Cycle Source Magazine Issue 310 Oct-Nov 24

embrace your season

Article By: Chris Callen

As motorcycle people, we always seem to be moving from one season to another. Waiting on spring or wishing it was summer. No matter what time of year we are in, we have an eye out for what is coming next, and other than the months when the snow flies, we can’t seem to wait to get into the next season. Now, don’t get me wrong, I, too, love a great day riding the PCH in the height of the summer sun. Spring riding in the lowlands of the desert is killer, and who doesn’t wait for a chance to see the vibrant colors of fall riding in the northeast? But as a friend and I were talking the other day, I started to wonder, do we squander appreciation for the season we are in at times, getting ready for the season that is next?

By the way I’m talking, you might think this isn’t really about the season of a calendar year. You’re kinda right, but I like to put things into a relatable story that involves motorcycles to help wash it down. My friend and I were talking about the age we’re at and how it seems both of us are embracing our season. In that, we are taking the time to appreciate where we are in life, and rather than rail against what seems like loss from the earlier season of our youth, we are taking inventory of the many new gains that come with this season in our days. This is a way easier proposition when you are young, as spring is a more exciting season. All the new

experiences, the things you learn, and the new friends you make. Even in the summer of your life, it’s a time of growth and enjoyment in community and experiences, or at least it seems to be more of that than the next two seasons. Now, my buddy and I are heading into the fall season. While some people take the approach of denying this season, it is not a season of loss.

I mean, there is considerable loss if you only see that. You do have fewer friends, real ones anyway. But it’s because people your age are settling into a time where family and community are at the top of the list. Some leave the chaos of running around the country behind and are a little more sedentary. None of this is bad. Actually, if you learn to appreciate this time in life, fall presents many opportunities for reflection. What you’ve done, things you’ve been a part of. Fall is a time when good food and good family take center stage instead of casual friends and the party life of your youth.

So where does that leave us in the life of a motorcycle person? Well, this is a time when you should take pride in the things you’ve done. The places you’ve gone, the bikes that you’ve built. A time when you should look for opportunities to share your knowledge and experiences with the next generation and not see them as the enemy who sits in wait to take things away from you. The fall is the time for a lifetime motorcycle nut to enjoy who they are. It’s almost winter; time to head for the road or to the garage, hit those swap meets to get the last bits and pieces to come out next spring with something neat to share with the group… Or you can just be an old prick, close yourself off from the community you’ve spent a lifetime with and take all the memories and knowledge with you to the grave. It would be a shame, though, right?

Ok, so with that being said, let’s talk about some of the seasonal changes that are coming about for the magazine

here. Now, you probably saw a drastic change in the last two issues, and trust me when I tell you that we are not done yet. But before we head into what is about to change, let me tell you why this has all come about. Other than it being fall and an excellent time to look around at what we’ve done. So, after 27 years of Cycle Source Magazine, we noticed the industry changing around us. While choppers and diggers and de-rakes, Oh My, will still be part of all we do, we feel there is way more to the custom motorcycle industry today. To rise to our responsibility, we have started a new direction with the magazine, including more of the custom motorcycle segment. The motorcycle is the star in each issue, with more pages for each feature spread and more to come. Now, the future changes. It is sad to report that the American Newsstand is not getting better. In fact, it is getting worse. We just received notice that there are new changes on the horizon that will take more money from the

together in a bike show under their brand. At that show, we saw some 15 publications participate. Sadly, we look today and know that only three of them are still in business. This is the fault of the distribution system that gets magazines to the stores. Plenty of people still want a paper magazine, and while it may not be the numbers it once was, the real challenge is getting a copy to them.

So, to make our newsstand distribution healthy and robust for our advertisers and readers, we will move all Cycle Source newsstand distribution to three chains and three only. You will be able to find Cycle Source exclusively at Barnes & Noble, Books-A-Million, and Walmart. By doing this, we hope to take away much of the waste in the American newsstand system and make it a better system for people to find our magazine. At the same time, we encourage motorcycle shops, bike bars, or any enthusiast-related business to carry Cycle Source at your location. You can find details on our website. We have

publishers. The day we had all been hoping for, one that saw a healthy change in the newsstand, is just not coming. It seems like a lifetime ago, but it was only in 2017 that we hosted the Editor’s Choice Bike Show in Sturgis alongside Harley-Davidson. This was the first time Harley recognized all the motorcycle magazines of the day and had us come

made it cheap and easy for anyone to participate.

So, go out and take a look around. Tell yourself whatever season your life is in that is good, and enjoy it, man. Embrace your season and get on with living!

Bob “Pipes” Gilliland has been around motorcycles almost his whole life. In his younger years, he started building Hot Rod Harley-Davidson engines as an affordable way to get a hot bike. Later, master fabricator Mike Crawford taught Bob how to shape metal and build chassis. These metalworking skills became part of Bob’s life. From running a sheet metal business to building gas tanks and tail sections for XR-750 race bikes,

Bob has had his hands on metal for many years. Recently, Bob’s teenage son found the forms for the XR Tanks in the shop and suggested they build a bike. Bob has been building some high-end custom bikes over the years and has won multiple awards, but this would be the first build with his son. A local dealership just happened to have a “new” 2018 883 Sportster in their warehouse and made Bob a deal on it. Once it was home, it was torn entirely apart

so there would be easy access to everything. First off, the neck was cut and de-raked. Yes, de-raked. We’re building a performance bike here! With the neck pulled back to 26 degrees, the build was on its way.

Next on the handling list was suspension. HarleyDavidson inverted forks were bolted up, but not before getting some upgrades. The stock springs were replaced with a set from Progressive, and the dampeners were

upgraded by Race Tech. The visor from a Harley Davidson Break Out was adapted to dress the front end up a little. Russ Wernimont shocks were chosen for the rear end but not before being re-valved with Race Tech components. Now, attention was turned to the engine. Hammer Performance supplied a 1275 kit. To help feed the new fuel/ air hunger, Hammer Performance heads were added and actuated by Jackhammer 570 cams. A ported throttle body

Article By: Matt Reel Photos By: Missi DeBord

pulls air through a Ness filter on the intake side. A Vance & Hines RSD 2 into 1 pipe was bolted up to dump the spent gasses.

With everything together, the Sportster needed something to roll on. 19-inch Sun Rims were ordered up and laced with oversized spokes. They were shod in Dunlop Flat Track tires, and a set of Galfer rotors bolted up.

To get the power transferred to the rear, Bob turned to Mark at R & D Transmissions. R & D Rockwell hardness matches all the mating gears, then nitrate coats them. This translates into solid shifts and smooth operation. A chain drive conversion moves the power using an XR 750 Super Lite Sprocket. The bike is geared to top out at 124 mph and is reportedly a serious wheelie machine.

To get a handle on things, Bob mounted a set of Flanders Flat Track Bars with custom brass risers. Softail mounts were grafted on for foot pegs and controls,

swapping sides, left and right. The Harley controls were then mounted.

For sheet metal, there was only one way to go. Bob got out his forms and started shaping. An XR tank was fabbed up and modified to accept the fuel injection pump. After that, an XRstyle tail section was made and fit to the frame. The seat pan was shaped and turned over to Shawn Appleman for some leather. With all the fabricating and metal shaping, they sent the tins to Tim Hines for paint. Darin Allen then did his thing with the pin striping. All this together adds up to the Hot Rod you see here.

While Bob has built more awardwinning bikes than you can count on your fingers, I’m sure this one will always have a special place for him. This is the bike he and his son built together because of some sheet metal forms that happened to be hanging in the shop. Priceless!

COVERT TRACKER

OWNER: Ruben Brown

CITY/STATE: New York, NY

BUILDER: Robert & Cash Gilliland

YEAR: 2018

MODEL: Sportster

VALUE: $24,000.00

TIME: 1 YEAR

ENGINE

Year: 2018

Model: Sportster

Builder: Robert & Cash Gilliland

Ignition: ECU

Displacement: 1275 Ci

Pistons: JE 10.1

Heads: Hammer Performance

Carb: Ported Throttle Body

Cam: Jackhammer 570

Air Cleaner: Ness

Exhaust: RSD Vance & Hines

Primary: Barnett

TRANSMISSION

Year: 2018

Make: Harley-Davidson 5 Speed

Shifting: Foot

FRAME

Year: 2018

Model: H-D

Rake: 26°

Stretch: 0

FORKS

Builder: H-D

Type: Hydraulic / Progressive Springs

Triple Trees: H-D/ Gilliland

Extension: +2

WHEELS

Front Wheel: Sun Rims

Size: 19”

Tire: Dunlop

Front Brake: Dunlop Flat Track

Rear Wheel: Sun Rims

Size: 19”

Tire: Dunlop Flat Track

Rear Brake: H-D

PAINT

Painter: Tim Hines

Color: Black/Ruby Red

Graphics: Darin Allen

Chroming: S&H Plating Madison TN

ACCESSORIES

Bars: Flanders Flat Track Modified

Risers: Hand Machined Brass

Hand Controls: H-D

Foot Controls: Softail Modified

Gas Tank(s): Hand Made By Gilliland

Oil Tank: H-D

Front Fender: Gilliland

Rear Fender: Gilliland

Seat: Gilliland/Shawn Appleman

Headlight: Softail Custom Modified

Taillight: Motone

Speedo: H-D/Gilliland

Photographer: Missi DeBord

Chains have helped power our motorcycles for many years. Nothing new, right? Well, I have seen many worn out and neglected chains. Typically, because of lack of

maintenance and care. This month’s tech covers some knowledge and care for your motorcycle chains.

Size: 530 Chains is the most commonly used in what we do. They are measured in 8ths. The 5 is measured from pin to pin, which would be 5/8he 30 is the width which is 3/8.

STD/O-Ring : A Standard chain consists of pins and plates. An O-ring chain has pins and plates between the plates. These O-rings keep out dirt and debris, and also keep lubrication in the chain. Keeping lubrication in the chain helps extend service intervals. I prefer the O-ring style.

Master Link: I prefer the clip style master link. It allows the chain to be easily removed for cleaning and other maintenance tasks. Make sure the clip is pointing in the direction of rotation. It is also not a bad idea to carry a spare link, just in case.

Tension: I check chain tension in the middle of the front & rear sprocket, push up on the bottom chain and make note of its slack. Adjust the rear axle to achieve proper tension/slack. Check your manual for specifications.

Chain Alignment: Spin the wheel and adjust the axle adjusters so the chain centers itself on the rear sprocket.

Lubrication: Buy a quality chain lube and perform routine maintenance about every 500 miles or so. DO NOT USE MOTOR OIL.

