Ultra Customs
Possibly the easiest part of meeting the rules was starting with the 984cc engine from a Buell XB9R which puts out enough beans in stock form that internal modifications were limited to flowing the heads while the rest of the innards were left stock. Exterior mods did include the adaptation of a Mikuni BN46 downdraft carb, which is usually seen adorning watercraft according to Steve Webb of Mikuni USA, replacing the stock fuel-injection. Hanging a carb off the side would only add unnecessary air drag. A very interesting ignition system by Altmann Motorcycle Ignitions of Haan, Germany, makes for a tidy integrated electronic assembly that replaces the stock item and sits under a CNC-machined aluminum nose cone outer cover. What makes this special, besides being an all-in-one miniaturized unit, is that its easily field-programmable ignition curves allows Fred to fine tune his ignition for on-road use or top end-only speed records. The rest of the drivetrain is stock Buell other than shedding the belt for chain drive to allow quick and easy gearing changes.
There were obviously other Harley engines that would have fit the 1000cc pushrod rules, but the unitized XB9R engine/ transmission made perfect sense for using the motor as a stressed member in the beefy tubular frame Fred concocted. The engine literally hangs down from the frame tubing and is integral to the frame’s strength. This not only got the engine lower, but allowed him to run the exhaust under the engine and out of the air-stream. One of the rules states “the exhaust must be directed away from the racing surface” and these twin stainless pipes snake forward, around, under, and up; finally exiting separately skyward as gorgeous oval outlets through the seat unit. The raspy, staccato sound they make is different than any V-twin I’ve heard. The seat/tail section not only acts as a fender keeping salt from being thrown onto the rider’s back, but consists of twin 1.3-gallon gas tanks straddling the rear wheel, which provide ample fuel for a run up the salt. The rules state “the tank must be securely mounted with attention to craftsmanship.” One look at these flush capped beauties shows Fred’s “attention to craftsmanship” and it’s a perfect place to put the “mandatory 3” numbers which must not be blocked by the rider.” The faux fuel tank/air box cover, which also houses the electrics, sports an intake air scoop and stretches forward to the steering head. Lying on it lets Fred get in an aerodynamic position, tucking in behind the way-cool looking fairing which is not only “race legal partial streamlining,” but has a tiny, angled wind-cheating headlight making it street legal, too. All three body pieces have a metal center strip with oval holes like the exhaust tips. It’s a clever styling element that ties it all together, along with a silver-gray paintjob echoing the look of the fabled Norton Manx Fred is so fond of and simple body-line enhancing stripes all painted by Fred and El Cheapo (Joseph Wolsing).
Rear suspension is by a double-sided tubular Krugger swingarm that works a Fox monoshock. Holed inserts like the bodywork centerpieces polish it off. Up front is a stunning girder fork angled out 32-degrees that is (unfortunately) partially streamlined by the fairing. Underneath are legs made of twin tubes looping around and connected by two equidistant braces and buttressed by forward curving tubes defining the fairing’s forward outline. Again, gleaming inserts add glam and more Homer speed-holes. Another Fox shock controls the girder’s linkages and provides safe, secure high-speed handling both on the salt and the road. Finally a good use for V-Rod disc wheels has been found. These solid slabs of aluminum minimize wheel turbulence and disappear into their powdercoated blackness. The rules state “spinner wheels are prohibited” and I can’t believe that anyone would have the gall to show up with blinged-out rolling stock. Stock-size Dunlops are hauled back down by dual six-piston Beringer brakes up front with a two-piston setup in the back while the rules state that “front brakes not required — hydraulic drum rear okay.” Krugger clip-ons with a Beringer master and as aft as you can get rearsets provide human interference as necessary.
By the time you’re reading this, the BUB Motorcycle Speed Trials will be history and I’m betting Fred Krugger is back in the land of gourmet chocolates with both a world record and one cool motorcycle.
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This bike feature originally appeared in Barnett’s Magazine issue #57, December 2007.
Builder: Fred Krugger
Krugger Motorcycle Company
It was a great disappoint to me to find out that Fred “Krugger” Bertrand was not nicknamed after the main character, Freddy Krueger in Wes Craven’s 1984 horror classic A Nightmare on Elm Street. But, no-o-o, the Krugger name was supposedly inspired by a long-ago German Harley-Davidson engineer coincidentally named Krueger. Critics praised the Nightmare film’s ability to “rupture the boundaries between the imaginary and real,” and looking over the résumé of Fred’s work so far, it seems like this rupturing reality thing is right up his alley, too. His build history has shown a preference for performance orientated customs that include two previous Barnett’s cover bikes, the retro-style board track racer Speedbowl and the incredibly modern opposite CAD-22. Both look like they could provide distinctly different riding experiences, but with the same satisfaction level of Fred’s high quality construction, attention to detail, and to die for looks all wrapped in a package delivering kick-ass performance.
Fred’s background just might play a part in the performance aspect starting with his first speeding ticket at age 16 for “only” going 50mph over the 25mph speed limit on his first customized bike, a 50cc Suzuki. After seven years racing motocross and three doing enduros, he ended his bike racing career in 1989 after acquiring the Belgian enduro championship twice. Moving on to something much “safer” like racing rally cars, he gave that up after the birth of his first kid. Deciding to devote more time to his family led him to restoring old race cars on his property in a small country town in Belgium. In 2002, he took a big step and created his first true V-twin custom, The Racer. Today, he still works alone in the shop attached to his house where he services bikes and builds award-winning customs when he’s not racing in Bonneville.