A few months ago, we visited the American IronHorse production facility in Fort Worth, Texas. The place is huge and activity is constant. As we wandered through the R&D area, we noticed one bike that had nothing going on around it - the Texas Chopper. When we asked about the bike we were told that it was a prototype that IronHorse was considering putting into production. We enthusiastically suggested the company do so, and we made a supreme sacrifice by offering to road test the first production model. We are, after all, professionals dedicated to our work, and we felt that you would like it if we rode the Texas Chopper for a month - or until they pried it away from us.
American IronHorse one-upped our offer by delivering the prototype bike to our offices just a week after we returned to Southern California. It took us about 30 seconds to hop on the bike and hit the road. Since that first ride, the Texas Chopper has only sat still for a photo session.
The bike started as a design exercise for some fun, but when the AI guys realized how quickly the bike was going together they decided to see if it could work as a production model. Since AI deals with Daytec for frames on their other models. They asked them to build a Softail-style chassis with 40 degrees of rake, 4 inches of top tube stretch, and 8 inches of downtube stretch. To that, a set of 10-inch-over 41mm tubes were mated to AI legs and trees. The extreme frontend profile combines with the thick, tubular swing arm to give the Texas Chopper a radical stance.
Out back an 18x8.5-inch AI wheel wears a 240 Metzeler and is surrounded by a matching AI rotor and pulley. Up front, a 21-inch AI wheel and dual rotors are combined with multi-piston calipers to slow things down when necessary. Interestingly, the front brakes are very predictable, and, despite the rather skinny front tire, do a great job of stopping the bike without the rear unit being involved.
High atop the tall frame is a really cool stretched gas tank. While ours was a prototype model, the final version will be styled the same, but with a re-positioned fuel pick up to add a reserve capacity to the bike. We are pretty sure you can figure out why we are happy that change is being made (pushing a chopper is no fun). Up front, a skinny front fender hugs the tire just right, and out back a super-short strutless unit showcases the big tire.
More cool things on the Texas Chopper include polished pull-back risers, painted drag bars, chrome controls, a Danny Gray seat, a side-mount plate/taillight, and incredibly bright bullet-style turn signals that also do duty as brake lights in the rear.
Did we mention the 107ci S&S powerplant? Probably not, but now would be a good time to tell you about it. The 9.6:1 motor is all S&S and is tuned for plenty of low-end grunt. The exhaust is from SuperTrapp/Paul Yaffe and is just loud enough to make you really appreciate all 107 inches when you twist the throttle. Our bike had a JIM'S six-speed transmission (optional on production bikes that will feature a JIMS five-speed) and an enclosed beltdrive in a chrome outer primary (proudly wearing a 3-D AI logo derby cover) and polished inner. The power package is more than enough to entertain you; cruise the bike at about 100 mph all day. An optional 113 will be available when the Texas Chopper hits showroom floors.
There is no mistaking the aggressive stance of this bike. It screams chopper loudly and proudly around town, on the freeway, or when it is parked. What you won't believe about this bike, though, is the price. Without the custom paint or six-speed that our prototype bike had, the Texas Chopper will list for $25,950. That, my friends, is an amazing bargain for a bike this nice.
You can't help but smile as you ride the bike around. You will have to give up any thoughts of proper riding posture and just hunch your shoulders up around your ears, but once you relax in that position, the bike feels very good. On the freeway, things are fine up to about 100, but speeds above that bounce the rider around quite a bit. Freeway interchanges are best kept to speeds under 65 due to the huge rear tire and long frontend, though. Low-speed maneuvering is tough on those of us shorter than 6 feet because the reach to the low drag bars is so far when the handlebars go full lock. But once you are moving, it is easy to negotiate parking lots potholes and heavy traffic.
In town you will find dodging traffic takes a solid input on the bars, but the Texas Chopper responds quickly. Despite the length of the bike, it is really agile and can be quite fun when you feel aggressive. If there is a downside to riding this bike, it is simply that the riding position puts your arms to sleep if you forget to drop them below your shoulder every 30 miles or so.
If this test is coming across slightly enthusiastic to you, good. We love this bike and don't plan to give it back until they pull the billet grips out of our hands. This is one of those bikes you really need to own, and for the price it is, what are you waiting for?