Inspection: Roll the rear wheel, look for binding in the links. Try and pull the chain away from the rear sprocket, if it is badly worn,

you will see about a half of a tooth on the sprocket. A good chain will wrap around the sprocket and fit snug.

Clean: Kerosene or WD/40 work well, with a stiff brush and some effort always lube after cleaning.

A properly maintained chain should last thousands of miles. All of this is based on riding conditions, obviously the dirtier the conditions, the more maintenance required. Keep it clean, keep it Lubed.

Pandemonium Custom Choppers

FB - Pandemonium Custom Choppers

IG – pandemoniumc2 happydandemonium@gmail.com

www.pandemoniumcustomchoppers. com

Article By: Nate Beck Photos By: Missi DeBord

Iwas sitting at the redlight on Harbor and Seaward in Ventura California when the thought popped into my head “What do I even bring?”. The answer seemed basic enough but Sturgis is a wild card and, well, I had never been. Yep, you read that right folks, after ten years on bikes and working in the industry for almost the same amount of time, I had never been to the granddaddy of all rallies. A true… Sturgis…Virgin. The Sturgin.

My adventure did not start in Sturgis however, Chris and Heather, like any respectable cherry popper, had to ease me into it. We started at the Palace City Pre-Sturgis Party at the

infamous Corn Palace in Mitchell, South Dakota. Brian Klock and the crew at Klockwerks started the Sturgis pre-party nearly ten years ago at their shop welcoming riders in, doing any repairs necessary, and hosting a ride for the final three hundred miles to Sturgis. Over the years the party outgrew the shop and is now on Main Street in downtown Mitchell.

Custom bikes, cars, bands, and stunt shows line the street with hundreds of people excited to get the festivities going early. Burning through camera batteries and trying to keep my focus in check over so many hot-rodded bikes in one place, the Cycle Source crew just winked at me and said “just wait”.

The following day we met at Klock Werks with tons of other riders to finish packing trailers and organize the ride in. Riders came rolling in from all parts of the country. As many of us know, we love the bikes but it’s the people we meet while riding and sharing our love for bikes that really make the motorcycling community amazing. I ended up meeting two rad dudes, Tony and Shane, who had ridden in from Virginia and would be joining us. Having already conquered almost two thousand miles on their custom baggers, we were all eager to get to the motherland.

Brian Klock gave us the signal, it was time to roll out and after a quick prayer, the bikes were rumbling. I hopped in the photo truck with content creators from Klock Werks and we were ready to hit I-90. With the sole task of creating the story of “The Sturgin - A First Timer’s Guide to experiencing the Rally’s Romance” I took no time to wait, rolled the window down, hit record and hung my body out the side of the truck to catch these bikes going down the road. Shane and Tony’s bikes weren’t the only heavily customized V-Twin’s and it was ethereal watching so much horsepower glide gracefully down the concrete slab knowing this ride was the culmination of so many miles for these riders.

If anyone’s done the drive across South Dakota, you know you have to stop at Wall. It’s just what you do, and it’s what we did. Typically, one heads to Wall Drug and gets the five-cent cup of coffee but with the ambient temperature besting over one hundred and fifteen degrees, the riders were looking to cool off, not warm up. While chatting at the stop and trying to cool down, I made a sarcastic joke that the weather in the truck was fantastic which quickly elicited a response that one of the riders would switch with me any day of the week. Typically, riding in weather that resembles my grandma’s oven that she forgot to turn off isn’t high on my to do list but riding a badass Klock custom Indian into the Black Hills for Rally is. I couldn’t get my helmet on fast enough.

As the rest of the crew was making jokes about preparing for the heat, I suggested to Tony an old chopper trick I always do when riding in Florida. You grab a bag of ice and bungee that bad boy to the bars. I finished getting my camera ready, donning my helmet, Tony popped inside for a bag of ice and I positioned myself right behind him in the pack. Now this may have been my first Sturgis rodeo, but it wasn’t my first hot weather ride in rodeo and the ice-cold water coming off Tony’s bars was enough to reach me, right behind him. Ahhh, not too bad, not too bad at all. All that was left was riding down I-90 filming the pack as we neared Sturgis.

Contrary to the bliss that was Friday’s ride in, Saturday was shaping up to be trial by fire. Having only driven past the town of Sturgis once in my life, I was pretty intimidated looking at my shoot list for the day. Luckily, Sturgis Rally OG and photography guru Missi DeBord took me under her wing and offered to show me around all day to help me get acquainted with the town, the campgrounds, show locations, and most importantly, how to get from one to the next without getting caught in Sturgis traffic. There is zero chance I could have done as much at Sturgis without her insider knowledge. Cheers Missi!

First shoot of the day was the No School Chopper Show at the Buffalo Chip. Rolling into the Chip I could not get over how GIANT it was. If you’ve never been to there, start by imagining your favorite motorcycle event. It’s got a custom show going on, some bars around it, some food options, a bikini bike wash, a wall of death, and a bunch of likeminded people hanging out. Then, take that, and add a campground that covers about 10 square city blocks. After that I’d like you to add a swimming oasis with another bar, another building for another custom bike show and then top that off with a massive stage and venue that holds oh, I don’t know, maybe seventy five thousand of your soon to be best friends. It’s insane. No less insane than the Chip

itself was the No School Chopper Show. With the Sturgis Rally being what it is, all the nation’s best builders flock to show off their talents and corralled here were some of the best around. What a way to start the week. We couldn’t dilly-daddle too much, we still had two more shows to shoot. Before leaving, we did stop at the Chip’s Freedom Field to honor and pay our respects to those who gave all in service to our country. We are forever indebted.

The next show of the day was at the Steel Pony campground for the Cycle Showcase. Now being the Sturgin, I was asking around for insider knowledge at all times. Since the Steel Pony is on the site of the old Full Throttle Saloon, legend has it that if you look towards the east under a slight Sturgis breeze you can still hear Jesse James Dupree’s PAPOW! Sadly, I did not hear or see any ghosts from the glory days of national TV chopperdom. What I did see though, was some amazing builds handpicked by Randy. Randy puts on Cycle Showcase in St Louis every year and was kind enough to put in the leg work to make a Sturgis Cycle Showcase happen and no detail was left untouched. From the bikes chosen, to the atmosphere of the building, Randy banged it out of the park with an all-immersive custom chop experience. The only thing I left the Steel Pony with, was a burning desire to make it out to Cycle Showcase in St Louis next year! Heading back into town it was time to hit the third and final show for the day, Dennis Kirk Garage Build show at Iron Horse Saloon. Garage Build is a series that Dennis Kirk has been doing for some time, giving non-professional builders a platform to show off their builds. In my eyes, garage building is the heart and soul of custom bikes, it’s where we all started. Seeing Dennis Kirk bring that ethos to the platform that is the Iron Horse Saloon at the Sturgis Rally was awesome to see and I was blown away by some of the builds. If there was anything I learned, it’s that the future of custom bikes is lookin’ pretty good.

Sunday started the same as Saturday, ‘headin’ down to the Chip for the FXR show. In recent history, it used to be that wide tire choppers dominated the scene then big wheel baggers took over, and while those are still fairly prevalent, the turnout at the Chip proved we are thick into the FXR craze and there were some fine specimens. One standout was John Jessup’s new build out of his shop Dream Rides in Maryville, TN that hasn’t even been shot yet, although I may have filmed it a bit for Grease & Gears TV. That’s how fresh some of these builds at shows in Sturgis are. Once I got my FXR fix, I headed to Cycle Source’s 18th Annual Custom Bike Show at the Iron Horse Saloon. After seeing a couple shows that were style specific, it was great to see so many different styles of custom bikes pulled into the Iron Horse. Awards covered the gamut of styles such as Best Knuck, Pan, Shovel, Import, Trike, Paint, Bobber, Chopper, FXR, Bagger, Classic, so on and so forth. Come one, come all, and bring your best. It ended up being

one of the best shows overall during the whole week of Sturgis.

Dawn cracked on Monday morning with a pleasant surprise phone call. While I’d been hitting the show circuit hard the past

I had never been to

the granddaddy of all rallies. A true…Sturgis… Virgin. The Sturgin.

few days, I had done zero riding through the Black Hills which is a huge part of the Sturgis experience. Luckily for me, it was our friends over at Indian Motorcycles saying they had a Sport Chief for me for the week and it needed some miles put on it. Say no more! The Deadwood Round Up was happening in Outlaw Square with my buddy Hell On Wheels Zach and his single downtube generator shovel and Lumpy with his classic shovel chop both

in the show. A scenic ride to a cowboy town, classic choppers, and catching up with some friends sounded like a great way to start Monday. I’ve always loved old wild west towns and Deadwood is no exception. A bit of jaw flappin’ about old leakers and the Indian was calling my name to putt on over to Iron Horse for the Vintage Dau. While vintage bikes may not be the most practical ride out there these days, they might be the coolest. Like Indian Larry said, the “mechanicalness” of the old bikes is really what makes them special. Vintage Day as a whole was basically a museum of old Harleys, Indians, and a few imports. The standout had to be a 1913 Harley with original paint. Just sitting there in the lot. Incredible! With one last show on the docket for the day I headed on over to Full Throttle Saloon at the base of Bear Butte. This one was a bit more than a show though, I grew up watching Biker Build Off and Full Throttle Saloon. Of course, FTS isn’t the original one from the show but Michael and Jesse have done

a great job at capturing the essence of the original and recreating it and making it even bigger. This year, Warren and Scott from Mama Tried had a Mama Tried mini show at the Throttle complete with the Detroit Brothers Biker Build Off winner. A Biker Build Off Winner at Full Throttle, my inner teenager couldn’t believe it. Leaving the Full Throttle, traffic trying to turn left back to Sturgis was ridiculous so I saw a pack of bikes going right and decided to see what was down that way. I played a biker’s favorite game of “I wonder where this road goes” on top of the Indian Sport Chief and as it turned out, it went to Wyoming. I knew that the riding in the Black Hills was going to be legendary but I was not prepared for the beauty of Wyoming. Because it’s a bit farther out from the craziness of the rally, the roads were much calmer so I was able to open the Sport Chief a bit and really feel her out. A few hundred miles and Devil’s Tower later, I found myself back at Cycle Source Sturgis HQ on Hamster Hill in Spearfish ready to charge camera batteries and do it all again on Tuesday. Tuesday and Wednesday had a big ol’ X on my schedule to keep it open to put down miles. Tuesday took me to Crazy Horse, Needles, Rushmore, and Iron Mountain Road with my helmet snapped up tight to keep my mouth from hanging wide open in awe. On Wednesday, Cycle Source hosted the Run to The Line ride down the twisty and turny Vanocker Canyon to Nemo. The participants on this ride were graciously shot by legendary photographer Michael Lichter, a pretty big honor. Following the Run to The Line ride, a solo run out to Montana and back on the Sport Chief was in order. All in all, riding over those few days I put over a thousand miles on that bike and had a smile on my face for every mile. I’ve been riding, reviewing, and shooting stock V-Twins since 2017 and I can say, without a hint of doubt, that the Indian Sport Chief is my favorite stock bike that I’ve ever thrown a leg over. The handling on it is superb, its beyond stable hookin’ corners, the weight distribution on it is perfect, the power is

more than than enough, and it’s actually really quite comfortable over long miles. It truly was a few of the most epic rides of my life and the Indian Sport Chief played a big role in that.

