Polar opposites collide to form this Jekyll and Hyde ride
It’s hard to think of two kinds of bike more radically different from each other than a chopper and a superbike, the Arctic and Antarctic of planet motorcycle. Yet, if there’s one man capable of blending those two polar opposites into one combined package, it’s Roland Sands – and that’s exactly what the Los Angeles-based fusion chef of custom cool has done in creating his award-winning Black Beauty, which took home the second-place Sponsor’s Choice trophy in the Modified Harley class sponsored by the Motor Company itself at the prestigious AMD World Championship of Custom Bike Building, staged at the Sturgis Rally in South Dakota. Only second place, though? That’s because Sands beat himself, as well as all the other contestants, to win first prize with his radical Bu-hell – a superbike that thinks it’s a chopper, whereas Black Beauty is a chopper that thinks it’s a superbike. Pretty schizy, huh?
Black Beauty is indeed a radical example of two-wheeled schizophrenia, with its thin-wall, spliced, ape-hanger handlebar festooned with Performance Machine (PM) Contrast Cut hand controls guiding a skinny PM Assault 21-inch front wheel shod with 120/70 Dunlop Elite rubber via raked-out Kayaba upside-down forks sourced from the ’08 Suzuki GSX-R1000 parts bin, mounted in black-anodized PM Contour triple clamps. There’s a similar mechanical juxtaposition at the rear, where behind the hand-tooled leather seat created by Mauricio at Aztec Custom Cars in L.A. sits a fat 195/65-17 hand-cut Dunlop KR108 road-racing slick mounted on a six-inch Assault wheel hung on a curved TIG-welded Gregg’s Customs 4130 chrome-moly single-sided swingarm, modified by Roland Sands Design to pivot in the stock Harley-Davidson Softail frame. For beneath the refined glitz of this black-and-gold SuperChopper is a pimped-out stock ’03-model Harley Softail that got turned into a bike with a split personality by Sands and his guys at RSD in the space of just a few weeks, after he was invited to let his imagination run riot in building a bike for one of his clients.
Customer’s Always Right
“I had a customer who just said he wanted ‘something crazy,’ so I decided to give him the baddest chopper I could build,” Sands says with a smirk. “I’m proud of all the stuff we do, but I really, really like this bike, because everything a chopper ought not to be, it is. It’s absolutely minimalistic, really lightweight, all stripped out – there’s nothing on there that doesn’t need to be there. You know, a lot of people think that building a chopper means basically chopping the front up to rake out the forks, and leave the rear half alone, but we did it the other way round. This has stock geometry, and the wheelbase is standard Harley Softail – maybe even a bit shorter with the upside-down forks. And the rest of what we did change was because of aesthetics, like the single-sided swingarm and stuff, which is what makes this bike so cool.”
With 11 full-time RSD employees who laboured all day and a good part of the night to get Black Beauty born in time – completing it barely in time before wheeling it out of the workshop and into a truck for the drive to Sturgis, and presenting it to the judges exactly three days later. “It was cool to get the Sponsor’s Choice awards from Harley-Davidson themselves, because that showed they appreciated what we’d done,” Sands says with the air of a kid who’s been given a credit mark by his schoolteacher.
Those superbike forks and the massive rear tire are visually linked by the beautifully shaped RSD custom 11-litre fuel tank, so intricately painted by Airtrix artist Chris Wood. That, and the corresponding beehive oil tank hung out in front of the engine, as well as the battery box, motor mounts, one-piece taillight, footrests, exhaust silencer and covers; plus, many other detail parts all come straight from the RSD catalogue, allowing customers with a stock Softail to convert their bikes to something similar.
More than a Parts Hanger
But it’s one thing to assemble the parts, quite another to make them work. Matching that fat rear tire to the Gregg’s single-sided swingarm, while installing a chain-drive conversion for the belt final drive, and doing the reverse in replacing the triple-row primary chain with a 50 mm Gates belt that, to max out ground clearance, is relatively narrow by custom standards, took some dexterity. “We really had to cut stuff and twist it to shift the swingarm over, because we needed to keep the standard chain line,” Sands says. “We wanted to keep the bike balanced, because we needed to make this thing handle really well. When you move the chain line out, you offset the primary and the bike weighs heavy to the left. To stop the chain hitting the primary, we had to modify the hub carrier setup to shift the wheel over to the left, which meant we ended up putting our own rear brake caliper on it instead of the one that the swingarm comes with. It was a lot of work to get it back to being centred.
