Cycle Source Magazine Issue 302 - August 2023

50 December‘10 CYCLE SOURCE

CYCLE SOURCE AAugust ugust ‘23 7

BIKES The Thing Bod's 1984 Ironhead From Across The Pond ....... 20

Paneto Aaron Peterson's Pan/Shovel .................................... 38

King Nothing Josh Allison's Born Free Build .................................... 50

Born to Run James Simonelli's 145 Sportster ...............................60

Infidel

Kurt Peterson's 92 FXR.................................................... 74

A2B Machine Jon Parmer's Garage Build Softail ........................... 86

FEATURES Cross Country Chase '22 Route 66: Re-imagined ................................................... 10

The Prowl Celebrating The End Of Winter ................................... 28

One Man's Opinion Others See Hopelessness, We See Hope .............. 44

Museum Minute Museum Dispatch ............................................................ 56

Kyle Petty Charity Ride Jody Takes A Ride That Changes Lives .................. 65

IMOF Huggy Beahr The Industry Remembers A Legend ........................ 70

100 Issues Later

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Heather Celebrates A Milestone ............................... 73

TECH Mikuni Magic Balancing Carbs With Pandemonium .................... 16

Short Sport Installing The New PYO Fender ................................... 26

Over Bearing Fixing Neck Problems With Cycle Stop ..................................................... 46

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EDITORIAL OFFICE

The Cycle Source Magazine 118 Dellenbaugh Road Tarentum, PA 15084 For Any Questions Or Comments Please Call 724-226-2867 or e-mail cyclesourcemain@comcast.net

EDITORIAL STAFF Christopher Callen - Editor In Chief - cyclesource69@comcast.net Heather Callen - Managing Editor - cyclesourcemain@comcast.net Kevin Baxter- Tech Editor - Kevin@baxtersgarage.com Milwaukee Mike - Mid-West Editor - neanderthalneon@hotmail.com Roadside Marty - South East Editor - roadsidemd@bellsouth.net Keith “Bandit” Ball - News Editor - bandit@bikernet.com

STAFF WRITERS Chris Callen, Milwaukee Mike, Jack Schit, Pat Jansen, Xavier Muriel, Charlie Weisel, Mitch Bodine, Amelia Rose, Daniel Donley, Joshua Elzey, Roadside Marty, Heather Callen, Melissa DeBord, Troy Bensinger, Matt Reel, Jason Mook

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STAFF PHOTOGRAPHERS Chris Callen, Heather Callen, Mad Stork Ken, Twila Knight, Melissa DeBord

CONTRIBUTORS Jason Hallman, Leah Whaley, Deb Fitch

STAFF ARTISTS Chris Callen

ADVERTISING Heather Callen- Sales Manager - cyclesourcemain@comcast.net

GRAPHIC ARTISTS

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Chris Callen, Heather Callen

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SPARE PARTS New Products Hot Off The Rack ............................................................... 84

The Cycle Source Magazine® (ISSN 1935-0287) is published 10 times a year by The Cycle Source Magazine with Offices at 118 Dellenbaugh Road Tarentum, PA 15084, 724-226-2867, www.cyclesource.com. U.S. Subscription rate is $40.00 for 10 issues. Canadian Subscription rate is $50.00 for 10 issues. Back Issues, when available, are $7.99 each, payable in advance. Periodicals postage paid at Tarentum, PA ad additional mailing offices. The Cycle Source Magazine® reserves the right to reject any advertising or contributions that it deems unsuitable. Opinions expressed are those of the author and not of The Cycle Source Magazine®. Nothing printed in The Cycle Source Magazine® can be re-printed in whole or part without the express written consent of the publishers. Copyright ® 2023. The Cycle Source Magazine®, A Grass Roots Motorcycle PublicationSM, Scooter Tramp ™ Wild Man™ Low Down & Dirty Rotten™ Grease & Gears Garage™ Grease & Gears TV™ Grease & Gears Garage Roadshow™ ShopTalk™ Do It Your Damn Self™ Inslide Line™ and SmokeOut™ are registered trade marks.

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In The News

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The World Report Powered by BikerNet.com .... 90

DEPARTMENTS

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From The Editor’s Desk .................................................... 8 Photo Hunt ........................................................................... 33 Art Of Our Culture ............................................................ 34 Pin-Up Of The Month ....................................................... 49 Chopper Charlie ............................................................... 80 Gut Busters ........................................................................ 98

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ABOUT THE COVER Josh Allison is probably one of the best metal fabrictors in the game today. When you combine that with his eye for design, he is in a league all his own. He is possesed by the art of creating the perfect motorcycle and because of that you can find many of his finished products on our covers.

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o matter how many motorcycles I build, I am never more amazed than those first few hundred miles on a fresh one. Of course, there are all the apparent things you pay attention to right off the bat, like the frame geometry, the feel of the bars and foot controls, where they are located, and the differences, however subtle or dramatic they might be. It’s quite like meeting a new partner. You have to take some time to get used to their ways and their moves, and they have to get used to yours before everything falls into place and the dance is perfect.

The same is true with any new motorcycle, especially in the care of a ground-up build. I have been putting the first few hundred miles on my new ‘49 pan build. I had forgotten how important this learning curve is. You fail to realize until you stop and think about it, that you have just put parts together from several other bikes, some new aftermarket, some that were just pieces of steel shortly before they were rolling down the road. You quickly come to notice that everything feels different.

Your senses are bombarded with input. You begin to question what things are right and what things are wrong, did you miss anything, are their faulty parts involved, and why is the bike acting like this. But in truth, before any critical diagnosis happens, you need to find the groove. You see, every bike is different, for real. Each motor family

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and transmission type, every primary drive, and the number of teeth on a sprocket all affect how a motorcycle feels right off the bat but also indicate to the rider how the bike likes to be ridden. Take a Twin Cam, for instance, if you try and ride it the same way you do a Shovelhead, it will not like it, and the report it gives back as you try to lug it through the lower end will make it feel as if it is not in time.

The truth is, the timing is fine.

You just can’t ride it like a Shovel.

The same holds true when you compare a Flathead with a Pan, and on and on.

So, this is where my ‘49 comes in. I had been riding a 4-speed Shovel for the past couple of years. Been a minute since the Ticket, my other ‘49 has been on the road, and I had forgotten how different the two machines like to be ridden. The Pans are both 74inch motors and while they both have 4-speed trannys just like the Shovel, the ratio of the two types of tranny, when used with these two very different motors, make them ride completely different. All three bikes have belt drives, all from different manufacturers, and all three are choppers with springers from three different manufacturers.

My mind was racing with what was making the bike feel so different when I realized I hadn’t been doing my part to let it show me how it likes to be ridden. I had to just settle my mind and listen to the bike. I found the shift points, the precise place the clutch released,

where the brake actuated, and how low and high the rev liked to be within the operating range. Once I went through all that, it started to run exactly like it was built to. Well, other than having a small issue dialing in the SU carb, but that’s not the point. The point is, once I just settled in and found the groove, I understood how to ride this bike, and it performed like it should. The ride became more enjoyable, and the minor adjustments became apparent.

Here’s the funny thing about this little lesson in the metaphysics of the motorcycle: you can employ it to most of your life problems. Life comes at you hard, and if you can’t settle down the noise and learn to work in concert with the situations you’re in, you may never learn to just enjoy the ride, let alone find the small adjustments that can make it better. If you spend your whole life fighting to stay out of the groove, demanding things adjust to your needs and expectations, well, you will simply go on struggling. As for me and the Pan… we have learned each other’s steps, and the dance becomes more beautiful every time we tango. Just like it is with every one of my other bikes, each has a different step and a different tempo. Now, if I could only apply this logic to life with my poor wife, but hey, I’m a work in progress!

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Article And Photos By: Marjorie Kleiman

h

ow often do you get to see a moto-parade of nearly 100 antique motorcycles roll across the country? Well, in the world of the Cross Country Chase and its older sister, the Motorcycle Cannonball, this amazing phenomenon happens once a year!

The first Cross Country Chase, inspired by the hugely successful— and challenging—Motorcycle Cannonball, took place in 2019, and saw riders traverse the country top to bottom, starting at Sault St. Marie, Michigan, and ending in Key West, Florida. The second Chase ran in 2021, with riders taking a 1,341-mile loop around the Ozarks, starting and ending in Cape Girardeau, Missouri.

The most recent Chase, held in September 2022, took riders from Springfield, Illinois, across the U.S. to Santa Monica, California. The route was based on Route 66, with a few imaginative diversions tossed into the mix. Motorcycles manufactured between 1930 and 1960 were eligible, and along with the 63 HarleyDavidsons that were registered, there were also nearly a dozen other brands, including Indian, Velocette, BMW, Zundapp, Norton, Triumph, AJS, Nimbus, Ariel, and Vincent. Not many people get to see such motorcycles as these, especially outside the walls of a museum.

Much like the Motorcycle Cannonball, the Cross Country Chase tests endurance, navigation, and speed, with the extra challenge of knowledge thrown in. At each of the daily checkpoints during the Chase, riders were required to take a quiz, which contained a combination of arcane and sometimes obscure motorcycle trivia as well as testing

riders’ memories (and attention) of aspects of the prior day’s route.

The first official day of the Chase was Wednesday, September 14, with lots of activity. Check-in and tech inspection took place in the morning, and at noon, Chasers rode to the Hazel Dell Elementary School in Springfield for a presentation of bicycles through the All Kids Bike Program, which Strider Education set up to place Kindergarten PE Learn-To-Ride programs into public schools. The Chase donated 24 Strider bicycles and an adult bike to give back to the community for hosting our event in Springfield and encourage young people to get on two wheels. Upon riders’ return, more check-ins and tech inspections took place, along with an optional practice run to familiarize (or re-acquaint) riders with the maps and to serve as a last-minute shake-down ride for the old iron. This was followed by an evening block party hosted by Hall’s Harley-Davidson near our hotel.

By the next morning, 89 riders had checked in, and the Chase prologue, a brief 26-mile excursion, began at Route 66 Motorheads Bar & Grill in Springfield, where our hosts provided a buffet and invited us to enjoy their Route 66 and Motor Museum.

Everyone was itching to begin Stage 1, which started on September 16. The route was mostly a pleasant combination of small towns and rural back roads, including one section of Route 66 still paved with original bricks laid nearly a century ago. The lunch stop was at Ted’s Motorcycle World

in Alton, Illinois, where the staff and volunteers cooked up a hot meal for riders. The riding day concluded at Rob & Kricket’s Tater Patch in Rolla, where a huge crowd (and a huge dinner) awaited. This was also the first full day with a 212-mile course, and as such, problems with the old bikes began to manifest. Fan favorites Jake and Ginger Martin’s 1941 Panhead chopper had a hole blown in a piston and, sadly, could not repair the damage and return to the competition. Matt and Lisa Patchett’s ‘47 Knucklehead also suffered a blown piston, making it too catastrophic to continue. By the end of the day, eight bikes ended up on the trailer. On the other hand, points leaders were starting to emerge: Dave Currier and his 1930 Velocette in Class 1 (motorcycles with a displacement of 500cc or less), Richard Campbell with his 1940 Zundapp KS600 in Class 2 (displacement from 501cc to 1000 cc), and Tim Burns’ 1935 H-D VLD in Class 3 (displacement of 1001 or more).

Stage 2, at 299 miles, saw the highest mileage of the entire Chase, with most of the course following historic Route 66. The first checkpoint was at Gay Parita, a vintage gas station, garage and gift shop in Ash Grove, Missouri.

Many spots where we stopped on Route 66 have fascinating stories, and Gay Parita was no exception— the original Sinclair station on the site opened in 1920 to serve the increase in traffic on the newly commissioned highway.

Route 66 passes through Kansas for only 11 miles, but the towns of Baxter Springs, Riverton, August ‘23 - Cycle Source mAGAZINE mAGAZINE 11

and Galena all lend a wonderful vintage vibe and were a lot of fun to ride through.

The day’s final stop was at the Will Rogers Memorial Museum, where the City of Claremore, Oklahoma, hosted dinner for the riders. As the Chase heads westward, the roads get a little rougher, resulting in low-energy vibrations that cause stuff to shake loose. Riders must stay on top of this situation, frequently check connections, and tighten things where needed.

At the start of Stage 3, Chasers were happy to welcome back riders Bill Gallo and his ‘46 WL and Pat Patterson with his ‘32 VL, both of whom had problems early on. The first checkpoint of the day was at the wondrous Buck Atom’s Cosmic Curios in downtown Tulsa, followed by a lunch stop at Seaba Station Motorcycle Museum in the tiny town of Warwick, Oklahoma. Housed in the former historic Seaba Filling Station, the museum holds over 65 antique motorcycles and an incredible assortment of memorabilia.

At the end of the day, Dave Currier and Richard Campbell maintained their respective Class 1 and Class 2 leads, while Roger Green and his 1937 H-D ULH took the lead in Class 3.

It’s Stage 4, and the Chase hit Texas!

To be exact, Big Texan Steak House in Amarillo, where riders and staff were served chicken fried steak and all the fixins. Then it was on to the Cadillac Ranch, one of the event’s highlights because Chasers were permitted to ride their vintage machines back to the 10 Cadillacs for photo ops. This is a rare occurrence, maybe even a first, as vehicles are never allowed past the outer gate.

From Amarillo, riders continued on course to Tucumcari, New Mexico, where the bikes were parked at the Historic Train Depot and Museum for festivities hosted by the City of Tucumcari, the town’s Convention and Visitors Bureau, and Historic Downtown Tucumcari. The train depot was built in 1926, the same year Route 66 was commissioned, and is the pride and joy of this welcoming town. Tucumcari offers many Route 66 features, such as beautifully restored retro-themed motor courts, souvenir shops, and eateries. Clay Thorne, owner of the CCMS motorcycle repair shop, also opened his doors to riders whose bikes needed minor and major fixes.

The next day’s course deviated somewhat from the most common Route 66 variations. By day’s end, riders agreed that the Stage 5 course was the best of the Chase so far, with its smooth, curvy, traffic-free roads and gorgeous scenery, especially the stretch from Las Vegas,

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New Mexico, to Santa Fe, and then to Madrid. Partway between Santa Fe and Albuquerque on State Highway 14 is the Turquoise Trail which passes through Madrid (remember the movie “Wild Hogs”?), an artsy town with a fascinating mining history. The evening ended at the Isleta Resort and Casino in Albuquerque, where the crew from the Rust Is Gold coffee, community, and moto shop photographed, filmed, and interviewed Chase riders. Watch for their coverage on the Rust Is Gold YouTube channel!

