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August ‘10 CYCLE SOURCE
CYCLE SOURCE May ‘19
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BIKES
The Perfect Shovel
Perewitz Builds A Timeless Shovelhead................................................... 20
The Good Die Young
Doug Saves A 1950 Panhead ........................................................................... 36
Foxy Lady
Roadside Marty's Motorcycles As Art Offering ..................................... 50
Dynot
Chris Moos Thumbs Convention ................................................................... 62
1938 Indian Scout
Patience Pays Off .................................................................................................. 76
FEATURES Born Free '18
The West Coast's Chopper Mecca .................................................................10
First Ride On The Electra Glide Standard
H-D Resurrects The Affordable Bagger ..................................................... 30
Spring Breakout
J&P Cycles Gets You & Your Bike Ready ...................................................... 42
Full Speed Ahead
The Infamous Full Speed Ahead Show In New England .................... 44
One Man's Opinion
It's On The Internet, It Must Be True ............................................................ 47
InSlide Line
The Down & Dirty On Flat Track Tech .......................................................... 68
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Art Of Our Culture
Killer Gets To Know Guy Salazar's Art ........................................................ 84
TECH Full Throttle
Throttle Cable Maintenance ........................................................................... 16
Shimming An FFC Springer
Taking The Rock Out Of The Rockers .......................................................... 26
ThunderMax Fuel Management System
Putting The Tune on Fleeing & Eluding....................................................... 60
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EDITORIAL OFFICE
The Cycle Source Magazine 119 Dellenbaugh Road Tarentum, PA 15084
For Any Questions Or Comments Please Call 724-226-2867 or e-mail cyclesourcemain@comcast.net
EDITORIAL STAFF
Christopher Callen - Editor In Chief - cyclesource69@comcast.net Heather Callen - Managing Editor - cyclesourcemain@comcast.net Will Ramsey - Tech Editor - will@faithforgotten.com Milwaukee Mike - Mid-West Editor - neanderthalneon@hotmail.com Roadside Marty - South East Editor - roadsidemd@bellsouth.net Keith “Bandit” Ball - News Editor - bandit@bikernet.com J. Ken Conte - Test Ride Editor - kenconte@gmail.com
STAFF WRITERS
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Chris Callen, Milwaukee Mike, Jack Schit, Pat Jansen, Will Ramsey, Xavier Muriel, Charlie Weisel, Mitch Bodine, Mark Velazquez, Amelia Rose, Daniel Donley, Joshua Elzey, Jimmy Frizzell, Roadside Marty, Scotty Kerekes, Heather Callen, Rebecca Cunningham, Dan Venditto, George The Painter, Tyler Porter
STAFF PHOTOGRAPHERS
Chris Callen, Heather Callen, Mad Stork Ken, Mark Velazquez, Carsten Fritzen,Twila Knight, Rebecca Cunningham, Dan Venditto, Melissa Shoemaker, George The Painter
CONTRIBUTORS
Patrick Garvin, Matt Reel, Dino Petricelli,Garret Stanley
STAFF ARTISTS
Jimmy Frizzell, Chris Callen, George The Painter
ADVERTISING
Ken Conte- Sales Manager - ken@riseaboveconsulting.com
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CIRCULATION DIRECTOR Heather Callen - 724-226-2867
Product Spotlight
COPY EDITOR Judy Duggan
Word Of Mouth On Some Of The Good Stuff Out There ......................... 74
The World Report Powered by BikerNet.com ......................................... 86
LEGAL COUNSEL
76
DEPARTMENTS From The Editor’s Desk .................................................... 8 Photo Hunt ........................................................................... 34 Chopper Charlie .............................................................. 56
James L. Paz Attorney at Law - Tarentum, PA - 724-226-9PAZ For Any Subscription Questions Call 724-226-2867 The Cycle Source Magazine® (ISSN 1935-0287) is published 12 times a year by The Cycle Source Magazine with Offices at 119 Dellenbaugh Road Tarentum, PA 15084, 724-226-2867, www.cyclesource.com. U.S. Subscription rate is $25.00 for 12 issues. Canadian Subscription rate is $45.00 for 12 issues. Back Issues, when available, are $6.00 each, payable in advance. Periodicals postage paid at Tarentum, PA ad additional mailing offices. The Cycle Source Magazine® reserves the right to reject any advertising or contributions that it deems unsuitable. Opinions expressed are those of the author and not of The Cycle Source Magazine®. Nothing printed in The Cycle Source Magazine® August be re-printed in whole or part without the express written consent of the publishers. Copyright ® 2019. The Cycle Source Magazine®, A Grass Roots Motorcycle PublicationSM, Scooter Tramp ™ Wild Man™ Low Down & Dirty Rotten™ Grease & Gears Garage™are registered trade marks.
POSTMASTER: Send address changes to Cycle Source Magazine 119 Dellenbaugh RD. Tarentum, PA 15084
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Endless Highway .............................................................. 70 Pin-Up Of The Month ....................................................... 71 On The Road With X ......................................................... 82 The Edge With Jimmy Frizzell .................................... 90 Gut Busters ........................................................................ 98
DISTRIBUTION
Coast to Coast Newsstand Services Partnership 5230 Finch Ave. E., Ste. 1, Toronto, ON, M1S 4Z9 Cycle Source - Dealership Direct Distribution 724-226-2867
SPARE PARTS In The News
GRAPHIC ARTISTS
Chris Callen, Heather Callen, Amelia Rose
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ABOUT THE COVER We couldn't be happier to have our own Roadside Marty's bike grace our cover this month. Marty has been such a huge part of the Cycle Source family over the last two plus decades that not only is he a valued part of our team but a true brother. It doesn't hurt that he builds bad ass bikes that are always cover worthy. WWe are honored to hac his 2018 Motorcycles As Art build grace these pages, Hope you Dig it! May ‘19 - CYCLE SOURCE MAGAZINE 7
Article By: Chris Callen
l
ife is a funny thing; my brothers and sisters. It starts off slow, speeds up like crazy in the middle, slows down again and before you know it, it’s over. I, like most people, can remember the older cats telling me how fast it would go by when I was a kid, but I never thought it would move at the speed it has. This all came to mind during Daytona this year as I shared time with friends and family of the motorcycle industry, just like always but this time, somehow different. It started as we first arrived at Sons Of Speed. I watched as Billy made his way through a busy day, living his dream of a life full of old bikes and great people, but at the same time, I noticed his face. His brow a little heavier than when we were young, and with good reason. Unlike the days of one-handed burnouts and craziness, Billy has a family now with two young kids and a baby on the way. It seemed like yesterday we were on the stage across from The Wreck doing a segment of his Blood, Sweat And Gears. I still remember what a bad idea it was for me to drink in the blazing sun that whole afternoon. Other friends, I saw throughout the week, like Brian Klock, who was unveiling a new limited edition bike with Indian and Jack Daniels. Brain
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was talking on the mic and stopped to reflect on the words he had just spoken, “Just a kid from the country,” and it took me back to when we were young, life was easy, and this whole thing was just a giant party. Shadow stopped by our bike show, maybe one of the only true professionals among the motorcycle journalists I call peers today, she and I had a chance to talk about where things are going and gave each other insight on the state of our union. As she talked in that great guarded way she has of not throwing someone under the bus, but convincing them that the shade would be a great place to lay down for a minute… Hahaha, Just kidding. Marjorie was actually one of the first people to give me advice, as an editor. Someone had introduced us at the V-Twin Expo, and she said, “Oh yes, Chris Callen, the guy who writes all the stories in his own magazine.” I don’t think she knew at the time that I just didn’t have the money to pay writers. In truth, these words, along with many others to follow made a huge impact on me when we were young and forced me to pay attention and try to do better with each issue. That same day, at our bike show I was joined for the event by Bill Dodge, Jeff Cochran, Mark Persichetti and a cast of old Limpnickie Lot leftovers. We stopped during the awards and
reflected on the crazy things we did back in the days when we were young. Bill has been doing this since he was a kid, I guess we all have, but Bill has been a hustler since day one. To see him today with such amazing abilities and credits to his accomplishments but still living a life where he busts his ass every day, well that’s how it is when you’re in this for the long haul. Roadside said at one point, “My how Daytona has changed.” Almost as a joke but we all looked at each other and realized that it is completely different today than from when we were young. That’s quite alright you see because everything must change and while the brothers and sisters we’ve lost and the freedom of spirit, so many of us shared back then might have changed in ways we wished they hadn’t, there is one thing that remains the same, US! Down to the beating heart within all of us, that driving force that demands our attention from the moment we roll out of bed each morning to create, succeed, participate, that is alive and the fire of passion burns so bright that yes, sometimes we need to just sit down and warm our old bones by its flames, share stories and remember the days when we were young once…
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b
orn-Free has become a staple in our community. We all know it’s coming up, we all know it will be huge, we all know we need to get that Grass Pass, and we all know we will be spending the weekend with no cell phone service. No cell phones, but there will be tons of bikes, music, vendors, food and let’s not forget… beer. And here we go again, the countdown until Born-Free 11 begins. Builders are hustling; there are a few wrenches missing that have disappeared into oblivion. There are the ever present cuss words when that bolt falls into the frame in a spot no hand or magnet can reach. And all this is done for the chance to win, or just to be recognized. The struggle is real, and the weekend is epic. Flashback... Born-Free 10 didn’t let us down; they brought in new builders to freshen things
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up. There’s always a big line up of great bikes; I can’t imagine having to pick out just a couple
to win. The most predominant win is always Best In Show, which went to Justin Walls and his amazing Salt Flats Racer. He won himself a trip to Yokohama
Japan for the Mooneyes Show. Before the weekend of B-F, Show Class Magazine hosts its People’s Champ show, giving one lucky winner the ability to be a part of the builder’s circle for the BornFree weekend. Last year that honor went to Josh Sheehan and his custom Shovelhead which earned him a spot as an invited builder for Born-Free 11. If you have been to the event before, you know that the weather is almost always, well, shitty. It is hot and muggy because those canyons love to block the breeze. However, last year it was a cool, slightly cloudy mid-70’s to low 80’s at the peak of the day. The one year they finally got some shade by the band area, is the one year they didn’t even really need it. But don’t worry, hot or not, the guys have assured me that they will have that shade area setup again. It is a perfect area to sit and listen to the headlining bands; people-watch and stroll in
Article And Photos By: Twila Knight
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and out of the invited builders circle. But enough about B-F10, what’s really important here is knowing what’s in store for Born-Free 11!! You will have your regulars, of course. There will also be the fairly recent addition, but quick to become a crowd favorite, Vans Half Pipe, which will be back in full swing. They not only have skateboarding but also some BMX’ers will be out there tearing it up. There will be plenty of invited builders. Usually they have somewhere around 20, but this year they amping things up a bit and pulling in 30 or so builders from all over the world. There will be some new blood, and some old hats strutting their mechanical stuff. This year, they will also have their first female builder! Brittney Olsen of 20th Century Racing will be bringing her unique style to the grass and I can guarantee she will not disappoint! As for Vendors, even though a few years back they had to reign in on the vendor count, they still have roughly 200 vendors, from all over the world, for your perusing pleasure. The guys in charge review the vendors every year to make sure their wares are motorcycle-industry related. As the guys mentioned during my interview, “You won’t be shopping for bed sheets, beanie babies, or timeshares in Guadalajara.” To bring a new flavor to the show, the guys have worked out a little something with the AMCA, the Antique Motorcycle Club of America. A spotlight will shine on the AMCA bikes to remind us all where this little lifestyle started. With any luck, they will be able to do a little regional swap meet with them as well. And giveaways… forget about it. I know, I know, get to it already. Well, they have it all covered yet again. They will be giving away so many bikes it will blow your mind ! Let’s see, they have a 1960’s style chopper built from a 1938 Big Twin Flathead UL, a 1939 Harley UH, which was a barn find, but has been of course fully rebuilt, and a 2019 H-D Street Bob that has been customized by the crew at Orange County HarleyDavidson. Plus, they will be giving away another brand-new Harley at the Stampede. There may be more giveaways, but only time will tell. Of Course, both stages will be filled with bands all weekend, and they are working on some new acts if they can snag them. The one-act they will let me sneak out a word to you - CYCLE SOURCE MAGAZINE
is Revolution Mother. They will be on stage killing it like they always do. To me one of the most exciting events of the weekend is...The Wall of Death!!! A set up of absolutely insane riders racing in a circle... Vertically! It is craziness, and personally, I love standing in the middle of it all with my camera up, and my mind blown. Ives Brothers will be the proud presenters this year, and I can’t wait. An obvious fact is that Born-Free and Harley-Davidson have become quite buddy-buddy. This year they are doing something similar to Route 66. Six guys are going to be man-handling 6 Harley Softails of their choice and customizing them however they deem worthy. Once they are buckled up and ready to ride, they will be hopping on them and riding their happy selves from Milwaukee straight to the grounds of Born-Free. I am not going to lie; I am completely jealous, my little ride to Born-Free is about the same distance as the gas stops on a peanut tank. Maybe one year I’ll ride across the country just to turn around and ride back to Born-Free; just so I can have a better story. Now, let’s talk about aaaallllll the parties that happen surrounding this two-day event, which turns into a weeks-worth of events. As many of you may already know, this year they went for two races, one this past December at the City of Industry, and the Stampede which will again come up at the Costa Mesa Speedway. But, before the Stampede, things will kick off with the spring party, the BF X Party on Saturday, March 19th up at the Baldy Lodge. The week of the event you have the Dice Pre-Party, Wednesday, June 19th, then as mentioned the Stampede on Thursday, definitely a must go. You can get a sneak peek at all the builder’s bikes before everyone else. On Friday Night, at Cooks Corner, Show Class Magazine will hold the ever-popular Peoples Champ. This show will also include a female builder. Suzy Pilaczynski from OldSft cycle shop will try to earn her way into B-12 as an invited builder. Then, you have the show itself: a two-day gala, Saturday, June 22nd, and Sunday, June 23rd. Quite the line-up!!! Better start preparing those livers now folks. Ok, logistics time. You can see the dates above, but other important info you should know as you are prepping for this B-F season… A nice turn of events is you do NOT
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have to be present to win ANY of the bikes given away at the event itself. So buy your tickets, and should you run over your foot with your own motorcycle and can’t stand the pain of walking through the canyon, your still safe. A klutz, but safe. You will, however, have to be present to win the bike from the Stampede, so suck it up, grab some crutches, and sit in the stands long enough for your ticket to be called. Also, Grass Passes… They sell out every year, so get them early if you haven’t gotten them already. And remember, a grass pass allows you to bring your bike in and maybe get noticed by the guys. Who knows, you might become a part of the show itself. You can go to Loser Machine’s or Born-Free’s website for them. If you aren’t a fan of crowds, try and attend Sunday, it is the least crowded of the two days. Last but not least, keep an eye out on the guys Instagram and Facebook @bornfreeshow, for all event info, dates, times, changes, etc. And of course, to purchase tickets, swag and grass passes check out www. bornfreeshow.com See you all there!
