GILBY CHOPPER
this bike all night long on a hot summer night. There’s
something about the sound of a Shovelhead engine.
Since I finished I’ve put around 4000 miles on it.
“I made the handlebars and fabricated the tank
out of a rear fender because I wanted to keep the
French curve flowing on the bike. In order to install
a 1998 Softail transmission I modified the frame,
which lowered the seat height by 2in and then I
fabricated a horseshoe wraparound oil tank to suit.”
Gilby’s bike is powered by an engine from a 1974
FXE Shovelhead and you may be surprised to learn
the Motor Company were not selling many bikes
back in the ’70s compared with today.
Only 3034 FX and 6199 FXEs came down the line
in 1974. The difference between the FX and the FXE
is that the latter are electric start utilising an FLH
starter and a battery from the XLH Sportster. It was
also the first year of the two-cable throttle set up,
complete with return springs.
Not relevant to Gilby’s build, but interesting
anyway, is that 1974 marked the last year of the
company’s business partnership with Evel Knievel
following the failed Snake River jump attempt on his
Flash Gordon rocket. For the sake of the Millenials
reading this, Flash Gordon was a comic book hero
back in the day. The year 1974 also saw the Motor
Company endure a 101-day strike over wages and
stamp out a racket involving motorcycles stolen by
an employee.
Juxtaposition is a word generally confined toarty-farty publications and usually not found in
motorcycle magazines, but in this case it fits so
well I went with it. It means ‘to put things that are
not similar next to each other’ and this perfectly
describes Gilby’s use of the harsh angular lines of
the Girder front end, contrasting with the beautiful
flowing curves from the head stem backwards. It’s
counterintuitive in one sense, but it works excep-
tionally well in this case. A bold and somewhat brave
move that he’s managed to pull off.
I often hear blokes commenting, when they see
a very long front end, that the bike must be a pig to
ride. Not so, always providing you set up the trail
properly, as long ago proven by Mondo, Sugar Bear
and other super-long front end aficionados. And
think back to the mileage Gilby has racked up on
this ride, not something you’d do on a bike that’s
difficult to ride.
In my opinion, from every angle this bike is a
visual treat and incorporates the essence of old
school; clean and well proportioned lines that flow
from front to rear. I should mention too how well
the paint scheme complements it and also mention
that among the accomplishments that mark Gilby
as a master customiser is the fact that he paints his
own bikes, a talent very few builders possess.
We can’t wait to see what he presents with in
Sturgis this year! Meanwhile let’s give Gilby the final
words, which is to send a big thanks to his talented
crew, Matt, Chris, Kris, and Justin. HD UTS&BOLTS
GENERAL
MAKE/OWNER Gilby
MODEL Chopper
BUILDER Gilby’s Street Dept
ENGINE
TYPE 1974 80ci Shovelhead
CASES H-D
CRANK S&S
BARRELS H-D
PISTONS Wiseco 9:5.1
BORE 3.537in
STROKE 4.25in
COMPRESSION 9:5.1
CAM Leineweber L35 .486
PUSHRODS S&S
VALVES Kibblewhite
SPRINGS S&S
IGNITION Daytona Twin Tech
CARBURETION S&S Super B
AIR CLEANER S&S
EXHAUST Drags
POWER 95hp
MAX REVS 6500
TOP SPEED 125 mph (200 km/h)
TRANSMISSION
TYPE 1998 Rev Tech 5-speed
CLUTCH Ultima
REAR DRIVE Chain
WHEELS & TYRES
RIMS Laced
F TYRE Avon 3.25x19in
R TYRE Avon 130x16in
F BRAKE Twin single spot
R BRAKE H-D banana caliper
BRAKE LINES Braided
FRAME
MAKE H-D
MODEL FX
RAKE 40°
MODS Stretched up and out
SUSPENSION
FRONT Smith Brothers & Fetrow
REAR Twin coil over
SEAT Drag Specialties
CONTROLS
BARS Gilby
SWITCHGEAR Drag Specialties
LEVERS Drag Specialties
GRIPS Drag Specialties
MIRRORS Drag Specialties
FOOTPEGS Drag Specialties
GEAR CHANGE Drag Specialties
SPEEDO Drag Specialties
HEADLIGHT Drag Specialties
GUARDS & TINWORK
R GUARD Bobbed
FUEL TANK Gilby
OIL TANK Gilby
PAINT & FINISH
PAINTER Gilby
PAINT HoK
COLOUR Kandy Apple Red
ARTWORK Gilby
CHROME J&D Plating
Above: The handlebars mark the transition from the angular girder forks to the flowing curvatures of the rest of the bike.