Stage 6 brought the first significant rainstorm of this year’s Chase. Due to road washouts, the course was rerouted in some places to the interstate, but riders were rewarded by a trek through Petrified Forest National Park, which started out in 1906 as a monument to preserve the petrified wood and features scenic overlooks revealing stunning vistas. And it’s the only national park that preserves a section of Route 66. In the park, rain began to fall again, accompanied by thunder and lightning. Visibility was seriously affected, but everyone made it safely to Holbrook, Arizona, where we spent the night. Like many other towns along Route 66, Holbrook offers a cool array of vintage signage, motor courts, eateries and saloons. Some lucky riders got to stay at the Wigwam Motel, one of the most recognizable places along 66.

At the end of the day, Dave Currier and Roger Green had kept their leads, while Jim Gilfoyle, who, at the end of Stage 5, took the lead for Class 2 with his 1938 H-D EL, kept his lead for another day.

Riders leaving Holbrook the next morning were greeted by a spectacular double rainbow after all the rain the day before. Chasers thoroughly enjoyed the long, straight stretches of open road through a variety of desert landscapes, including magnificent mountain peaks visible in the distance. The day’s first stop was in Winslow, Arizona, where the city blocked off the street for us in front of the famous “Standing on the Corner” sculpture. Brian and Lori Law opened their fabulous store, The Motor Palace Mercantile, especially for riders, offering coffee and a chance to browse through the shop where the merchandise reflects the owners’ love of old cars and motorcycles.

Riders passed through other locations like Seligman and, eventually, Peach Springs, which was one of the inspirations for Radiator Springs from the film “Cars.”

The course continued on to the Oatman Highway, which includes Sitgreaves Pass with its 11 miles of 191 steep hairpin turns and switchbacks, accompanied by fabulous views. At the top of the highway is the city of Oatman, once a Wild West

mining town and now a hugely popular tourist attraction featuring herds of burros that wander the streets. Riders were served a delicious dinner courtesy of the Oatman Hotel and Johnsonville Brats. The Oatman Hotel has a long, storied history.

It’s the oldest two-story adobe building in Mohave County and is haunted! Some riders stayed in town to watch a bank robbery and gunfight… what fun!

The Avi Resort and Casino in Laughlin, Nevada, was the starting point for Stage 8.

Although Route 66 doesn’t cross Nevada, the Avi turned out to be a fabulous place to stay, with all kinds of amenities available.

Stage 8 comprised long stretches of desert road, most lightly traveled. Again, some alternative routes had to be chosen due to recent flooding, but these proved to be just as good as what was originally planned, if not better. The mid-day checkpoint took place at Roy’s Motel and Café, the first scheduled stop in California. What a neat place! Well, cool in the retro sense. The temperature hit triple digits that day.

Dinner for riders and staff was hosted

by Death Valley Harley-Davidson in Victorville, and by the end of the day, points leadership had changed. Sadly, Jim Gilfoyle’s ‘38 EL had to be loaded onto the trailer, allowing Richard Campbell to advance back up to the Class 2 lead.

Dave Currier still led Class 1, while Roger Green held onto the Class 3 lead, with Todd Cameron and his ‘48 H-D FL only one point behind.

Stage 9 took riders from Victorville to Burbank as the terrain and the temperatures changed dramatically. The course was only 103 miles long but was truly memorable in several ways. The Angeles Crest Highway, a 66-mile stretch of twisties through Angeles National Forest, challenged riders with its hairpin turns and blind curves and is considered one of the most scenic mountain roads in the state.

After checking into our Burbank hotel, riders were told to assemble for a required ride to an undisclosed nearby location. There was some grumbling, but fortunately, everyone complied, as this secret destination was one of the high points of the entire Chase. Shortly after leaving the hotel, we pulled up to a set of gated warehouses where Jay Leno waited for us, just outside his Big Dog Garage! Jay was quite generous with his time, posing for endless photos and taking us on a tour of his massive vehicle collection spread across two huge buildings. Jay talked about some of his more notable motorcycles, automobiles and trucks, with riders asking questions.

To everyone’s delight, he started up a few of his rare vehicles just so we could hear

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the sound of each motor. Jay’s automotive knowledge is astounding, and finding a more entertaining storyteller would be difficult.

We finally made our way to downtown Burbank for our closing celebration, where everyone had mixed emotions.

The physically and mentally exhausting challenge was almost done, and riders were looking forward to heading home while, at the same time, knowing they would miss the intensity of the ride as well as the camaraderie of their fellow riders.

The grand finale, a.k.a. Stage 10, took riders only 74 miles from Burbank, but it was still a stellar ride along the twists and turns of Mulholland Drive and Topanga Canyon Road, not to mention a few miles of the Pacific Coast Highway with its stunning vistas. After the final checkpoint, riders proceeded onto the Santa Monica Pier, another place where vehicles are rarely allowed.

The awards presentation was made, with Roger Green being named the most knowledgeable rider for earning the highest combined score on the daily quizzes. He also won Class 3, despite the drama of his ULH’s flat tire, which he managed to repair in time. Richard Campbell took Class 2, and Dave Currier won Class 1. A special award was given to Don Gilmore for acing a quiz for the first time in Chase history, followed by Roger Green being called back up to be awarded the top overall score of the entire Chase—a real accomplishment for a Class 3 bike.

Special acknowledgment was also given to the four young riders who won the “Love of Old Motorcycle” awards. The program’s goal is to promote the sport of antique motorcycling among youth by providing an opportunity to participate at no (or minimal) cost to them and to provide current enthusiasts a chance to financially support the program and provide mentorship.

On September 6, 2023, the Motorcycle Cannonball will begin at Virginia Beach, Virginia, and proceed across the country, finishing on September 24 in Oceanside, California. At the time of this writing, a few spots are still open, so if you want to ride a motorcycle manufactured in 1933 or earlier, go to www.motorcyclecannonball. com for more information. And the next Cross Country Chase will be held in September 2024, so keep an eye on www.themotorcyclechase.com for future announcements.

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Article And Photos By: Daniel Donley

www.pandemoniumcustomchoppers.com

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ost folks think carburetors are magic voodoo. In all actuality, they are simple mechanical devices. Last month I went over a Harley CV Carb and how to adjust and tune them. Mikuni VM carburetors are commonly used for metric applications. You’ve also probably seen this on some flat track dualcarb setups for the Harley-Davidson.

This month’s tech will show you how to mechanically balance/synchronize the Mikuni VM Style Carburetor.

Whether it is pair of carbs or a bank of 4, the method shown here will get you pointed in the right direction.

then the throttle cable will need to be adjusted until you achieve full throttle and slides all the way to the top.

The installation of Mikuni Carbs is very straightforward. You should be able to handle it with no problem.

We are going to focus on getting the carburetors balanced. Let’s get started. The first thing we are going to be adjusting is wide open throttle.

With the throttle control in the wideopen position, the carburetor slides should be all the way to the top. If you can lift them with your index finger,

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Now we are going to move on and adjust the idle circuit. The screw that is horizontal on the side of the carburetor is the idle adjustment. This will move the slide up and down to achieve a higher or lower speed. We want the idle speed to be the same for both carburetors. Here you can see I have a 5mm Allen Wrench. I use the

Allen Wrench as a type of feeler gauge to match both carburetors. Adjust the idle screws on each carburetor until the Allen Wrench has a slip fit. Now, your idle screws are set. These can be adjusted in the future. Just make sure that you adjust them equally.

Now that the engine is idling nicely, we need to balance partial throttle for both carburetors. What you will need here is what I call balancing sticks.

You want them to be the same length and diameter. (Drill bits, pencils, dowels, or round bar…you get the idea.) You will want to lift the slide and insert the balancing stick into each carburetor (between the slide and the carburetor body). As you work your throttle control slowly, you will notice that one of the sticks will fall before the other. This means one of the carburetors is opening faster than the other. To make them the same, use the adjuster on the top of the carburetor in/out to make the sticks fall simultaneously.

The VM Mikuni Carburetor uses an Air Screw. Turning it in will give you a richer signal. Turning it out will provide you with a leaner signal. For right now, we want them to match. I start by turning the Air Screw all the way in until it is seated. I use a marker to show this location as a starting point.

Most Mikuni Carbs like to operate somewhere between ¾ to 1-½ turns out from seat. Once the engine is up and running, you will adjust the Air Screw in or out until highest idle is achieved, which is what we are after.

So, there you have it. Balancing/ synchronizing Mikuni VM Carbs. This remarkably straightforward process will reward you with a good running machine. Now this procedure does not provide perfection. But it will give you a good running bike that you can

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ride. A Synchronization Gauge will be necessary if you are after all-out performance. The Motion Pro Sync Pro is my go-to and is available on my website. It is the best for extremely accurate results.

Pandemonium Custom Choppers FB -Pandemonium Custom Choppers IG - pandemoniumc2 happydandemonium@gmail.com www.pandemoniumcustomchoppers.com

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t

he Thing’ was initially born from a desire to build an old school 70’s chopper. Simon Boden had the urge to build a bike but first had to find a donor bike to start the project.

After a lengthy search, he finally found a 1984 Ironhead Sportster on eBay. The bike was a bit of a basketcase, desperate for some TLC. Simon was an American import and still new to the UK, so he decided to investigate first. Eventually, he traveled to Telford to get a look at it. At first sight, he could see the

potential and what the finished bike would eventually look like. He knew it would only be a matter of time to get there. He haggled over the price, handed the money over, loaded the bike into his old van, and headed back to the workshop.

When his mum (the real boss here) came in for work the next day, she seemed less than thrilled to have a personal project sitting on the workbench rather than customers’ bikes. Because of this, it affectionately became known as “The Thing.”

Once it was settled in, it was time to start the build. The first step was to completely chop the back end off and replace it with a TC Bros weldon hardtail kit.

Initially, he planned to use the original tank and narrow it down to give it a slimmer look, but as it turned out, it was too far gone. So instead, he sourced out a real egg fuel tank and a new rear fender which was further modified. He also fabricated the sissy bar large enough to include the taillights and license plate, a new battery box, and a plate to hold it

Article And Photos By: Del Hickey

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in place. The plate also incorporates a jockey wheel attachment to hold a skateboard wheel, acting as a chain tensioner and moving the chain away from the frame.

Two old school Bates rectangular headlights and two Motone LED taillights were used for the lighting. The oil tank is a Pill-style purchase from Facebook, along with a front brake caliper. The wheels were stripped, the hubs were powder coated and reassembled with stainless spokes, and the front 19” rim was replaced

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with a 21”. Avon Speed Masters tires were fitted front and rear for a more period look. A seat pan was made from a 2mm thick steel plate that went off to Annie at Skin Up and Hide to work her magic and produce a stunning King and Queen seat.

He made the custom header pipes from 1 3/4” stainless pipe to which cocktail shaker mufflers were added.

With the dry build complete and everything fitting as it should, it was time for disassembly and chroming, powder coating, and paint. The frame, oil, and fuel tank were sent to Flakey’s Custom Paint Shop, the powder coating bits were sent to Mike at MB Finishings, and the chrome bits went to Chromefix Birmingham. The polishing bits were sent to Steve Jordan. While everything was sent away for prep, it was the perfect time for Simon to sort out the engine. He started by stripping it from top to bottom.

It was time for final assembly

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the thing Tech Sheet Owner: Simon ‘Bod’ Boden City/State: Tewkesbury Uk Builder: Simon ‘Bod’ Boden Year: 1984 Model: Ironhead Sportster Value: Undisclosed Time: About A Year Engine Year: 1984 Model: Ironhead Builder: Harley/Rebuilt By Owner Ignition: Stock Displacement: 0.040” Oversize Pistons: 0.040” Oversize Heads: Ceramic Coated Carb: S&S Cam: Stock Air Cleaner: Bug Eye Exhaust: 1 3/4” Ss w/ Cocktail Shakers Primary: Chain Drive Transmission Year: 1984 Make: Harley Shifting: Stock Frame Year: 1984 Modified Weld On Hardtail Kit Model: Harley Modified Rake: 3 Degrees Stretch: 4” Overs Forks: 4” Overs Builder: Owner Type: Stock Triple Trees: Stock Extension: 2” Wheels Front Wheel: spoke Size:21” Tire: Avon Speedmaster Front Brake: Stock Rear Wheel: Stock Size: Stock With Stainless Spokes Tire: Avon Speedmaster Rear Brake: Stock Paint Painter: Flakeys Custom Paint Color: Multi Colored Psychedelic Type: Airbrush Graphics: Flakeys Design Chroming: Chromefix Birmingham Polishing:Mb Customs Accessories Bars: Small Apes Satin Finish Risers: Aftermarket 2” Hand Controls: Wannabe Choppers Foot Controls: Wannabe Choppers Gas Tank(S): Real Egg Oil Tank: Pill Style Front Fender: None Rear Fender: Bespoke By Owner Seat: Skin Up & Hide Headlight: Twin Rectangular Over & Under Tail Light: Motone Led Speedo: Stock Photographer: Del Hickey

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once the coatings were finished and back in the workshop. On a fine Sunday morning, with the wife and son along for help (he had initially told them they were going for a fun day out, oops), they all started the rebuild. After the main assembly and the rolling chassis was assembled, they called it a day and headed off to continue their fun day.

It took another two weeks of evenings and weekends to get “The Thing” running. Of course, there were a few issues along the way, as is the mark of any good build. Apparently, the TDC mark on the crank was in the wrong position, which screwed up the cam timing. After a few days of headscratching, they finally worked out

where the TDC mark should be and reset everything to get it back into place.

Once this was done, the bike fired up without fail every single time.

As for paint, the initial design was going to be a simple ‘70s chopper style with black and gold paint, but after talking to the guys at Flakey’s, the spirit of the ‘70s took over, and the end results speak for themselves.

“The Thing” turns heads wherever it goes and always draws a crowd. Simon has put a good bit of miles on it and is thrilled with the result.

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Article And Photos By: Jason Mook www.deadwoodcustomcycles.com

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aul Yaffe Originals, Home of Paul Yaffe’s Bagger Nation, has been making composite body parts for American V-Twin Motorcycles for almost 3 decades.

It is safe to say they have mastered the technique of making a quality composite fender. Yaffe also has a full line of steel front fenders for every application you can imagine.

I use Paul’s fenders every chance I get – the main reason is that they FIT! Right out of the box, every time, they just fit.

