Like many a project that started with a single part and grew from there, the trade show introduction of Vee Rubber Company’s gargantuan, first on the block, 360mm tire caught both Kevin and Peter by the cojones. They had to somehow have one, despite the fact that initial production would be limited to a handful at best.
Because of the time difference between Turner Falls and Thailand, Kevin spent days emailing and repeatedly calling the Vee Rubber factory into the wee hours of the Massachusetts night, until finally language barriers and other problems were conquered and a rare 360 donut was winging its way to the U.S. to be the focal part of a build to come.
So now ECCW had something to start with, that ‘single part.’ But little things like wheels and frames for 360’s didn’t exist. Enter Weld Racing Wheels, which solved the wheel problem by providing a 360 Recluse model so new it was actually the prototype used in their magazine ads. I can only assume a round of high-fives took place at ECCW upon receipt of it, as they could now build the frame and get closer to getting “Project X” on the road. Yeah baby, the actual road.
The ECCW- built frame is their Pro Street Softail single-downtube, stepped seat version, raked out to 42 degrees with a 6″stretch and -2″ up. “We feel Pro Street is the best design to make our bike really usable out on the road,” said Peter, in reference to the mirrors, blinkers, and Dakota Digital speedo. “We’ve done all types of bikes, but for the horsepower we planned on, Pro-Street made sense and they’re fun to ride fast.”
Mean Street provided the 4″over, 56mm inverted Predator forks mounted on five degree triple trees providing the correct geometry and allowing the silky-smooth, Progressive Air Tail rear shocks to control the motions of the delicate looking, twin-tube swingarm. Weld also supplied a fashionably skinny, matching 21″ front wheel with a Metzeler wrapped around it. Braking power is courtesy of HHI with their drive-side, rear wheel enhancing, four-piston caliper setup complimenting their four-piston front caliper.
Serious braking became necessary when you notice what ECCW shoved into the frame for motivation. If this mill were a motivational speaker, it wouldn’t need no stinking microphone to get its point across to the teeming masses. Total Performance Engineering show-polished one of their Pro Series Evo engines in a XXL size, 124″ version with Edelbrock heads sucking a cocktail of fuel and air through a 45mm Mikuni. That cocktail shaker is topped with a D&M Spike air cleaner, all elbowed out and leaning into the wind making sure it’s ramming all the air it can into those heads. Pyrotechnics by TP’s Pro Series Single Fire ignition creates a Fourth of July spectacular exploding out of the ECCW 2 into 1 powder coated exhaust. TP engines built like this are usually expected to make about 135-140 horses for your irresponsible riding pleasure. Man, that should be enough, but in the words of those late night infomercials Kevin must have been watching while waiting for his Thailand calls to go through, “But wait, there’s more…”
Those aren’t bicycle water bottles mounted to the curved downtube, but an Edelbrock Double Trouble nitrous system good for an additional 75 horse squirt. Even a wide-ass 360 should have some trouble controlling this kind of horsepower assault. “Hello, Vee Rubber? This is Kevin again.”
Yeah, Peter and Kevin made the right choice of a long and low Pro-Streeter when all this muscle is uncorked and that 360 finally hooks up and goes. Yee-hah! A Trick Shift RSD 6-speed and a modified Baker hydraulic clutch combo spin a BDL Top Fuel primary with an outer bearing support. Peter told me, “The bike tracks straight, no engine off-set problems, everything’s centered. It’s really a lot of fun to ride.” Final drive is by belt (possibly the only potential weak link, in this reporter’s tiny mind, with all the HP it has to transfer to Mr. 360) to a wheel matching ECCW pulley.
Fuel is carried in an Independent Aero tank while ECCW fabbed up an oil tank that appears very slim and small in size from the side, but the frame width makes up the needed volume. ECCW made its widest rear fender to date and hung it out over the 360 on ECCW struts as well. In juxtaposition is an extremely tiny Russ Wernimont front fender that is barely visible to the naked eye. Mark Picard covered the tinwork in a rich Jet Black paint while Joe Ventura of Joe Dean’s All Custom added the hot 3-D flames and dragon graphics which give the bike its name. Duane Ballard of DB Custom Seats sewed up the clean ECCW graphics butt-pad. Actual human control is provided by Joker hand controls mounted on LA Chopper V bars with six-inch risers, while Thunder Cycle’s Death Peg foot controls keep the feet busy. Finishing touches are the Headwinds Mariah headlight and that cool, flush mount fender tail light by HiTech. “But wait, there’s more…”
After seeing ECCW’s bikes at Daytona’s Rat’s Hole show, Tim Turner of Lancaster, Pennsylvania contacted them about building a bike for him. Dragonfire was under construction at the time Tim arrived with his girlfriend to check it out, and she sealed the deal by insisting he buy it. What a girl! ECCW added a P-pad for two-up riding and the deal was done. Tim is determined to get his money’s worth by riding the snot out of it. I’m sure he won’t be alone, but with his way-cool chick on the back. Good for you Tim, we should all be so lucky.