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Article And Photos By: Daniel Donley
www.pandemoniumcustomchoppers.com
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local kid named Evan comes from a family of drag racers. The family has been drag racing and street racing for over 40 yrs. It was only natural that when Evan came of age, he made his first pass down the track. Evan, now 17, has over 200 passes under his belt and is showing that he is going to be a force to be reckoned with. Greg, Evan’s dad, recently picked up his first Harley and has been enjoying cruising it around. Obviously coming from the drag racing world and taking care of the drag bikes his family is naturally on top of all maintenance and repairs that those bikes need. Since this is Greg’s first Harley, he knows that they are a different breed than the bikes they are used to. Greg hit me up one night with an issue of the intermittent throttle sticking. While talking with him I knew it would be a great tech article, so I headed over. There was young Evan showing much interest in learning, so I told him he was going to learn how to fix it himself! He jumped right in. With the later model Harley there is a lot going on in the throttle control assembly that could cause this. So,
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this month’s tech I am going to show some things to look for and how to fix them.
For starters, we grab some basic tools that we know we will need for this task. Torx bits, cable lube, sandpaper, and red scotch brite pad. While we are getting things started it’s a good idea to cover the gas tank when doing any work above it. Better For the Harley there are many aftermarket accessories available. Some of them are good, some of them are not. Handle bar grips are part of that equation here. You definitely get what you pay for. The problem here is the throttle is sticking intermittently close to wide open and not wanting to return. In the wrong situation this could be very bad. So, let’s get this thing torn apart to see what’s going on. We will let Evan do the wrenching, so he gets some hands-on experience.
to be safe than sorry. Evan knows what will happen if he scratches his dad’s bike!
tensioning foot inside the switch housing. A lesson learned here. Next time you’re shopping for throttle grips remember that you get what you pay for!
Here you can see Evan is pulling back the rubber sheath that protects the throttle and idle cable adjusters. Start by loosening the jam nut on
each cable, then screw the adjuster to the point of no thread showing. This will put slack in the cable. We had a stubborn one here where the adjuster had corroded. To free it up, give it a couple sprays of penetrating oil and use vice grips to grab onto the cable lightly. Carefully work the adjuster till it is freed up. Yes, this is a little brutal, but it works.
With the throttle and idle cable slackened you can now remove them from the throttle housing typically with a wiggle and tug they pop right out. But here again I have found with lackluster quality cables it typically takes more than a wiggle and a tug…
fasteners from both. At this point everything comes apart at once, an extra set of hands is helpful here.
Make sure you have your gas tank protected.
Now you can remove the little brass throttle and idle cable ferrules, from the throttle grip. With good quality components these will typically be easy to remove. That is not the case here and they were very stubborn. The brass ferrules are a separate piece from the cables so be careful not to lose them.
Evan was concerned that we needed to buy a new set of grips… I said “Well… kid let me give you a lesson on the “art of how to polish a turd.” Just about everything can be fixed with a little effort and elbow grease. We took some fine grit sandpaper
and removed the burrs from the throttle grip and any sharp edges. Just a little at a time here, no need to get crazy. With a quick test fit we found we needed to remove just a touch more. Now they are fitting properly. Typically, anytime I remove the handgrips from any motorcycle I like to polish the surface on the end of the handlebar to make it super slick. Evan used a red scuff pad to remove any goo or grime and it gave it a nice smooth surface.
While removing the throttle grip Evan noticed right away that there were some burrs and heavy rub marks on the throttle tube assembly. Good
Now it is time to remove the switch housing fasteners and brake lever clamp. But before we do that, I like to use a piece of tape and marker to mark the current position of the master cylinder and switch housing. This will allow you to put everything back to its original position. Once this is marked, you can remove the
eye Evan! This here is the issue that was causing the throttle to stick. The throttle housing was rubbing on the
While we were in this far, it’s a good idea to lube the throttle and idle cables with a good quality cable lubricant. I like to lube and work them back and forth a little then lube again until you have smooth action of the cables.
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There is a dimple in the bottom of the handlebar. This dimple makes a passageway for the switch wiring to pass through. If careful attention is not paid when reinstalling the brake master cylinder clamp this wiring harness can get pinched in between
the clamp and master cylinder. I like to take a file and knock this edge off the clamp. It will give the harness a little extra bit of room as it passes through. If you pinch this harness you can have many wiring issues. The company later figured this out and actually did this modification to the clamp straight from the factory. A quick touch up with a black paint marker and now we are ready to go back together.
Ok, so the next part is putting this all back together. An extra set of hands will make this a lot smoother. There are a lot of things going on and attention needs to be paid to every
detail. You will be installing the grip, throttle, brake cable, master cylinder and switch housing all at the same time. You will want to make sure you are not pinching the wiring harness. Be sure that the brass ferrules and
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throttle and idle cables are installed correctly. It is VERY important when you are putting this all back together that you apply the hand brake when installing the switch housing and master cylinder. If you DO NOT you WILL break the brake light switch that is in the hand control. Do NOT forget to do this! If you do forget to do this the first time you pull the brake handle you will hear a POP and that sound is typically telling you that you just broke your brake light switch and replacing that is not a fun job… The key thing is to take your time and pay attention to every detail Do NOT FORCE anything together. You can use the piece of tape and black sharpie marker to return this assembly back to its original location. Before I go any further, I check the movement and feel the throttle all the way to wide open. Yes, I know the cables are not adjusted yet, but I would rather see a potential problem now than later. I advised Evan how to adjust the throttle and idle cables, mind you hear I am not a factory Harley tech this is just how I do it.
We adjust the throttle cable first by unscrewing the adjuster to expose some threads. Keep adjusting until you can achieve wide open throttle with the hand grip. Do NOT ADJUST any further than you have to. Next, we can adjust the idle cable but wait… you will notice that when you grab the throttle grip there is a lot of back and
forth movement. We will use the idle cable to take out this back and forth movement. I typically shoot for about and 1/8th to 3/16ths of throttle grip movement. You MUST have some movement here, if you have NONE the idle cable is too tight. Now you can lightly tighten the jam nut to the
adjuster. Now check to see that you can achieve full throttle in different locations ¼ turn, ½ turn, ¾ turn and make sure the throttle will snap back on its own. You may need to go back and adjust the idle cable a bit to make sure the movement remains.
There you have it…. Some DO’s and some DONT’s…. Out of curiosity I asked Evan what he thought about working on a Harley and he was quick to respond. He said they are much more difficult to work on than his drag bike. I just laughed… It’s awesome to see young guys showing enthusiasm and interest in this motorcycle world that we live in. We need more young kids like him to keep our motorcycle community alive. So, next time your wrenching and that cocky ass little kid walks by your shop maybe you should holler at him so you can show him and explain what you’re doing and why. You might spark the interest of one new motorcycle enthusiast. This year is my 8th year writing for Cycle Source and my 98th tech article so if there is something that you would like me to do a Tech article on please call me or email me with your idea. If you have any questions, please feel free to call me at the shop anytime 419-576-6812 Daniel Donley Pandemonium Custom Choppers Facebook- Pandemonium Custom Choppers Instagram – pandemoniumc2 info@pandemoniumc2.com pandemoniumcustomchoppers.com
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Article By: Jimmy Frizzel Photos By: Dino Petricelli
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here comes a time where you have a long staredown with your bike, contemplating the future and expectations of its existence overlooking your own drive and follow through to benefit your inner personal goals. One by one, the bolts loosen as parts get cataloged into various boxes, painstakingly packaged as to not confuse your future self. For some of us that may, in fact, be where
the story ends but for the fortunate few there’s Dave Perewitz. Perewitz Cycle Fab in Bridgewater Massachusetts is no stranger to “the basket case curse”. Anyone that’s been in the game for any period of time has shelves full of other people’s shattered dreams. A repeat customer of Dave’s had been holding onto his boxes of hope for thirty plus years before the sun started to shine again. He
bought a ‘71 FX Shovelhead in 1980, and somewhere soon after, it was taken apart and it was all but forgotten. Eventually he approached Perewitz about his dilemma, and a rebirth was soon planned out. Dave has never been one for concept drawings and long drawn out formalities. He has the talent and ability to see the entire build in his head from beginning to end. He knows where to start and where to
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go and that is the kind of builder you want in your corner. Once he had the boxes in his possession the motor was sent to Buffalo New York to his engine magician Dan Thayer. When the Perewitz team is hellbent on shattering records on their land speed bike, Dan is the man that finds every last available shred of power, and for this build, he was the only one Dave could trust to resurrect the 88ci shovelhead. Soon after Dan returned life to the Shovel, both motor and transmission were returned to the stock FX frame. A late model FL dual disc front end with Legends inserts was mounted up front along with a 21 inch spoke wheel. The twelve-inch ape hangers give the rider something to hang on to tucked behind Bill Blackmore’s wedge fairing; there is a road glide styled shield only roughly twenty percent smaller with a custom dash made in house. Perewitz decided that the fuel would be stored within the confines of Softail flatside tanks keeping with a custom touch masked in mostly Harley parts. Towards the rear, a set of FL fender rails
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were mounted upside down allowing the stock FX fender to sit low and hug the 18x4.5 wheel. Repo early seventies FL saddlebags were then introduced to the build. They were gingerly dropped down and a touch back. An in house seat pan was wrapped up to flow with a heavily modified oil tank laid beneath. All the added adjustments and gentle massaging only needed the unbridled shovelhead screaming into the oneoff two into on stainless steel exhaust. ??? When all was said and done with everything expertly laid into place the Perewitz paint job brings the “once forgotten” into unforgettable status. Dave Perewitz rides what he builds, and this bike is no exception. With just around 500 miles on it, he made sure it was the perfect specimen. With mideighties Heritage foot controls hovering over floorboards everything sits exactly where it should. The PM brakes with Berringer master cylinders compliment the Works Performance suspension and allows this Shovelhead to exceed its original intentions. When you have a bike collecting
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The perfect shovel Tech Sheet Owner: Mike Colaruso City/State: Swampscott MA Builder: Perewitz Year: 1971 Model: FX Value: Priceless Time: 1 Year ENGINE Year:1971 Model: Shovel Builder: Dan Thayer Ignition: TwinTec Displacement: 88cu Pistons: S&S Heads: Dan Thayer Cam: S&S Air Cleaner: Exhaust: Stainless Perewitz Primary: BDL TRANSMISSION Year: 1974 Make: Harley-Davidson Shifting: 4 Speed FRAME Year: 1974 Model: Harley-Davidson Swing Arm Rake: Stock Stretch: Stock Front End Builder: Harley-Davidson Type: Glide Triple Trees: FL Extension: None WHEELS Front Wheel: Spokes Size: 21” Tire: Avon Front Brake: Performance Machine Rear Wheel: Spoke Size: 18” Tire: Metzeler Rear Brake: Performance Machine PAINT Painter: Jay Crane / Perewitz Color: Blue Type: PPG Chroming: Meclec ACCESSORIES Bars: 12” Wedge Road Glide Risers: 2” Hand Controls: Berrenger Foot Controls: FL Gas Tank(s): Softail Oil Tank: Paughco Front fender: RWD Rear Fender: RWD Seat: Mustang Headlight: Wedge Fairing Tail light: RWD Speedo: Dakota Digital Photographer: Gino Petricelli
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dust in several boxes in your basement, it can whisper to you in your sleep. For most of us in those thirty so years, it may have been sold or parted out and lost forever. Rarely does the Phoenix rise from the ashes in such glory. Dave’s uncanny ability and knowledge is what allows all these parts to flow so well. The true test of a builder is to witness the finished beauty of a custom bike and not be able to separate the sum of its parts. This alone is what separates “a few good details” from “a truly beautiful bike” When you’re able to give your input and have total trust in the process, a thirty-year dormant period just makes the story that much more interesting. Perewitz is a one-stop shop that can make a bike like this a reality, it’s a lasting statement to bike building.
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Article & Photos By: Will Ramsey FaithForgottenChoppers.com
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pringers often get a bad rap due to handling issues. Sometimes this is due to poor geometry in the design that creates excessive trail (either negative or positive), and sometimes it is due to a poor spring rate that is inappropriate for the weight of the bike. But quite often, the handling issues can be traced to the rockers. If you’ve ever sat on a bike with a springer and noticed that you can turn the handlebars a few degrees right or left without the tire actually moving, then you’ve seen this problem. Believe me, it’s more common than you would think. In order for the rockers to work properly they must be allowed to articulate
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on the 4 pivot shafts that connect them to the springer legs. In cheap springers these shafts are simply threaded bolts, which will not hold up for any amount of real riding time. Well designed springers use some sort of a ground shaft against a bearing surface. At Faith Forgotten Choppers, we use 316 Stainless Steel shoulder bolts. When fitted to a bushing with a bearing fit there is no concern about rotational slop in the system. However, if not shimmed properly there can still be lateral play. Shimming has to be done during final assembly and if done precisely, it is rarely ever the same as chrome and powder coating finishes can vary in thickness.
During final assembly, the Rockers are the last component to be fitted and torqued. The assortment of stainless-steel shims are designed to lengthen the shoulder bolt. The goal is to achieve full torque without binding the rockers or allowing any endplay.
The shoulder bolts that we use are polished 316 Stainless Steel. This follows the entire design of a Faith Forgotten Springer, in that there are no plated fasteners. Chrome fasteners have a nasty habit of rusting after being torqued by a wrench.
The head of the shoulder bolt is spaced from the rocker by an iron impregnated oil lite thrust washer. Since the rocker is moving, the joint between the head of the bolt and the rocker is a wear point and can gaul if not separated by a bearing surface.
The joint between the rocker and the leg is spaced by the flange of the oil lite bushing that captures the shoulder bolt.
This picture illustrates the assembly of the rocker to the two corresponding shafts and oil lite bushings
Before the assembly can be fitted, the springer legs must be reamed to remove chrome or powder. In this case a clear powder coat is being removed by the 5/8� hand reamer.
Once in place, the lengthening shims can be added. This is a trial and error process and must be done on each of the four pivot points.
In most cases it is necessary to stack a couple shims to get a precise fit. This is just a matter of patience and care.
I simply use a hardware store nut to bottom out the nut against the shoulder bolt as I will most likely have to remove it two or three times to get the correct fit with the shims. Once the shims are determined a final torque is made with one of our polished lock nuts.
If the fit is correct, I should be able to rotate the shoulder bolt with slight friction. This indicates that the rocker is not bound, and that no endplay exists in the joint. CYCLE SOURCE MAGAZINE - May ‘19
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shoptalk ya heard? a quick update from the shoptalk studios
W With everything assembled and torque our final product is a reliable American made springer that responds and handles to every movement of the rider.