Of course, Sturgis got a little wild as well thanks to the crew over at Baker Drivetrain. The Baker Burnout Drags at the Iron Horse was one of the best times and certainly most riotous. If you haven’t been, gent’s line up two bikes side by side in the burnout pit, our man Camel hits the button to signal the drag race tree lights, my buddy Teach holds the ass end of your bike and green means go. First one to burnout through all the gears wins the cheese. People slammed in, loud bikes, loud burnouts, the smell of freedom, ahhhh…turns out poppin’ your Sturgis cherry is pretty enjoyable. Naturally all good things must come to an end, and here I was closer to the end than the beginning. The Cycle Source crew let our hair down and hosted Biker Olympics where, not very surprisingly, it turned into more of an American Gladiator Challenge with crashes galore, heads bouncing off pavement, and more wrecked mini bikes than I’ve ever seen. To see all of that circus, you’ll have to head over to Grease & Gears TV’s Sturgis coverage.

At the end of nine days my Sturgis cherry had been popped. The Sturgin had blossomed at biker prom and gotten into college. I didn’t know everything, and there’s definitely new experiences to be had, but I learned a few moves and figured out how to get the most out of them. The most indeed. The final count was eighteen shows filmed across six venues, over a thousand miles ridden in three states that I hadn’t previously ridden in before, and enough smiles and memories to get The Sturgin to next year…the 85th Sturgis Rally. Catch y’all in the wind.

TRIGGER HAPPY WITH

S Taylor Holmes

Article By: Killer Callen

ometimes, the close calls in life make us realize our true passion, and the story of Taylor Holmes proves that point. Born in Fresno, CA, and raised in Lemoore, Taylor came from a very strong sports-oriented household where nothing less than perfection was accepted when it came to the field. Despite this, Taylor always had an interest in art. He describes himself as “all over the place” when he was younger, caring more about a good time than a long time. He learned autobody at a local college, taught by his dad’s best friend. Though he didn’t learn much about painting, he learned something just as important: how to handle and carry yourself in the industry. However, the turning point came when he was in his mid-20s. Taylor found out that he had an abnormally long ureter tube that somehow managed to wrap itself around his intestines, which in turn ended up blocking his kidneys. This eventually sent him into kidney failure. Initially, he was scheduled for a minor surgery. However, the doctors had no idea how bad the situation was until he was under the knife. For his body to heal, Taylor was on bed rest for a considerable time. Since he didn’t have much else to do, he turned his attention to airbrushing. He could do it from a single spot without much movement and still produce something with a wow factor. So, of course, he

subscribed to an airbrushing magazine and started to find his inspiration.

Once on the road to recovery, Taylor started taking every airbrush class he could find. He eventually landed an apprenticeship with Dru Blair. After a few months, it clicked that he could see himself doing this long-term. He spent a few years airbrushing when he decided to jump head-on into the custom paint scene and apply his fine art and airbrushing skills to his graphics work. He eventually transformed an entire room in his house into a private studio where he spent nearly all his time chasing his goals and working to become the best.

For Taylor, creating art was his own playing field, and there were no rules to follow or roles to fill. He could “play the game” however he wanted. In the most “dad” way possible, when asked what really inspires him in his work, his first answer is his kids. But for the sake of the interview, his strong second is self-curiosity. In almost every piece he’s created, Taylor has challenged himself to create something new and original, even if the how is still unknown to him. There’s no pre-design or rendering. Everything is freehand and free-styled on the spot. It’s just as exciting for him as it is for his clients and followers to see what he’ll make next. Of course, working in airbrush and graphics, his preferred

medium is automotive paint. The stinkier, the better! It should be mentioned that he also works in many other mediums including 3D printing, remodeling, lighting, you name it! He’s always willing to try anything at least once.

Though it may not be obvious, Taylor’s love of motorcycles goes back to his childhood when he was 10/11 years old and went to Sturgis for the first time! That year, he got a picture with Bill Goldberg, and looking back on it now, you can see Jessie James in the background. Part of his growing love for motorcycles was growing up in the era of Discovery Channel motorcycle programs. He saw it constantly. In his late 20s, Taylor started to build a Triumph. It was never truly finished, but he soon received more custom paint requests and was offered his first complete build in 2021. It was a 1980 CMT400 that he decided to turn into a cafe racer/chopper. Since then, he’s stuck primarily to paint jobs. He’s also thankful to have local legend Rick Bray show him that being from a small town in California doesn’t mean you can’t make it big and be on the same level as those who inspired you.

One of the coolest things about Taylor is that even after all these years, he’s still learning his limits and what he’s capable of. His strengths in many areas allow his work to have styles rather than just a singular style. It keeps him from getting too close to the comfort some find in having the cookie-cutter effect. As for where his art has taken him, it’s been a crazy, bumpy road, but he’s finally reaching steady pavement. Painting and creating have brought so much joy to his life and opened up so many doors. He will always be incredibly grateful to everyone who has helped him along the way and his mentors, who have now become friends.

If you want to check out more of Taylor’s badass work, you can find him on Instagram @triggerhappygraphics

Before the chopper craze of the early 2000s, you couldn’t just walk into a Harley dealership, point to a motorcycle, and ride it home the same day.

Back then, owning a Harley-Davidson motorcycle REALLY meant something special.

Because of [lack of] supply and demand, a ton of companies built FXR-based chassis. Builders would then source the rest of the parts for a build from the Harley

dealer’s parts counter, one of the burgeoning aftermarket distributors, or from parts manufacturers like Arlen Ness, Don Hotop, or Donnie Smith. In those days, there was an abundance of FXRs on the road. To be fair, the FXR didn’t appeal to many traditional Harley owners in the marketplace. But, because of their ability to stop, go, and handle better than any previous models, the FXRs became very popular on the West Coast and with the

biggest builders in the business.

In the mid to late 1990s, builders like those above and other builders like Dave Perewitz, Billy Westbrook, and Paul Yaffe made it their business to build raked and stretched, low-slung FXRs that became known as “Pro Street.” Because of their popularity, a few companies began producing frames that fit that bill. Now, rather than having to find a donor bike, builders could source a

frame from Pro Street Frameworks [Kenny Boyce], Rowe Machine [Marc Rowe], and Chopper Guys and build a true “ground-up” custom. These frames were already raked and stretched to the builder’s desired specs. These Pro Street builds are timeless, and they have held a special spot in the industry’s history for the last 35 years or so. They also launched legendary careers for many builders. The particular Pro Street you see here was exactly one

Article By: Jason Hallman Photos By: Missi DeBord

of those bikes that was a part of launching a career. Originally built by Paul Yaffe in or around 1997, it was featured in a national publication, as many of Paul’s bikes have been for the last three decades. It came into the hands of its new owner, Mr Nick Bake, only a few years ago after months of searching for a Rowe Chassis to build.

Nick had been chasing down a Rowe Machine frame when he found a complete motorcycle in Arizona. Nick began the project, which was to be reborn into a more modern performance version than its previous owner had enjoyed for so many years. This entire build was facilitated at the shop of Nick’s friend, legendary builder Donnie Smith. Nick also enlisted some of his best friends and most talented craftsmen in the industry. Rob Roehl helped considerably with fabricating things like the exhaust, which started life as a Thunderheader. Since there is no need for an oil bag under the seat on a Twin

Cam engine and transmission, all of the requisite electronics required to make this bike run are concealed in the box under the frame. Don Tima wired the completely hidden electronic system using a modular plug, so the electrical system can be removed by simply unplugging the wiring concealed in the false oil tank. Regarding the engine and trans, Rob and Nick had to relocate and reposition the front motor mount and machine the transmission to make the factory fit look effortless.

The engine of choice is a show polished Twin Cam, polished by Joe Deiters and built by Tom Spear [Grant County Choppers]. It features a 54mm HPI throttle body and is tuned by Tom Spear using a Power Vision from Dynojet. Nick wanted a mid-Gide front end from Ceriani. The Ness wheels with front perimeter brake required significant machining to fit exactly as needed. Controls from Famous Fabricator look perfectly integrated with the Performance Machine belt drive. Every fastener is 12-point stainless from ARP, adding a finished look of perfection.

Of course, no custom is complete without a custom paint job and custom saddle. For the paint, Nick wanted a “Hot Rod” inspired spray job with proper pinstriping from Andy Mayer. Nick enlisted legendary seat upholsterer James Carter from Bitchin Stitchin in Arkansas for the seat. The mirror-like chrome plating was done by J&D Chroming. Nick installed a Trask air cleaner and engine covers from Roland Sands Designs. Overall, Nick was able to build the bike he envisioned and was able to call on his friends to do it. If a Hot Rod was what he was after…it was a Hot Rod that he got!

NICK’S OG PRO STREET

OWNER: Nicolas Bake

CITY/STATE: Hanover, MN

BUILDER: DSCC/Owner

YEAR: 2024

MODEL: Rowe FXR

VALUE: $65,000

TIME: 1.5 Years

ENGINE

Year: 2006

Model: Twin Cam

Builder: Grant County Choppers

Ignition: Harley Dyna Jet

Displacement: 100”

Pistons: S&S

Heads: S&S

Carb: HPI Fuel Injection

Cam: S&S 585

Air Cleaner: Trask

Exhaust: Rob Roehl

Primary: PM

TRANSMISSION

Year: 2006

Make: H-D

Shifting: 5 Speed

FRAME

Year: 1997

Model: Rowe Rake: 36 Degrees

Stretch: 2

FORKS

Builder: Ceriani

Type: Inverted

Triple Trees: Ceriani Mid Glide

Extension: None

WHEELS

Front Wheel: Arlen Ness

Size: 21”

Tire: 120

Front Brake: Ness Radial

Rear Wheel: Arlen ness

Size: 18”

Tire: 180

Rear Brake: Ness

PAINT

Painter: Andy Mayer

Color: Black

Graphics:

Chroming: J&D Plating

ACCESSORIES

Bars: Thrashin

Risers: Ness

Hand Controls: Famous Fabrication

Foot Controls: Famous Fabrication

Gas Tank(s): Rob Roehl

Oil Tank: Rob Roehl

Front Fender: None

Rear Fender: Rob Roehl

Seat: James Carter

Headlight: Bates

Taillight: Pro One

Speedo: None

Photographer: Missie DeBord

Growing up, all we needed to keep busy for the weekend

was an empty field and a couple of dirt bikes. We covered a lot of miles crisscrossing those fields, even though we never got more than a few miles from home. In our minds, we were crossing the country like Wyatt and Billy. These days, I can ride anywhere I want. Still, I find myself drawn to events that take me back to those simpler times when the summer seemed to last forever and your friends were always ready for an adventure. The Backroad BBQ Run in Trenton, NC, builds on those good times from days gone by. But then they ratchet things up to a whole other level with dirt drags, group rides, bike games, and 2500 free PBRs to wash it all down.