With the trend shifting from stretched saddlebags and rear fenders to more “performance” oriented, Bagger riders are keeping their stock-length saddlebags. But the rear fender is busy and cluttered, whether on a Street Glide Special or an Electra Glide Classic. Yaffe was quick to develop the “Short Sport” Rear Fender, a cleaner alternative to the stock fender offered by the factory.

The Short Sport Rear Fender has the option of a black or chrome license plate frame and all the specialty hardware you need to install. Rear lighting options are a tech story for the next issue of Cycle Source.

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the rear lighting harness.

This Bagger Nation Short Sport Rear Fender is being installed on a 2014 Road King.

We always “mock-up” unpainted body parts before paint, so we won’t use any thread locker during this test fit. The fender will be coming back off for paint and then reinstalled during final assembly.

Start with removing the seat.

Remove both saddlebags.

7.

Completion Time: 3 hours Difficulty Level:2 (Scale of 1-5) Tools & Supplies Required:

In the battery compartment, disconnect the Molex connector for

1. SAE Wrench Set 2. SAE Socket Set & Ratchet 3. Hand Files 4. Center Punch 5. Soft Tape Measure 6. Electrical Tape Hand Drill & Assorted Drill Bits www.BaggerNation.com

Now I know there are multiple ways to go from here, but I do things the way that works for me. I support the bike’s frame with a flat jack, remove the lower shock bolts, and raise the frame up as high as possible.

Now it is time for the saddlebags to check your fitment.

The fender comes with a threaded spacer that goes onto the stud of the Short Sport fender before the stock rear fender bracket.

Moving to the pocket in the Short Sport Fender, fit the license plate frame with the included hardware.

Next, I remove the frame strut cover/saddlebag support rails as an assembly.

You are now ready to install the fender on the bike using the stock hardware.

With the seat on, use a center punch to mark where you want the seat mounting hardware.

Using a T40 Torx, remove the 4 bolts holding the stock rear fender to the frame and remove the rear fender.

Reinstall your fender strut cover/ saddlebag support assemblies on each side.

With the spot marked, start by drilling a small pilot hole. If you don’t have short drill bits, use the electrical tape method, wrapping the drill bit so you don’t puncture the rear tire!

With the fender removed, use a ¾” wrench to take off the mounting hardware on the stock fender.

Install the included seat mounting hardware and then the seat.

Lower the frame and use a ¾” socket or wrench to reinstall the lower shock bolts.

To remove the stock rear fender bracket, use a 7/16” wrench to loosen the nut on the stud.

The new Short Sport Rear Fender is mocked up!

Install the mounting hardware on the new Bagger Nation Short Sport Fender.

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Article By: Longjon Barwoord Photos By: Longjon & Pinky

m

an, winter was pretty much a bummer this year. ‘Other’n’ being afforded a whole lotta shop time to work on projects while fantasizing about catching a break in the weather it wasn’t worth much.

You see, the mountains in Arizona is the spot we’ve called home for the last 13 years or so. Typically winter here involves a few downright nasty days, a few snowstorms that generally melt within a week and a few days of sunshine and 5060 degrees. This last season seemed to involve none of those welcome “nice” days interspersed with the rest of what ‘ol man winter slings upon us, rain, snow, cold. And repeat. I’m not trying to compare our temperate winter with anyone who happens to reside in the frozen tundra, but we’ve got certain expectations, and this year they weren’t met.

Which brings me round to the, “first let me tell you this, so I can now tell you this…” portion of our little biker story hour.

In most areas of America where two wheeling through life is a

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3-season pastime, bikers have some sort of a “season opener” run or party or what have you.

You can call it a celebration of winter loosening it’s icy grip on our reality and our psyches and

the foreseeable onset of spring.

Our thoughts wander toward a beautiful riding season and our moods elevate accordingly. That’s what the Prowl represents to us chopper freaks in the southwest.

It’s the kickoff run for a brandy new year. A chance to see friends from near and far. We catch up on what we’ve been building in our shops all winter. We gossip like girls about the new parts and processes we’ve discovered and put into use on our rides and in our gear.

We collectively get “better” at this whole choppering thing as we share what works and what doesn’t. We share stories about our families, our lives, and our plans all the while surrounded by a sea of great choppers and vintage motorcycles while keeping our conversations to the matters at hand. We’d be remiss without a heartfelt thank you to those that work so hard to put together this gathering of our people. Matt “Tiny” Romero, Cassie Romero, Chris Huber, Naco Chris, Sonoita Sam and Megan Figueroa are the ones responsible for creating and caretaking the Prowl in the especially quaint and beautiful mining town turned artist’s enclave of Bisbee, AZ. Bisbee was founded in 1880 as a copper, gold and silver

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mining town. It’s now home to about 5,000 residents including many artists, musicians, current and former hippies and many others who’ve migrated to this mile high city to escape the norm around them and live an eclectic, alternative life. For the Prowl, the city of Bisbee has allowed a bit of a “chopper takeover” of the Brewery Gulch district in the center of town. Roads are closed to all vehicles with more than 3 wheels and a huge, inspired street party is the end result.

Tiny and crew have been throwing this choppercentric shindig in one form or another since 2015 and it’s grown from a couple hundred folks in town for a bike show and campout to it’s current 2000(ish) attendees who swipe up every available hotel room, AirBnB and camp spot for 25 miles around. Tiny relayed that back in the 70’s and 80’s local bike riders would converge upon Brewery Gulch and specifically St. Elmo’s Bar for a meetup over the July 4th weekend.

The Prowl is an homage to those guys who got the whole street scene going in Bisbee and some of those dudes are still around and participating today.

Most riders arrive in town Friday afternoon and after finding lodging, will trail 7 miles down to Naco, AZ which is directly on the Mexican border. This year Lowbrow Customs sponsored a big “Tacos in Naco” kickoff party replete with bands, beer trucks, free tacos for all and plenty of cold beverages for those that chose. Another tradition for many folks in the know is to park their steeds at the Gay 90’s Bar and walk a few blocks across the border for some of the finest tacos and Mexican specialties available anywhere. US customs officials have always been cool about allowing re-entry with as little as an American ID or birth certificate, but it’s certainly advisable (and actually the law) that one have a valid passport.

After a few hours of eating and drinking on the border, the party migrates back toward downtown Bisbee. Once bikes are safely parked and secured, the late night shenanigans begin. Four or five bars on the gulch will have live bands or comedy or games for entertainment.

St. Elmo Bar is the cornerstone of Bisbee’s brewery gulch area, claims to be the longest running bar in Arizona and has been continuously serving libations since 1903. This year it was an absolute hoot to watch a bunch of tough guy bikers play “bowling for dildo’s” at Elmo’s. Drinking establishments are at or near capacity throughout the night, with folks tending to migrate between the bars before they find the place that best suits their desires, be it 20 people

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packed into Arizona’s smallest bar (1 room, 4 barstools in 100 square feet) or something a bit more spacious.

Magic tricks abound and confound at Chuckleheads, a comedy based bar and entertainment venue. Bike riders pack the Quarry Bar and Grill for quality cocktails and killer late night munchies.

All over the gulch beers flow, pitchers spill, lies get told, and words end up slurred by the witching hour.

Bedtime comes late, if at all, for some on Friday night and the Prowl doesn’t even technically begin until Saturday.

When morning rolls around, bikes really start appearing in the cordoned off area and it’s so cool to watch riders pull in offering handshakes and hugs to friends they’re seeing for the first time this year.

Saturday afternoon affords all a chance to visit the vendors in Bisbee’s City Park, enjoy some cold drinks and grab a quality meal. Bands play inside the bars and up in the park prior year’s bike show winners are on display. The vibe is fairly chill and very friendly.

Local residents will oftentimes come down, check out some amazing, well ridden choppers and the occasional showstopper. Questions asked and answered can, and often do, lead to friendships forming on the spot.

Many Prowler’s have ridden long miles to make the shindig and choose to do their partying throughout the day on Saturday as they’ve got an equal number of miles to kill on Sunday on their trek back home. We all understand how much fun it is riding with a hangover, correct? Nonetheless, Bisbee’s bars and grills remain at capacity until the wee hours of the morning, live music emanates from open doors up and down the street. Closing time always seems to arrive much more quickly than anticipated.

By Sunday morning, the order for the day for most is a quick cup of quality Java from one of the local coffeehouses and bite to eat. Sayonara and see you laters get bantered about and last hugs are given as riders scatter to the wind, headed home with smiles and memories from extreme southeastern Arizona territory.

The date for next year’s Prowl is Saturday, 3/16/2024. If this event and the accompanying photos feel like this is for you, by all means, mark your calendar and come hang out for the next go-round. There are no strangers here, just friends you’ve not yet met. Until then, enjoy all that two wheels have to offer….

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1. Fuel Tank Design Removed. 2. Country Bar Accent Added. 3. Fuel Line Different Color.

4. Emblem On Air Cleaner Fixed. 5. Pushrod Collar On Rear Tube Backwards. 6. Knuckle On Kicker Pedal Says Unucle. 7. Design On Oil Pump Cover. 8. Cam Cover Bump Missing.

9. Brake Linkage Pivot Mounting Bolt End Different. 10. End Of Foot Peg Hardware Different.

FIND TEN DIFFERENT THINGS ON KING NOTHING NO THERE ISN’T ANY REAL PRIZE, JUST SOMETHING TO DO WHILE YOU’RE IN THE CAN.

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f

Article By: Killer

or many people, the lockdown during COVID was a time of rebirth, a time for them to start pursuing things that were only dreams. This was very much the case for this month’s artist, Andrew “Triple” Riffle.

Art has always been a constant in Andrew’s life. From the time he was a child, he could remember his mom painting Bob Ross-style landscapes, which made him fall completely in love with colors and painting.

While his parents worked to provide for the family during the day, he could be found drawing cartoon characters or skateboarding in the driveway.

Of course, as he grew older, he did all the “normal” sports like baseball and football, but he was never happy and always longed to be on his board.

As he grew older, he found himself chasing the freedom he found from skateboarding and wound up

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getting into more and more trouble.

When he was 12 years old, he was charged with 1200 counts of aggravated battery after setting one of his classrooms on fire (one charge for every person in the school).

However, The charges were dropped on the condition that he be put on probation, take anger management classes, and change schools. Then

at age 15, he emancipated himself from his parents and started couch surfing or staying with friends to get by. As awful as it was, he was too embarrassed to confess to his mother that he had failed.

Unfortunately, things got worse before they got better.

Soon after his 19th birthday, he was arrested for fighting, which violated his parole.

Luckily, he was bailed out by his old boss.

Eventually, he started boxing and slowly but surely started to get his life back together.

At the time, he lived with his best friend Evan Okeson, who worked in construction and had his own tools and everything. Through Evan, Andrew learned the value of hard work and doing things for and by yourself. Evan was also his biggest supporter when Andrew decided to start painting.

As I mentioned, Triple’s Paint

Works is a product of Covid. Despite his business being only 3 years old, he’s been painting and creating for the last 10 years. He actually started right after he got his first bike. At the time, he was taking the bus everywhere or skateboarding to save enough money, a 1983 Honda Shadow 750. It was a disaster, but he had no choice but to learn how to fix it himself because he couldn’t afford to pay someone else to do it.

It soon went from being a necessity to something he loved, being able to keep the bike running and make it his own at the same time.

When he first started, he was obsessed with the idea of creating the perfect paint job, so he started working for a paint shop that sent him to school to learn color matching and basic paint prep. With his friend Evan’s help, Triple got a job at a restoration shop. The boss quickly took him under his wing, told him everything he had previously learned was garbage and began teaching him his way. He was a perfectionist with incredibly high standards. It was the most challenging job Andrew had ever had, but the boss saw that he cared. Tripe would go home to paint friends’ bikes every day after work.

Andrew started gaining recognition for his work around 2017. Things quickly began to snowball, and before he knew it, he was getting boxes of tins shipped to his place every week.

So in 2020, he decided to go full-time, and Triple’s Paint Works was born.

Andrew draws much inspiration from painters who have done “a lot more with a lot less,” like Larry Watson, Gary Crisp, and Tom Fugle.

Artists that were doing the best work without any technology back in the day.

He would also like to give a special thank you to his wonderful girlfriend, Maddie. “She’s changed my life in so many ways and has talked me out of hanging it up more than once.” Triple would also like to thank his friends and family, that have shown him unconditional support over the years.

For him, painting has given him everything he has today and more, but most importantly, it’s given him purpose, self-respect, and friends.

If you want to check out more of Andrew’s work, you can find him on Instagram @triplespaintworks or head to triplespaintworks.com

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t was hard to miss Aaron Peterson’s booth at Arizona Bike Week. You could hear it way before you saw it. Aaron is the owner of Thunder Valley Cycles in Scottsdale, AZ, and specializes in Dyno-Tuning. He has a mobile dyno set up that he brings to different events in the Southwest. It was also hard to miss Aaron’s 1981 Pan/Shovel

Electra Glide when he entered the Cycle Source Custom Bike Show.

Peterson acquired this beautiful 1981 Electra Glide when a customer brought it into his shop looking to sell it. It had belonged to his father-in-law and had been sitting for quite some time.

The bike came from the Seattle area and was initially built as

Article And Photos By: Missi DeBord

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a show bike. Aaron bought the bike and started changing things out on it, making it his own, and “brought it up to speed.”

He switched out the bars to 20” Apes, using TC hand controls, added a 1929 replica police bare seat, tombstone taillight, and more. He had the bike painted by Keith Marquardt and then pin striped by Rick Evans.

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The Shovelhead engine has been fitted with a Panhead top end, Wiseco Pistons, Leineweber Cam, dual plug heads, twin Morris Magnetos and an S&S Carb. He kept the frame stock, along with the front end and transmission. He used a Paughco oil tank, BDL Belt Drive and finished the look with dual upsweep fishtail exhaust.

Aaron has been a mechanic all of his life. It all started with him growing up in a power equipment shop. He made the natural progression to dirt bikes, hot rods, and then motorcycles. He officially opened his own shop in 1999 and has been working on bikes ever since.