Up Close: 124″ TP Engine
With so many v-twin engines being manufactured nowadays, it takes some research to determine the differences between brands. The good folks at TP Engineering claim what is special about their engine is the oiling system and the strengthened and balanced lower end. TP explains that at idle most Evo engines only send oil to the top end. TP has designed an oiling system that keeps the bottom end well lubed at idle, a condition many bikes find themselves in for prolonged periods, especially at rallies. TP also says that their bottom ends are made with a larger pinion shaft and fancier bearings, which provide longer life and reduced vibration. Their engines are claimed to meet the newest EPA standards as well. TP engines come in a variety of polished and natural finishes in sizes from 114” to 124” and are made entirely in the USA. Visit them on the web at www.tpeng.com.
Builders: Peter Graves and Kevin Bourbeau, East Coast Chopper Works
Enthusiasm, experience, and good business sense are great elements to look for when you’re dealing with getting your custom built. A great attitude and a sense of humor doesn’t hurt either. Peter Graves and Kevin Bourbeau of East Coast Chopper Works in Turners Falls, Massachusetts, seem to have somehow acquired it all and have been successfully running a full-service custom shop for the last three years. Peter’s background in over twenty years of building bikes, and Kevin’s other business (Attention!-shameless plug coming…), East Coast Performance Coatings in nearby Greenfield, Massachusetts, seemed to be a winning combo that allowed them the freedom to, “Put out bikes no one else has done,” according to Peter. “We’re into building unique bikes, no spec bikes, but we do affordable bikes also.”
Bike design is a collaborative happening, ECCW has no one-style of custom, but builds the whole spectrum from choppers to baggers to bobbers. Peter specializes in the mechanical and electrical end of things while Kevin does the fabbing, polishing, and artwork. ECCW realizes not everyone can swing it when it comes to high end customs. “We work on Harley’s on up to high dollar customs, we do it all,“ said Peter. Hey, from my experience with them, they’re a couple of cool guys. Check out their website, www.eastcoastchopperworks.com or call them at 413-863-8700. Just don’t call late at night as Kevin might be waiting again for a return call from Asia.
SPECIFICATIONS | ||||
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Owner: | Tim Turner | |||
Year/Make: | 2005 | |||
Build time: | Four months | |||
Engine: | 124” TP Pro Series Evo | |||
Heads: | Edelbrock | |||
Ignition: | TP Pro Series Single-fire | |||
Carburetor: | 45mm Mikuni | |||
Pipes: | ECCW | |||
Air Cleaner: | D&M Spike | |||
Transmission: | 2005 Trick Shift RSD 6-speed | |||
Primary: | BDL Top Fuel/with outer bearing support | |||
Clutch: | Baker Hydraulic Clutch Cover | |||
Frame: | 2005 Pro-Street Softail | |||
Rake: | 42 Degrees/ 5 inch trees | |||
Stretch: | 6 inches out/ -2 inches | |||
Forks: | 2005 Mean Street 56mm Predator/ 4 inches over | |||
Rear Suspension: | Progressive Air Tail | |||
Wheels: | Weld Racing Recluse | |||
Rear Tire: | Vee Rubber 360/18 | |||
Front Brakes: | HHI | |||
Rear Brakes: | HHI Drive side | |||
Fuel Tank: | Independent Gas Tank Aero | |||
Oil Tank: | ECCW | |||
Fenders: | ECCW/Russ Wernimont | |||
Handlebars: | LA Chopper V Bars | |||
Headlight: | Headwinds Mariah | |||
Taillight: | HiTech Flush Mount | |||
Hand Controls: | Joker | |||
Foot Controls: | Thundercycle Death Pegs | |||
Painter: | Mark Picard | |||
Graphics: | Joe Ventura/Joe Dean’s All Custom | |||
Seat: | Duane Ballard/DB Custom Seats | |||
Special thanks to: | Kevin’s wife, Trish, for being so understanding when she found out we were building this bike. |