Article And Photos By: Ken Conte a.k.a. “Peace Frog”
e have had some great episodes on ShopTalk in the last month. If you aren’t familiar ShopTalk, it is the World’s Biggest Weekly Motorcycle News Broadcast where we talk about current motorcycle news,
trends and interview motorcycle personalities. If you aren’t sure where to consume Shopalk, here is a simple primer. We broadcast ShopTalk live on the Cycle Source Facebook page; it also goes live to their YouTube channel and to Twitch.TV. If watching is not an option, you can always listen at your leisure by searching ShopTalk (all one word) or 4Ever2Wheels on iTunes, Google play and Spotify on virtually any mobile device. Here
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are a few examples of past shows: Paul Sr. of Orange County Choppers came on and discussed his foray into bike building back in the day, why they switched over to more old school bikes and what he doesn’t like about doing reality TV. It’s a fun episode. Chris Moos of Moos Craft makes his debut on ShopTalk with a long form interview. If you enjoy the feature on his Dynot in this issue, you will surely enjoy this in-depth one-on-one conversation about his journey to building bikes, Toyota concept vehicles, and wiring bikes while he’s on his way to a show. Gareth Roberts from the new custom motorcycle documentary Oil in the Blood joined ShopTalk to discuss the movie and why it is important to the custom motorcycle scene. Ryan Gore of Paper Street Customs talks about his first season of American Chopper and what his hesitation was to being on television. His bikes have been featured several times in Cycle Source, so it was great to have a longer conversation with him about what it was like working at Orange County Choppers.
CYCLE SOURCE MAGAZINE - May ‘19
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i
t’s always encouraging when a brand brings a model back; it shows they are listening to their customers. With Harley-Davidson’s launch of the new Softail platform a few years back and then the LiveWire it seemed like a stripped down dresser that harkens back to pre-Street Glide days was not probable. F o r t u n a t e l y, Harley-Davidson has been paying close attention to what their customers desire, which is why it was so heartening to see a budget conscious bagger with everything a rider would like to go long distance, but not all the bells and whistles that have become “standard fare” for touring motorcycles. Back when the Street Glide was introduced it was meant to have the custom but stripped-down look of a bagger, because prior to that all batwing fairing equipped motorcycles were heavily laden with touring accessories and trim, except for the Electra Glide Standard, which was a go-to for a lot of riders who wanted a dependable ride. At the time it was thought that the Street Glide
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could take the place of the Standard with an MSRP of $17,995 a twin cam motor and 5-speed transmission, but as technology developed so did the Street Glide, and it became the best selling model that Harley-Davidson offers. So where does that leave the rider who doesn’t need an infotainment system or numerous trim options? Enter the Electra Glide Standard. When looking at the bike from front to back, the 17 front Impeller contrast machined wheel wrapped in a higher profile tire, allows for a smoother ride because of the additional rubber on the sidewall which in turn gives it a slightly better performance feel. The Standard maintains the essential dual disc brakes up front which come with an optional upgrade to ABS for $795 and has the upgraded Showa dual bending valve front suspension. The shroud under the front of the fairing is chrome instead of color matched like on the Street Glide. The fairing, although it is the same shape, has numerous differences starting with the glove box instead of the infotainment system or speakers, mirrors attached to the bars instead of the fairing and the fairing vent does
Article By: J. Ken Conte Photos By: Bryan J. Nelson
CYCLE SOURCE MAGAZINE - May ‘19
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not close. We were told a radio and speakers could be added through the existing wiring harness, fairly easily, but there is not a USB connection or charger outlet anywhere on the bike. The Electra Glide Standard does come standard with cruise control and non-audio hand controls for easy standard menu selection. There is just a solo seat with no passenger pegs, but a passenger pillion and passenger pegs can easily be added. There is no heal shifter only a toe shifter. There are a few polished pieces on the Electra Glide Standard that you usually see chromed including the upper and lower rocker covers, cam cover, outer primary and clutch cover, giving it a more utilitarian look. It comes in black only with a red Harley-Davidson waterslide graphic instead of a typical metal badge. The beauty of this half-year model entry is that it keeps all the essentials that attract riders to Harley-Davidson touring motorcycles. The 107-inch Milwaukee Eight engine coupled with their six-speed transmission has the even throttle response that is as at home cutting through traffic as it is blowing past cars on the freeway. The chassis has also remained untouched, so the upgraded low profile hand-adjustable rear Showa suspension helps keep the seat height at a reasonable 26.1 inches, which is
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suitable for almost any rider. We spent the better part of a day on the Electra Glide Standard, putting over 150 miles in a variety of conditions. Ours were equipped with ABS, which after having to aggressively brake a few times, I see as an essential
upgrade. The front 17-inch wheel and tire combination was noticeable and gave the bike a more dampened, fluid feel to the front end. On some of the bikes with the 19, it can be a little jarring because of the reduced amount
of sidewall on the tire. I found the overall riding position to be comparable to a Street Glide and actually preferred the bar mounted mirrors for the adjustability and range of view they provide. I did not miss the stereo or infotainment system, but I also know that anything I can get on the infotainment system I can most likely get on almost any smartphone these days. The lack of display actually made it so that I could enjoy the moments of riding through the Florida countryside, making it a more visceral riding experience. It was what I would imagine it would be if I just used my cell phones to make calls. I assume I would be able to appreciate the moment more often and be less distracted, but still, have the comfort of knowing I can make a call. The Electra Glide Standard has all the performance features needed for a great touring motorcycle at a price that is well within range for most. It hits the core Harley-Davidson demographic who are looking for something basic but don’t want to sacrifice performance as well as the customizer who wants a new platform to take their build to the next level. At $18,999 plus $795 for ABS, this is sure to be popular with a lot of riders.
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1. Missing Flame On Tank. 2. Missing Country Bar. 3. Larger Front Rocker Bolt, 4. Extra Bolts In Air Cleaner. 5. Smaller Fins On Reaer Cylinder. 6. Missing Clip Pulls On Front Pushrod Tubes. 7. Extra Screws On Points Cover. 8. Missing Hole On Brake Arm. 9. Missing Bolt On Nose Cone. Phillips Head Screw On rear Rocker.
FIND TEN DIFFERENT THINGS ON ROADSIDE’S CHOPPER NO THERE ISN’T ANY REAL PRIZE, JUST SOMETHING TO DO WHILE YOU’RE IN THE CAN.
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o
nly the good die young” and “friends till the end” have to be two of the most understated sayings I have ever heard, and still today I have yet to understand the true meaning of either. Some of us are lucky enough to still have our childhood friends, and then there are those who have had to say goodbye way too early. To me, early can be at the age of 17 or the age of 95. Do the math, it never works out nor should it. Doug Walter of Bellport New York happens to carry both of
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those thoughts with him every day through the memories of the life and times of his best friend Bob and his 1950 Panhead. I first ran into Doug at a local art show as I was showing at he blasted by on this very cool 1950 Panhead you see before you. As I watched him upset the “elders” with the roar from his pipes my first thought was, killer bike… shame he didn’t stop. An hour later he was in my booth, and we were talking bikes. I mentioned to him a killer Pan I had seen earlier, and to my surprise, he proudly
told me that it was his. As we continued to talk, we both found out we were from the same town and had never even crossed paths. Not wanting to let a good bike go, I told him I wanted to shoot his ride and the deal was done. Time would pass after a very good shoot, and like all features, the story behind the bike would now need to be told and shared. All our rides have beauty and secrets of their own, but oh my just imagine the stories could all be told...
Article And Photos By: Mark Velazquez
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This story is short and sweet but packs a punch to remind us that through good times or bad, all things happen for a reason. As we talked, Doug told me of a 20-year friendship that he and Bob shared. Many a day was spent together on the road. Life was truly good. Bob was like that older brother kind of guy and for Doug, that was just fine. Like all of us that ride, that one project bike always seemed to come along. For Bob, it was a 1950 Panhead he had gotten a hold of that he wanted to restore to look like the “Billy Bike” that Dennis Hopper rode in the 1969 classic “Easy Rider.” Doug watched Bob struggle with trying to make this happen. Going from builder to builder on the Island for help, it seemed that Bob just kept hitting a brick wall with no success. It was then that Doug suggested that Bob bring the bike to a guy named Charlie who ran a shop called, you guessed it
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“The Bike Shop.” Charlie took in the project but within a month’s time Bob lossed his life in a fatal bike accident. Now a labor of love, Charlie continued to work on the bike, knowing this bike just had to get done. And on just about what would be the first anniversary of Bob’s passing the bike was complete. During this time Doug had taken ownership of a Fatboy that Bob had owned and to be honest really did not see much of the Pan at all after it was completed, for Bob’s wife took the bike and tucked it away. Five years would pass, and Doug was now about to turn 50, and just before his birthday, he received a visit but from none other than Bob’s wife! It was told to Doug that Bob’s son was about to have a baby and funds were needed, so the Pan was going up for sale. Knowing how close the two men where, she asked Doug to make her a fair offer knowing that he truly was the only one that should own this bike. Well,
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THE GOOD DIE YOUNG TECH SHEET Owner: Doug Walter City/State: Bellport NY Builder: Don T. Year: 1950 Model: Panhead Value: Priceless Time: 6 Months Engine Year: 1950 Model: Panhead Builder: Don T Ignition: Displacement: 74” Pistons: Heads: Harley-Davidson Carb: Bendix Cam: Andrews B Air Cleaner: Exhaust: Open Shotgun Drags Primary: Closed Chain Transmission Year: 1950 Make: Harley-Davidson Shifting: Mouse Ttrap Clutch Frame Year: 1950 Model: Straightleg Harley Rake: 35° Stretch: A Little Front end Builder: Harley-Davidson Type: Wide Glide Triple Trees: Harley-Davidson Extension: 4” Wheels Front Wheel: Spoke Size: 21” Tire: Avon Front Brake: Single Piston Harley Rear Wheel: Spoke Size: 16” Tire: Avon Rear Brake: PM Dual Piston Paint Painter: Color: Root Beer / Yellow Type: Graphics: Flames Chroming: Accessories Bars: Drag Bars Risers: 6” Hand Controls: Foot Controls: Harley Forward Gas Tank(S): Peanut Oil Tank: Chrome Horseshoe Front Fender: Chrome Rear Fender: Flat Trailer Chrome Seat: Headlight: Chopper Tail Light: Tombstone Speedo: None Photographer: Mark Velazquez
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the offer was made, and call it magic, karma, a little bit of 50/50 luck and a little help from his Mom with a very special birthday gift, the bike was now Doug’s! With other bikes now in his stable, this will always be Doug’s feel-good bike. For him he knows this is the one that put him on a better path, or should we say the road in life. If you noticed we have said very little about the build, sometimes it is what it is. Sometimes the moving parts are just what they are, moving parts, just know that these parts move with the best of them. So maybe not your normal feature story but hey this is not your normal story period. For better or for worse all of stories come with lessons to be learned. And for Doug Walter and Bob, we will let them keep this little mystery ride and story between them. We have shared enough.
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spring breakout j&p cycles gets you and your bike ready
w
ith spring right around the corner, it’s a good idea to go over your favorite two-wheeled machines to get it sharpened up and ready to tear up the streets when the weather gives you the first opportunity. If you properly winterized your bike most of this list will probably already be taken care of. But if you’re like me, you’ll probably ride to the bitter end of the season, end up basically stopping riding when the weather forces you to, and that doesn’t result in the bike not being properly put away. So, here’s few things to do to make sure your first spring rides are worry-free and enjoyable. Battery Maintenance - If you didn’t put your bike on a battery tender for the winter, you should immediately
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Article And Photos By: Patrick Garvin www.jpcycles.com do so. When you do finally get the opportunity to ride the ultimate buzz kill is pushing that start button and
being greeted with a “click” instead of a roar from an engine. It’s also good idea to swap out your battery for a
fresh one every few years. If you notice it not holding a charge or dying easily, it may be time to drop in a new battery. Tires - The single most important thing you can do for your tires is to keep them properly inflated. And if your bike has been sitting for a while, I can almost guarantee they have lost tire pressure. If you look on the sidewall of your tire, you will see the recommended psi. You may have to roll your bike a bit to find it on the tire, and the tire companies always use the smallest print possible but trust me it’s on there. Also, make sure you check both tires. They can vary in recommended pressures. Fluid Changes Oil/ Primary/Transmission - If you didn’t do these before you put your bike away for the winter, you definitely need to do them now. The last thing you want to do is start cycling dirty oil from the previous year through your bike. Take the time to change the engine, primary and transmission oils. Your bike will run better, and you’ll have peace of mind for those first spring canyon carving sessions. Brakes - Most of the time you don’t think too much about your brakes until they aren’t working properly and then it’s too late. Take a peek in the calipers and make sure your brake pads still have life left in them. If they are under half way worn it’s a good idea to throw on some new sets of pads for the season. Also doesn’t hurt to give the rotors a good once over to make sure they are in good condition. Clean Bike - Besides making your whip shine like a new diamond to start the riding season, it’s not a bad idea to give your bike a quick bath before riding it to help find potential leaks. There’s a chance your bike
could have developed a leak during its wintertime hibernation. If the bike is still holding dirt and road grime from last year, you may not see the leak right away. If the bike is clean, you’re more likely to see the new leak. Air Filter - It’s a good idea to open up those air boxes and intakes to make sure a rodent hasn’t taken up residence in your air cleaner. Your bike inhaling a nest of some sort isn’t going to go over well. If you have a stock air filter, I highly recommend a upgrade. Stock filters don’t flow well and wear out pretty quickly. A good high flow filter not only adds performance but they can be cleaned and reoiled for a lifetime of use. If you have a high flow filter now is a great time to wash and oil it. A task easily accomplished with a recharge kit. New Gear - Again, if you rode your bike until the last possible moment last year you probably didn’t properly store your gear either (I didn’t). So get out your helmet, gloves, and jacket and go through them. Wash the bugs off, check for holes and wear and generally give them a good scrubbing. If you have worn out gear now is the best time to replace it. All the latest and greatest gear is dropping right now; it’s a great time to upgrade with some fresh 2019 pieces. An easy Saturday afternoon and a few golden sodas later you should be able to knock all the riding prep out of the way. Hopefully by the time you read this the weather in your neck of the woods is cooperating, and you’re on the road. Happy motoring in 2019.
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Article And Photos By: Josh Elzey
T
he infamous Full Speed Ahead show recently reappeared in New England. It was hosted by Choppahead, who really knows how to throw a gig. The party started Friday night on the U.S.S Salem deck with Crown of Thornz headlining. The CA-139 is the only preserved U.S. Naval Heavy Cruiser around and is located in Quincy MA. the event proceeds are dedicated to the upkeep of this historical icon.