Like quite a few in the industry, Aaron got the two-wheel fever as a kid riding dirt bikes and eventually graduated to street bikes. He purchased his first Harley in 1999, and has been riding Harley’s since. And that first Harley? A 1992 Softail,

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Paneto Tech Sheet Bike Name: Paneto Owner: Aaron Peterson City/State: Scottsdale Az Builder: Thunder Valley Cycles Year: 1981 Model: Electra Glide Value: $25k Time: 2 years ENGINE Year: 1981 Model: Shovel/Pan Builder: Thunder Valley Cycles Ignition: Twin Morris Magneto’s Displacement: 90 CI Pistons: Wiscoe Heads: STd Carb: S&S Cam: Leineweber Air Cleaner: S&S Exhaust: Dual Fish Tails Primary: BDL belt drive TRANSMISSION Year: 81 Make: HD Shifting: Stock FRAME Year: 1981 Model: Electra Glide Rake: Stock Stretch: Stock Forks Stock Builder: HD Type: Stock 41mm Triple Trees: Strock Extension: Stock WHEELS Front Wheel: Chrome Spoke Size:16” Tire: WWW Front Brake: PM Rear Wheel: Chrome Spoke Size: 16’ Tire: WWW Rear Brake: PM PAINT Painter: Kieth Marquardt Color: Black Type: Pin Striped by Rick Evans Graphics: Chroming: ACCESSORIES Bars: 20”apes Risers: Stock Hand Controls: TC Foot Controls: FWD W/peg Gas Tank(s): Stock Oil Tank: Paughco Front fender: Stock Rear Fender: Stock Seat: 1929 police bare replica Headlight: Stock Tail light: Tombstone Speedo: None Photographer: Missi Debord

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which he still owns today and is currently his wife’s ride.

You might have noticed that Gremlin Bell? Well, how could you not?!

I asked him if there was a story behind that, and he said it’s kind of just a joke

on that whole theory, but he did state that the giant bell definitely helps ward off those road gremlins, not to mention it does get a lot of attention.

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Wo

one man’ s opinion Where others see hopelessness, we simply see hope

Article By: Mrs. Monkey

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ow many of us have set our eyes upon an old Knuckle, Pan, or Shovel, rusted and dented, leaking fluids not filled in decades, and simply stared at it in awe? With no expectation of it running, we admire it just for surviving and marvel at the thought of what it must have been witness to. What the world sees as chips in paint and rust on frames, we see as beauty marks on a centerfold’s face. We accept the bike for what it is, what it represents, and for the potential we see in every line of its silhouette. How much money, time and sweat are we willing to throw at it? All of it! We see beyond the surface to the potential within.

Where others see hopelessness, we simply see hope.

How many of us can look at the men in our lives and say the same? How many men can see the potential and worth within beneath an otherwise damaged exterior?

How many are willing to invest the same amount, or even a fraction of that time, money, and resources,

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to fix what’s broken within them? If there is one subsect of society that should be championing the cause of mental health and men’s mental health in particular, it should be us.

It should be the biker community.

We see the beauty in the broken.

We just don’t see it in ourselves.

In 2021, men died by suicide at a rate nearly 4x higher than women.

On average, there are 132 suicides per day. Not to mention that the rate of suicide is highest in middle-aged men. Can you guess the largest subsect of motorcycle owners?

81% are men with a median age of 50yrs.

I was watching a YouTube live discussion among what many would consider a tough group of bikers. One discussed a neardeath motorcycle accident, the other the loss of someone close.

The question came up about what your last thoughts would be if that had been the moment just before your life ended? What would you change about your life? “It sounds like you’d have a life full of regrets,” one said. “I would have to learn

to forgive myself,” said another.

They acknowledged that this was a discussion of vulnerability, one not often had enough among men, certainly not among bikers. For all the talk of brotherhood and unity, bikers don’t often invest in deep conversations about feelings and struggles. And yet beneath the cuts and colors are generations of men struggling daily to overcome broken minds and wounded spirits, often alone and often ending in tragedy.

Chris Rock once said in a performance, “Only women, children, and dogs are loved unconditionally. A man is only loved under the condition that he provide something.” It’s the mantra we were raised to believe, even if it was never laid out that clearly to us growing up. A man must be strong and stoic, a provider, a hustler, or a warrior. If there’s no crying in baseball, there certainly isn’t any in manhood. It has been a standard of families across generations; men don’t talk about feelings and certainly don’t seek help because having feelings shows weakness.

You repeat it once to a child, and

he’ll stop crying for a moment; you repeat it throughout the rest of his life, and the suppressed feelings become repressed trauma. The stoic child then becomes a broken man, unwilling to process failure or setbacks, unable to comprehend the emotions he was long ago forced to suppress.

What does this mean? It means that this type of thinking can be traumatic to young boys, placing them at a higher risk for trauma and struggles in adulthood. The signs of these struggles are everywhere if you know where to look. It appears as unprovoked anger in comments posted online by faceless keyboard warriors; as unhinged rage seen in the recent senseless violence at the Red River Rally; or in the depression that goes unseen as men suffer in silence because the world tells them that speaking out is weakness. So let me speak out for them to say that you are seen, you are valued as you are, perhaps with chips in the paint and pits in the chrome, but beautiful and worthy as you are and for all that you can

be.

It means that often this type of treatment of young men could undoubtedly be classified as one of the dozens of adverse childhood experiences or ACEs as they are known by mental health professionals. ACES can include violence, abuse, neglect, and other toxic home environments. Studies have shown that stress from ACEs can change brain development and affect how the body responds to stress. ACEs are linked to chronic health problems, mental illness, and substance misuse in adulthood.

Counseling professionals can even “score” an individual’s ACE level, sort of “tally” of different types of abuse, neglect, and other hallmarks of a rough childhood. According to the Adverse Childhood Experiences study, the rougher your childhood, the higher your score is likely to be and the higher your risk for later health problems.” If you feel like you might have a particularly high ACE score, feel free to take your own private test at https://acestoohigh. com/got-your-ace-score.

Yep, all of this can be tied right back to our obsession with motorcycles. What do you do when you’re putting that old bike back together? It’s a simple fork in the road, you either acknowledge that its troubles are beyond your abilities to tackle alone, and you go to a pro, or you take on its problems with your brothers and sisters (we all know that bikers don’t have friends, only family), and slowly bring it back around. IT’S TIME TO DO THIS, tackle your problems, lay ‘em out on the bench, and make the decision to either ask your family for help or go to a pro. Don’t suffer in silence. The world now more than ever needs bikers. Strong, capable men and women who acknowledge strength and weakness tackle both with enthusiasm and a good laugh.

See you on the road…Mrs. Monkey w w w. y o u t u b e . c o m / @ professionalmonkey

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Article And Photos By: Jason Hallman www.cyclestopusa.com

w

orking in an aftermarket shop affords us a very different relationship opportunity with customers and their motorcycles.

While dealership service departments largely focus on maintenance and warranty work (I know that a few also specialize in performance), aftermarket shops like Cycle Stop USA in Lakeland, Florida, and Team Dream Rides in Maryville, Tennessee, work on everything from a customer’s first service to tires, cams, big bore kits, repairs due to excessive mileage, outof-warranty repairs and everything in between.

We often see failures of all different types come in waves of three or four bikes. Lately, the most common failure we’ve seen is in 2014 and up Harley Davidson bagger models. There are wobble issues caused by a lack of lubrication in the head stock from the factory.

Until about 10 years ago, Harley-

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Davidson models had a nice little Zerk fitting in the neck that would allow the mechanic to grease the neck bearings during an annual service.

While the “fall away” still needed to be checked, once you saw a little bit of grease spooge out of the bearing areas, you knew that the bearings had ample lubrication.

We have seen bikes as new as a 2023 with only 1,000 miles on it with almost ZERO lubrication on the neck

bearings from the factory. Conversely, we have also serviced bikes as old as nine years with as many as 50,000+ miles without proper lubrication. Neck bearings are a critical service point, and we are going to walk you through some of the tools and processes you will need should you go it alone.

Most all Harley models use the same neck bearings from the mid-1990s up to many of today’s FX models.

2014 and up FL models have a much different bearing package. For this article, we will show you the tools we use specific to this job and these models.

Motion Pro is an excellent source for job-specific tools in the V-Twin industry, and their neck bearing tool fits both the budget and “ease of use” metric for any pro or garage guy. They are available at most major distributors like Hard Drive V-Twin and Drag Specialties or retailers like Dennis Kirk.

You will need to remove your trees and any surrounding components.

Soon enough, you’ll be able

to access a brand-new library of tech videos once Grease & Gears TV launches later this summer.

Tech videos offer a dynamic visual representation of the level of difficulty a job like this will require the skills to complete.

Once the lower tree is removed from the chassis, your next move will be to remove the bearing from the lower tree stem. This is a task that used to take a pro quite a bit of time, even when they used the proper tools and service manual. The Steering Stem Bearing Tool from Motion Pro [Part# 08-0667] will make this job a cinch, and at around $80.00 retail, it is a tool worth its weight in gold.

Once the tree is out of the chassis, you’ll need to use a pair of side cutters to remove the outer bearing retainer cage. Once the outer retainer is removed, you can slide the Motion Pro tool onto the stem, tighten the Allen screws on the tool to the lower race that is still pressed onto the stem, and tighten the top bolt. The bolt will press down on the protective insert, and your inner bearing race should come off with a little effort.

It is always important to grease the threads on the center bolt of the tool

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to prevent galling. Galling the threads will damage the tool, and if there is anything I hate, it is purchasing a tool more than once.

Once you have the bearing race off, you will need to remove the races from the frame. This is critical and often overlooked. Just because a race looks good doesn’t mean that it is. The 2014 up FL models have a groove cast into the neck to allow you to use a driver and a hammer to drive the races out. Installation of new races on 2014 and up models will require a Jim’s Tools Late Model Neck Bearing Tool [Part# 5515] to press the races properly into the proper depth.

Pro Tip #1: Freeze your races until you plan to install them, and coat them with a thin amount of assembly oil. This will help the races slide easily into place.

Pro Tip #2: Once you are done fixing your bike, you can rent your tool to your friends in exchange for beer.

We recommend a minimum service point of 10,000 miles to remove the trees, replace the bearings and properly lubricate the bearings and races. Ride Safe!

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guess you can call me biased, but in my humble opinion, the Knucklehead is the best looking engine Harley-Davidson ever produced. There I said it. Now, don’t get me wrong, with a few exceptions, I can find positive things with almost every motor they’ve produced but hands down, the Knucklehead is my favorite. The production years for them were 1936 thru 1947.

During the war years, production was low due to material rationing

Article By: Roadside Marty Photos By: Missi DeBord for the war effort. Now, I’ll be the first to admit that they have become almost cost prohibitive for most everyone I know, but every once in a while, you see someone piece together something spectacular, which is a perfect description of Josh Allison’s King Nothing build that you see here.

This bike was built around a 1946 FL Knucklehead motor.

A 1951 transmission and a 1945 Knucklehead frame.

Some people will question why

various year parts were used but genuine OEM Knucklehead parts in serviceable condition are getting EXTREMELY hard to find. The beautiful part of building choppers is that there are no rules which is one of my favorite “rules”. Josh always dreamed of building a Knuckle, so when he was picked as an Invited builder for Born Free 10, he felt there was no better time to make it happen. He found the motor on eBay, and the real work began.

To start, it had mismatched

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cylinders, no pistons, the oil pump had no gears or shafts, the crank assembly was totally trashed, and it didn’t have a carb. This is where Randy at Phat Rides in Loveland, CO, came into the picture. He rebuilt the motor to stock 74” specs using S&S pistons, along with a stock cam chest rebuild and all new oil pump gears and shafts. One thing I liked was that he used a Linkert M74 carb.

I believe a Linkert that’s properly rebuilt and tuned performs almost as good as some conventional carbs. That beautiful air cleaner is a Lowbrow Customs piece that was given the patina treatment. A Morris Magneto was used for the ignition duties and has a heavy, aggressive

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look that really flows with the bike.

The rocker boxes and cam cover were given the patina treatment that flows with most of the other parts on the bike. That exhaust is a oneoff as well. It almost seems like an over/under set of high pipes blended with some unusual upsweeps that I’m pretty sure if you saw them off the bike, they would look confusing, but once they’re mounted, they look fantastic! For the primary drive, Josh went with an open chain, another piece you don’t expect to see but looks right on this build.

While the motor was getting rebuilt, Josh and another friend, Rad Brad, went to a local shop that was closing and happened to

score the 1945 frame that was hanging from the rafters, which was a huge jump for the build. Rad Brad was also a tremendous help in sourcing hard to find parts for the motor. The beautiful I-Beam springer and transmission both came from his stash, which Josh worked a barter deal for. After that, most of the other parts, including the mechanical rear brake, were sourced from local swap meets.

Once he got the roller the way he wanted, he started making all the handmade pieces. He wanted to build a bike using a mix of traditional Knucklehead parts and handmade parts to give it a traditional feel.

Nearly every piece was made with inlays of brass and copper to accent the bronze patina. Josh says it was a true labor of love. The front headlight and taillight came from The Light Asylum and go well

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KING NOTHING TECH SHEET Owner: Josh Allison City/State: Newtown Ct Builder: Josh Allison Year: 1946 Model: Harley Davidson Value: Time: 9 months ENGINE Year: 1946 Model: Harley Knucklehead Builder: Randy at Phat Rides Ignition: Mossion Magnito Displacement: 74 cubic inch Pistons: S&S Heads: Knucklehead Carb: m74 Linkert Cam: stock Air Cleaner: Lowbrow Customs Exhaust: Hand Made Primary: Open Primary Knucklehead TRANSMISSION Year: 1951 Make: Harley Davidson Shifting: Jockey Shift FRAME Year: 1945 Model: Harley Knucklehead Rake: Stock Stretch: stock FORKS Builder: Aftermarket Type: I-beam springer Triple Trees: Extension: Stock WHEELS Front Wheel: Lowbrow Custom Size:21 inch Tire: Avon Speed Master Front Brake: Rear Wheel: Lowbrow Customs Size: 16 inch Tire: Coker Rear Brake: Knuckle mechanical brake PAINT Painter: Bronze Patina Color: Bronze Type: Patina Graphics: Chroming: ACCESSORIES Bars: Handmade custom Risers: Hand Controls: Handmade Foot Controls: Handmade Gas Tank(s): Handmade Oil Tank: Handmade Front fender: Rear Fender: Handmade Seat: Handmade Headlight: The Light Asylum Taillight: The Light Asylum Speedo: Photographer: Missi Debord

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with the industrial look. J Bower Engraving did the engraving on the gas caps. The brass pushrod collars were built by Ryan McQuiston, and the kicker pedal was cast by Wannabe Choppers.