This was the sixth time I had attended the Backroad BBQ Run. Even so, I never knew quite what to expect as I pulled into the Trent

River Family Campground. The first thing that caught my attention was that the owner, Kenneth, had put in some work that spring. The roads through the woods were groomed, the campsites were cleared, and the main field had lanes mowed into it for the drag racing. Of course, the 100+ cases of PBR stacked up at the entrance were hard to ignore as I checked in and listened to Luke and Ronni explain the events for the weekend.

Thinking that I was going to get some sleep this year, I decided to pitch my tent alongside the river near the back of the campground. I reasoned that the spot furthest from the beer tent would be the quietest. I figured the loudest folks wanted to stay as close as possible to the free beer. What I didn’t factor in was that whoever owned the property just on the other side of the river from my campsite also owned a fair number of roosters, which, like most roosters, think the sun comes up at 4am…

As everyone began to roll in on Friday afternoon, I could already hear a smattering of shit-talking as word of the drag racing spread through the camp. By late afternoon, we were all crowded around the mowed lanes in the field. We cheered and ate dust as one pair of riders after another ripped across the field. Somehow,

Article And Photos By: Panhead Jim

the 2-inch difference in grass height between the spectators and the drag strip provided just the right level of safety so that no one got hurt and somehow no one dropped their bike.

Now, I am not saying that the crowd was hoping for someone to wreck their bike, but there did seem to be a bit of pent-up energy at the end of the event. To help smooth the tension, an old Kawasaki touring bike was suspended from a crane, and a 5 lb. sledgehammer was available to give it a sound beating. The crowd seemed to settle down, and people slowly dispersed throughout the campground as the sun went down.

Spirits were high that night as everyone’s campsite became its own party, with people wandering through the dark spaces between the campfires, dodging roots and tree stumps while trying not to spill their beers.

I was out of the tent early Saturday morning as those previously mentioned roosters would not shut the hell up until the sun was good and high. I had to wait a few hours for the rest of the campground to come to life, and then it was time for a group ride through the country. This year’s halfway point was a local museum that surprisingly let 100+ bikers pack into their building without once saying “Look with your eyes, not with your hands” to any of us. Then, we high-tailed it back to the campground to prepare for the main event, the Chopper King and Queen competition.

Participants had to compete in 4 team competitions, which included eggs in a basket, ring toss, a helmet race, and the plunger run. You may be familiar with the first three games, all standard bike game fare, but the plunger run was a special treat. Basically, one member of the team holds a roll of toilet paper between their legs while the other team member holds a toilet plunger

between their legs. The team member with the plunger has to run up and insert the plunger into the toilet paper roll, then turn around and run back to the starting line without dropping the TP off the end of the plunger. As you can imagine it was a hilarious bit to watch. Ultimately, Emma and WF Law took home the title of Chopper King and Queen, along with some great prizes and a trophy that I had welded myself.

Coming down off the excitement of the games, we switched gears to eating BBQ and trying to empty out that PBR cooler. Once everyone had their fill, it was on to a massive raffle which had folks squinting at tickets and cheering on the winners of each prize. They also gave an award for the “Local Legend” in honor of an absolute legend named Papa Joe. This year, it went to Wes Slayton, owner of Custom Destruction Helmets, whose support for these grassroots events has not gone

unnoticed.

With the main events finished, I headed down to Shanty Town to check out this year’s 2.0 version. If you haven’t seen Shanty Town, it’s ‘kinda’ like a set of storefronts from an old west town, complete with a hitching post, saloon, and restaurant. The whole thing is totally mobile, and I watched the team from Faster than Your Mom set it up on Friday to get it in place for the weekend.

Sometime on Saturday night, the last of the 2500 PBRs was finally drunk, and the party came to an end. Of course, I was back up at 4:30 cuz no one gave any PBR to those dam roosters, so I got to see the sunrise. With rain in the forecast, everyone was up with me, packing and getting ready to roll out. I have to hand it to Luke and Ronni, who work all year to put together an event that is more fun than most people get to have all year. Whether you rode with your buddies on the group ride or just rode around the campground, everyone had a good time, and we can’t wait to see what happens next year.

I’ve known the builder of this fine machine, Ray “Ray Ray” Llanes, for over 20 years now. Over the years, I’ve seen his skills as a builder steadily improve with every bike he builds. This sweet 76 Shovelhead is definitely an eye-catching machine that Ray intended to be his own when he started the project. That was until his

friend Alex Rosario saw a previous build Ray had done for a mutual friend, drove up from Miami, and fell in love with the mocked-up version of this bike on the lift. Not wanting to let his buddy down, a deal was made.

This build was built using spare parts that Ray had collected over the years. The engine was originally bought

Article By: Roadside Marty Photos By: Missi DeBord

from a guy in Spring Hill, Florida, who swore to Ray that the engine had been rebuilt. Unfortunately, that proved to be very misleading, to say the least. Ray ended up rebuilding the top end with new jugs, pistons and heads. He kept the displacement at the stock 74» and used a tried and true S&S Super E for the carburetor duties while

an Andrews cam was installed. A Dynatek ignition was used, and it fires the bike right up, which definitely helps as it’s kickstart only. That 1974 ratchet lid transmission was a swap meet to find that Ray had put back in his inventory at one time or another and only needed new seals and gaskets. The wheels were aluminum Akront

rims that Ray picked up at one of the swaps and kept the height of the bike in a great stance. The 1976 frame was bought from the King of Florida, Warren Lane, and was in perfect stock condition.

The fabrication work is where this bike really shines. Take the bars, for instance. Ray cut and reworked a stainless set of factory Harley buckhorns into a beautiful, simplistic design that gives a comfortable riding position. The gas tank started as two cast aluminum halves that were welded together and fitted to the frame. The exhaust was a collaboration between Ray and Dan Toce of Toce Performance, an industry leader and innovator with exhaust designs and systems. Ray and Dan sat down together and came up with this two-into-one design that looks great and performs well. This exhaust is now currently in production and can be purchased from Toce Performance. The front end is a mix of late model 41mm tubes and legs placed in a set of billet aluminum trees from Pilgrimage and has a set of Hydra Glide tins in place. Ray reworked the Tsunami rear fender to fit the rear struts made by Paul Cavalo of Spitfire Customs. Ray also handled the aluminum polishing and turned down all the hardware. The belt drive is a BDL 1 1/2” that uses a set of aluminum ribbed covers from Ryan Gore at Paper Street Customs. It really looks amazing when the motor is running or sitting still. A primary plate from Sunset Cycles was used to help stabilize the motor and transmission, and it is another quality piece. Mo Diaz did the paint work at Mo’s Image Customs.

Ray put a lot of personal touches to the bike, like the shifter knob that was made to resemble one of the wheels on Alex’s 36 Ford hot rod. Once the bike was completed, Michael Lichter immediately asked Ray and Alex if it could be used in his Motorcycles As

Art exhibit in Sturgis at The Buffalo Chip, and as if that wasn’t enough, Randy Noldge asked if they could bring the bike to St. Louis for one of the best shows I know of, Cycle Showcase, where it had an overwhelming response from everyone. Now, for everyone who may be asking why this bike is called “Who Me?” the back story is after a night of debauchery, shenanigans and outright fun with Ray, yours truly, and Alex rolling around in the back of my van, we pulled up to a White Castle around 2am in a questionable part of St. Louis and proceeded to have a laugh at the drive-thru girl’s expense!! The next time you see any of us, ask, and we’ll tell you the whole story hahaha! I’m proud to know both of these men, and I’m honored to have the opportunity to write this article!

WHO ME?

OWNER: Alex Rosario

CITY/STATE: Miami, FL

BUILDER: Ray Llanes

YEAR: 1976

MODEL: Shovelhead

Value:

Time: 1 Year

ENGINE

Year: 1976

Model: Shovelhead

Builder: Ray Llanes

Ignition: Dyna

Displacement: 74cu

Pistons: Stock

Heads: Stock

Carb: S&S Super E

Cam: Andrews

Air Cleaner: Chopper Dave

Exhaust: Ray Llanes/Toce Performance

Primary: BDL

TRANSMISSION

Year: 1974

Make: Harley-Davidson

Shifting: Jockey

FRAME

Year: 1976

Model: FX

Rake: 30°

Stretch: 0

FORKS

Builder: Ray Llanes

Type: Telescopic

Triple Trees: The Pilgrimage

Extension: -3

WHEELS

Front Wheel: Akront Aluminum

Size: 21”

Tire: Dunlop

Front Brake: None

Rear Wheel: H-D Mid Star

Size: 16”

Tire: Firestone

Rear Brake: HD Juice Drum

PAINT

Painter: MD

olor: Westchester Blue /Alum/Tanya

Graphics: MD/ Silver Leaf Pinstriping

Chroming: Hialeah Plating

ACCESSORIES

Bars: Ray Llanes

Risers: 1” Weld On

Hand Controls: Internal Throttle

Foot Controls: Control Acutronix

Gas Tank(s): Custom

Oil Tank: Custom/Kurt Owen

Front Fender: None

Rear Fender: Tsunami / Custom Struts

Seat: Adam Croft

Headlight: Mini Bates

Taillight: Motone

Speedo: None

Photographer: Missi DeBord

2 (Scale of 1-5)

revo rear rear shock install

In the last issue of Cycle Source, I submitted an installation article for Legend Suspensions’ 39mm Axeo Performance Front Suspension Kit. I thought it only appropriate to follow that tech article up with one that showed installing Legend’s Revo Rear Shocks on the back of the same FXR. Legend Suspensions offers three different models of rear shocks. The Revo’s, RevoA,’s and Revo Arc’s. They come in a variety of lengths and color finishes, including black, gold, and silver (clear anodized). While they all have preload (sag) adjustment, the main difference between the Revo and Revo-A is the rebound adjustment. The Revo-A’s have 6 different

rebound adjustment settings (adjustable by hand with an external knob), whereas the Revo is preset on position “3”, right in the middle. Legend Suspensions makes Revo’s for pretty much every model, including 2000 and later Softails. Yes, I said even Softails! All Revo’s are offered in standard and heavy-duty applications. To me, a FXR isn’t ready to be used to its full potential until it has a set of Revo’s (or Revo-A’s or Revo Arc’s) on it! Which model of Revo is best for you and your bike? Best to call the folks over at Legend Suspensions and let them help you pick. If it helps, of the 5 FXR’s I own, 2 of them have Revo-Arcs, 2 others have Revo-A’s, and the last one has

Revo’s (The install you’re about to read about).