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“Where’s the Some of entrance to the exit?” Giveaways were provided by sponsors, Narragansett Beer, and Tiki drink from Blackheart Rum! There’s nothing like starting an event with big guns! ‘The Hangar’ in Weymouth MA was used to host the main event. The Hangar boasts 35,000 square feet so there was plenty of space. A stage was placed in front of the plane hangar facing the show
entrance. There were three hot rod featured builders on one side of the stage displaying a Millwork’s Roadster, Paul Varley’s Sedan, and Jon Centracchio’s purple coupe; all in 1932 Ford styles. The opposite featured bike builders showcasing Barnstorm Cycle’s new creation, Steve Sheldon’s of Troyfab 1966 Triumph, Pasquale Isaacson’s 1976 shovel from NY, Eric Webb’s 1979 ‘Violet Offender’ from SoCal, and a
Hardtimes Chopper pick for feature Nate Haskin’s Yellow 1980 Chop to name a few. Nearby was an area for choppers and hot rods with spillover in another lot which was lined with premier vendors — There was plenty of parking for those not meeting the choppers and Pre-70 guidelines. To the delight of attendees, tunes were belted out during the day by Tsunami of Sound, The Hi-Ends, and Horror Business. A couple of rad food trucks were on hand with amazing food, beer vendors, and you could even get a trim at the Holy Black booth. The event host awarded trophies to the best customs and choppers on the lot. And believe me there were some mind-blowing art on wheels in attendance. Jeff Wright of FTWCO/Church of Choppers chose Scot Murphy’s motorcycle for his personal pick. Murphy walked away with a vintage like trophy plus one grand. Scot’s black and low bike was built 40 years ago and sported some amazing paint by David Perewitz. Other giveaways were a leather tooled flask made by Wild Belle for the Choppahead employee mullet contest winner! Don MacMullan
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ended up taking this home after a coming out on top in a close call judging by the spectators resulting in a tiebreaker called by mullet expert Dallas. Counter Balance Cycles provided a solo seat and p-pad, The Speed Merchant with hats and pegs, and Lowbrow Customs with plenty of gear were just some of the highlights. Shane Ronnie won the adventure motorcycle trip through the Himalayan Mountains provided by Old Bike Barn and Himalayan Heroes. They prescreened some of this trip from an upcoming short film at the pre-party on the U.S.S. Salem. Nothing could top the custom blue FLH Shovelhead by Choppahead Kustoms! Danny Perry was the lucky winner of this raffle. A portion of all the proceeds from the event was donated to Home Base, a charity for returning veterans. The overall event atmosphere fit the core of what New England is right down to the bikes, hot rods, drinks, music, and good times had by all that were part of it.
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one man’s opinion if it’s on the internet, it must be true
Article By : Howard Kellu Article By: Howard Kelly
d
epending on your age and how recently you became a hardcore Harley guy will determine whether or not you know who I am. If you’ve been around a while, then you know I used to be the Editor In Chief of HOT BIKE Magazine at a time when it was regularly 300 pages a month. I was, at the time, the guy that could make your career in the business with a cover feature. As a little side note to that fact, I had 12 best friends a year and 237 people that thought I was an asshole—well, sometimes 13 best friends if we did a special issue. Why does that matter? Because before the internet, and especially before Instagram, being on the cover of a magazine, or even in it, was a huge deal. I watched the motorcycle internet come to life in the late ‘90s and early 2000s. And for about the first seven minutes it was a concern, then I quickly realized it was over loaded with bullshit. When we put out an issue of HOT BIKE, we had to actually be responsible for what we said because it lived on forever. If I tested a motorcycle and said it had a problem
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with the steering geometry or the paint quality was substandard, if it wasn’t true, a manufacturer could sue us for libel because our words were in print— forever. We had a physical address, a parent company, insurance, payroll and all those things that meant we couldn’t just pop off with whatever lies or blather we wanted. We had a level of responsibility to the readers, the industry and yes, advertisers. Simply put, we had to be legit, and that was why the best custom builders in the country wanted to be on our covers—it meant something. The internet was, and is, anonymous. When you posted on an Internet bulletin board back in the early days ranting about a crappy part or product that you hacked up installing in your garage without proper tools, and you posted your name as BIGBALLSVTWIN or some such small-dick cartoon name, you couldn’t really be tracked down. You could say whatever you wanted with no regard for the impact you might have on a business, people’s jobs, or a long term impact on a business from your short term f#@k-up trying to save a few bucks in your garage. We went
to professional shops and showed how quality, skilled mechanics with the proper tools installed that part the right way and wrote good things about how it worked because it was done properly. That is when BIGBALLSVTWIN would jump on his computer in his mom’s basement (some things have not changed) and accused us of being advertiser sellouts, and all the other basement dwellers would jump in cheering him on. Yet, the truth, as we printed it, was that the part was good, but yes, you needed the $300 tool to install it properly. Fast forward to 2017/18/19, and the Instagram crowd is dominating the news cycle. Guys on Dynas and FXRs doing wheelies—I had that in the magazines back in 1996—and influencers getting paid to tell you how great part ABC is. What do they have to lose by lying? I am not saying they all are lying, but if I give you three sets of handlebars, a jacket and ten t-shirts from my company, are you going to say my stuff is the best or the crappiest? What are the credentials of the guy/girl telling you the best energy drink to buy? Did they buy 10,000 followers or did they earn them with
work and knowledge? I am not saying you have to grow up on motorcycles to be a valid source. However, wouldn’t you rather know the person providing you with technical information or product tests has actually ridden a motorcycle for a while, or do you want your knowledge provided by someone who bought a bike to be internet famous? Please understand, I am not trying to completely bash the internet and social media, but I am saying that everything you read on the internet isn’t true—just because you read it on the internet. Want proof, look no further than our current mainstream news cycle. Lies get printed, proven to be lies and the next day they are gone because of our 24-hour news cycle. The world is onto the next crisis and the lies of the day before, are gone—how many internet sites, influencers, and personalities have done the same thing in your lifetime. I used to piss off hundreds of thousands of people a month when I was doing the magazine because I would write editorials that challenged their mob mentality thought. Many
times, I wrote about how stupid loud pipes were when you acted like an idiot. I used to get letters—remember those? —and then emails about how loud pipes saved someone’s life, blah blah blah. Well, unlike many influencers, I actually rode/still ride
a motorcycle every day. And I gave a crap what people thought about motorcycles, so I asked my readers to not be assholes late at night setting off car alarms, or not have bikes with no idle circuit (that is sarcasm) that forced them to constantly rev their bikes up for attention in town. I reminded them
that the sound of your motorcycle is behind you and being visible in someone’s car mirror was much better than being loud once you got over 30mph. Why did I do this? Because I wanted my readers to think about riding for a lifetime, not for the current news cycle. There are only a few motorcycle magazines left these days. I suggest you start buying all of them and make sure they stay in business because really, do you want to learn how to install a new cam bearing from some guy in three pictures on Instagram, or a YouTube video that conveniently edited out the part where the guy completely hacked things up, or do you want to get a step-by-step story about how a professional mechanic does it? Those influencers and internet heroes, if they are really good at what they do, will be in those magazines, doing it right, or, more importantly, they won’t be in the magazines. Then what will you believe? -- Howard
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s
hovelhead in a four-speed frame – some men have been known to be obsessed with this combination. However, in recent years, the shovel combination seems to have been ignored. Most seem to be opting for Pans and Knucks while a perfectly good running Shovelhead can be had for the price of a decent set of tank shifter tanks. A well-built Shovel will run circles around those other motors and as is demonstrated by world-renowned Master of Ceremonies Roadside Marty’s latest build, can be built into
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a righteous chop at a price that is still fun. Marty, a man who has allowed thousands of pairs of puppies to breath at events up and down the east coast, knows what he wants when he builds a new ride .With this one, he has allowed the venerable four-speed frame to set the tone for the rest of the build. Swing arm frames, in general, have an ugliness rating that warrants them to either be covered up or just replaced with a hardtail because although a definite engineering element, it was never really addressed as a design element. Alternatively, with the four-speed frame, it is a
Article By: George The Painter Photos By: Michael Lichter
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design element and can either be exposed like a Superglide, or you can hang a bunch of shit off it like the Shovelhead FL’s. It won’t be an eyesore either way. Try that with a stock Twin Cam frame, and you’ll get the idea. Marty started this build with a four-speed frame in good shape. He sent it to Jeremy at LC Fabrication where the stock frame went under the knife and four inches up and two inches out were added. A six inch over 39mm front end was used up front and the sports machined lowers were done by Steve McDonald of Gorilla Fabrication. He is also responsible for the spacers holding the Led Sled Invader styled wheel. There is one in the rear to match. The motor is a stock 80 cubic inch 79 Shovelhead that Marty blew apart. He had the cases, heads and other aluminum engine pieces polished by Elite Polishing. The build runs a stock ratchet top trannny. Elite is also responsible for the polished trans case and covers. A Super “E” carburetor held in place with FN’A tight seal kit provides the fuel. The spark is provided by a simple points set up. Spent gasses are handled by a chrome Thunderheader that ends next to the Chrome swing arm which is suspended by stock full cover shocks. A stock polished inner and chrome outer primary cover, house a stock clutch and primary drive. A stock configuration starter was incorporated along with a Super Glide kicker for those mornings when a button is a whole lot nicer to have. Because it was running without a brake up front Marty got serious with the rear stopping power. A four piston Performance Machine caliper is hung around the 11.5 inch full floating rear rotor via a Fabricator Kevin one-off rear caliper bracket. Biltwell bars hold a simple throttle and clutch while the foot controls are 2000 and up Softail with Fabu-lous Kevin adapter plates. The foot pegs and hand grips also by Biltwell. A 2.5-gallon flat bottom King Sporty tank was supplied by
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Lowbrow Customs and sits high on the altered backbone. Out back a repop Crazy Frank rear fender was made by Old Glory Handcrafted. Having heard all the noise about the repoped fender Marty is quick to point out that the fender on the bike is far superior to the originals and came with the sissy bar and seat pan. The seat was upholstered by Curt Green of Bare Bones Leather. The sheet metal was sprayed by
Darren Williams at Liquid Illusions. It is sprayed with “Roadside Marty” flames over a black base. The traditional flame job leaves a strong, appealing impression whether moving or on the kickstand. Originally Marty built this bike for Michael Lichter’s Passion Built show which has now come and gone. This isn’t a bike Marty is planning on selling. With the four-speed frame, good looks and comfortable swing
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FOXY LADY TECH SHEET Owner: Roadside Marty City/State: Pensacola Fl Builder: Roadside Marty Year: 1979 Model: FLH Value: $20,000 Time: 3 Months Engine Year: 1979 Model: FLH Bulder: Owner/Shelton Davis Ignition: Points Displacement: 80cu Pistons: 30 Over Heads: Stock Carb: Super E Cam: S&S Exhaust: Thunderheader Primary: Stock Transmission Year: 1978 Make: Harley-Davidson Shifting: 4 Speed Ratchet Top Frame Year: 1979 Model: Shovel Rake: 4 Up Stretch: 2 Out Forks Builder: Roadside Forking By Frank Tubes Type: Triple Trees: Extension: 6 Over Wheels Front Wheel: Invaders Led Sled Size: 21” Tire: Dunlop Front Brake: None Rear Wheel: Invaders Led Sled Size: 16” Tire: Dunlop Rear Brake: PM Fab Kevin Caliper Bracket Paint Painter: Liquid Illusions Color: Black Type: Graphics: Flames Polishing: Elite Polishing Accessories Bars: Biltwell Risers: Hand Controls: Stock Foot Controls: 2000 Softail W/ Fab Kevin Adapter Gas Tank(S): Biltwell King Sportster Oil Tank: Stock Front Fender: Rear Fender: Old Glory Handcrafted Seat: Bare Bones Leather Headlight: Swap Meet Special Tail Light: Old Glory Handcrafted Speedo: None Photographer: Michael Lichter
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arm ride, you can bet you’ll be seeing this bike around the scene. Marty would like to thank a few folks for helping get “Foxy Lady” on the road. Steve McDonald from Gorilla Fabrication, his Dad the Might Shelton, the two Zacks from Ft. Walton and of course his better half SueAnn for being patient and supportive through it all. So, dig those swing arm frames out from under the workbench and build a cool sled and remember, unfulfilled subscriptions is mail fraud. Have a nice day. “GTP”
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had the pleasure of speaking to a fellow long-distance rider and chopper enthusiast by the name of Bob Marshall last week on his podcast called American Road Runner. American Road Runner is also the name of the book he recently published that chronicles his experience during a race across America called the Stampede, a race that sadly no longer exists. Many of you may remember this event, but for those of you that don’t, it was a no holds bar, highly illegal chopper race from coast to coast. The rules were fairly straight forward; your motorcycle had to be a true chopper, meaning hardtail, rigid mount motors, no windshields, no saddlebags, and no chase vehicles. There were some other basic rules beyond that, but these were the heavy hitters. During our recorded conversation, which, by
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Article And Photos By: Charlie Weisel
the way, I still find the concept that anyone thinks I’m worth listening to very strange, we discussed not only the book, which you all should buy and read, but we also discussed the overall idea of high speed choppering and what that means to us. We both agreed that it is certainly not the most practical way to do long-range travel, nor is it the most comfortable, but is, without a doubt, the most fun. What do I mean by “high speed choppering”? I mean putting yourself and your bike through the paces by accomplishing what most think is impossible on bikes like ours. One specific example is the always classic 1000 in 24 marks…1000 miles in 24 hours. Another more brazen milestone is 1500 miles in 24 hours, a challenge I’ve yet to take on but look forward to doing. What’s the point of all this one might ask? This certainly is a valid question and one that will make people question your sanity if you choose to tackle these challenges. This topic came up the other day among a group of my friends as we were discussing ridiculously long routes that we could turn into a race. Half of us were up for the challenge while the
other half didn’t understand why we would even want to do such a thing. They agreed that leaving early and meeting up at a campsite would better suit their desires. The rest of us love the idea of seeing how far we can push ourselves, leaving the real question… why?? I think at the end of the day, all jokes about being masochists aside, we’ve come to understand the benefits of daring to achieve the near impossible. It is in the moments along the way when your back and arms are screaming in agony, when all you want to do is pull into a rest area and sleep or when you’ve overcome your tenth breakdown, and it seems like the world is against you that you find yourself being forced to either succumb to the pain and quit, or grit your teeth and push through. It is the pushing through, the mental gymnastics taking place in our sleep deprived and exhausted brains, where we find a level of peace and calmness among the screams. I’ve had these moments, and it is a very strange place to be, almost spooky. Everything in your being is screaming at you to stop; everything hurts, you start to think logically about the very
real level of risk involved, the safety issues that are quickly becoming a priority to mitigate. These are legitimate concerns that should not be taken lightly and adversely are possible to defeat. The trick is to dig through the mental muck, claw through the part of your mind that is telling you to quit and find that quiet, more subtle voice that is telling you to dig deep and press on. It is typically the quiet voice in the corner that has the right answer, not the loud mouth screaming at the front of the room; the same goes for the thoughts in your head. Find that peaceful, soothing voice that is subtly convincing you to keep going and bring it to the forefront of your thoughts, let it speak and let yourself listen. Doing this will then allow you to focus on your body, focus on the pain in your shoulders and your hands and just sit with it, be ok with it. Pain is a part of the process and, I think, the most important part. I find that spending my time focusing on the pain, each particular body part that is on fire, to be meditative. I start with my hands, wiggle my fingers a bit to get the blood flowing and loosen the joints. I then move up to my elbows and shoulders by
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lifting one arm at a time above and behind my head, letting my hand hang behind my back. I’ll then roll my head around to loosen my neck, often simply turning my head side to side to stretch out the muscles that have been fighting the wind for hours. From here I will focus on my legs, lifting one leg at a time from the floorboard and rolling my ankles and bending my knees. This is a routine I will go through nearly a hundred times throughout a thousand-mile day, sometimes I will go through it
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quickly, and other times, when the road allows, I take my time and enjoy it. In between stretches, I will focus on sitting still and calm, nearly the opposite of stretching. I focus on each body part and try to relax it. I focus on not moving anything and allowing the pain to wash through me until it is nearly soothing. This, I found, is truly meditative, when you can make everything go quiet, if only for a moment. The mind is at rest, the body at ease. This is the moment of pure bliss.