Josh said toward the end of the build, the project became a significant financial burden, but he finished it, and now it’s his daily rider that he plans to pass down to his son Kinston. Thanks for sharing your bike with us, Josh!

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Article And Photos Courtsey Of: The Sturgis Motorcycle Museum

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he Sturgis Motorcycle Museum & Hall of Fame has a unique place in motorcycling history.

Let’s start with our location.

We are at the Heart of the Sturgis Rally, located at the intersection of legendary Main Street and Junction Avenue. We’re open all year round, so if you don’t make it to the Sturgis Rally, you can still stop in and check us out.

In addition to our great collection of important motorcycles of all kinds, we’ve got original artwork and memorabilia on display. And, our displays are changing frequently.

If you haven’t been by in a while, you need to check us out. We have a new racing gallery downstairs and some significant customs and restorations!

The Museum is more than just bikes, art, and memorabilia. We also are home to a special Hall of Fame.

The Sturgis Motorcycle Museum’s Hall of Fame honors

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those individuals and groups who have made a significant contribution to the lifestyle, sport, industry, and culture. What’s unique about our Hall of Fame is that it’s not specific to a particular segment of the sport.

Like racing? How about Bonnie Truett, Dave Mackie, Jared Mees, Jim, and Phyllis McClure? More into custom bikes? How about Arlen Ness, Sugar Bear, Dave Perewitz, Donnie Smith, or Rick Fairless?

Maybe you’re into motorcycling history? Meet Augusta and Adelaide Van Buren, Gottleib Daimler, and Arthur Davidson, among others.

Let’s not forget those industry notables, like Tom Seymour, Mike Corbin, and Ron Paugh, just to name a few.

There are five special categories within the Hall of Fame.

The first is the J.C. “Pappy” Hoel award. J.C. “Pappy” Hoel was the founder of the Sturgis Rally. Without him, August would be just another month. The award is reserved

for individuals who have played a special role in the founding, maintaining, and/or promoting the Sturgis Motorcycle Rally. Some of those who have earned this recognition are Lonnie Isam, Jr., Rod Woodruff, and the Motor Maids, Inc. The Founder’s Award is a special designation reserved for individuals who have played a special role in the founding, maintaining, and/or promoting of the Sturgis Motorcycle Museum & Hall of Fame. Kenny Price is among those who have earned the Founders Award.

Kickstands Down is a posthumous recognition of those who passed before their contributions to the sport were recognized. Jessie Combs was the inaugural Kickstands Down recipient. Ben Hardy was recognized in 2022, and Bert Munro will be recognized in 2023.

The Arlen Ness Lifetime Achievement Award honors those who have contributed significantly to

the world of motorcycling and have been recognized by many of the leading motorcycle-related organizations, their peers, and the general riding community. From the award’s namesake, Arlen Ness, to Mike Corbin, Don Emde, and the 2023 recipient, Donnie Smith, the crème de la crème are represented.

Freedom Fighters are essential contributors to the sport of motorcycling.

This award honors individuals across the nation and around the world whose hard work and sacrifices protect the rights of motorcyclists through their efforts in the political arena and in grassroots motorcycles rights organizations. From Dick “Slider” Gilmore and Deb Buttita to the MRF (Motorcycle Riders Foundation) and Kirk “Hardtail: Willard, they’ve worked hard to make sure we can ride free.

The nomination process is straightforward. Go to www. sturgismuseum.

com and complete the nomination form. We accept nominations throughout the year, and the Hall of Fame Committee carefully reviews each nomination.

Unfortunately, only a small number of nominees are accepted each year. Don’t lose hope!

Nominations are kept on file and considered in upcoming years.

You can meet the class of 2023 at the 2023 Hall of Fame Induction Ceremony on August 9.

The Hall of Fame Induction Ceremony is one of the can’t-miss events of the Rally. It’s also the Sturgis Motorcycle Museum’s largest fundraiser. You can support the Museum and its mission by buying a ticket and coming to the greatest gathering of who’s who in the industry.

Hope to see you there!

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j

ames Simonelli is the brand manager for Twin Power and a resident of Fort Worth, Texas, but the real story is that he is a speed freak. I’ve known James since his days at S&S, and he has always been into things that make Harleys faster. This bike has been a lifelong project for him in that regard. As a midwesterner for much of his life, that translates into runs at the drag strip, and this bike has seen many a glorious day at local strips and a few passes on the now defunct Ohio Mile as well.

Article And Photos By: Chris Callen We sat down with James a while back to capture the story of a bike and his obsession with speed.

The goal at first was to build a 9-second street V-twin. The parameters they set out were that it had to look like a street bike with regular street legal tires, foot shifter, and no wheelie bar but still be able to break into the nines. Like all good plans to build something that might kill you are hatched, the motor was dreamed up over a drunken dinner conversation.

They decided they wanted to build

this giant motor that night, but the argument was posed that it would be worth doing since it wouldn’t fit in anything. James assured them that he’d get it into a frame if they got it built. He ended up shoehorning the 139-inch Evo into his four-speed Super Glide. Simonelli actually rode it around on the street like that for eight years. Rode it to work and took it to the track while he continued to dial it in. Eventually, James turned 9.97 at 140 miles an hour with it. At the time, it was still in a chassis with a super short

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wheelsbase. The engineers at S&S were so amazed that the mill held together that it became their 145 tribute project representing the 100 years of Harley and the 45 years of S&S. James has always had one goal, ride to the drag strip and click off a nine-second quarter. The bike became famous for its ability to ride to the track on the same tank of gas he’d clock his time slips with and then ride home. But then he got the land speed bug, so the new bike now had three jobs with the new goal of setting a land speed record naked and clocking Mid-9’s in the quarter.

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That’s a very hard thing to accomplish for anyone who doesn’t know there is a reason they say that red 200mph hat is so elusive. Almost nobody gets it. Trying to hold on to this machine at 166 miles an hour naked, which means without any fairing work, is a lot for any person, even a man of James’ stature.

The frame was built by Rolling Thunder Cycles out of Canada. It boasts an inch and three eights downtubes, 2” backbone and .120” wall DOM which is purposely super beefy. Works Performance Shocks with special 5/8” shafts were engineered by Tom Edison.They were

the only shocks that wouldn’t snap the shaft. It has a real deal rubber strap Super Glide tank, Tokico calipers from a GSXR 600, PMFR Wheels.

The late Bill Gardner made him the triple trees, the fork brace, and the hand controls. It’s a real deal moon oil tank with Fab Kevin brackets, a lot of one-off stuff but a lot of recycled junk too, like the rear sets made out of swap meet five-dollar Sportster brakes pedals and Softail foot pegs.

A cheap set of Clubman handlebars, a V-rod take-off headlight. All of it, a labor of love that added up to the bike you see here.

Bert Baker himself made some

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BORN TO RUN TECH SHEET Owner: James Simonelli City/State: Fort Worth Texas Builder: James Simonelli Year: 2000 Model: Custom Value: $35,000 Time: It’s a long story!

ENGINE Year: 2003 Model: S&S 145 Builder: S&S Cycle/Owner Ignition: Mallory/Dyna Displacement: 145 Cubic Inches Pistons: CP Heads: S&S B2 by High Output Engineering (Jimbob Haines), custom 1 piece Titanium valves Carb: S&S 2.150 Venturi Super D Cam: S&S 675 Air Cleaner: Zippers/Dougz Exhaust: Dougz 2 ¼” custom Primary: BAKER FFP / BAKER King Kong Klutch TRANSMISSION Year: 2007 Make: BAKER Torqebox Shifting: Reverse Pattern FRAME Year: 2000 Model: Rolling Thunder Custom/Fab Kevin Rake: 33 degrees Stretch: 2” FORKS Builder: H-D Type: 39mm Narrow Glide Triple Trees: GMA Extension: Stock WHEELS Front Wheel: PMFR Size: 19X2.15 Tire: Bridgestone Front Brake: Lyndall composite rotor, Tokico caliper, Fab Kevin bracket Rear Wheel: PMFR Size: 17 X 5.5 Tire: Shinko Hookup or Conti Attack Rear Brake: Lyndall composite rotor, Tokico Caliper, Fab Kevin bracket PAINT Painter: Dougz Custom Paint & Fabrication Color: 1970 Plymouth Orange matte black Type: Sikkens 2 stage Urethane Graphics: Dougz Chroming: none ACCESSORIES Bars: Clubman or Drag Risers: H-D FXRT Hand Controls: GMA special Foot Controls: Custom/Owner/Bert Baker Gas Tank(s): 1982 H-D FXE Oil Tank: Moon with Fab Kevin brackets Front fender: Ness Cafe Rear Fender: Sumax Composite Seat: Custom,Dougz pan, Upholstery by Brian Paine Headlight: H-D V-Rod Nightrod Taillight: Scooter Lab Speedo: None/Dakota Digital Photographer: Chris Callen

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parts for the bike, including the Six Speed Torque Box and FFP Primary. Bert and James had been friends for quite a while when James decided to work there. James infected Bert with the Drag Race bug, and the two started spending lunch breaks at the strip. Once Bert decided he liked drag racing, it was no holds barred. They would end up at test and tunes three or four times a week, leaving for lunch and sometimes never returning to work, adding up to hundreds of passes over the years.

Today James is in a demanding position in his company and admits

he doesn’t get to the track as much as he used to or as much as he might like, but the bike sits at the ready, proven, able, and dying to tear down the strip again. To that end, James feels like his days of racing may be ending and might be interested in passing the old girl on to another would-be suitor. While he’s not actively advertising it for sale, he just might get off it for the right person. Hell, you might even be the one to finally get that red hat with it.

S T O P O N YO U R W AY T O S T U R G I S - E V E RYO N E W E LC O M E !

GETKLOCKED.COM

Klock Werks has teamed up once again with the City of Mitchell for their annual Palace City Pre-Sturgis Party! Live music, stunt shows, motorcycle rides and more.

As always, there’s something for all ages – you definitely don’t want to miss it!

Thursday, August 3rd | 5 - 10:00 PM | Main Street Mitchell, South Dakota August ‘23 - CYCLE SOURCE MAGAZINE 65

T

he Kyle Petty Charity Ride Across America is an epic journey that raises funds and awareness for Victory Junction – a camp in North Carolina dedicated to providing lifechanging camping experiences for kids with chronic and serious medical conditions. The money raised during the ride allows chronically ill kids to just be kids for a week at Victory Junction.

They can participate in activities they never thought possible, like zip lining, archery, horseback riding, and more. Campers are surrounded by other kids with the same or similar illnesses, allowing them to be in the majority and not the minority for once in their lives. Several Victory Junction campers who live along the ride’s route come to a few stops to visit with the riders. Hearing their stories about all the fun they have at camp just being KIDS is heartwarming!

On the 2023 Ride, we started and ended in Salt Lake City. We made a giant loop through Nevada and Utah. This ride is the most organized, well-planned event I have ever attended. We don’t put our feet down! Every mile of the ride is escorted by local law enforcement or the ride’s designated motor mar-

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Article By: Jody Perewitz Photos By: Kevin Kane shals, retired highway patrolmen from California, Florida, and North Carolina. Even our luggage was waiting in our hotel rooms when we arrived. It’s odd to me to not have my Biltwell bag on my back seat, but it sure is nice to hop off my bike at the end of the day and walk right into my hotel room with it waiting for me.

Kyle Petty, his wife Morgan, and their entire team do a phenom-

enal job planning and executing this event each year. And it’s incredible to see what we accomplished on the road and all the money we raised.

On the morning of Saturday, April 29, we left Salt Lake City and headed west toward one of my most cherished places on earth: the Bonneville Salt Flats.

My team and I raced for seven years, setting several land speed

records, including a few over 200 mph. If you have ever run at Bonneville, you know what a magical place it is! Going back out to the salt for the first time since our last event several years ago instantly gave me goosebumps.

To add to it, I was riding my dad’s best friend, Dave Silvia’s, HarleyDavidson Road Glide. I, unfortunately,/fortunately, inherited this bike when he passed away last year. He was a vital part of our team and never missed a run, so taking him back to the salt with me was bittersweet. I shared my story of racing with the other riders and answered questions about the salt. The salt was so good for my soul!

From there, we went to the small town of Ely, NV, for our first overnight stop. We were served dinner at the local convention center by young cowboys and cowgirls. The next day we headed southwest to Tonopah, NV, a tiny and unique old mining town. This was our «off day” stop. We all got to take offroad vehicles out in the desert for a couple of hours. I adventured off-road with my best friend, Lena Fairless, and her boyfriend, Elliot, who were both on the ride.

Later that morning, I went with Cory Schellhase and Jason Fos-

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ter, two members of the ride’s luggage team, to Death Valley National Park – a place I’d never been. It sure was hot, but absolutely beautiful! It was a fun day overall, but I was ready to get back on my bike.

On Day 4, we left Tonapah and headed to Vegas. Upon our arrival in Sin City, they shut down Las Vegas Boulevard for us. It was so cool to be one of more than 125 motorcycles cruising down the strip with a crowd of people on both sides of the road. That night, a group of us ventured to Fremont Street, where we people-watched and had a blast dancing and having fun.

We left The Mirage Hotel & Casino the next day and headed to Manheim, Nevada, for breakfast.

After breakfast, we took a few victory laps at Las Vegas Motor Speedway. Kyle asked me to ride up front with him and other NASCAR legends Richard Petty, Ken Schrader, Ken Wallace, and NFL legend Herschel Walker. How cool it was to ride behind The King of NASCAR on an actual NASCAR track?! I was in my glory, riding side-by-side with so many NASCAR greats on their turf.

From Las Vegas, we headed to Cedar City, UT. We hit a small rainstorm. Thankfully, we weren’t too far from the hotel. Other than that, we lucked out and didn’t hit any other wet weather, just some serious wind and colder temperatures than I would have preferred.

In Cedar City, we were welcomed with a change in scenery. It was different from the desert riding we did in Nevada.

Our next overnight destination was Moab, UT. The ride from Cedar City to Moab was by far the best riding. We endured a 10,000foot elevation and four feet of snow! The route was breathtaking!

We rode scenic highways 12 and 14, passing by the Grand Staircase Escalante. If you have never done this route, add it to your bucket list of ‘must travel’ roads. You ride several miles on a mountain ridge with a 3,000-foot steep drop on both sides and no guard rails! It’s not for the faint of heart. We got to pass through Capitol Reef National Park as well. Before we got into Moab, I stopped to ride through Arches National Park. I say this so many times on my trips, and I’ll say it again…this country sure is beautiful!