I’m going to start off by saying, not all FXRs are the same. If you have already done something like replace the swingarm, or have custom frame strut covers, your install may be different. It is not uncommon to have to take a good look at your spacing for your shocks and make sure they are as straight up and down as possible. You do not want the bottom of the shock “toe-ed in or out”, when the bike is vertical, you want your shocks as vertical as possible. This MAY require custom or additional spacers. You won’t encounter this if you’re installing Legend Revo’s on your Bagger, Dyna, or Softail. But let’s face it, 1982-1994 were some challenging times for the Bar and Shield (yes, I know FXRs were also made in 1999 and 2000).

With the bike secured on the lift, put a frame jack under the frame near the swingarm, in order to raise the rear tire off the lift.

Using a ¾” socket and wrench, loosen the lower shock bolts.

With both sides loose, remove the lower shock mounting hardware.

Use the frame jack to raise the frame and rear fender: this gives you better access to the inside of the fender. With an 11/16” wrench on the top shock mount, and a 9/16” wrench inside the fender, loosen the upper shock mount from the inside of the fender.

With the 3/8” bolt removed, pull the shock and upper shock mount from the frame strut and cover.

Install the blocks (from the optional hardware kit) in the shock “cradles” on the swingarm.

They should be a tight fit. Now you’re ready to install your upper shock mounts from the Optional Hardware Kit.

Check the serviceability of the OEM 3/8” NC bolt and replace it if necessary. At a minimum, I would use a new lock washer and of course thread locker .

Now you can install your new Revo’s with the included spacers. IMPORTANT – YOU HAVE TO BE SURE YOU HAVE NO BINDING in the spherical bearings in the Revo’s. When the shocks are properly installed, you should be able to freely rotate them back and forth; about a ¼” with the body of the shock not contacting anything. This is not negotiable; the shocks must be free from bind; this includes the mounting hardware. Install a spacer on the upper shock mount

Ensure you put a thin spacer against the bearing before installing the ½” NC nut on to the upper shock mount. With at least a thin spacer on each side of the bearing in the shock, install the lower mounting hardware.

Tighten the lower mounting and the upper.

It is at this point that if you didn’t get that bolt inside the fender torqued, you can do it now. Try different spacing until your Revo’s are as vertical as they can be without binding. If you are satisfied, loosen up the mounting hardware, apply red thread locker and final install and torque all your hardware. You’re now ready to set your sag measurement and go take a rip!

Installing Legend Suspensions Revo’s on your bike can be life changing, seriously. Especially if you’re someone who likes to explore the performance limits of your motorcycle. Check out everything Legend Suspensions has to offer at www.LegendSuspensions.com

Install the shock next.

Aliving legend and veritable titan in the world of custom motorcycling and beyond, Paul Yaffe needs no introduction. In a rare departure, he has brought his gorgeous exaggerated lines and bold, powerhouse style to bear on a bike that was not, repeat, not built by Harley-Davidson, but by BMW.

Yes, a BMW. Specifically, Paul began with a BMW R 18 Transcontinental, the full-dresser model in BMW’s newest

line of touring bikes, featuring an 1800cc air-cooled boxer engine, the biggest the German manufacturer produces to date.

But instead of getting straight to business, Paul made it a priority to get to know this bike first: see how it rides, understand its expression, get a feel for the stance, take it out to dinner, look deeply into its eyes. Before laying a finger on it, he took it on a 3800-mile road trip across

Article By: C.A. Crispus Photos By: Michael Lichter

the US, and another 2600-mile trip to Sturgis and back in 2022 with his young son, Nash, who has officially declared this bike to be his favorite (cushy Touring packages ftw).

When he returned home, the master builder went to work. Instead of using the R 18 Transcontinental model, Paul began with a stock R 18 B, (B for “Bagger”).

Despite the extensive customizations, Paul was committed to ensuring that the bike remained distinctly

BMW, deciding early on that he would not use anything from his existing product line. That meant embarking on an incredibly involved design and fabrication process, but Paul and his team were hungry for the challenge.

Seeing that the sheer size of the engine begged for a dramatic front end, Paul immediately turned to his partners at Metal Sport Wheels to commission a massive, one-ofa-kind 26” x 5.5” front wheel carved from a 400lb block

of solid aluminum and adorned with a handmade 180mm wide fat front tire. He and his team then set about the task of stretching and raking the frame to accommodate this colossal piece of engineering, as well as crafting one-off triple trees to ensure optimal handling.

A second R 18 fender was grafted onto the first to create an elongated rear fender, creating a stretched version that matched the bike’s new lines. The original R 18 side covers were also stretched, enhancing the visual transition to the saddlebags.

As the build progressed, Paul’s vision moved toward an iconic ‘50s Mercury Lead Sled. Embracing classic hot rod styling, Paul frenched the original R 18 taillights into custom fillers and created a recessed license plate area in the fender. The team engineered an advanced air suspension system for that typical lowered look. Then, they turned their attention to the radical side pipe

The front fender was made from scratch. The original fairing was cut into pieces and restructured for better integration with the new front wheel setup, correcting the headlight position and flowing seamlessly into the new design. A unique chin spoiler was introduced to hide the radiator and fill the gap between the fairing and fuel tank, giving the bike a sleek and elegant profile. A one-off set of Yaffe Monkey bars was created. The team fabricated a new set of skins to give the bags a stretched profile while retaining the BMW remote central-locking system and audio system functionality.

design.

To retain the BMW feel, “retaining the classic Boxer head pipes was a must! We removed the catalytic converters and created our own perforated high-flow baffle system to replace the restrictive emissions system while retaining some needed back pressure. We then created a 3-step muffler system for reversion and finished it with a wide-open megaphone for that classic hot rod “middle finger” sound! We are sure you’ll agree, the bike sounds NASTY!”.

After Hector Martinez laid down some perfect gloss black paint and beautifully polished body panels, Paul had Guys Upholstery fashion a contemporary-styled saddle and dash console in ox blood red. “It’s both Euro and iconic Americana simultaneously,” says Paul. Hector painted the brake calipers to match, and then it was time for final assembly. At this stage, the team’s limited experience with BMW mechanical theory and procedures posed significant challenges. “Figuring out what does what, trying to fool the computer system into not recognizing our changes took a lot of thought and guesswork. We had to make a pipe bomb to store the tire pressure Bluetooth sensors in so we could pressurize to fool the computer into thinking it didn’t have flat tires. We had to modify the swing arm position sensor so it wouldn’t think the suspension had failed and put the bike in limp mode! (Who has a swingarm position sensor anyway?).”

Graceful and sophisticated with a beating, savage, air-cooled heart, this custom BMW R 18 again reaffirms Paul Yaffe’s extraordinary talent as a designer and underscores his versatility and adaptability as a master craftsman.

PROUD MARY

OWNER: Kurt Rumens

CITY/STATE: Seattle, WA

BUILDER: Paul Yaffe

YEAR: 2022

MODEL: R-18

VALUE: 125,000

TIME: 1 Year

ENGINE

Year: 2022

Model: Boxer

Builder: BMW Motorad

Ignition: BMW Motorad

Displacement: 1800 Cc

Pistons: BMW Motorad

Heads: BMW Motorad

Carb: EFI

Cam: BMW Motorad

Air Cleaner: BMW Motorad

Exhaust: Paul Yaffe

Primary: BMW Motorad

TRANSMISSION

Year: 2022

Make: BMW Motorad

Shifting: Smooth

FRAME

Year: 2022

Model: R-18

Rake: +9°

Stretch: +3”

FORKS

Builder: Showa/Yaffe

Type: Hyrdraulic Over Air

Triple Trees: Paul Yaffe

Extension: +12°

WHEELS

Front Wheel: Metal Sport/Yaffe

Size: 26”

Tire: V Rubber

Front Brake: Brembo

Rear Wheel: BMW Motorad

Size: 18”

Tire: Bridgestone

Rear Brake: Brembo

PAINT

Painter: Hector Martinez

Color: Black

type: PPG

Graphics: None

chroming: Paughco

ACCESSORIES

Bars: Paul Yaffe Monkey Bars

Risers: BMW Motorad

Hand Controls: BMW Motorad

Foot Controls: BMW Motorad

Gas Tank(s): BMW Motorad

Oil Tank: BMW Motorad

Front Fender: Paul Yaffe

Rear Fender: Paul Yaffe

Seat: Guy’s Upholstery

Headlight: BMW Motorad

Taillight: BMW Motorad

Speedo: I Don’t Wear Them

Photographer: Michael Lichter

Article By: C.A. Crispus Photos By: Michael Lichter

YAFFE RIDES THE RADICAL BAGGER TO STURGIS S

turgis, South Dakota. That mystical land of wide skies, rolling prairies, steep slopes, and thick forests that once a year becomes a site of holy pilgrimage where renegades, cowboys, and roughriders the world over gather to worship their fire-breathing, two-wheeled metal gods. This year, Paul Yaffe arrived on that sacred ground for the 38th consecutive time. For this go-round, Paul showed up with his new radically customized BMW R 18 B, called One Eight “C”, turning heads and pulling in spectators with its raw hot rod sound, dominating 26” front wheel, and sweeping, sexy lines.

Indeed, friends, you read that right. Paul Yaffe has built a custom BMW and the Hall of

Famer is telling it loud and proud. “It’s a notch in my belt,” says Paul, and it seems that the people agree. “I don’t remember a bike that I built that got more attention than this one,” Paul says, describing his latest experience at the rally. “Everywhere that bike was parked, it would draw a crowd right there.”

A former television personality, Paul is a familiar face among Sturgis-goers, but having been offscreen for several years now, the paparazzi effect has slowly become less intense. But now, cruising around on this thundering 1800cc boxer, Paul says that the amount of attention he received was overwhelming.

“It was so much attention. It was crazy. We used to get that kind of attention when we were doing the TV shows, but it’s certainly faded over the years and that’s fine with me. But boy, it sure felt like rockstar stuff the way that people were crowding around and making a big deal. And it was all about the bike. Everything started because they were wide-eyed and smiling, looking at the bike.”