It is these routines that keep me going and keep my mind and body active while simultaneously sitting stagnant atop a motorcycle at 80 plus miles per hour, mile after mile. I’ve learned almost to enjoy the pain, primarily because I know that the mental strength I will gain from it is something I can apply to all aspects of my life, making me a more confident and resilient person. This is also the reason why I so often preach the benefit of pushing yourself beyond your comfort zone and stepping into the unknown. Whether that challenge, for you, is a 1000-mile day or your first solo three-day weekend ride, there will be a valuable lesson to be learned. More often than not you won’t know what the lesson is until it is presented to you in an often jarring way. Today is your day, go out and push the boundaries, seek the unknown and live to learn more about yourself. Bob Marshall understands this almost more than anyone I know. He’s been there and done it, and his new book goes into great detail about the trials and tribulations of such lofty endeavors. He’s been through the paces and pushed himself through one of the most difficult races a person can take part in. If this sort of thing interests you, a guy like that is worth stopping to listen to. The fact that he loves to share his experiences and is excited to hear about yours presents the perfect recipe for a stimulating and motivating conversation. Want to learn more about high speed choppering? His exciting new book, website, and podcast is geared almost specifically to this style of riding. I highly advise you check it out. Furthermore, after you have pushed yourself to the limit and want to share the story about your experience, you can do so on his website at americanroadrunner thebook.com. On this website, you can also purchase his new book and listen to his podcast. Follow Bob on Instagram @americanroadrunner as well to stay up to date with his whereabouts. As always, you can also stay up to date with my travels on Instagram @ charlietravelingchopper
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f you recall, a few months back I did an article on the engine build I did on Fleeing & Eluding. If not let me catch you up a bit. I had recently pieced together a 2009 Sportster 1200 that was a theft recovery caught in a pursuit (hence the name). After getting it together and riding it a bit, I was trying to decide what to do with it. A Hot Rod kept sticking in my head. I had used Zippers Performance before on Big Twin Engines and was highly impressed with the work they did and the power they made, so I gave them a yell to see what they could do for my Sportster. Dan and the crew at Zippers, CNC Ported my heads, bored my cylinders .010 over, and built a set of cams. They also supplied adjustable pushrods, a high flow air cleaner, high compression pistons, a tool they designed to clearance the cam chest for the high lift cams, and a lot
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Article And Photos By: Matt Reel of advice. With all that together there was no way the stock ECM was going to be able to supply the needs of this engine. Zippers steered me toward ThunderMax. ThunderMax is another company I’ve used before and have always been impressed with. They supplied one of their auto tune ECM’s. The unit is a direct replacement of the stock and just takes a few functions on a laptop to set it up. Here’s how it went on Fleeing & Eluding:
Here is what you get in the package. The ECM, new O2 sensors and sub harness, some zip ties, and not pictured instruction sheet with good color pictures and a software disc for your computer.
I started out by installing the new O2 sensors. If your exhaust is not equipped with sensor bungs a set can be acquired from your local shop. If you’re not 100% confident in your welding skills have a qualified
welder install the bungs for you. The slightest air leak around the bung will throw off the readings and the tune.
The plugs on the new O2 sensors are a bit larger than the OEM units. While this isn’t really an issue on bigger bikes, it requires some creativity on the Sportster. ThunderMax actually includes detailed instructions on routing the wires on the Sportster to make hiding things easier.
To tune the ThunderMax, you must connect to it via a USB cable. Due to the location of the ECM on this model Sportster, this is nearly impossible. To remedy this ThunderMax includes a remote wire you add to the harness. Don’t be overwhelmed by taking the ECM plug apart; it’s a pretty simple job.
The ThunderMax can now be plugged into the factory harness and the O2 harness and installed in the factory location.
With everything back together you can now connect to the ThunderMax and start programming. I recommend keeping a battery charger on the battery throughout this. I was lucky enough to be able to take my bike to Zippers Performance for some fine tuning. The kit they put together for me had some changes from their standard Super Hammer kit, and they wanted to build a map for it there. With all your motorcycle and warranty info typed in you can now find a map that best matches your modifications and load your map. Tip: first find your engine displacement in the list of prewritten maps and right click on it. This will display all the maps for that engine. Next do the same by right clicking your cam grind, exhaust, etc. If you don’t find an exact match something close should get you going, the beauty of auto tune.
Right away the ThunderMax code reader function and gauge display became very useful. After installing my Map, the engine would not fire. A quick review of everything found a bad engine head temp sensor. Notice 40 degrees on the gauge. While the engine had not yet been fired it was a hot day. The sensor had the ECM turning the fuel way up for a cold start. That was quickly fixed, and the engine was running smoothly.
Starting out with a Super Hammer map Bobby tuned the fuel map in RPM increments until it was dialed in perfect. While this was done on a dyno, the same tune could be have been reached by simply riding the bike and running the auto tune function every few rides.
So here it is. 97 hp and 82 ft/lb. of torque out of a 1200 cc engine. Remember it was only bored .010, so no big displacement gain. The engine also only had a couple of hundred miles on it and was still seating the rings. Fully broken in with some timing changes it should be in the triple digits.
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Article By: J. Ken Conte Photos By: Garret Stanley
c
hris Moos is a name, which you may or may not be familiar with because he has been the man behind the curtain for many years, until now. Chances a r e that you have seen his work on a number of builds over the past several years or perhaps even on Discovery Channel when he was a part of Misfit Industries. Over the past several years, as with a lot of talented builders, he struck out on his own
and created Moos Craft, to service his high-end motorcycle, automotive and custom fabrication clients. Where did he start? When he was in high school, he started to see that he had a talent for fabrication and mechanics and used that to get numerous jobs, mostly in the mini and low-rider truck market. Fast forward to developing almost all the parts for Misfit Industries, just a few years ago, and traveling across the country to
promote it all while building groundup customs to showcase Misfit’s newest parts. All this took a toll on various parts of his life, including not being able to build a bike of his own. He had a Dyna frame at the shop and a Road King motor, it was a start, although, in the end, it looked nothing like a Dyna, and you would be hard pressed to find anything on the Dynot that looks anything like a Dyna… hence the name Dynot.
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Chris had gotten used to building everything from scratch and could not stand the idea of just slapping a bunch of parts together and calling it a custom. He knew he wanted to use the 26-inch wheel and triple trees that he had developed but wanted to make as much as he possibly could. People have always challenged big wheel bagger guys that they don’t handle well. What better way to test that theory than take a bike that is significantly lighter and build it to be ridden like a bat out of hell with a 26-inch front wheel? When you look at the bike, it doesn’t even look like a 26 on the front because Chris is so good at proportion, that includes all the bikes, cars and trucks he has built over the years. The styling began just two months before it was going to be presented at the 1st annual In Motion Show presented by Cycle Source at the Lone Star Rally in Galveston Texas. He had an idea of what he wanted the tank to look like, so he began his quest on Craigslist
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and found a cache of tanks close by. He found an old 76 Yamaha RD tank that looked pretty clean on the inside, not too much rust or flake. He struck a deal for $50 and rode home happy knowing he had just saved himself a lot of time because the tank was in such good shape. Once back at his shop he proceeded to etch the inside and to his surprise he found a softball size ball of resin. He had to cut the tunnel out, and the custom process had begun. It was a race to the finish in more ways than one. Chris had a specific look he was going for; he wanted it to have burnt bronze finish and knew just the person to help with the powder coat. His girlfriend Krystal Hess happens to be a very experienced powder coater. As Chris worked on fabrication, he had the motor built out to a respectable 117” with a super hot set-up. The transmission was another Craigslist find. All the parts were falling into place, except there just weren’t enough hours in the day. Chris had gained a lot of
respect from the industry, and a few fellow builders stepped up to help him get it done including RJ Powell and Nick Beaulieu. Even though they had bikes of there own that they were entering in the In Motion Show for the chance to win $10k cash, they were willing to help a colleague and brother out. What had started out as a personal journey to finally build a bike for himself had turned into something much greater. The bike was almost buttoned up, but it was time to leave for Galveston, a 7-hour drive. The bike didn’t have oil lines and had not been wired. Chris hoped that if he stayed in the trailer while Krystal drove he could use the trailer lights and the light from his cell phone to finish up. He got into the trailer, Krystal closed the door, and in less than ideal conditions, Chris proceeded to get to work, He got the oil lines run and had been updating Krystal and the Cycle Source crew regularly. A motorcycle wiring harness isn’t a lot of fun, but he had wired so many cars, trucks, and bikes that he thought he
could get it knocked out. As he sorted through it, he realized that he didn’t have the right connectors for the electronic compression releases. He started calling dealerships on the way. They still had few hours before they would miss the cutoff for the builder’s shakedown ride. He didn’t want to give up, but it was coming down to the wire. Ultimately a few hours out of Galveston the truth had revealed itself. Chris had been awake for over 48 hours straight with just a few breaks to practice transcendental meditation, which fueled him, but he was running on empty. In a final epiphany, he realized he could not procure the connectors needed and get to the shakedown ride. Krystal hadn’t heard from him in a while and had tried calling. She was concerned that maybe he had gotten carbon monoxide poisoning when in reality his phone had gotten stuck under some packing foam. She pulled over expecting the worst. When she opened the door, he told her the bad
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DYNOT TECH SHEET Owner: Chris Moos City/State: Denton, TX builder: Owner Year: 2018 Model: Dynot Value: Priceless Time: Two Months Engine Year: 2012 Model: Harley-Davidson Builder: Revolution Perf./JBC Perf. Ignition: Thundermax ECM/ Accel Coil Displacement: 117” Pistons: 1cc Domed Heads: Revolution Performance Carb: HPI/58mm Throttle Body Cam: Drago 657 Air Cleaner: HPI Velocity Stack Exhaust: Royal T Racing Primary: H-D W/ EMD Cover Transmission Year: 2006 Make: Harley-Davidson Dyna Shifting: Foot Shift Frame Year: 2018 Make: Dynot by Mooscraft Rake: 30° Stretch: 1.625” Up/0.750” Out Forks Type: Ness Lowers/Top Line Tubes Builder: Mooscraft Extension: 0 Triple Trees: Mooscraft 8” Short Neck FLH Suspension Model: Legends Axeo / Revo SwingArm: C&S Aluminum By Garwood Rear Axle: MJK Wheels, Tires, Brake Rear Wheel: Metalsport Size: 26” Front Tire: Metzeler 888 Front Brake: Metalsport/Brembo Caliper Rear Wheel: Metalsport Size: 16” Rear Tire: Metzeler 888 Rear Brake: Metalsport/Brembo Caliper Painting Painter: End Fab Color: Hyundai Bronze, Black Type: House Of Kolor Graphics: End Fab powder coat: Krystal Hess Accessories Bars: Mod. Biltwell / Brass Balls Risers: MJK Hand Controls: CRG Foot Controls: Hammerhead Arms/Brass Balls Fuel Tanks: 76 Yamaha RD200 Front Fender: Led Sled / Mooscraft Rear Fender: Led Sled / Mooscraft Seat: Hix Designs Oil Tank: HD Headlight: Oracle Cree LED Taillight: LED Strip Speedo: None PHOTOGRAPHER: Garret Stanley
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news, which he had been mulling over and had come to a place of acceptance: the bike would not be done for this show, and it was ok. It was a valuable lesson in acknowledging that it was more about the journey than the destination. All builders learn a lot when building a bike, and when the bike is done, that’s typically the end and can be a bit of a melancholy time. Chris and Krystal showed up at Galveston with a non-running bike, but displayed it anyway, knowing it wouldn’t be in the running for the In Motion prize. It was very well received by everyone, and all the builders, who had been there at one point or another understood as only another builder can. Public recognition was just a few months away when Chris did finish his bike and show it at the IMS championship in Chicago, where it won a place in the winner’s circle and came in 2nd only to his girlfriend’s Motorcycle Missions bike. The following summer he rode it to Sturgis and has put over 5000 miles on it, showing that not only does this bike look stunning, but it can also be ridden…a long way.
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’ll level with you readers this month. Deadline time has come for me once again; I’m getting polite but stern texts from the First Lady of Cycle Source regularly. Even though I start thinking about my monthly column about two weeks before the deadline, this month, I couldn’t come up with anything. With the deadline drawing near and my main focus being an insane timeline to repair and sell three of my motorcycles within the next two months, I was starting to get a little worried. You see, the column I wrote last month was all about the Daytona TT. All new layout, all new season, all new riders and all new teams. That’s exciting stuff! Daytona has come and gone by the time you are reading this, but in magazine deadline world, the race hasn’t happened yet, so I have no other information or storylines to follow. However, what I do have is a hard drive with years of photos. I’ve
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Article By: Tyler Porter been writing about the sport in some capacity since 2008, so I thought I would open up the pictures folder and let the story come to me. The folder that caught my attention first was labeled “2011 Memorial SPFD Mile”. As I’ve written before, the Springfield Mile in Illinois is not only a must-attend the event, but it always brings out the best in both riders and machine. Being a tinkerer at heart, just good enough with tools to be dangerous as many would say, the technical aspects of the bikes were something I always tried to focus on. In flat track, there’s just this odd mix of world-class builders, tuners and technology along with the shade tree “that otta do it” attitude that shows a lot of grass roots ingenuity. That’s what we will focus on this month. Now to preface everything here, these photos are from 8 years ago. Harley Davidson XR750’s were still the dominant bike, with Kawasaki stealing more and more grid share
each race with their EX650 engine. At this time everybody was trying different chassis set ups. I remember that year, the “must have” Kawasaki chassis was from Scott Performance, and it used a linkage set up much like the Honda RS750 that was dominate in the late ’80s and through most of the ’90s before the Factory Honda squad packed up their toys and left the sport, leaving private teams to fight over the final stock of parts. Flat track is very monkey see, monkey do, and from what I have been told, it always has been.