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Once in Moab, a local kid’s organization was onsite at our hotel to wash our bikes! Boy, did we need it after a wicked sandstorm and the rain the day before. I thought, if my dad saw how dirty my bike was, he would for sure ‘holla’ at me!

On the last day, we headed northwest toward Springville, UT, to visit the Legends Motorcycle Museum. This place is owned by my friends, Rick and Vicki Salisbury. When I found out Kyle and Morgan were scouting the route, I told them they had to stop at Legends and check it out. They loved it so much that they decided to take the ride there for lunch on the last day. Legends has an incredible collection of antique motorcycles and memorabilia. And just seeing the property itself is worth a visit.

When the ride came to an end back in Salt Lake City, it was sad and exciting at the same time. We had another successful ride in the books but didn’t want it to end. We had one last night to celebrate. I painted a helmet for the ride’s annual charity auction. Two gentlemen were bidding on it back and forth, and when it got to $21,000, I

offered to paint another one if they both agreed to pay that amount.

So just like that, I raised $42,000 to help send kids to Victory Junction! As we said our goodbyes the following day, we agreed to see each other next year, if not sooner.

I loaded my bag on my bike and headed west to Arlen Ness’s in California.

While riding west, I reflected on the good times, the laughs with my best friend and new friends, the beautiful scenery, the great people in the small towns, and more. I am lucky to have had so many epic trips on my motorcycle.

The 2023 Kyle Petty Charity Ride Across America raised more than $1.7 million for Victory Junction! This was the icing on the cake.

Cheers to everyone that was a part of this year’s ride and for making it great! Till next year...

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IMOF HUGGY BEAHR DAVID “HUGGY BEAHR” HANSEN (1953-2023) IN MEMORIAM

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ave “Huggy Beahr” Hansen passed away on April 12, 2023, just eight weeks following his 17th Annual ChopperFest Show in Ventura, CA. Huggy leaves a legacy of love and passion for his beloved family, colleagues and friends from around the globe and the vintage motorcycle culture in which he was deeply rooted.

Dave, a vintage motorcycle specialist, owned “The Shop” (6541 Ventura Blvd, Ventura, CA), established in 1972 when he was 19. Dave quickly became a master mechanic, buying “basket case” motorcycles, refurbishing and reselling them. So enamored by the motorcycle world, he began renting the Ventura Fairgrounds to hold antique and vintage motorcycle swap meets, which continued for over 40 years, and The Shop became a vintage parts repository, shipping hard-to-find vintage Harley and Indian parts to Europe, Australia, Indonesia, New Zealand, and Japan.

During the early 2000’s Dave took a land speed record at the Bonneville Salt Flats on a 1937 Indian and, shortly after that, began discussions with longtime friend and artist David Mann about holding an annual Chopper Festival at the Ventura Fairgrounds.

The first Pacific Coast Chopper Festival was held in 2004 and was later renamed “The David Mann Chopper Fest” in Mann’s honor following his death.

On Thursday, June 8, a memorial ride was held in Dave “Huggy Beahr” Hansen’s honor. Meeting at “The Shop” at noon, the procession departed at 1pm and rode parade style along the Ventura Freeway US 101 to the Fairgrounds, where a 3-hour tribute and memorial service was held. A few of Dave’s favorite vintage Indian and Harley-Davidson motorcycles were on display, along with photographs taken of Huggy by his best friend and LA Times photographer Gary Phelps.

An iconic David Mann painting was hung among the photographs, and a painting of “Huggy Beahr” by Lyndell Dean Wolff. The ceremony also included a 3-piece Bagpipe tribute where wife Gwendolyn Hansen laid

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Huggy’s folded motorcycle jacket onto the seat of his ‘37 Indian.

Longtime friend Mike Osborne offered Eulogy and moderated the spoken tributes by Huggy’s son, Tory DuVarney, wife Gwendolyn Hansen, and Chopper builder Micah McCloskey, among many others.

The tribute concluded with a heartwrenching rendition of “Stand by Me” sung by Dave’s granddaughter Lyla Blue DuVarney.

Following Dave’s death on April 12, “The Shop” was boarded up and closed permanently. Dave Hansen was “The

Shop,” his legacy shall live on through his son Tory DuVarney and The ChopperFest. Dave Hansen is part of a dying breed of cherished artists and facilitators of the Chopper Motorcycle culture. The evolution of this culture happened during our lifetimes, and as it approaches the century mark, we must continue to honor and celebrate it. -Bob Vitti

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A HUNDRED TIMES HEATHER CALLEN CELEBRATES 100 ISSUES WITH CYCLE SOURCE

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o in all the hustle and bustle that is life at Cycle Source, we nearly forgot to celebrate some big milestones. One was the recent 300th issue, also last year the 25th anniversary, and most recently, one that is the very reason you are holding a copy of this issue, the 100th issue of our managing editor, Mrs. Heather Callen. It’s hard to believe that the big head of blonde curly hair that seemed to have breezed into my life and office just yesterday with no skills for graphic art, no background in writing or publishing has now become an equal part of this company’s daily existence. But rather than tell you how important she has become to just me, let’s look at where Heather came from, to begin with.

Heather started in the motorcycle game as a would-be part-timer. She was a Laconia local that worked in a Dr. Office as a medical secretary and decided after years of living around that big lake, dealing with the rally interrupting their lives for one week out of the year, that she might as well take advantage of it and make some extra money. So off to the Broken Spoke she went to ask Jay Allen to be a bartender for the rally. Jay told her she was too chubby and offered her a job as security. Ya see, female security is always in short supply, and the last thing you want in a situation where a customer is being asked to leave your property is for them to say that a man touched them inappropriately. Heather begrudgingly

took the position and just a few years later found herself working up the ranks to the role of operations manager over all the Broken Spokes, including their 600-acre

campground in Sturgis, South Dakota. It was there that the opportunity, let’s just settle on that positive spin, came in for her to start working with Cycle Source. The truth is the magazine was in shambles financially with a mountain of debt and a dreamer in charge of the books. Heather seamlessly transitioned into the operation

and, over the next four years, straightened out the financials and didn’t stop there.

In her 100 issues, she has learned enough about this business that she can singlehandedly complete about 90 percent of an issue by herself. Now with a strong background in graphics, digital publishing, and broadcasting, she has come out of her shell and truly become an industry professional.

When it comes to motorcycles, Heather still surprises me with her knowledge base. Just a short nine years ago, when she started working with the magazine, I had an old Ironhead that I insisted we build together so she would come to know what our readers experience in a custom build.

I didn’t want someone who would be so intimately involved in telling these stories to not have first-hand experience with them.

She accepted that challenge and has been a part of almost 20 other bike builds with me since. In one way or another, Heather lends a hand with the grinding and sanding and now has even staked a full claim on our sandblast and vapor honing cabinets as her property and job in the bike builds. Occasionally, someone comes up to her and tries to treat her like a piece of ass or trick her into misidentifying a bike or not knowing some of the history of this culture, but you better think twice cause she knows more than a lot of the guys out there today.

Today Heather outworks me at times. She brings her own ideas to the table and handles much of the magazine and SmokeOut without me even knowing she is. She has truly found her place in this motorcycle world and has earned the respect of her peers through the work she does.

I am as proud of her as anything I have achieved for myself because, just like me, she had zero education, made her way through the world as a single parent, applied herself to what her goals were, and went after them. As we set out into another new adventure for Source Media Group with Grease & Gears TV, all I can say is thank you and congratulations on your 100th issue…. And by the way, I’m still 200 or so ahead! (Sound of a raspberry here)

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t

here were a group of guys that I came up around that always had tight street machines like this, and Kurt was always one of them. All business and no bullshit type of bike that lets you know that the cat riding it was ready to get down at the drop of a hat. I sat down with Kurt, aka Lil Evil, to get the scoop on the bike that stuck out like a sore thumb in a crowd of others that fit more neatly into one category or another, and it made perfect sense that he did it that way on purpose.

It started as a ‘91 FXR. He had the vision in his head for years but never

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Article And Photos By: Chris Callen had the time to do it until he retired from running his own shop. In essence, it was his retirement present to himself.

Kurt took the naked frame to Donnie Smith’s shop, where they did the math.

He had some rough ideas of what he wanted, but along with Rob Roehl and Donnie, they decided on 4 up, 4 out, and a 36-degree rake. This would ensure great handling so Kurt could focus on the performance of the motor.

Now, at first glance, you might underestimate this little eighty-inch Evo, and Kurt is kinda counting on that.

It’s a thing Kurt calls a Baby 80, and he went on to say he likes building giant

killers. These are the kind of bikes that we used to call sleepers. People think they’re an easy win because there are no big displacement numbers or anything visible from the outside that would suggest they’re full of dynamite.

Truth is, the Evo was always the perfect motor family for this type of build, and this one is a straight killer. It has Ward Performance Heads with Big valves, CP 10.8:1 pistons, with a shaker profile on domes by Terry Stewart.

A Fueling 574 Cam with a Mikuni 42 MM and a Trask exhaust round out the combination, at least those are details he was willing to share. With the motor

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solid, it was on to the job of performance handling. With all the frame geometry figured out, it would need front and rear suspension to put all that power to the ground. Up front are four over tubes with Race Tech internals and Legends Suspension tunable shocks in the rear. Dual 13” Galfer rotors up front with Tokiko calipers all around ensure a quick slow down if needed. Kurt said he’s had it out and put it through its paces in the corners, and it performs flawlessly.

Regarding the paint, Kurt is typically a black bike guy. Enter James Patience of Ground Zero Customs. He told James to just go at it, and James took Kurt’s story and made this bike a tribute to veterans, PTSD, and a military family with a special place in Kurt’s heart.

Starting with the In memory of “WFO” on the top of the tank. The WFO is for Ryan

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Jameson, a Marine who unfortunately lost the battle with his demons after proudly serving his country as a United States Marine. That tragic loss and the many others our Veterans struggle with is the reason for using this build as a reminder to the masses that the battles our Warriors fight are often not left on the battlefield when they return home.

The Infidel on the side of the tank is a term that the Taliban and the Muslims used to refer to our US soldiers showing up in their country to fight for their freedoms so unselfishly. A negative 22 on the side panels represents the 22 veterans we lose every day to veterans’ suicide.

This bike is a tribute to that man and his whole family for Kurt. Ryan will live on through this bike and his family history, which is a tribute to them for how proudly they all served and sacrificed. Bringing a much-needed awareness to PTSD and its effects, not just for the individual warrior but also for their families who wonder who they became while deployed and what they must have gone through during their time away. This is a personal mission for Kurt, as he suffers from severe PTSD, and it provides a way for him to talk about it to others. Kurt explained

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INFIDEL TECH SHEET Owner:Kurt “lil Evil” Peterson City/State: Foxboro MA Builder: owner Year: 1992 Model: fxr Value: priceless Time: 12 months ENGINE Year: 1992 Model: evo Builder: owner Ignition: dynatek Displacement: 80” Pistons: cp 10:8-1 Heads: ward performance Carb: 42mm mikuni Cam: feuling Air Cleaner: cmp Exhaust: trask perfromance Primary: fxr/barnett TRANSMISSION Year: 1992 Make: harley-davidson Shifting: baker FRAME Year: 1992 Model: fxr Rake: 36° Stretch: 4 Up 4 OUt Forks Builder: harley-davidson type: racetech gold valve internals Triple Trees: harley-davidson Extension: 4” WHEELS Front Wheel: hofmann designs Size: 19” Tire: shinko Front Brake: speed merchant/tokiko/galfer Rear Wheel: hofmann designs Size: 18” Tire: shinko Rear Brake: tokiko PAINT Painter: ground zero customs Color: aztec gold Type: Graphics: ground zero customs Chroming: none ACCESSORIES Bars: low riders Risers: la customs Hand Controls: gma Foot Controls: fxr/ness/deadwood customs Gas Tank(s): modified sportster king Oil Tank: fxr Front fender: fxr sport Rear Fender: fxr Seat: speed merchant Headlight: lectric lighting Taillight: lectric lighting Speedo: None PHOTOGRAPHER: chris callen

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that there is no longer a rank structure when you’re out of the military. They are all just veterans, all on the same page, all standing shoulder to shoulder, trying to fight those demons that no one else gets to see. To that end, his new project is called the “Urban Soldier Initiative,” you can see more on this at https:// www.facebook.com/profile. php?id=100083320211959.

On behalf of Cycle Source and the motorcycle community, and a grateful nation that enjoys the freedoms these men and women provide us, thank you to Kurt for taking on this work and to the families that have paid the ultimate price for those freedoms.

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Article By: Charlie Weisel

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hat are you doing this summer? That seems to be the number one question I’m getting asked at the moment. The honest answer is, I don’t know. I wish I did, but…actually, that’s not true. I am totally ok with not knowing what my plans are during this year’s warmer months.

Most of the time, I have a relatively substantial itinerary planned out, or at least a major objective on my plate of some sort, but this year is proving to be quite the opposite scenario.

I literally have no idea what I am doing. I came into this New Year with that being how I wanted it to play out. I didn’t want plans. Which, I guess, in a way, makes my lack of a plan a plan in and of itself; but these are semantics that I don’t feel like indulging in. I want the ability to simply make decisions at a moment’s notice and just do what feels right.

I wanted a summer to explore new hobbies and attend small events I’ve wanted to attend for years but couldn’t due to other obligations.

I wanted a summer of saying yes

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to new things and experiences that might very well not be motorcycle related…gasp! Don’t worry, though. I’m not selling my motorcycle and becoming a scuba diver or something. First off, I get horribly sea sick on

boats, plus I have an irrational fear of being eaten by a shark.

Instead, I’m looking at the exciting prospect of combining multiple

adventures into one giant multifaceted adventure: For example, riding my motorcycle to the base of a mountain and then climbing said mountain. Or riding my motorcycle to an Ultramarathon event and competing in a 50-mile trail run. The options are limitless but the goal is to use the motorcycle as an aspect of the adventure as opposed to the focus of the adventure.

All this leads me to my next question or comment maybe. I’ve started to realize that I’ve become a bit of a one-trick pony. So I had to ask myself an honest question “Outside of riding motorcycles, what do I really do?” The sad answer to that is not much of anything. Now, this isn’t coming out of nowhere, and if I’m being honest, I have to thank, or maybe blame, my wife for this. She’s recently discovered triathlons, and it’s bled over into my court a bit.