As Paul slow-rolls down Main Street, a man runs next to him taking pictures. In front of the 2 Wheelers shop, an excited couple pulls up next to him on their stock R 18, positively losing it at seeing a bike they love customized this way. In front of the iconic “Welcome to Sturgis” sign, a swarm of Soldiers for Jesus on Harleys piled around the bike, asking questions and inspecting the details. Before they left, they blessed the bike and gave Paul a little baby Jesus doll to carry in his pocket (which is now living on the shelf in Paul’s office).

As the weekend continued, Paul made his way around with the equally legendary motorcycle photographer Michael Lichter, as well as Roland Stocker of BMW, stopping to hit up the hotspots like the Dennis Kirk Show, the Cycle Source Show at the Iron Horse Saloon, the Dave Perewitz Paint Show, and the FXR Show at Buffalo Chip. “Every time we pulled in, people were just monstrously complimentary of the bike.” Paul also served his annual stint as a celebrity bartender at Deadwood Custom Cycle, where his good friend and fellow Hamster, Ruben Brown, admired the bike with big sparkling eyes and a huge smile for the camera, not forgetting to compliment Paul on his mixology.

But Paul doesn’t come to Sturgis for the spotlight. “Sturgis is a bucket list trip for anyone who lives and breathes motorcycles. It’s about the open road, the adventure, and the camaraderie that comes with it.” For Paul, it started when he was younger, riding across the country by himself with nothing but a rope hammock and two sets of clothes in his backpack. “That’s just what you did,” he says. Pulling off the road at night and tying up between two trees, doing laundry in his boxer shorts, and meeting great people on the road, every moment was a thrilling adventure. “Even if I was in bad weather or pouring rain. That was part of it. You’ve got to love the grueling part of it just like you love the perfect seventy-degree day with mountain scenery ahead. It’s all of that. “

And despite the fact that the Sturgis Motorcycle Rally can safely be called home to ‘the best party anywhere,’ for Paul, the journey was always the destination. “You hit all the bars and tear it up with your friends and do that kind of stuff. But more than that, for me, it was always about getting to Sturgis. And as I rode year after year, the ride always was different.

It was a different route, a different location, a different motorcycle. It was different times in my life, so my experience was different because of whatever was going on in parallel in my personal life. It’s the ultimate escape: I’m going to Sturgis. It’s just going to be me and my bike on the road and we’ll see what happens. It’s very centering. Sturgis has evolved, but the essence remains the same. It’s a time to unplug and just experience. I love it.”

And there’s not just the riding to Sturgis, but the riding at Sturgis. Paul adores the Black Hills. “It’s one of the most pristine riding venues on the planet,” he says. To escape the buzzing crowds and bustling vendors for a while, Paul rides through Spearfish Canyon with his fellow Hamsters on a beautiful 74-degree day, a welcome reprieve from the previous days of heat and humidity. The sun was shining and it had been raining the night before, so the waterfall was running as the group swept along the serpentines, surrounded by sheer rock walls and green forest.

Reflecting on his 38th Sturgis experience, Paul calls it, once again, a magical adventure. In particular, Paul talks about how there is a profound sense of accomplishment in knowing that something he built can evoke powerful emotions and create lasting memories for someone else.

“From a builder’s standpoint, I can tell you that every time you push boundaries with a radical design like this BMW, there’s a lot of insecurity because you don’t know how people will react. It’s like stepping out naked in front of a crowd,

completely exposed.

But then there’s this moment when someone sees your creation, and their eyes get wide, and they have this big smile, or their mouth falls open, and they tap their buddy or they call somebody because they want to share it. This is amazing. Just that moment when somebody’s path has changed from something you did. Right there, all of a sudden they’re looking at it in amazement and there is no bigger compliment. You don’t

have to say anything. I can just see it on your face.’”

During the rally, Paul sold the BMW to a longtime friend and Hamster and was commissioned to build another. Now back in Phoenix, Paul is preparing the BMW One Eight “C” to go to its new home, and surely devising new and inventive ways to blow our minds on his next magical adventure.

THE BIKE THAT TURNED ME

Article By: Nate Beck

Indian Motorcycles started in 1921 and has become an American Legacy brand. It is known for early innovation with models such as the original American V-Twin in 1906, the Scout in 1920, and the Chief in 1922. Today, Indian rips into the future of performance, full dresser touring with their Pursuit Dark Horse.

Indian’s Pursuit broke into the full-dresser touring platform in 2022 after expanding upon their beloved Challenger. Pursuit sports a profound set of touring amenities such as bags, a trunk, surround sound audio, GPS navigation with current traffic conditions, heated seat and grips, a lower fairing, dash compartments with a USB port, adjustable suspension and an adjustable windshield, which is possibly one of my favorite features. The Pursuit Dark Horse lacks in no department. It also looks DAMN fine.

First, let’s dive into the numbers to fully understand the Pursuit before discussing how those numbers seek to translate miles into smiles.

The Pursuit Dark Horse is powered by a 108 cubic inch PowerPlus Liquid Cooled V-Twin, which cranks out an impressive 122 horsepower with 128-foot pounds of torque. This powerhouse pushes its 102.7’’ long, 56.8’’ tall, 39’’ wide frame down the road. Of course, weight is an important factor to take into consideration. The Indian Pursuit Dark Horse comes in at over nine hundred pounds. This is the point at which I went “eeeeeh.” Now, mind you, nine hundred plus pounds for a full-dress bagger is pretty standard. My issue was that the heaviest bike I had ever ridden came in at eight hundred and eleven pounds, and it felt like an overloaded geriatric donkey. Needless to say, I had some apprehensions.

Before I could put the Indian Pursuit Dark Horse to the test on some snaking central

California country roads, I had to get it to central California first. This route included riding through what I call the Gladiator Pit, which the laymen call the city of Los Angeles. While this was less than ideal, I suppose there was no better way to become acquainted with a bike than dodging models and actors rushing to auditions while texting and driving and trusting California’s infamous self-driving Teslas. I wouldn’t call this ride up to central California enjoyable by any means, but it did prove one point. Turns out, it’s no nine-hundred-pound donkey. It’s a Dark Horse, and it handles exceptionally well.

will never judge a bike positively or negatively by the seat, handlebars, or foot control placement. I will judge a bike that, when tested, I can’t find a part I’d change.

Riders have three main points of contact when riding, seat, grips and foot controls. Each is vital in their own way. The Pursuit ain’t no show chopper, and when discussing long-distance touring, form follows function, folks. With that in mind, let’s dive in.

First, the seat. We’re trying to join the iron butt club, not the gas stop and stretch club. Indian’s seat on the Pursuit Darkhorse sits a hair under seventeen inches wide with six inches of lower back support that kept me more than comfortable. The long-distance comfort and low back support mixed with the visually appealing classic diamond stitch pattern had me totally sold on keeping the stock seat.

The country roads only drove this point home. The handling on this bike is nothing less than remarkable. This can be attributed to a rider-adjusted rear Fox shock, an inverted front suspension, and frame geometry and design that sits the rider “in” the bike rather than “on” the bike. The Pursuit Dark Horse’s ability to flow through the corners with ease, never feeling heavy, clunky, or awkward, resonated heavily with the performance aspect of “American touring performance.” Of course, opening up those 122 ponies in sport mode while coming out of said corners only proved just how good the design is. Indian, give your design department a raise.

After enjoying the performance part of the “touring performance” label, I ran the bike up the concrete slab, putting down serious miles to feel out the touring side of the Pursuit. Ergonomically, the stock configuration of this Indian is pretty spot on for doing long miles. Typically, stock seats, footboards/pegs, handlebars, etc. are all just take-off parts replaced with higher quality and better-functioning parts. This practice has long been the norm and is expected. I

Second, the floorboards. Cramping knees and hips mean more stops to stretch, and I’m not looking to do the Tour-De-Rest Stop. The stock floorboards are impressive. They are fourteen and a half inches long, allowing the rider to move their feet forward and back to change the angle of their hips, knees, and ankles and avoid those cramps. Hell, I can even almost straight-leg it with my heel toward the front of the boards, and I’m not a short guy.

Last, the handlebars. The angle at which the wrists are placed when riding is vital to long-distance comfort. The stock bars have a nice gentle angle at a nice height that leaves your wrists and arms in a very neutral position.

It’s nice to know there’s still a company out there that injects quality in the basic parts of the motorcycle and is not relying on the flashy amenities to make the sale. Speaking

of amenities, though, there are…more than a few. Starting at the front of the bike, there is an adjustable windshield: This is the one feature you never knew you wanted until you tried it. I typically find windshields enjoyable on the freeway and miserable everywhere else. With the windshield in the lowest position, eleven inches up off the front fairing with a more pulled back angle, wind is easily felt, and vision over the top is clear. Once hitting an on ramp, the windshield can be raised to fourteen inches with a steeper angle that kicks the wind up and over you to prevent wind fatigue over long rides. Neck muscles rejoice. Coming towards the rear from the adjustable windshield is what I call the command center of the bike. The seveninch infotainment center powered by Ride Command lives below your speedometer and tachometer, giving you all the information and adjustments you could ever wish for. Highlights include turn-by-turn navigation with live traffic updates, bike status features such as tire pressure, engine temp, and oil life, Bluetooth audio, and fine-tuned shock preload adjustments. We’re all bike nerds, and being able to flip over to a screen to see exactly what’s happening inside the bike and fine-tune it really gets my ticker ‘goin’.

On the tail end of the beast sits the bags and the trunk, which has an impressive thirty-six gallons of storage, primed for long haul and multi-day rides. Two helmets fit side by

side in the trunk with room for gloves and other smaller items. This leaves the bags open for your everyday wear once you get off the bike. Gone are the days of walking around town carrying all your gear.

I’ve always said there are great performance bikes for performance riders and great touring bikes for touring riders. I am neither of those. I enjoy all aspects of riding motorcycles, so when it’s time for me to buy a bike, it’s hard to find the jack of all trades because you’re sacrificing one quality to better serve the other all the way down the spec sheet in an attempt to find the balance between performance and touring. I love that instead of accepting this as the norm, Indian is pushing the boundaries to build bikes that bridge the gap between performance and touring. I have to admit, I wasn’t a bagger guy before riding the Indian Pursuit Dark Horse and had settled on the fact that those big clunky freeway-only bikes just weren’t my flavor. This bike, however, has turned the tide on that. That said, this is one of the best full-dress touring bikes in my garage and belongs on the open road. Who am I to make it wait longer for its next adventure. I suggest you find a Pursuit Dark Horse and do the same. Until next time, catch y’all in the wind.

