcases were highly polished by hand before they were fitted. It was cleaner than the day it left the production line in Meridan 30 years before. Otherwise, no alterations to the motor were necessary, not even a lengthening of the scavenger pipe.

Simon retained the original and remarkably uncracked 8-stud head and made manifolds to suit; although, with the benefit of hindsight, he admits that it was not a great idea as it blew a head gasket in its very first outing. A 9—10 stud replacement would be a sensible alternate.

The supercharger, for the moment, has been rigged up from a pulley bolted onto the engine sprocket. Not a ideal arrangement as the belt has a tendency to cover itself in grease thrown up from the primary chain, which, running open as it does, requires liberal coatings of the stuff in order to stop it coming apart at the seams. The only cure is, apparently, the fitting of a one-off extended crank and main shaft—a terrific idea but one which has been shelved for the time being.

Mechanicals aside, the construction of the Triumph proved to be relatively unproblematic. The motor is tilted forward to follow the line of the down tubes. The frame, in its unmodified form, hailed from Eurocustoms in Coalville, as did a lot of the other rolling bits and pieces.

The front-end is extended Triumph and the twin stoppers carry the Kawasaki brand name. The fender is a shortened Harris.

The overall colour is a special pearl mix over black which transforms itself when exposed to direct sunlight.

words & pics by Jules @ Top Gun