Not the triathlon part specifically. I’m really not a fan of swimming in open water. Think back to that irrational fear of sharks comment from earlier, but putting my body into motion under its own power. Not to

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mention rediscovering my love for being deep in the mountains, places where a motorized vehicle of any sort just won’t make it. I say all of this because life is short, and as I age, the realization of that is becoming more and more clear. No, this isn’t some sort of midlife crisis. I won’t be buying a red Corvette anytime soon.

It’s just a reality. When I look back on my life, I want it to be full of memories and accomplishments that transcend all social expectations and norms.

After all, we only get one shot at this life thing, so why not fill it full of as many experiences as possible. My love of motorcycles and motorcycle travel has not waned, and there will be much more of it in the future.

In fact, my wife and I have started planning a year-long, or longer, South America motorcycle tour, complete with our dog in a sidecar.

Doggie training has already begun.

The dog is not a fan at the moment, but she will get there. Who I feel like I’ve been rambling a bit and struggling to find the point of this article; that happens sometimes.

Putting my thoughts into words is not always an easy task for me, but I do know that I want to say this…this is a very big world, full of opportunities, exciting adventures, and good people. Live your life in a way that is not confined to a singular box but, instead, many boxes. Or better yet, no box at all. Say yes to any and all opportunities, even if its way outside your so-called “normal” or comfort zone. Keep your mind open to new possibilities and reach beyond what you think is possible. I’m having to do that at the moment with this conversation at home about traveling with a dog in a sidecar. It is something I have admittedly pushed back on for a long time but have recently learned to embrace. My fear and concern is that it will overcomplicate what is otherwise a very simple way of traveling. I’ve always believed that one of the best parts about motorcycle travel is its ease. There is very little to worry about other than feeding yourself and keeping your motorcycle alive. That mindset, however, I’ve recently come to realize, has also held me back from some pretty amazing opportunities.

Who knows, I might soon discover that traveling with a dog brings a positive aspect to a trip that I never knew about, and without changing my attitude on things, I would never

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have the opportunity to discover. So from one fellow biker to another, I say let’s keep our minds open not only to any and all opportunities but also to how we all decide to travel. All too often, we look down our noses at how someone walks through life because it doesn’t fit into our box of “right” or “acceptable,” when in reality, the problem is that we choose to put people in boxes in the first place. I feel like I could really head down a whole different road here and start some rant about many of the social issues society is facing at the moment, but instead, I’ll choose to bite my tongue. Instead, let’s wrap it up here on a good note and remember to live life in a way that truly fulfills you: A life full of new adventures, pushing yourself to the limit, and seeing what you are really made of. You might be surprised at how much you can accomplish when you decide to let go of the fears and pressures that society places on us.

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DRAG SPECIALTIES SEATS SOLO SEATS Features a 6.5” tall driver support that gently slopes down to the passenger seat area and is designed narrower at the front for better leg clearance.

Made with a high-quality automotive-grade vinyl cover and molded polyurethane foam for maximum comfort and styling. The 3/16” thermoformed ABS seat base gives the perfect fit while the carpeted bottom protect your bike’s paint. Seat uses stock fender mount holes and includes mounting hardware. Available in Smooth or Double Diamond stitch w/ black, red or silver thread for 18-23 FLSB, FXLR, FXLRS, and FXLRST models.

MSRP $367.95. Made in the U.S.A. https://seats.dragspecialties.com/ products/?productId=89965

DRAG SPECIALTIES SEATS PREDATOR SEATS Add unique style to your bike with a Drag Specialties Predator seat. This seat features a 6.5” tall driver support that gently slopes down to the passenger seat area and is also designed narrower at the front for better leg clearance. Constructed with a high-quality automotive-grade vinyl cover and molded polyurethane foam for maximum comfort and styling. The 3/16” thermoformed ABS seat base gives the perfect fit while the carpeted bottom protect your bike’s paint. Fits with most Drag Specialties and H-D sissy bars. Available in Smooth or Double Diamond stitch w/ black, red or silver thread for ’18-‘23 FLSB, FXLR, FXLRS, and FXLRST models. Suggested retail price starts at $374.95. Made in the U.S.A. https://seats.dragspecialties.com/products/?productId=89963

dRAG SPECIALTIES LACED WHEELS Drag Specialties Laced Wheels are a great replacement for your originals.

These 40 spoke tube-type wheels feature chrome rims, hubs and spokes, giving your bike an eye-catching appeal. Wheels come fully assembled and trued with bearings installed and end play set. Uses OEM mounting hardware and are designed to use OEM style rotors, pulleys and sprockets The front wheel measures 19” by 2.5” (replaces OEM #43312-84) and has a suggested retail price of $369.95. The rear wheel measures 16” by 3” (replaces OEM #40975-86) and has a suggested retail price of $385.95 Wheels fit ’86-’99 XL models. https://www.dragspecialties.com/search;q=0203-0413;r=eJyrVkrLzClJL SpWsoqOrQUAJusFKA%3D%3D

DRAG SPECIALTIES EASY FIND KICKSTAND EXTENSION

Never fumble to find your kickstand again. With the Drag Specialties Easy Find Kickstand Extension, your kickstand will be easier to operate than ever before. This kit includes a mounting extension and all the necessary hardware. Drilling is required to mount the extension. This extension comes in a black finish and is available for 99-06 FLT, FLHR, FLTR, and 00-06 FXST, FLST models (except 05-06 FLSTN). Suggested retail price is $29.95. https://www.dragspecialties.com/search;q=05100585;r=eJyrV krLzClJLSpWsoqOrQUAJusFKA%3D%3D

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DRAG SPECIALTIES REAR BRAKE MASTER CYLINDER

DRAG SPECIALTIES SIDE COVERS

Give your Softail’s brake system a quick upgrade with a new rear master cylinder assembly from Drag Specialties. They come fully assembled and are a direct bolt-on replacement.

Available with a high-quality chrome or gloss black finish, the assembly ensures your rear brake will operate at peak performance with a solid, smooth feel. They fit 18-23 Softail models, with the black version replacing OEM #41700460. The suggested retail is $144.95. https://www.dragspecialties.com/search;q=1731-0762;r=eJyr VkrLzClJLSpWsoqOrQUAJusFKA% 3D%3D

Add some style to your bike with Drag Specialties Side Covers. These covers are made with a stamped-steel construction and replace your stock painted covers in minutes with no drilling required. Available in chrome for 14-22 XL models (except 21-22 RH975/ RH 1250S Sportsters Sold separately for the right and left sides of the bike with a suggested retail price of $112.95 each. https://www.dragspecialties.com/searc h;q=05203720;r=eJyrVkrLzClJLSpWs oqOrQUAJusFKA%3D%3D

DRAG SPECIALTIES CANBUS hand controls The Drag Specialties Canbus Handlebar Switches are a great way to upgrade the controls of your bike and have all the necessary buttons right at your fingertips. The right-side module includes the front brake switch, 48” long wire harness and turn signal reserve wire. The left-side module includes the clutch switch, 48” long wire harness and turn signal reserve wire.

The module and connectors are all durable, IP66-rated and do not include the turn signals. The buttons come in a black finish and are available for 11-20 Softail models without cruise control, 12-17 FXD and 14-20 XL models. The left- and right-side modules are sold each with a suggested retail price of $114.95. https://www.dragspecialties. com/search;q=0616-0385;r=eJyrVkrLz ClJLSpWsoqOrQUAJusFKA%3D%3D

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Article By: Killer Photos By: Deb Fitch

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onathan Parmer of Hershey, PA, has been riding motorcycles/dirt bikes since he was 4 years old. One of his earliest memories is of him walking downstairs on Christmas morning and seeing a Suzuki Jr50 sitting beside the tree. He’s been addicted to two wheels ever since!

It also helps that most of the men in his family rode motorcycles. His grandpa, uncles, cousins, Dad, and even his two brothers rode when they were younger. In one of his parents’ old photo books,

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he remembers pages dedicated to his dads various bikes/ choppers; it was the coolest thing he had ever seen. In his early 20s, Jon even raced motocross.

However, after being taken out by a knee injury, he moved on to riding sport bikes and slowly made his way to the world of custom motorcycles. Parmer has a few customs under his belt, but this one is an excellent example of what a Garage Builder can do with some custom parts from the experts.

This Softail project started

with Parmer wanting a second bike to ride to and from work at his family’s concrete delivery business. The one thing he knew for sure was that he wanted a small motorcycle that he could just hop on and go without worrying about getting dirty. So the search for a Softail began, initially intending to only change the handlebars and exhaust. But we all know how that goes.

The bike was purchased from a retiree in the D.C. area, a 2005 Softail deluxe that was garage kept and had never been ridden.

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A2B MACHINE TECH SHEET Builder: Jon Parmer Year: 2005 Model: Softail Deluxe Value: Time: ENGINE Year: 2005 Model: Twin Cam Builder: Evil Twin Motorcycle Co Ignition: stock Displacement: 98ci Pistons: T-Man Performance Heads: T-Man Performance street performer Carb: HPI 55mm throttle body Cam: T-Man Performance 625 Air Cleaner: Arlen Ness Big Sucker Exhaust: Vance & Hines Long Shots Primary: stock TRANSMISSION Year: 2005 Make: Harley Davidson Shifting: stock FRAME Year: 2005 Model: Softail Rake: 6 degrees Stretch: stock Forks: Builder: Type: Stock Triple Trees: Hawg Halters Extension: WHEELS Front Wheel: RC Components, Illusion Size: 23” Tire: Shimko Front Brake: stock Rear Wheel: RC Components, Illusion Size: 18” Tire: Shimko Rear Brake: stock PAINT Painter: Bob Drabenstadt Color: Black Cherry & Birch White Type: two tone Graphics: Chroming: ACCESSORIES Bars: Thunderbike customs, Flyerbar 32 Risers: LA Choppers, Hefty Smooth Hand Controls: stock Foot Controls: Cycle Smith floorboards Gas Tank(s): stock Oil Tank: stock Front fender: Xecution Style Rear Fender: Xecution Style Seat: C&C Motorcycle seats Headlight: stock Tail light: Alloy Art Speedo: stock photographer: deb fitch

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Jonathan’s friend Bobby Shakal rode down with him to get the bike, and after the title was handed over, they both noticed that the previous owner had only ever put 500 miles on it, and he had the bike for several years before they found it. At first, the bike ran like mud, and Jon had to replace everything inside the tank to be operable. After changing out the handlebars, he rode it for the rest of the summer as-was, until it got colder and it was time to tear it down.

The inspiration for this bike (and every custom he’s done since) leads back to that photo album he saw as a kid. He had always wanted a chopper

or a loud and fast Harley, and custom bikes really caught his eye growing up. When the ideas started flowing for this build, he knew for a fact he wanted a fully built motor, low, loud, clean-looking bike. The color combination was his first decision, black cherry and birch white. That’s also when he decided to make this bike look old school but with modern trends.

Throughout the build, there really weren’t many challenges. Jon had a solid image in his mind of what the bike would look like and made it happen. From stock to current took about 6 months total, and he had most

of his help from the friend who had gone with him to get the bike, Bobby.

He’s also a garage builder, so they help each other whenever possible.

Any time you can have garage time with friends will always be good.

This bike is 100% a rider! Whether it be bar hopping or a boys’ day out, this is the bike to ride.

Jonathan would like to thank the professional builders who work hard designing and making specialized parts so garage builders can work a little easier.

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Hey, Everything today is time sensitive. Hell, if you buy a coffee maker, it has a time sensitive carbon filter, that must be replaced on time or… Then there’s every political pitch you receive on your phone or in your email. I’m concerned the funds never reach the candidate.

Of course, there’s climate doom and if we don’t fix everything on time, we’re doomed. I just started to read a college presentation

by Alex Epstein. We are very fortunate to have him.

So, a student at Gettysburg College asked him about Bill McKibben’s book Economy Class. It’s a book about all the negative side effects of Fossil Fuels from an economic perspective. Of course, this book is all about doom.

Alex pointed-out the major flaw in Bill’s book. It doesn’t cover the positive side effects of using fossil fuels, which are massive. The fact that Bill only covers one side of the issue, basically throws his book out

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the window.

You can read more from Alex at Energytalkingpoints.com He gives us all the real data on the Climate Doom issue, both sides of the story.

Let’s hit the news: Meeting Of The Minds 2023 – Listening & Making A Difference

The Motorcycle Riders Foundation listens.

Culminating 18 months of planning and fulfilment, the MRF ended Meeting of the Minds 2022 by reviewing input from over three hundred attendees.

Meeting of the Minds 2023 will

reflect that the MRF listens and what we heard will make a difference in building the MRF and strong partner state motorcyclists’ rights organizations.

Bikers inside the Beltway 2023 was a total success because of the work the MRF does at the Meeting of the Minds addressing the needs of members and our partner SMROs. The feedback we received from MOTM 2022 put us on track with new workshops, more workshops, and new presenters focused on topical subjects.

This year, we added four workshops for a total of sixteen!

If you or your SMRO is social media challenged, meet Joy Mack.

She’s a Twenty-First Century wizard who understands the challenges individuals and SMROs face when delving into social media.

Wondering why the MRF and our partner SMROs have such a high success rate on Capitol Hill and state legislatures? Meet Steve Panten, he and Dave Dwyer will provide attendees a few hundred ways on Building Effective Legislative Lobbying Efforts, another key to positive advocacy for motorcyclists’ rights.

The Meeting of the Minds – September 21-24, Red Lion Hotel, 4751 Lindie Road, Harrisburg, PA 17111. Use the QR codes below to register and make reservations or call 717-939-0720 and mention Motorcycle Riders Foundation 2023 Meeting of the Minds.

Thank you for your support of the Motorcycle Riders Foundation.

We look forward to seeing you in Harrisburg at the 39th Annual Meeting of the Minds, Sept. 21-24, 2023.

Yours in Freedom, Fredric Harrell

Bonneville Lives! - Registration Open For Bmst 2023! Registration is now open for BMST 2023! As you get ready to register, read below for note for 2022 participants with Discount or Rollover Credits, as well as important reminders and information, for all participants.

How can you support BMST? Be a VIR - Our Very Important Racer Sponsorship offers some unique advantages. Get in to set up your pits and grab your paperwork a day earlier than everyone else, your team name on the 2022 T-shirt.

VIR Sponsorship is available when registration opens.

Be a Sponsor Sponsorship helps us keep entry fees as low as possible for participants.

Click here to see how you can contribute, or pass it along to someone you know who might want to be involved.

We are also looking for equipment sponsors (display your company e-z up!) and other items that are needed out on the salt!