The FXR craze is still in full force, it’s alive and well in 2024! It seems there is still no end in sight to the innovation and craftsmanship and to the amount of aftermarket companies still building and engineering quality components that solve chassis and performance issues on a motorcycle that was designed when Ronald Regan was in the Oval Office.

There is almost nothing I can say that hasn’t already been said about the FXR, (good or bad) that hasn’t

already been printed in magazines, most that do not even exist anymore.

So, as long as this one is still being printed, I will continue to educate the

consumers as to what products work and which ones just look good in the package.

These days there are almost a half a dozen swingarm manufacturers producing swingarms for the masses. I think that most of them do a great job in their specific intended application, but what if you have a high mileage FXR and you just want to make it track better without the expense of a billet aluminum swingarm? What can you do if it is time to upgrade the

Article And Photos By: Jason Hallman

bushings and you want something better than stock?

Well, Bare Knuckle Performance has the answer. Their “Made in the USA” swingarm bushing kit solves all of the would-be issues one can experience while installing a factory replacement style rubber bushing and to stabilize your chassis better than it was when your FXR rolled off the showroom floor for the first time.

The kit includes detailed photographic instructions and even includes a depth gauge to set the proper bushing depth.

Gone are the factory style bushings in favor of bearings and since there is no rubber in the swingarm bushings, there is less deflection side to side in the corners. You’ll be amazed at how some installation is and you’ll be impressed with your bike’s new and improved ability to corner.

Xavier and I installed the bushing kit with the transmission out of the

chassis in order to give the reader a detailed idea of what type of challenge it would be and we have to say, we were impressed!

So, follow along and get your order in today!

All of the bits you’ll need: Dead blow hammer, Calipers, some parts cleaner, a bushing driver, the parts to be installed and instructions!

Make sure your read the instructions thoroughly before starting

You’ll need a bushing driver to install your bearings into your swingarm

A small amount of Red Loctite is required to hold your inner bearing in place

Bare Knuckle sends you a clever depth gauge to insure proper depth on the transmission side

Use a small amount of Anti-Seize on your swingarm pivot bolt to prevent galling

Slide your axle into the assembly

We are all test-fitted and ready for final installation into our chassis

Article By: Heather Callen

We caught up with Bill Glass, the mastermind behind this killer digger, at the very first Dennis Kirk Garage Build show back in July 2024.

This bike caught our eye right away—Arlen Ness diggers aren’t something you see every day. We knew there was a story behind it, and man, we’re glad we dug into it.

Bill’s from Mount Pleasant, Iowa, and he’s been nuts about motorcycles since he was a little kid, riding since he was just 5 years old. His first bike was a Honda 50, and

the first street bike he ever got his hands on was a 650 Yamaha, though he left that one pretty much stock.

Over the years, Bill’s owned more than 25 motorcycles and still has eight or nine sitting in his garage. And let me tell you, he’s never left one of them as it came—because as Bill says, “Stock Sucks.” The first bike he ever chopped up and customized was a 1974 XLH Sportster, though that one’s long gone from his collection now.

The bike you see here was picked up from a widow about five years ago, and it was in desperate need of

some love. Bill spent three and a half years bringing it back to life. It’s got a 1974 XLH Harley Davidson 1000 engine nestled in an original Arlen Ness digger frame. Bill’s the one who installed the carburetor, built the oil tank and battery box, and crafted the mounts for the carb.

The toughest part of the build? Bill says it was definitely fabricating the oil tank. Those pesky pinholes and leaks made him tear his hair out until he got them sorted.

Bill might be retired now, but he used to make a living as a millwright fabricator. That sure came in handy when

it came time to build custom parts for this bike.

One of the most special memories Bill has from this build is working on the gas tank with his buddy, Don Hotop, who sadly passed away before the bike was finished. Don also helped rebuild the motor, so this one’s got some real heart and soul in it.

Sue Hopper over at Signs in Lockridge, Iowa, is the one responsible for that slick paint job. She’s painted every bike Bill’s ever owned, and she knocked it out of the park with this one, too. When Bill was just 17,

he always dreamed of owning an Arlen Ness digger, but that was way out of his budget back then. Over the years, he’s been gathering parts and pieces, waiting for the day he could finally build one. Well, this bike is the first digger he’s finished, but don’t think he’s stopping here. He’s got two more in the works, sitting in his 26x44 temperature-controlled shop, just waiting to be brought to life.

LIFETIME

Owner: Bill Glass

City/State: Rome, IA

Builder: Bill Glass

Year: 1974

Model: Digger

Value: Time: 2 Years

ENGINE

Year: 1974

Model: XLCH

Builder: Bill Glass

Ignition:Dyna Single Fire

Displacement:1000cc

Pistons: Wiseco

Heads: TT Cycle

Carb: Webber Dual Throat

Cam: Sifton

Air Cleaners: Velocity Stacks

Exhaust: Custom 2 Into 1

Primary: Chrome

TRANSMISSION

Year: 1974

Make: Harley-Davidson

Shifting: Right Side

FRAME

Year: 1982

Model: Arlen Ness Digger

Rake: 41°

Stretch: 4”

FORKs

Builder: Smith Brothers & Fetrow

Type: Girder

Triple Trees: Stock/T-kate fork brace Extension: +4

WHEELS

Front Wheel: Drag Specialties Size: 21”

Tire: Avon

Front Brake: None

Rear Wheel: Solid Size: 15”

Tire: Rear Brake: Drum

PAINT

Painter: Ed Fordkye

Color: Vivid Black

Type: Dupont

Graphics: Sue Hopper

Chroming: Precision Plating

ACCESSORIES

Bars: Ness Lane Splitters

Risers:

Hand Controls:

Foot Controls: Ness Pegs

Gas Tank(s): Ness Rocket By Don Hotop

Oil Tank: Bill Glass

Front fender: None

Rear Fender: Ness

Seat: Ness/Steve

Headlight: 4”

Taillight: Donnie Smith Cat Eye

Speedo: None

Photographer: Heather Callen

NOT AN OIL FILTER

9Finger Fabrications Not An Oil Filter keeps the crap out of engine while oil filter is removed. O-ring sealed with transfer ports allows oil flow if engine is turned over with cover installed. $15$25 https://www.9fingerfabrication.com/product/ not-an-oil-filter/51?cp=true&sa=true&sbp=false &q=false

NOWASKEY RESERVOIR BRACKETS

Our custom heavy-duty aluminum Billet Remote Reservoir Brackets are bare metal and ready for finishing. Mount your remote reservoirs securely to your motorcycle. Precision machined from billet aluminum for maximum strength. Designed to work with Nowaskey Remote Reservoir Shocks, and may be compatible with other remote reservoirs. Compatible with Harley-Davidson detachable backrest and tour pack. Each clamp includes two mounting bolts and two clamping bolts. Made in the USA. $500 https://www.nowaskey.com/products/remote-reservoirbrackets-metal-finish/

REPLACEMENT

GRIP

SENSOR

FOR HARLEY THROTTLE BY WIRE ‘08-’13 TOURING

MODELS

Has your factory Throttle by Wire sensor hit the high road, leaving your bike a paperweight? Is your throttle starting to show signs of defeat and failure? No problem, this kit will get you fixed up! Namz makes some of the best wire harnesses and direct OEM replacement wiring in the game. The best part is this is a direct replacement, so this will be a headache-free install. $157.84 https:// namzcustomcycleproducts

DRAG SPECIALTIES NARROW LEVERS

Get a handle on your bike’s controls with Drag Specialties Narrow Lever Sets. These Narrow Lever Sets have a narrower profile than OEM levers, making them perfect for riders with smaller hands, or for just giving your bike a different look. Feature die cast aluminum construction and are available in chrome or matte black. These Narrow Lever Sets includes both the brake and clutch lever and fit 24 FLHTK/FLTRK/FLHRXS, 21-23 FLHT/FLHX/FLHR/FLTR and 21-24 H-D FL Trikes. MSRP $55.95. https:// www.dragspecialties.com/search;q=0 6102325;r=eJyrVkrLzClJLSpWsoqOr QUAJusFKA%3D%3D

DRAG SPECIALTIES LED FUEL GAUGE

Give your bike an extra stylish touch with this sleek LED fuel gauge from Drag Specialties. The LED fuel gauge is bright and easy to read at a glance and is a great upgrade from an older stock gauge or as a replacement for a defective gauge (replaces OEM #75241-08). Sold individually and is available in a chrome finish to match your bike’s existing fuel cap. The gauge fits 08-24 FLHR, 15-24 FLRT, 08-17 Softails, 09-17 FXDB/FXDC/ FXDL/FXDF and 10-17 FXDWG. The suggested retail price is $55.95. https://www.dragspecialties.com/ search;q=2212-0888;r=eJyrVkrLzCl JLSpWsoqOrQUAJusFKA%3D%3D

Hey, By the time you read this Sturgis and Bonneville will be behind us. We will consumed with thoughts about holiday parties and our next bike project.

Try to take a few minutes to make absolutely sure you’re spending enough time to keep us free to ride and build. Let’s hit the news:

HAMSTERS USA Raise $371,700 For Special Kids At Lifescape In Rapid City, South Dakota - For the past 19 years during Sturgis Rally Week, the international motorcycle group Hamsters USA has gone out of their way to help Black Hills area kids grow up strong. Their annual fundraiser for LifeScape Rapid City was held in Spearfish, raising an amazing $371,700! These funds help West River children get the physical, occupational, speech, and behavior therapies they need to be empowered for greater independence.

“This year’s total puts the accumulated contributions over the $5 million mark,” says LifeScape Foundation President Jessica Wells. “We can’t overstate how critical their support is in helping kids in underserved areas of the state. For

19 years, Hamsters USA has been our strong partner, ensuring children with disabilities get the help they need.” Special thanks go to event sponsors GCC, a world-class supplier of cement and concrete products, and to Music City Indian Motorcycle of Nashville, TN.

LifeScape Rapid City served 1,200 children last year. Besides the clinic site in Rapid City, clinicians from LifeScape drive over 10,000 miles each month to deliver outreach therapies to kids in their own communities – in their homes, schools, and daycare centers. This allows children living long distances from Rapid City to receive developmental help without their parents having to take time off work to drive them to Rapid City for therapies.

LifeScape’s mission is to empower children with disabilities to live their best lives. With the help of Hamsters USA, West River kids are doing just that.

SEMA Advocates for Balanced Energy Solutions at Virginia Energy Summit - By the SEMA Washington, D.C., office

SEMA Senior Director of State

Government Affairs and Grassroots

Christian Robinson (center right) speaks during a panel at the Virginia Energy Summit.