Still, for the tech geek like me, these photos are still interesting. Everything from sharpie markers on the cylinder head to note which one is which, to some of the coolest machined bits on the planet all to make sure a bike can be whoa’d down in corners. For instance, if you look here,
You see the insane cleanliness of the Scott framed Kawasaki piloted at the time by Johnny Lewis. Note the safety wire on the brake hose and the custom guard over the oil level sight glass. However, for as advanced as these motorcycles are, they still were using manual cam chain adjusters, because the stock automatic adjusters could fail under extreme conditions. You can see the beautiful billet suspension linkage just in front of the rear tire, but then there’s still some mild steel, probably MIG welded exhaust pipes on the bike that look a little less than inspired by NASA. A major departure from the Scott Performance chassis was the “factory” Kawasaki Ninja being piloted by Shawn Russell. While it was built by hall of fame tuner Bill Werner, I think we can all agree here that Bill’s build execution is much more go than it is shown
Here you see lots of hose clamps, lots of “here is where this can fit” engineering and more than a few zip ties. I can assure you that the bike
went fast, but for some people, looks aren’t the most important and that’s what gives professional flat track such a grass roots vibe. Of course, flat track is still nowhere near the “big time” so parts damaged in a crash are typically repaired rather than being replaced as you’d see in other forms of professional racing. Now, who is to say that this bike was “repaired” because maybe they needed to change the brake pedal for rider preference, but either way, you can see here the welding job near the tip of the brake pedal.
Shows another instance of what happens when things don’t quite work out. While looking at this picture you’re probably thinking about the exhaust heat shield, but Jake Mataya rode this “older” twin shock Harley XR750 in the main event that day without a left foot peg for about 20 laps. You may be saying “it’s just a flat track race, you don’t need a foot peg!” Just sit in your chair, hold your left leg off the ground for 12 minutes and also imagine racing at nearly 140 mph and drafting within inches of other riders.
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As trick as the “mud flap” may have been, another team had its own issues the week of the race. The Weirbach Racing team transporter caught fire just days before the race and the team was scrambling to salvage everything they could to go racing that Sunday. Notice the number plates on Mike Labelle’s Honda here, still, smoke damaged from the fire! It’s hard to keep a good team away from the race track. When the bikes rolled through tech, you could still smell the smoke! How’s your left leg holding up? The most controversial part on any bike at this particular race was the “mud flap” installed on Jared Mees’ Roger’s Racing Harley XR750 that day. On the mile, every aerodynamic advantage you can get is a big help, and this carbon fiber “guard” was a hot topic in the pits that day. While Jared’s team contended that it was to protect the tacky Illinois soil from sticking to the quick change eccentrics on the triple clamps, other teams thought it could give Jared the upper hand in a drafting situation. Rules were quickly formed to address the issue, but let me tell you, the pits were buzzing!
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So, when you’re in the pits this year meeting your favorite racers at an AFT event, take a look at the bikes too. We’re lucky to have a sport with
such open access to the fans, so take advantage of it while you can. Who knows, maybe you will spot some cool tech, or maybe even be inspired on one of your custom builds. Until next time, see you at the track!
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t was a lonely little two-lane that meandered its twisting journey through the Ozark Mountains of Arkansas as Jim’s heavily loaded 1992 Electra Glide followed my 1991. Ours was a slow ride through the thick forests that lined the twisting road on this warm summer day. We were on the road to Sturgis and, with weeks to spare, we had no reason in the world to hurry. Having just passed the small town of Mountain View, the day was waning into late afternoon when I decided it was time to find a spot for the night’s camp. Although it was still early, we’d ridden enough, and I was ready to set up home and relax for a while. Since forgotten and overgrown dirt roads often led across uneven ground that would disappear into thick forests, it didn’t take long before both bikes were stopped at the head of one. As is my habit, we walked into the deep path to check the accommodations and make sure conditions would allow the passage of big motorcycles. Dressed only in tank-shirt, shorts and sandals, I led the way through
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Article By: Scooter Tramp Scotty tall grass, and Jim followed. It was a quick sting that hit the back of my sandaled foot, and I thought, Damn! They sure have big wasps around here. As I was contemplating the culprit, Jim yelled from behind, “That’s a fucking copperhead!” I turned to follow his pointing finger. “It ran off a little, but you can see him sitting over there now.” Jim was right. Less than ten feet from us, the poisonous snake sat to stare at us a moment before disappearing into the underbrush. “I think you stepped right on him.” It seemed strange that, after all these years of sleeping in deserts with no trouble, a snake should have bitten me in Arkansas. I’d seen rattle snakes before, but they’d always warned me with a rattle long before I could step on them. The copperhead doesn’t have this ability. I looked at Jim as he stared back with the same unsaid question: What do we do now? Looking closely at the bite, we noted only one fang puncture on the back of my heel. I guessed my sandal strap had deflected the other. Walking back
to the paved road seemed logical. Once there, Jim got on the cell/net for information on this new development. The internet told us that, although seriously poisonous, few people died from a copperhead bite. “But it still says you should see a doctor Scotty.” It really doesn’t feel like a big deal though Jim.” We decided that this wasn’t a good spot to camp at and would find another one before the sun went down. In the meantime we would keep an eye on the bite to see if it got worse.” Less than a mile later, I spotted a tiny dirt road that led up a hill and into some trees. Just as we parked, a motorcycle roared by but we paid it little attention. We walked down the road and found a perfect camp spot. Then we walked back to the road intending to grab the bikes. As Jim searched for more internet info, I sat on the pavement inspecting my swelling foot and calf. Of course, the next question was: Make camp or go to a hospital? Obviously, if we made camp and things worsened during the night, there could be real
trouble. However, I felt nowhere near convulsions or death and said as much. Just as I was leaning towards making camp, a large white pickup truck stopped, the driver hung his head out the window and said, “I came by a few minutes ago on a motorcycle. There’s a big storm coming soon — heavy rain and wind. Our place is less than a quarter mile up the street. I came back to invite you guys to come park under our carport then wait it out at the house. Storm shouldn’t last too long.” I gazed at him, “Really appreciate that, But what about a copperhead bite?” “You been bit?” “Yes.” “You’ve gotta go to the hospital.” “But it doesn’t feel that bad,” I said. “You won’t get the full effect for six to seven hours. “You sure?” “I’m a nurse, and copperhead bites are not uncommon in these mountains. So, yea, I’m sure. Bring your bikes to the house, and I’ll run you to the hospital in my truck.” There was nothing left but to follow him. The house was close, and in no time our bikes sat under the little carport beside a black Honda Shadow. As we stood in the gravel driveway, our new friend introduced himself as Wayne. His wife was at work today, so it was just us guys. Wayne immediately exuded that helpful friendliness I’d noted in almost all serious motorcyclists. I liked him right away. Because of the twisty roads, the truck-ride to Mountain View took a while, and as the vehicle leaned through its corners, conversation came easily. Dusk was settling across the mountains as we entered the hospital door. The place was empty, and I seemed to be the only patient. I was soon thrown into a wheelchair, pushed to a private room where I was laid in a hospital bed. A young guy appeared to check my pulse and take blood. A nurse came with cloth tape measure to wrap around my swollen foot then she made marks with a Sharpie. After that, a tall youngish doctor appeared at my bedside. “How you feeling?” “Not bad considering. Not like I’m gonna die or anything.” “It’ll be a few hours before you get the full effect of the bite,” he confirmed again. This man’s manner was easygoing, personal, and not overly professional. I almost liked him already. He checked my foot while I explained about the single fang mark. “We don’t have the antivenin here,” he said, “and it’s my decision whether to load you into an ambulance for the
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40-mile ride to the hospital that does.” “How much is antivenin?” “Ten grand.” “Sounds like a $50,000 ride to me. I don’t have that kind of money. Listen, I’m inside this body, and this bite doesn’t feel like it’s going to kill me. How about we try to avoid that ride?” I didn’t mention the ache in my heart which, as Jim and I had read on the net, is one of symptoms. “I’m only human,” he went on, “My decisions are not always right. But I sleep well at night because I try to make the absolute best choices for my patients that I can.” Did he really just say that? I immediately appreciated the admission of his human limitations compared to the sterile professionalism some docs throw at you. “Tell you what; I’ll come back in two hours and we’ll see what’s happening then.” Having taken an actual liking to one another, the doc lingered and we joked and shot the breeze for quite some time. He probably didn’t have much going on that night anyway. Eventually, however, he did leave. Jim and Wayne appeared next. “They’ll be keeping you overnight,” Wayne said. “Are you serious? I’ve never stayed a night in a hospital yet.” “First for everything. Listen, we’re going back to the house and will see you in the morning. Call if something changes.” He was right of course. There was no reason for them to hang around. Next, a nurse asked if I was hungry, then brought the same gourmet brown-baloney sandwich I’d enjoyed so little while in the San Bernardino County Jail many years ago. When two hours had passed, the doc reappeared. “I’ve decided on that ambulance ride. We’re gonna do it.” This was the safest decision for him, but I still wasn’t into it. “I don’t feel any worse. I’m thinking about not taking that ride. What say we wait a little longer?” “You’re the best and worst customer I’ve ever had Scotty,” his half smile and twinkling blue eyes betrayed amusement. Possibly even respect. “Tell you what; I’ll come back at 6 am. If you’re still okay, then we’ll call it. Deal?” Of course, it was. And so, the doc left. Alone now, I tried to sleep on that uncomfortable bed and soon learned that hospitals are terrible places for trying to rest. It was early morning when the male nurse returned to take more blood. I quickly checked my foot. No change and I still felt the same. Well over seven hours had passed. That was it. I was done. After I refused - CYCLE SOURCE MAGAZINE
the blood draw, he wheeled his cart out again. The doctor soon came in. “I’m fine,” I said, “No change so I’m walking out of here.” He agreed. The injury was only what they call a ‘dry bite’ after all. This is when the snake either doesn’t or has no opportunity, to inject much venom. In my case, there had been no soft meat to sink his teeth into. Grabbing the cell, I called Jim and told them to come and get me. Although everyone seemed cool, it would be a real relief to get out of this hospital. Shortly, Wayne and Jim showed up, and we were again stuffed into the big truck’s front seat. Upon arrival at the house, I saw that Jim’s tent had been erected in Wayne’s little carport. Everyone took a good look at my foot. It was swollen sure, but no more than before. Sitting upon our parked bikes, conversation turned to life in general…and motorcycles of course. Because he rode an average bike, I’d not realized the depth of Wayne’s love for motorcycling. I saw it now. Of course, it was the packed up bikes and opportunity for interaction with other riders that had brought us together. But, as with many I’ve known, Wayne’s a guy who could not live without riding. I found it interesting to learn that he has a rare condition that causes bouts of extremely high blood pressure but motorcycling always brings it back down. “My blood pressure can be through the roof; I’ll take a 15-minute ride, then check and find it’s dropped dramatically. My wife figures motorcycles are dangerous, but, for me, not riding is more so.” Eventually, our bikes were repacked, and again it was only the sounds of engines and the passing of forests on another sunny day that encircled our world. Ahead lay an old friend in the town of Rogers Arkansas, and it was there we’d spend a week in the camper he’d provide. Chuck Wimer was also riding for Sturgis and would meet us there soon. From that point on, more unplanned adventures would present themselves as us Three Amigos traversed the Great Planes and eventually landed in the little town of Sturgis South Dakota.
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m
ark had a Panhead bobber build that he had picked up from his buddy Dean Black a few years back. Mark was looking for a new project and when he dropped by Dean’s shop. Dean told him he had an Indian with a nice Chief Basket that would make a cool bobber. After thinking it over, Mark said he was in! Not a day later Mark went back to the shop second guessing his decision to take on the Chief. He
worried that the build would be too similar to his recent Panhead project and wanted to explore other options, if there were any available. Black remember that he had squirreled away a personal project and ended up pulling out a 1938 Sport Scout. It was a sweet basket case with matching numbers, a good engine, correct wheel’s, and lots of other good stuff. Dean intended to build it like a track bike and pulled out some books he used for inspiration to show Mark. There were some race bikes
that sparked Mark’s interest, so a deal was struck, and the new project was on. It took about a year and a half to complete the work from the ground up. The frame and all the steel parts were blasted, and epoxy primed, followed up and with the straightening and fitting of the parts. The fenders were already cut, so they were just trimmed to provide a better flow. Dean stripped the wheels and painted the hubs and rims. Black used got Buchanan’s stainless steel spokes,
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because he knew that if you dust them with glass bead, they will look like original cadmium but will not rust. Dean had to lace and true the wheels and had all new bearings installed. In the meantime, Mark found some aggressive tires that looked pretty cool and would fit the aesthetics of the bike. Dean was in the process of finishing another Indian project when Mark spotted the color he was using; Indian Dark Blue. Mark wanted to use the same paint but wanted to twotone the ’38, with a nice silver. Hours of bodywork later, Dean sprayed the two colors before taking it to a friend of a friend to have it finished. With that out of the way, Dean focused on the motor, and no expense was spared. The motor has all new races, bushings, valves, guides, etc.