That design statement of a 21-inch front wheel carries a full-floater 292 mm PM custom brake disc matched to a radially mounted four-piston PM Contrast Cut caliper, with the 216 mm Gregg’s petal disc on the rear hub gripped by a PM Nero caliper, also four-piston. This brake package needs to perform worthy of a sport bike, thanks to the tuned Harley Twin Cam 88B motor from Wisconsin-based powerhouse Kuryakyn, which supplied the built-up motor Sands’ customer had specified. Topped by gold-anodized RSD Nostalgia rocker covers and featuring diamond-edged cylinder finning, this good-looking power package also delivers, with 120 hp at the back wheel, thanks to the Kuryakyn cylinders, heads, pistons, valves and camshafts. The ported and flow-tested cylinder heads, fed by a single 45 mm Mikuni carb, breathe through a one-off 2-1 handmade exhaust made by RSD. “It has 120 horsepower, it weighs under 450 pounds, so it’s probably the lightest Softail around, and it’s just a handful. It’s a badass rider. I love it!” Sands enthuses.
With a buildup like that, there was really no option but to take this pony for a ride just to see if it really was that much of a contradiction in terms – a chopper that handles. First off, though, I had the chance to observe it up close and personal from the hot seat of the RSD Bu-hell, following Sands aboard Black Beauty as he carved a way at high speed through the afternoon Los Angeles traffic of the Artesia Freeway, en route to his private test track located in the eerie post-industrial surroundings of a giant SoCal Edison powerhouse out near Long Beach. Weaving in and out of traffic, splitting lanes in a way American bikers can only do in California with all the aplomb of a former AMA 250GP road-race champion, confirmed that the improbable über-chopper was just as agile and easy-steering as the Öhlins-equipped once-a-sport bike I was following it on. Hmm – maybe this unlikely package actually works!
Those first impressions were confirmed on track at Circuito Sands, although, of course, the single-biggest obstacle to convincing yourself that Black Beauty doesn’t come from the Dark Side in terms of handling is that mile-high ape-hanger handlebar that delivers the look of a genuine ’Frisco Chopper. This is in fact improbably comfortable, providing an ultra-straight-backed riding stance without too long a stretch to reach the grips. But there isn’t as much of a sense of control once you start slinging the bike around as on the conventional pair of clip-ons that the upside-down Kayabas would be more used to wearing, or even a flat-track derived handlebar as on the Harley XR1200; plus, feedback is minimal from the front tire if you start trying to keep up turn speed. And you risk being blown off the back of the bike at the very high velocities that the Kuryakyn-tuned V-twin engine will invite you to attain – just hold on tight and remember to grit your teeth when you’re in the wind, even if speeding anywhere at more than 130 km/h for more than an instant rapidly becomes tiring.
Yet, that’s not enough to diminish the unlikely appeal of this blend of opposites once you’ve reached low down to the left and grasped the knurled knob behind the rear cylinder base, rotated it rearward (clockwise) a click to switch on the ignition, then another turn more to fire up the engine. The wall of sound from the exhaust exiting behind your right leg is lusty and throbbing, though minimal vibration reaches the seat, handlebar or foot pegs, thanks to the dual counterbalancers in this Softail motor, in spite of the engine being mounted rigidly in the frame. Black Beauty leaps forward with each gearshift when you twist your wrist even just a little harder.
It Handles, Sort Of
But thanks to that rear tire, which at 195/65 in size is relatively narrow by custom standards, Black Beauty actually goes around corners pretty well, within the confines of the stock Softail chassis geometry. But with a tighter wheelbase and less trail than stock, thanks to the shorter upside-down forks, it doesn’t understeer too badly, and especially doesn’t sort of collapse into the apex of a turn, like any powercruiser with a rear tire north of 250-section in width, will surely do once you lean it more than about 20 degrees from vertical. It’s no use pretending that Black Beauty steers like a Ducati – of course it doesn’t – but then again neither is it too much of a handful, unlike so many other truck-like custom bikes. The Progressive Suspension rear shocks damp well and give good ride quality, and will let you use enough of the rear tire to get even the tucked-in primary case scraping on the ground – although you need to lean it over a surprisingly long way before that happens. Still, much more than I ever expected it would, the RSD SuperChopper meets the objective its creator set himself when he came to build it. It handles!
But, maybe most important of all, it also looks dead cool, scoring high marks in the Hey-Look-at-Me 101 class exam. Not quite a perfect score, though, according to the man who made it. “It’s turned out spot-on to how I wanted it to be, but there’s always a regret, always something that you wanted to do that you didn’t get around to,” Sands says wistfully. “I’d drawn a rear fender hugger that wrapped up over the swingarm, and just because we didn’t think that we could make it look good, we didn’t do it. And now I wish I had – it just looked so clean sitting there, but it was a you-need-to-know-when-to-stop kinda thing. So we didn’t do the hugger.”
Still, hugger or not, Harley-Davidson’s decision to present Sands with both the winner’s and second-place trophies for the Sponsor’s Choice category at Sturgis surely gave him a lot of satisfaction. “It was really good,” he says. “That was why we participated – because Harley was going to be there, and we wanted to show support and be part of what Harley was doing. We consider ourselves to be one of the finest V-twin Harley customizers, so it was great to go there and get that recognition. It was really nice, a feather in the cap.
Classy as well as cool.