SEMA Senior Director of State Government Affairs and Grassroots Christian Robinson participated in a panel at the Virginia Energy Summit in Virginia Beach. The panel, titled “Business Energy Consumers: Balancing Affordability, Sustainability and Competitiveness,” addressed the need to balance cost-effective energy solutions with sustainability initiatives, while maintaining a competitive edge in the marketplace.

David Holt, president of the Consumer Energy Alliance, moderated the panel, which featured panelists from various industries.

During the discussion, Robinson highlighted the unique energy needs of the specialty-equipment industry and the harmful impact electric vehicle (EV) mandates would have. He emphasized the importance of policies that promote environmental responsibility without compromising the economic viability of small businesses.

Earlier, Virginia Governor Glenn Youngkin announced that the Commonwealth would not adopt California’s 2035 ban on selling new gas- and diesel-powered motor vehicles. Virginia lawmakers passed a law in 2021 under Youngkin’s predecessor tying the state to California’s emissions standards, which includes California’s 100% EV mandate by 2035.

Robinson’s participation in the panel exemplifies SEMA’s proactive approach to addressing industry challenges and fostering a sustainable future for its members.

For more information on SEMA’s initiatives and advocacy efforts, visit SEMA’s website.

Joint Congressional Resolution To Block Café - Congressman Tim Walberg of Michigan, the Co-Chair of the House Motorcycle Caucus, introduced a bill aimed at stopping the National Highway Traffic Safety Administration (NHTSA) from enacting new rules on “Corporate Average Fuel Economy Standards for Passenger Cars and Light Trucks for Model Years 2027-2032 and Fuel Efficiency Standards for Heavy-Duty Pickup Trucks and Vans for Model Years 2030-2035.”

Rep. Walberg’s bill H.J. Res 199 currently has 64 cosponsors. Senator Ted Cruz of Texas also recently introduced a similar bill in the Senate, S.J. Res 104, with 29 Senators listed as cosponsors.

As it currently stands, the proposed rule would set the Corporate Average Fuel Economy (CAFE) standards to a level that is not attainable with liquid fuels alone. Despite Congress directing NHTSA not to consider electric vehicles (EV) in determining the maximum feasible standards, NHTSA includes EVs in their annual baseline.

the bills.

From The AMA — The AMA joined 24 other organizations in support of HR 906, the Right to Equitable and Professional Auto Industry Repair Act (REPAIR Act), which aims to protect the right to repair one’s own vehicles.

In a letter to the House Energy and Commerce Committee by the Auto

independent business access to affordable vehicle repair and equal access to the necessary parts, maintenance tools, components and data to complete repairs.

The AMA remains committed to protecting the right to repair used motorcycles for all motorcyclists and will continue to work with Congress to ensure these rights are protected for our members and beyond.-AMA

Care Association, on behalf of the AMA and other REPAIR Act stakeholders, the group urged Congress to pass the REPAIR Act.

This standard will force manufacturers to transition away from internal combustion engine (ICE) vehicles to meet the new standards. This move by NHTSA, in conjunction with emissions rules the Environment Protection Agency is enacting, is a significant step towards eliminating ICE.

If you want to help Congressman Walberg and Senator Cruz save the internal combustion engine, click the buttons below and ask your member of Congress and U.S. Senators to support

Rep. Neal Dunn (R-FL-02) was responsible for negotiating provisions regarding the bill, which included an effort to remove motorcycles from the legislation. The AMA worked closely with Reps. Tim Walberg (R-MI-05) and Troy Balderson (R-OH-12) to ensure that all language regarding motorcycles remained in the proposed bill.

HR 906, the REPAIR Act, is a piece of bipartisan legislation — with 56 cosponsors evenly divided between Republicans and Democrats — which would protect consumer and

Triumph Takes First Aft Adv Win--Triumph Motorcycles has made history on the closing Sunday of the Sturgis Rally when veteran flat track racer “Slammin’ Sammy” Halbert won the inaugural American Flat Track AdventureTrackers race during the class debut at the Sturgis TT run through the middle of town.

Fittingly, the very first Sturgis Rally was actually a race held on August 14, 1938, with 9 competitors. Fast forward to August 11th, 2024, where 9 racers once again lineup on the starting grid of a new race. Hot on Halbert’s heels was the five-time World Enduro Champion, Iván Cervantes, cementing Triumph’s moment in history.

There you have it: We all need to be involved on one level or another. It can be as simple as joining your local motorcycle rights group or the MRF, AMA or SEMA.

If you need faster, more timely news, slip over to Bikernet.com or Grease and Gears TV. We’re happening daily. -Bandit

Down in the heart of Fredericksburg, TX, there’s a spot you can’t miss—the Fredericksburg Pie Company, run by Merle Tully and his wife. Now, you might be scratching your head, wondering what pies and motorcycles have to do with each other. Well, let me fill ya in. Merle ain’t just slingin’ pies; he’s also the proud

owner of a drop-dead gorgeous 1949 Panhead, the kind that makes you stop and stare.

When Merle laid eyes on that Panhead FL, it was like love at first sight. He had to know everything about it and ended up buying it in 2022. Turns out, the bike had some history. The fellas who were selling it told Merle that it once belonged to a good

friend of theirs who’d passed on. That friend built the bike himself but never got to finish it. So, Merle felt pretty honored to be the first guy to take it out for a spin.

This old Panhead’s just about fully restored, with most of the original parts still intact—from the speedometer down to the front fender. The only

thing that couldn’t hang on was the original handlebars, which developed a crack right down the middle. Now, they’ve got a new life as a piece of art hangin’ on the wall.

One of the best parts for Merle about owning and fixing up this bike was getting his hands dirty, taking things apart, and putting ‘em back together

Article By: Killer Callen Photos By: Chris Callen

until the whole thing ran smooth as butter. After you’ve done it a few times, you really start to understand the machine—it becomes like an old friend.

Now, Merle didn’t spend most of his life around motorcycles. Sure, he rode some in high school, but it wasn’t until about 20 years ago that bikes came back into his world. Living out in rural Kansas, he and his wife decided they needed more to life than just workin’ and goin’ home. So, after eyeing their neighbor’s dual wing, they figured they’d jump on the bandwagon and bought themselves a Harley. A year later, his wife caught the bug and wanted to ride her own, so they got her a bike, and off they went, exploring the country together.

Somewhere along the way, Merle found out his brother-inlaw had an Indian he’d owned for over 40 years, just collectin’ dust. Well, Merle didn’t need to think twice about taking that one off his hands too.

Eventually, they packed up and moved from Kansas to Texas. But life, as it does, got in the way again, and the bikes sat neglected in the garage. Merle was this close to selling them when the Texas Fandango came around. He figured, why not? Took the Indian out for a spin, and just like that, the flame was reignited. He started getting back into bikes, one thing led to another, and he ended up joining the Cherokee Chapter of the AMCA. The more he got involved, the more he was invited to hangouts, cookouts, and all those good ol’ boy gatherings.

When Merle says “life got in the way,” what he really means is that he and his wife decided to retire somewhere nice. They

ended up in this little tourist town in Texas, where his wife bought a small pie shop. She’d been in the restaurant business most of her life, so it was second nature to her. For Merle, though, it was a whole new ball game, but one he found he really enjoyed. Now, between running the pie shop and riding motorcycles, he’s living a pretty full life.

Pies and motorcycles—who would’ve thought?

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

Ayoung woman was preparing for her wedding. She asked her mother to buy a long black negligee and carefully place it in her suitcase so it would not wrinkle. Well, Mom forgot until the last minute. So she dashed out and could only find a short pink nightie. She bought it and threw it into the suitcase. After the wedding, the bride and groom enter their hotel room. The groom was a little self-conscious, so he asked his new bride to change in the bathroom and promised not to peek while he got ready for bed. While in the bathroom, the bride opened her suitcase and saw the negligee her mother had thrown in there. She exclaimed, “Oh no! It’s short, pink, and wrinkled!” Then her groom cried out, “I told you not to peek!”

Ryan

One evening, a Husband, thinking he was being funny, said to his wife, ‘Perhaps we should start washing your clothes in ‘Slim Fast.’ Maybe it will take a few inches off of your butt!’ His wife was not amused and decided she simply couldn’t let such a comment go unrewarded. The following day, the husband took a pair of underwear out of his drawer. ‘What the Hell is this?’ he said to himself

as a little ‘dust’ cloud appeared when he shook them out. ‘April,’ he hollered into the bathroom, ‘Why did you put Talcum Powder in my underwear?’ She replied with a snicker. ‘It’s not talcum powder; it’s ‘Miracle Grow’!!!!!!

Trent

Afterworking for most of her life, Grandma finally retired. At her next checkup, the new Doctor told her to bring a list of all the medicines that had been prescribed for her. As the young Doctor was looking through these, his eyes grew wide as he realized she had a prescription for birth control pills. “Mrs. Smith, do you realize these are birth control pills?” Yes, they help me sleep at night.” “Mrs. Smith, I assure you there is absolutely NOTHING in these that could possibly help you sleep! She reached out and patted the young Doctor’s knee. “Yes, dear, I know that. But every morning, I grind one up and mix it in the glass of orange juice that my 16-year-old granddaughter drinks . . . and believe me, it helps me sleep at night.”

Rita

Once there was a farmer. He had two teenage sons. This farmer had just inherited some money from his brother’s recent death. He could only afford to send one son to college, but couldn’t decide which one. This farmer also had two ducks. They were only the two ducks on the farm that weren’t normal. He told his sons that whoever could get the most money for the duck would go to college. The sons went out to collect as much money as possible. The first son was walking down the street when he passed a man working in the yard. The man asked him if the duck was for sale, for the man loved the taste of ducks. He offered the son 10 dollars for his duck. The son decided this was very good, so he took it. He decided his brother wouldn’t be able to get close to his success. The second son was walking and passed a whorehouse. He went in and said that he didn’t have any money but would give them the duck. One girl said fine. After they f**ked, she decided that she didn’t want the duck anymore. The son said he would take the duck back if they f**ked again. She agreed. After they f**ked the second time, the son left. He was walking home, thinking about what to do with the duck when it broke the leash. The duck ran out into the street and was hit by a car. The lady that hit it jumped from her car and started apologizing profusely. The son insisted it was ok, but the lady said she would pay for the duck. She was in a hurry, so she gave him 25 dollars and sped off. When the sons got home, the farmer asked the first son what he got. He proudly displayed the 10 dollars. The farmer was impressed. He asked the second son the same thing. “That’s nothing. I got a f**k for a duck, a duck for a f**k, and 25 dollars for a f**ked-up duck.”

Chip