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Rick at Rayco Machine handled the boring and honing of the parts, he’s the go-to guy around the northeast and is very knowledgeable. Black managed the assembly. They used a couple of early parts on the 38, like the 1935 Indian tail light and a chain guard that are smaller than the stock parts but have cleaner lines. When Dean finished the Scout, he took Mark out to give him some lessons on the foot clutch and he was good to go. Although Mark loves the 38, he didn’t ride it all that
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38 SCOUT TECH SHEET OOwner: James Maloney City/State: Hopkinton MA Builder: Dean Black Year: 1938 Model: Indian Sport Scout Value: Not Enough Time: Stopped keeping track ENGINE Year: 1938 Model: Sport Scout Builder: Dean Black Ignition: Morris Mag Displacement: 750 Pistons: .030 Heads: Stock Carb: Linkert Cam: Bonnie Air Cleaner: Indian Exhaust: Flat Track -Vintage Cycle Bay Primary: Stock TRANSMISSION Year: 1938 Make: Indian Shifting: Hand Shift Foot Clutch FRAME Year: 1938 Model: Indian Rake: None Stretch: None Forks Builder: Indian Type: Girder Triple Trees: Stock Extension: None WHEELS Front Wheel: Stock Size: 4.50-18 Tire: Front Brake: Stock Rear Wheel: Stock Size: 4.50-18 Tire: Rear Brake: Stock PAINT Painter: Dean Black Color: Indian Dark Blue and Silver Type: Graphics: Captain Ken Chroming: ACCESSORIES Bars: 2” Rise Flat Track Risers: Bate’s Style Hand Controls: Foot Controls: Indian-Drilled out Gas Tank(s): Stock Oil Tank: In Gas Tank Front fender: Indian -Bobbed Rear Fender: Indian -Bobbed Seat: Brown Upholstery Headlight: 5” Tail light: Modified 1935 Indian Speedo: None Photographer: Joshua Elzey
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much. He spent most of his time riding the crap out of his Pan. Eventually, he decided he didn’t need two bikes, so a call was placed to Black to see if he knew anyone that might want to add it to their stable. Lucky for Mark during his build another of Dean’s customers, Maloney, had fallen in love with the 38 and expressed an interest in wanting to make it his own. In the meantime, Dean had taken the bike to a show, and people were all over it. Mark was at the same show with one of his cars, and after seeing all the interest in his bike, he started to have second thoughts about parting with the show stopper. Knowing full well that if they waited too long, Maloney jumped on the chance and the purchase was made, and he is now the proud owner of this beautiful ‘38 Indian Scout. As luck would have it, this bike would end up being great practice for using a suicide shifter which he would need for running his 1928 bike in the upcoming motorcycle cannonball event.
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Article By: Xavier Muriel
g
reetings from Daytona Bike Week 2019!!! It’s the week leading up to the annual running of Billy Lane’s Sons of Speed at the New Smyrna Speedway. This year racer field has more than tripled in size compared to the first running in 2016 with only eight racers. Saturday will host 45 plus riders, making it the biggest so far. Pit passes and spectator tickets have been sold out for weeks. This means a lot more head to head action and yes probably some scary moments with every racer going after the BIG WIN. As usual, the energy level and cast of characters here at Choppers Inc. is well, let’s just say, something to behold! I’ll do my best to paint a picture so you can visualize. At some point almost all the racers stop by the shop to at some point some to hang and shoot the shit, but in all reality most of them need Billy’s incredible knowledge of these vintage motors, which doesn’t always leave a lot of time for actual work. Every so-called ‘’just needs five minutes of your time’’ question turns
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into 45 mins and when you multiply that times ten people, well you get my point. So, Billy has enlisted the help of some of the best in the biz. Here’s where that picture comes in. There are 10 bikes that all need some sort of work, from severe issues (broken
cam rollers, cracked cases, and jugs, etc.) to minor tuning issues or minor welding. Now, these aren’t Billy’s personal bikes, his are ready, but like I said before, Choppers Inc. is the
go-to place for knowledge and parts. Every bike is being attended to by a slew of professionals including the likes of Berry Wardlaw from Accurate Engineering. Berry is a V-Twin Guru and incredible machinist as well as an all-around bike guy. Wardlaw’s motors were used by many builders back in the Discovery Biker Build-off days. Steve Broyles, who has run his own shop Stevenson Cycles for decades now and knows his way around a 1912 Indian like nobody’s business. Tom Keefer from Franklin Church Choppers who has come on the scene strong not only racing but also as a builder of these relics. Rick Petko of the famed OCC days, who is now doing his own thing... is wrenching on whatever needs to be done. Nick from Mad Pen Cycles a newbie to this genre but has jumped feet first into the fire and is killing it. He fabbed a set of foot controls for Billy’s Flying Merkel racer and did a fantastic job. And last but not least, one of the founding fathers of chop Arlin Fatland, who I had the honor of working side by side with on a pair of handlebars. It’s only Wednesday, and we await
the rest of the gang to show up. It’s pretty cool; you never know who might walk through that door next. As I was working on one of Billy’s customer’s Knuckles, I stopped and remembered something I’ve been trying to really work on lately, and that’s being “In the Moment.” You see, as I’ve gotten older, I’ve really begun to understand what my ol man was trying to tell me all those years ago, but I was too much of a snot nose, know it all kid to grasp it those life lessons. I have so much knowledge about a great many things in this life by all the elders assembled in this very room at my fingertips. Not just motors and measurements and little tricks they’ve learned along the way but the real shit that matters as well. For starters living as long as they have and overcoming whatever life threw at them, business successes and failures, marriage to the same woman for as long as I’ve been breathing, loss and birth of children. They’ve watched fads come and go, so-called master builders that were nothing more than fly by night actors, watched friends in the industry pass on, one by one to whatever disease took them home. THIS IS THE REAL DEAL... I found myself in some very deep conversations with these
icons. With one, I listened as he told me stories of the good ol days and what the rally’s used to be like before it became all about the mighty dollar and took away the real essence of what the culture used to be and what it has become. When it was just dudes and bikes that’s all, it’s funny how all the great ones always say, “the kids today just don’t get it,” I find myself saying the same thing… but mostly about music. But I can understand and completely agree with his statement. It will NEVER be like it used to, and to some, it’s only right that evolution of an idea and concept grow. I ask myself to what degree and to the death of what ideal? Which leads me to my next deep chat with one of these keepers of the grail, he spoke of a time when a man’s word and integrity was all that was needed to be regarded as a Good Man, when you did what you said and were always there for your brethren… NO MATTER WHAT. He touched on the pack that you ran being very much like a small army. You rode together; you died together. No one was stabbing you in the back for recognition in today’s “here today, gone later today’’ digital media world. He told me that nothing will ever, ever take the place of an honest day’s work
and using your hands AND your mind to create and problem solve. Not to be solely reliant on machines, because that’s not how the real pioneers did it. After all, wagon wheels weren’t drawn on CAD; these are moments that you just can’t buy, they only happen if you’re willing to stop and listen, really listen to someone who has been there and has a little something of what you want. It got me thinking to what the real lessons are for each of us, yes they are as different as every snowflake, but it still takes the common elements to make those flakes. I guess as I get older I’m always thirsty for more knowledge and it seems to me that there are so many people out there, in all walks of life who are willing to dispense that knowledge IF, and only if I ’m willing just to stop and breathe for a minute and lend an ear. They say knowledge is power and though I believe that to be true, I also believe it’s what you do with that knowledge that really counts, and maybe passing that on is what really counts. Until next time Be Kind to One Another and Safe Riding.
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s a kid, candy is a great incentive to get things done, be it chores or homework. For Guy Salazar, a candy prize is what sparked his love for art and led him to do what he does today. From a young age Guy has loved creating art, it’s something that was born in his blood. When he was in elementary school, his mom entered him in a coloring contest where he took first place, winning all the candy. The rush of creating something that people actually liked and finding something he was good at, at such a young age is what drove him to continue and create incredible works of art today. Like some of us, Guy started out in this industry as merely a spectator, hanging out at shows and events enjoying the culture we
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Article By: Amelia “Killer” Rose all love. Having grown up in SoCal, the custom culture scene was
something he was drawn to and
eventually started working in the custom car scene. However, after a few years, he realized that he was still very much drawn to the open, carefree lifestyle he saw in the motorcycle community, so Salazar changed course and has been working with motorbikes and their lovers ever since. Guy’s preferred medium for most of his work is anything oil-based. But more specifically 1-Shot due to its smoothness and ease of use, not to mention they have most of his favorite colors readily available. Although he’s been selling his art professionally for the past ten years, Guy considers his business to have began the moment he started creating art for others, back in high school. He draws his inspiration for these
amazing pieces from both other artists and his son. Seeing others constantly working to improve is what drives his own creativity. He also uses his art as a way to connect with and learn more about himself. Creating art is his own way of growing as a person and improving his skill. Through his art, he has been fortunate enough to meet some fantastic people and gain new friends around the world including Australia and his most recent international client from Dubai. The love and support he is shown by his family, friends, and clients means more to him than words can express. For Guy, creating art isn’t about making money or being famous. To him, it’s all about creativity and freedom of expression. If his art is able to give him fame and fortune, that’s amazing, but if not? Well, it’s no biggie. He paints on his own time and goes with the flow of whatever he’s feeling at the moment (with the exception of commissions of course) and doesn’t let what’s happening in the world influence or hinder his amazing style. Today Guy spends his time with his family, creating art. His goals for the future are to keep pushing himself to be better than he was the day before and make an impact with his art. If you want to check out more of Guy’s amazing artwork, you can head over to his Instagram @guy_ salazar and maybe commission one of his amazing pieces for yourself! If you would like to see your work featured here please email cyclesourcekiller@comcast.net
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Hey, Life is wild, and one of my longstanding rules is never to give up or give in to anything or anyone. Stay true to your beliefs. Being a biker affords us lots of opportunities to build and or ride wherever we want. If you keep the faith for freedom and the drive alive, nothing can stop you. Don’t forget to give back or to support what we are all about by joining a motorcycle rights group of your choice and follow the action in governments. You know they’re not slowing down or giving up. Let’s hit the news: Politics Over Sense - Talks between California and federal officials on vehicle emissions and fuel economy standards have broken down without a deal, three people familiar with the matter said. The Environmental Protection Agency and National Highway Traffic Safety Administration had been meeting with California’s Air Resources Board in pursuit of a compromise as the federal agencies aim to finalize by late March or early April a replacement for Obamaera fuel efficiency regulations that automakers are seeking to modify. No further discussions are scheduled over the critical auto industry rules, said the people, who
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asked not to be identified discussing the private talks. Representatives of
the EPA didn’t respond to an emailed request seeking comment. NHTSA representatives didn’t immediately comment. Earlier: California, EPA Trade Barbs on Fuel Efficiency as Deadline Looms In a statement, CARB acknowledged the impasse and said federal officials ended communications about the rules late last year. EPA Acting Administrator Andrew Wheeler briefly meet with CARB Chairman Mary Nichols earlier this month when the two appeared at the BloombergNEF Summit San
Francisco, and both made clear in public statements that they remained far apart on the rules. August Proposal - The federal agencies released in August a proposal that recommended capping mileage requirements at a 37 miles per gallon fleet-average after 2020, instead of rising to about 47 mpg under rules adopted by the Obama administration. It also recommended revoking California’s cherished authority to set tailpipe greenhouse gas emissions standards for new autos. The federal regulators are considering a final rule that would require marginal fuel efficiency improvements after 2020, rather than halting gains after 2020 as recommended in the August proposal, another person familiar with the matter said. Automakers have urged the Trump administration to broker a compromise with California to maintain nationwide uniformity in fuel economy requirements. Roughly a dozen other U.S. states adhere to California’s vehicle emissions standards, a bloc that represents more than a third of U.S. auto sales. — With assistance by Jennifer A Dlouhy, and Ari Natter - Bloomberg news From The MRF, Riding Free From DC-Capitol Hill Update Ethanol Education - Last week four members of Congress, two Republicans and two Democrats introduced H.R. 1025 a bill that would require the Administrator of the Environmental Protection Agency to revise labeling requirements for fuel pumps that dispense E15. This bill is a simple step taken by Members of Congress to address the dangers and damage that E15 is causing to engines. The MRF believes that at the very least consumers should understand what they are putting into their vehicles. This is another example of the
MRF working with like-minded groups, with common interests to impact legislation. As you can imagine motorcycles are not the only engines impacted by ethanol. The MRF will continue to support this legislation just as we did during the last Congress. You may remember that we reported to you last summer the we participated in a joint briefing on Capitol Hill to raise awareness of the issues ethanol can cause, not just in our motorcycle motors but in other small motors. We will continue to partner with the Marine Retailers Association, National Maine Manufacturers Association, Specialty Equipment Market Association, Briggs & Stratton, American Sportfishing Association, Boat US, Outdoor Power Equipment Institute, American Highway Users Alliance and the snowmobile industry in hopes of raising awareness about the impact of ethanol on engines. -Your MRF Crew, Rocky & Tiffany 5-Ball Racing Bonneville Sponsor Program For 2019 - We are making amazing progress on the Salt Torpedo. We now have a solid team and will be up on three wheels this week, with what appears to be the first Streamlined Trike. We need to raise enough money to make the run to Bonneville, pay for registration, hotels, beer and a trailer to haul our creation to Wendover, Nevada/ Utah. This year we are kicking our Sponsorship program into gear. 1st Gear: For just $100, you will become a first Gear sponsor and be a part of our entire effort to become the World’s Fastest Trike. 2nd Gear: For $500, We will send you a 5-Ball Racing T-shirt and bling, and your name or company name will become a part of our liner effort on all our signage. 3rd Gear: For $1,000, your company logo will glow on the side of the liner. Your logo will be featured
in all of our articles and signage. 4th Gear: For $5000 you become a secondary title sponsor with sizeable logo on the liner and major placement on all signage, plus we will toss in an ad contract on our blog and Bikernet. 5th or High Gear: This is our Title Sponsor for $25,000. Now we’re flying with a Title Sponsor’s logo on the liner forever and all signage and logos will include the Salt Torpedo sponsored by your company name. You will receive a leader board advertising contract on Bikernet, and the Bikernet Blog for an entire year and your logo will be right alongside of the Salt Torpedo logo on all the signage. Hang on; we’re moving fast. Send checks, or stop by the
shop: 5-Ball Inc.; 200 Broad Ave. Wilmington, CA 90744 or email KRB@Bikernet.com Our Current Sponsors Include: Jim’s Machine; Hot Rod Underground; Paughco; BDL; Strictly Hawgs MetalSport Wheels; Custom Cycle Engineering; Lowbrow; S&S; Bassini Exhaust; Twin Power; Lucky Devil Metal Works Just In From Women’s Riders Now - We are proud to announce the exciting news that WRN founder, Genevieve Schmitt, has been presented with the 2019 American Motorcyclists Association (AMA) Bessie Stringfield Award! This award was created in memory of AMA Motorcycle Hall of Famer, Bessie Stringfield, and is presented