Be a Volunteer - As an all-volunteer organization we understand that this doesn’t happen without the help of a dedicated crew. We’re always looking for volunteers, without who we would not be able to race!

Looking for a front row seat to the action? Volunteering is a great way to have an active role at BMST! Check out our Volunteer Page for more details!

Dates to mark on your calendar: August 13th- Online Entry Closes (Entry on the salt still available after deadline) August 25th - VIR Pit Entry and Registration August 26th - General Entry Pits, Registration & Scruineering Open August 27th- 31st - Racing August 31st - Awards Party.

Keep Posted to our Web & Social Media pages for updates!

BonnevilleMST.com on Facebook, Instagram and Twitter @bonnevillemst Tennessee Governor Signs Exhaust Noise Bill Into Law - Win in Tennessee! Governor Bill Lee signed into law SAN-supported legislation (S.B. 434) to reform the state’s motor vehicle noise laws.

Based on SEMA’s model legislation, S.B. 434 would now implement a fair

and objective method for determining compliance with the law, replacing a system that relies on subjective judgments on whether an exhaust system is too loud.

Congratulations and thank you for your continued support—please share this exciting victory with others!

Nebraska Helmet Law Repeal - Let Those Who Ride Decide – State #33 On June 1st, Nebraska governor Jim Pillen signed into law a motorcycle helmet modification bill, which allows riders to choose if they wear a helmet.

Congratulations to the motorcyclists in Nebraska, ABATE of Nebraska and all the groups in Nebraska who for years fought to have helmet choice in the Cornhusker State.

Nebraska State Senator Ben Hansen originally introduced the language, which was included

in a larger transportation bill that passed the legislature at the end of May. Effective January 1, 2024, an individual age 21 and older, who has completed a certified motorcycle safety course may now choose whether or not to wear a helmet, provided the rider uses protective eye equipment.

In 2020, Missouri passed a helmet choice bill leaving Nebraska as the sole state in the Midwest that required all riders to wear a helmet. With this new law, Nebraska now joins its neighboring states and becomes the 33rd state allowing helmet choice.

For 34 years riders in Nebraska have sought the freedom to decide whether to wear a helmet. This victory is a testament to the hard work, determination and passion of all those involved.

The Motorcycle Riders Foundation (MRF) has long championed the belief that “those who ride should decide.”

When hearing the news, MRF President, Kirk “Hardtail” Willard said, “Grass roots activism at its finest, it is encouraging to see that there are still politicians and bureaucrats in this great country of ours that bend to common sense and the will of the people. Given the nanny state of our society today, it is an outstanding achievement by ABATE of Nebraska and other involved motorcyclists in earning their freedom of choice.”

This message from “Rouge,” State Coordinator for ABATE of Nebraska, Todd C. Miller should inspire us all.

“It is hard to explain what this bill means to me. I was mentored and encouraged by so many. I am turning 60 and had the privilege to ride in this state prior to the mandatory helmet law enacted in 1989.

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THE CYCLE SOURCE WORLD REPORT - POWERED BY BIKERNET.COM “Over the years, I have lost many friends, colleagues, brothers and freedom fighters who were on the frontlines of this fight. It is hard to encourage a group of young riders who have never ridden free in Nebraska, for us, that was anyone under the age of 50!

“So, in honor of all of those we have lost, I am very proud to say the next generation of riders will know what it means to ride free in this state. I pray they make memories, enjoy the ride here in Nebraska and become emboldened with the same desire I, and so many others, had to defend our rights in the years to come. We all know the fight is NOT over.

“I would like to Honor my Board of Directors/State Officers both past and present for sticking with the plan… and making it happen. My legislative officers over the years who helped keep us focused and get us there one step at a time, including Charles Thomas, Scott Lucey, Gary Neeman and my current Legislative Representative Randy Geer.

Last and certainly not least, my wife and State Membership Secretary, Sheri Miller for all the late nights, weekends, and continued support.

“My list of outstanding contributors also includes Rick Backer, Jimmy Wray, Jodi Wessel, and Duane ‘Drano’ Goff, all of whom are no longer with us …” Congratulations Nebraska!

Ride Safe and Ride Free!

Motorcycle Industry “Flat” As Sales Slip - The Motorcycle Industry Council (MIC) has released their 2022 Motorcycle Statistical Annual, a comprehensive collection of data about the motorcycle business in America, featuring detailed information on vehicle population, owner demographics, product use, sales, market share, manufacturers, distributors and dealerships nationwide.

“While 2022 is pretty much flat compared to 2021 and 2020, it still is a significant increase from 2019,” explains Buckner Nesheim, MIC Director of Research & Statistics.

The industry’s reference book has been updated and the data indicates 2022 sales of new motorcycles and scooters decreased by -3.5% over the previous year, while ATVs decreased -12.7%.

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“When we compare 2022 to 2019 sales, off-highway is up +36%, onhighway is up +4%, and scooters are up +12%,” notes Nesheim. “Dual sport (ADV) is a tremendous growth story. Sales in this category have increased every year since 2016 and more dual sport motorcycles were sold in 2022 than in any other year since we started collecting data in this category in 1990.”

MIC data for the full year 2022 show total powersports industry new model retail sales at -6.2% (733,537 units compared to 781,806 units in 2021). Domestic U.S. on-highway retail motorcycle sales were 297,174 units for the year (-5.4%); scooters at 22,181 units (-4.3%); dual sport models (ADV) were 72,643 units (+0.0%); off-highway motorcycles

were -5.0% (145,216 units), with ATV retail sales -12.7% at 196,860 units.

--Bill Bish Editor NCOM Read Bill’s whole tamale legislative report for each month on Bikernet.

Maryland Seeks To Ban Internal Combustion Engine Vehicles Don’t Delay! Please contact the Department of the Environment immediately to voice your opposition: Overview: Maryland’s Department of the Environment has published a proposed regulation that would outlaw the sale of new gas and dieselpowered cars beginning in 2035.

The SAN believes that Marylanders, not the government, should decide

what vehicles are best for them and their families. Make your voice heard by submitting comments to the state

by June 21, 2023. -SEMA Over 150 U.S. House Members Oppose Epa-Proposed Emissions Standards - Lawmakers have banded together to show their support of the aftermarket industry and the future of internal combustion engine (ICE) innovations.

U.S. House Energy and Commerce Committee Chairwoman Cathy McMorris Rodgers (RWA) and 150 House Republican members sent a letter to U.S. Environmental Protection Agency (EPA) Administrator Michael Regan urging him to rescind the agency’s proposed emissions standards for light, medium-duty vehicles and heavy-duty trucks.

Check Sema for more: Texas, Maryland, Okla -SEMA Motorcyce Riders Foundation Report - Bikers, Bikers Everywhere!

This week bikers from across the nation descended on Capitol Hill.

The 2023 Motorcycle Riders Foundation’s (MRF) Bikers Inside the Beltway was the largest event in the 14year history of the event!

Motorcyclists from 34 states made the trip to Washington, D.C. to advocate for issues that matter to the street rider.

The list of policy concerns was long!

Issues include: right to repair, preserving the internal combustion engine, profiling of bikers, autonomous vehicles, ethanol mandates, the definition of a motorcycle, and the creation of a Motorcyclist Advisory Council within the Department of Transportation.

In just one day, all 435 members of the House of Representatives and 100 Senators received an informational packet from the Motorcycle Riders Foundation (MRF) explaining who we are, what we’ve done, and what we want.

Working with our State Motorcyclist Rights Organization (SMRO) partners, sustaining clubs and the National Council of Clubs we earned many important victories. In 2022 we saw the passage of an anti-profiling resolution, answers from the National Highway Traffic Safety Administration

THE CYCLE SOURCE WORLD REPORT - POWERED BY BIKERNET.COM on autonomous vehicles, and Baker Drivetrain Celebrating 25 started BAKER Drivetrain. language requiring a report from the Department of Transportation on policies related to the targeting of bikers.

Perhaps the best part about Bikers Inside the Beltway is the buzz that occurs on Capitol Hill when hundreds of bikers roam the halls on Congress. They not only hear us, but they see us!

The MRF is committed to being your voice in Washington, D.C. We’ve had a presence in town since 1986 and we won’t leave until the job is done! We are, and will remain, the voice of the street rider in our nation’s capital.

Thank you to all the motorcyclists that attended the event! It’s never too early to start making plans for the next installment of Bikers Inside the Beltway in May 2024. -MRF

Years of American Made Gears - We are celebrating 25 years as BAKER Drivetrain!

There You Have It - We are living as Kirk said, “In Nanny State Times.” I call them control-freaks or doomsday preachers.

Part of the problem is our lack of involvement and I get it. Life is a busy place, and it’s tough to carve out time for another endeavor.

Give it a shot. Try to join at least one motorcycle rights group and follow what they’re up against.

You might be inspired. In the meantime, follow the weekly news on Bikernet. com. We’re working hard for Freedom and the Truth.

Ride fast and free, forever! -Bandit

In 1998, Lisa and Bert Baker took a huge leap of faith, with their lack of business experience and money, and

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ADVERTISERS INDEX 5 Ball Racing Leather.............95 AMCA......................................69 Battery Outlet.........................97 Bear Swamp............................47 BikerNet.com..........................18 Buffalo Chip............................59 Chop Cult................................94 Chopper Time.........................32 Cycle Stop USA.......................48 DB Custom Leather................94 Deadwood Custom Cycles....93 Dennis Kirk.............................99 Denver’s Choppers................32 Drag Specialties.......................9 Drag Specialties Seats...........15 Dream Rides...........................72 Dutchman...............................97 Feuling....................................95 Garage Built Podcast.............48 Good Times............................71 Grease & Gears TV................67 Hardcore Cycles.....................43 Hijinx Apparel........................95 IO Mount.................................73 Iron Horse Saloon .................37 Kiwi Indian...............................43 Klock Werks............................65 Law Tigers................................2 Led Sled..................................55 MC Creations..........................97 No School Choppers..............69 Pandemonium.........................17 Paughco.............................13,79 Progressive Insurance.............5 Buffalo Chip............................59 Kiwi Indian..............................27 Klock Werks...........................65 S&S Cycle.............................100 ShopTalk................................48 SmokeOut................................3 SpeedKing..............................97 Sporty Parts............................97 Spectro Oils............................25 Sturgis Motorcycle Museum..29 Tech Cycles............................43 Twin Power................................4 Twisted Choppers...................19 Veritas Vintage Motors...........43

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him. “Chief Two Eagles,” asked one official, “You have observed the white man for 90 years. You’ve seen his wars and his material wealth. You’ve seen his progress and the damage he’s done.” The Chief nodded in agreement. The official continued, “Considering all these events, in your opinion, where did the white man go wrong?” The Chief stared at the government officials for over a minute and then calmly replied, “When white man found the land, Indians were running it. No taxes, no debt, plenty buffalo, plenty beaver, women did all the work, medicine man free, Indian man spent all day hunting and fishing, all night having sex.” Then the Chief leaned back and smiled, “Only white man dumb enough to think he could improve system like that.”

Jim

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n Irish woman of advanced age visited her physician to ask his help in reviving her husband’s libido.

“What about trying Viagra? asks the doctor. “Not a chance,” she said. “He won’t even take an aspirin.” “Not a problem,” replied the doctor. “Drop it into his coffee. He won’t even taste it. Give it a try and call me in a week to let me know how things went”. It wasn’t a week later that she called the doctor, who directly inquired about progress. The poor dear exclaimed, “Oh, faith, bejaysus! T’was horrid.

Just terrible, doctor!”. “Really? What happened”? asked the doctor? “Well, I did as you advised and slipped it in his coffee, and the effect was almost immediate. He jumped hisself straight up, with a twinkle in his eye, and with his pants a-bulging fiercely!

With one swoop of his arm, he sent the cups and tablecloth flying, ripped me clothes to tatters, and took me then and there, making wild, mad, passionate love to me on the tabletop! It was a nightmare, I tell you, an absolute nightmare!” “Why so terrible?” asked the doctor, “Do you mean the sex your husband provided was not good”? “Oh, no, no, doctor, the sex was fine indeed! ‘Twas the best sex I’ve had in 25 years! But sure as I’m sittin’ here, I’ll never be able to show me face in Starbucks again.

Dan

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drunk gets up from the bar and heads for the bathroom. A few minutes later, a loud, blood-curdling

98 August ‘23 - CYCLE SOURCE MAGAZINE

scream comes from the bathroom.

A few minutes after that, another loud scream reverberates through the bar. The bartender goes into the bathroom to investigate why the drunk is screaming. “What’s all the screaming about in there?” he yells.

“You’re scaring my customers!” “I’m just sitting here on the toilet,” slurs the drunk, “and every time I try to flush, something comes up and squeezes the hell out of my balls.”

The bartender opens the door, looks in, and says, “You idiot! You’re sitting on the mop bucket!”

Justin

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ne morning while she was making breakfast, a man walked up to his wife, pinched her on the butt, and said, “If you firmed up, we could get rid of your control top pantyhose.” While this was on the edge of intolerable, she kept silent.

The following day the man woke his wife with a pinch on each of her breasts and said, “You know, if you firmed these up, we could get rid of your bra.” This was beyond a silent response, so she rolled over and grabbed him by his junk. With a death grip, she said, “You know, if you firmed this up, we could get rid of the gardener, the mailman, the pool man, and your brother.”

Dee An old Indian chief sat in his hut on the reservation, smoking a ceremonial pipe and eyeing two U.S. government officials sent to interview

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cat died and went to Heaven.

God met her at the gates and said, “You have been a good cat all these years. Anything you want is yours for the asking.” The cat thought for a minute and then said, “All my life, I lived on a farm and slept on hard wooden floors. I would like a real fluffy pillow to sleep on.” God said, “Say no more.” Instantly the cat had a huge fluffy pillow. Six mice were killed in an accident a few days later, and they all went to Heaven together.

God met the mice at the gates with the same offer He made to the cat.

The mice said, “Well, we have had to run all our lives: from cats, dogs, and even people with brooms! If we could just have some little roller skates, we would not have to run again.”

God answered, “It is done.” All the mice had beautiful little roller skates.

About a week later, God decided to check on the cat. He found her sound asleep on her fluffy pillow. God gently awakened the cat and asked, “Is everything okay? How have you been doing? Are you happy?” The cat replied, “Oh, it is WONDERFUL. I have never been so happy in my life. The pillow is so fluffy, and those little Meals on Wheels you have been sending over are delicious!”

Shelly

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