annually to an individual who has been instrumental in bringing emerging markets into the world of motorcycling. We can’t think of anyone who deserves this recognition more than Genevieve, who has not only been promoting the sport since 1988 in print, television, and on the web, but who has been influencing women and those who make decisions in motorcycling with her editorials, interviews, presentations, and videos. She began Woman Rider magazine in 2001, and when the publisher folded the mag in 2006, Genevieve, knowing there was a huge, viable market that was being ignored, created WomenRidersNow. com. Thank you, Genevieve! -WRN Staff National Powersport Auctions (NPA) Continues To Expand -National Powersport Auctions (NPA) continues to expand with a second California location set to go live in Sacramento. With the Golden State’s GDP surpassing the United Kingdom as the fifth largest economy in the world and having the highest motorcycle sales in the nation, it is no surprise NPA is stepping things up in Sac-Town! “With nearly 1.5 million motorcycles in use in the state, there are more powersports vehicle transactions in California than anywhere in North America, so there was a real need to bring our 7th facility online,” says NPA COO Jim Woodruff. “The Sacramento area is also an ideal gateway to the Pacific Northwest for NPA clients and dealers.” Given the size of the state and the volume of anticipated business, the new Sacramento operation occupies a 38,000 sq. ft. facility conveniently located near Interstate highways for improved efficiency. “Our transportation and logistics team will now be able to get units from Sacramento to as far north as the Canadian border much more May ‘19 - CYCLE SOURCE MAGAZINE 87
THE CYCLE SOURCE WORLD REPORT - POWERED BY BIKERNET.COM
efficiently,” adds Woodruff. Whether it is getting your inventory to auction or having units transported back to your dealership. NPA has its own trucks and partners with its transportation affiliates throughout the United States to simplify the auction transportation process from beginning to end. “We are here to better serve both buying and selling dealers throughout the entire region,” adds NPA VP of Operations Jeff Kinney. “This location has been a long time coming. We are extremely excited to share our dealer services and add this location for our customers.” Consignments are being taken now, and the first auction is set for March 14, 2019, at the Sacramento facility. Location: 8687 Weyand Ave, Building C, Sacramento, CA 95828 -DealerNews
MIC Owner Survey Shows Who Is Buying Bikes - We know that more motorcycle owners these days are women, and now we know increasing percentages of all owners are married, and college graduates and they’re generally older, according to the 2018 Motorcycle Industry Council Owner Survey. “Demographics are changing for Americans across the country, and it’s no different for motorcycle owners,” said MIC President and CEO Tim Buche. “For decades, the MIC Owner Survey has told us a lot about who we are, and we’re now learning how things have shifted since our last study was done in 2014. Some of the stats are encouraging, like the increasing number of women owners, while other data, such as the rising median age, show where we have more work to do.” The owner survey also uncovered trends among the emerging group of millennial motorcyclists. More than half have taken a training course and use their bikes frequently for commuting. Sixty-nine percent say they are interested in electric motorcycles, citing fuel economy and the environment as top drivers. “For the past several years, manufacturers have offered more great entry-level motorcycles at affordable prices,” said Buche, “while at the same time focusing on increasing the industry’s outreach to millennials.” Gender, Age, Marital Status Male Owners - 81 percent / Female
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Owners - 19 percent Median Age 2018 – 50 / 2014 – 47 / 2012 – 45 Married - 2018 - 68 % / 2014 – 61% / 2012 - 63 % Education, Income and Work Status - College Graduate - 2018 24% / 2014 – 20% / 2012 - 17% Median Household Income - 2018 - $62,500 / 2014 - $62,200 / 2012 $64,100 Employed – 71% Retired - 24%
No Time for a Victory Lap - Your MRF representatives were on Capitol Hill recently kicking off our legislative agenda for 2019. As many of you are aware, we ended 2018 with an important victory for our anti-profiling resolution in the Senate. As far as I am concerned, the Senate has now spoken and unanimously passed a resolution “promoting awareness of motorcycle profiling and encouraging collaboration and communication with the motorcycle community and law enforcement officials to prevent instances of profiling.” We are now focusing our efforts on the House side… Congressman Burgess of Texas has agreed to once again co-sponsor an anti-profiling resolution in the House of Representatives. The November election results have DRAMATICALLY changed the playing field in the House. Not only is Nancy Pelosi now Speaker of the House but there is a new Chairman of the House Judiciary Committee, Congressman Jerrod Nadler of New York. Last year the House version of the resolution was trapped in the Judiciary Committee, held up by a Chairman who had concerns about how law enforcement organizations viewed the language. With a new Chairman, there is new hope that the House will follow the lead of the Senate and go on record acknowledging motorcycle profiling. By early spring we should have an official resolution and will start pounding the pavement looking for co-sponsors and champions to stand with us on the issue. Rebuilding the Motorcycle Caucus in 2019 - The 2018 midterm elections not only took a toll on the Republican Majority in the House of Representatives it also took a toll on the Motorcycle Caucus. Whether through retirement, advancement to a new office or defeat, the ranks of
the House Motorcycle Caucus were cut nearly in half after the November elections. Early in 2019 part of the focus of our team in Washington will be to help replenish the ranks of the Motorcycle Caucus. The Caucus serves a few functions, first and most importantly it helps us know who our friends are. As we as an organization tackle the myriad of issues facing motorcyclists, the caucus gives us a great starting point for meeting with our champions on Capitol Hill and working together to address our priorities. In other words, we have to know who our friends are so we can ask them for help when we need it. Second, the caucus holds educational events on Capitol Hill and offers opportunities for staffers to come together and learn about motorcycles, riders and the industry as a whole. Did you know the “Freshman Class” for the 116th Congress has 90 members? Meaning 21% of the House of Representatives are new to Capitol Hill. Start thinking about your own personal Member of Congress… Are they new to Washington? Have you met them before? Do they have any connection to motorcycles? If they don’t, should they? In the coming weeks, we are going to ask you as MRF members to help us reach these new Members of Congress and rebuild the House Motorcycle Caucus. As you all know, the Senators Joni Ernst (IA) and Gary Peters (MI) launched the first-ever Senate Motorcycle Caucus in 2017. Your MRF wants to help expand the membership to help better the advancement of our issues in the U.S. Senate. We were pleased to learn that MRF Legislative Champion Senator Ron Johnson of Wisconsin officially became a member of the Senate Motorcycle Caucus this week. We intend to target more Senators to help fill out the membership list this year. Interesting about the news…It never stops coming. If you can’t get enough, stop over to Bikernet or Bandit’s Cantina once a week and see what’s new and happening. Ride Free Forever, Bandit
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couldn’t tell you how long it’s been since I’ve had a cigarette, in all honesty, it doesn’t really matter. The art of tobacco was always an inviting portion of my life that more or less filled a void occupying the other half of my brain, staining my fingers and giving my head a certain disgust to wallow in, I loved it. When I quit, there was no magical robot I could shove up to my face and puff on in some half-hearted attempt at replacement. To me, that was like trying to replace a kid’s dead dog with a god damn cat, almost the same but completely different and just as soulless. You can’t substitute the tangible with digital. The common perception of media is that print is dead. As kids we always had libraries to visit for unbridled knowledge and naked Amazon tribe women in National Geographic magazines. Now all the information of the world sits in your pocket masked behind the ability to retrieve porn or even receive phone calls, as rare as that occurrence is becoming. Bathrooms have become void of quality reading material, and the quality of the print is all but vacant as I wait for the doctor to fill me full of pills. Yet televisions teasing tiny handfuls of interesting bullshittery bathed in a bombardment of advertisements is gleefully invited into almost every aspect of our life, waiting rooms, restaurants, stores, and
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menus……EVERYWHERE… And we wonder why our attention spans are dwindling; it’s because advertisers feel they can attack consumers for five seconds at a time without us even realizing it. And we’ve accepted this fact and almost embrace the subconscious mind raping. Is there salvation? When the lights go out, and the grid is down for even an hour my kid is completely lost. Entertainment to his generation is only as good as the ability to harness battery life. If you lose that… you lose everything. And for that fact alone, print can never die. The motorcycle culture has always thrived on print. Our fathers and grandfathers cherished the stacks of magazines soiled in oil, burned by rebel metal shavings, with pages torn out to be worshipped on the walls of the garage. These were more than fleeting social media posts: these were tangible references to a culture. The pages of magazines wouldn’t trick you with click bait and magic; they were honest... here is your article, here are our advertisers, turn the page, move on. The culture moved slower and adjusted to the pace, adapting, resurrecting, and renewing once again. I think we lose touch with what we can’t hold with our own two hands and if it becomes too easy to consume, we are unable to digest properly. Most digital formats fail to commit to a relationship to the reader. One minute they are there, and the next for no reason they are just friggin gone because they have no skin in the game, no promissory
note, nothing to ensure they are trying to give you their best. I enjoy the internet for a quick reference or parts grab when needed, but to this day I would rather hold a manual in my hand. In some way I feel more of a connection to what I’m doing; otherwise I’m jaded by the feeling that there’s a screen burning deep into my soul stealing my will to live. It takes nothing to slather bullshit across the internet but if it’s in print...you have my respect. We can’t allow the freedom that we have built up in a culture of two wheels to be absorbed by a cyborg mentality. It’s all too easy not to go out and experience because we’ve grown accustomed to digital event surfing. We’ve reached a point
of checking out what’s happening where we are, by what people are saying that aren’t even there to begin with. At what point in our lives did we decide to be that lazy of an asshole… it’s madness. If life’s grading on a curve… we are all gonna fail. What we are, is at risk of being chipped away and assimilated…… resistance is futile. The riding season is just kicking off, disconnect and relearn yourself. Grab what is tangible and experience what it has to offer. Digital may be the way of the future, but it’s barely even real anyway so why does it even f#@ king matter. Don’t let them win by any means possible.
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OFFICIAL POWDERCOATER OF FLAT BROKE CHOPS & RODS
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ADVERTISERS INDEX 5 Ball Racing Leather................... 92 Bare Bones Leather......................95 Battery Outlet..............................97 BikerNet.com..................................97 Bikers Choice..................................2 Buffalo Chip..................................35 Chop Cult......................................95 Dennis Kirk...................................15 Denver’s Choppers........................57 Dlubak Powder Coating.................95 Drag Specialties...............................9 Dutchman.....................................94 Faith Forgotten Choppers.............89 Feuling..........................................94 GEICO............................................25 Harbor Freight...............................29 Hardtail Choppers.........................95 Hijinx Apparel................................57 Hot Leathers...................................91 I Draw Flies...................................92 Inferno Art.....................................93 Kiwi Indian....................................45 LePera Seats....................................5 J&P Cycles.....................................55 Led Sled Customs...........................81 Lutz Leather..................................97 MC Creations.................................97 Motion Pro.....................................69 National Motorcycle Museum........97 No School Choppers.......................93 Pandemonium...............................93 Paughco......................................13,75 Progressive Insurance.....................3 Realities Ride................................43 Russ Brown...................................33 S&S Cycle.....................................100 S100 .............................................83 Smoke Out....................................59 SpeedKing.....................................34 Sporty Parts.................................97 Steel City H-D..............................99 Tech Cycles....................................45 Thermo Tech..................................91 Thunder Beach .............................41 Twisted Choppers..........................19 Zipper’s Performance.....................67
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T Heard A Good One Lately ? Then Send It Along To Us At: 119 Dellenbaugh Rd. Tarentum, PA 15084 Or E-mail To cyclesourcemain@comcast.net
T
homas is 32 years old, and he is still single. One day a friend asked, “Why aren’t you married? Can’t you find a woman who will be a good wife?” Thomas replied, “Actually, I’ve found many women I wanted to marry, but when I bring them home to meet my parents, my mother doesn’t like them.” His friend thinks for a moment and says, “I’ve got the perfect solution, just find a girl who’s just like your mother.” A few months later they meet again, and his friend says, “Did you find the perfect girl? Did your mother like her?” With a frown on his face, Thomas answers, “Yes, I found the perfect girl. She was just like my mother. You were right; my mother liked her very much.” The friend said, “Then what’s the problem?” Thomas replied, “My father doesn’t like her.”
B
ill has worked in a pickle factory for several years. One day he confesses to his wife that he has a terrible urge to stick his penis into the pickle slicer. His wife suggests that he see a therapist to talk about it, but Bill vows to overcome this rash desire on his own. A few weeks later, Bill returns home absolutely ashen. His wife asks, “What’s wrong, Bill?” “Do you remember how I told you about my tremendous urge to put my penis into the pickle slicer?” His wife gasps, “My God, Bill, what happened?” “I got fired.” “No, Bill I mean, what happened with the pickle slicer?” “Oh, um, she got fired, too.”
Ashley
A
A guy goes to the supermarket and notices an attractive woman waving at him. She says hello. He’s rather taken aback because he can’t place where he knows her from. So he says, “Do you know me?” To which she replies, “I think you’re the father of one of my kids.” Now his mind travels back to the only time he has ever been unfaithful to his wife and says, “My God, are you the stripper from my bachelor party that I made love to on the pool table with all my buddies watching while your partner whipped my butt with wet celery?” She looks into his eyes and says calmly, “No, I’m your son’s teacher.”
blonde was on vacation in the depths of Louisiana. She wanted a pair of genuine alligator shoes but didn’t want to pay the high prices. After unsuccessfully haggling with of one of the shopkeepers, the blonde said, “Maybe I’ll just go out and catch my own alligator so that I can get a pair of shoes at a reasonable price.” Later in the day, the shopkeeper spotted the young woman standing waist deep in the water, shotgun in hand. She took aim at an alligator, killed it and hauled it onto the swamp bank. Lying nearby were several more of the dead creatures. The shopkeeper watched in amazement as the blonde flipped the alligator on its back and shouted in frustration, “Damn, this one isn’t wearing any shoes either.”
Ms. Abernathie
Lyle
Matt
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hree construction workers are on the seventy-fifth floor of a non-finished building. The Italian opens his lunch box to find a pizza and says “Man if I get pizza one more time I am going to jump off this building and fall to my death!” The Chinese opens his lunch box to find rice and says “Man if I get rice one more time I am going to jump off this building and fall to my death!” The blonde opens his lunch box to find a cheeseburger and says” Man if I get a cheeseburger one more time I’m going to jump off this building and fall to my death!”So the next day they all got the same thing, and they jumped off the building to their death. That weekend at the funeral, the Italian and the Chinese wives are crying and saying “I would have fixed him something else for lunch, but he never told me.” And as the two wives stare at the blondes wife, they both ask why she isn’t sad about her husbands death, the blonde replies “Don’t look at me, he packs his own lunch.”
A
Dylan
man boarded an airplane and took his seat. As he settled in, he glanced up and saw an unusually beautiful woman boarding the plane. He soon realized she was heading straight toward his seat. Low and behold, she took the seat right beside him. Eager to strike up a conversation, he blurted out, “Business trip or vacation?” She turned, smiled and said, “Business. I’m going to the Annual Sexual Studies Convention in Chicago”. He swallowed hard. Here was the gorgeous woman he had ever seen sitting next to him, and she was going to a meeting about sexual studies! Struggling to maintain his composure, he calmly asked, “What’s your business role at this convention?” “Lecturer,” she responded. “I use my extensive personal experience to share interesting facts about sexuality. “Really,” he gulped, “like what?”Well,” she explained, “For instance, Native American Indians are the most passionate. While Jewish men are the most likely to satisfy a woman fully. And in terms of lasting the longest, surprisingly it’s the Southern redneck.” Suddenly, the woman became a little uncomfortable and blushed. “I’m sorry,” she said, “I shouldn’t really be discussing this with you. I don’t even know your name.” “Um, Tonto Goldstein. But my friends call me Bubba.”
Seth
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