Cycle Source Magazine, Issue 282, December '20 - January '21

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December‘10 CYCLE SOURCE

Edsnd@bellsouth.net

CYCLE SOURCE OCtober OCtober - November '20 7

BIKES

Long Cool One

King Bee Customs Triumph ............................................................................. 22

Jinx 13

Banks 1947 Knucklehead ..................................................................... .............40

Pilar

Ray Llanes 1982 FX .............................................................................................. 58

Tea Dozer

Flat Broke's Burly Bobber ................................................................................. 70

Spearfish Special

Jessups 98 Pro Street .........................................................................................80

@ss Kisser

Garage Build Presents A 1949 Royal Enfield ...........................................88

Jolene

Klock Werks 1991 FXRP .......................................................................................94

FEATURES War Run '19

Good Times With A Purpose ..............................................................................10

Great American Road Chip

Stories From A Moto Vagabond ...................................................................... 14

Keystone Collective

Art & Moto Show In Amish Country ............................................................... 32

ShopDog

Man's Best Friend Even In The Shop! .......................................................... 36

National Hobo Musuem

True Americana In A Tiny Town ...................................................................... 52

Year In Review Nominations

Your Chance To Give The Nod ..........................................................................66

Art Of Our Culture

58

Killer Gets Inspired By YaMasha ................................................................... 91

TECH U Can Do It!

Rebuilding A Yamaha Tranny .......................................................................... 18

Stop It

The Simple Problem With D.O. T. 4 ................................................................ 28

Straighen Your Turns

Leveling And Aligning A Lathe At FFC! ......................................................... 48

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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 Will Ramsey - Tech Editor - will@faithforgotten.com Milwaukee Mike - Mid-West Editor - neanderthalneon@hotmail.com Roadside Marty - South East Editor - roadsidemd@bellsouth.net Keith “Bandit” Ball - News Editor - bandit@bikernet.com

STAFF WRITERS

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Chris Callen, Milwaukee Mike, Jack Schit, Pat Jansen, Will Ramsey, Xavier Muriel, Charlie Weisel, Mitch Bodine, Mark Velazquez, Amelia Rose, Daniel Donley, Joshua Elzey, Jimmy Frizzell, Roadside Marty, Heather Callen, Dan Venditto, Melissa Shoemaker, Tyler Porter, Troy Bensinger

STAFF PHOTOGRAPHERS Chris Callen, Heather Callen, Mad Stork Ken, Mark Velazquez, Twila Knight, Dan Venditto, Melissa Shoemaker, Deb Fitch

CONTRIBUTORS

Marilyn Stemp, Jason Hallman, Chip Parisi

STAFF ARTISTS Jimmy Frizzell, Chris Callen

ADVERTISING

Heather Callen- Sales Manager - cyclesourcemain@comcast.net

GRAPHIC ARTISTS

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Chris Callen, Heather Callen, Amelia Rose, Missi Shoemaker

DISTRIBUTION

Coast to Coast Newsstand Services Partnership 5230 Finch Ave. E., Ste. 1, Toronto, ON, M1S 4Z9 Cycle Source - Dealership Direct Distribution 724-226-2867

CIRCULATION DIRECTOR Heather Callen - 724-226-2867

COPY EDITOR Judy Duggan

LEGAL COUNSEL

James L. Paz Attorney at Law - Tarentum, PA - 724-226-9PAZ For Any Subscription Questions Call 724-226-2867

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SPARE PARTS In The News

The World Report Powered by BikerNet.com ......................................... 99

Hot Off The Rack

POSTMASTER: Send address changes to Cycle Source Magazine 119 Dellenbaugh Rd. Tarentum, PA 15084

New Products From Industry Leqaders ..................................................... 102

DEPARTMENTS

From The Editor’s Desk .................................................... 8 Pin-Up Of The Month ....................................................... 38 Photo Hunt ........................................................................... 64 Chopper Charlie ............................................................... 76 Killin Time With X ............................................................ 86 InSlide Line ....................................................................... 104 On The Edge ...................................................................... 108 Gut Busters ........................................................................ 114

The Cycle Source Magazine® (ISSN 1935-0287) is published 12 times a year by The Cycle Source Magazine with Offices at 119 Dellenbaugh Road Tarentum, PA 15084, 724-226-2867, www.cyclesource.com. U.S. Subscription rate is $30.00 for 12 issues. Canadian Subscription rate is $45.00 for 12 issues. Back Issues, when available, are $6.00 each, payable in advance. Periodicals postage paid at Tarentum, PA ad additional mailing offices. The Cycle Source Magazine® reserves the right to reject any advertising or contributions that it deems unsuitable. Opinions expressed are those of the author and not of The Cycle Source Magazine®. Nothing printed in The Cycle Source Magazine® December re-printed in whole or part without the express written consent of the publishers. Copyright ® 2020. 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™ are registered trade marks.

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ABOUT THE COVER

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Ray Llanes, the builder of the beautiful Shovelhead gracing the cover, has proven himself to not only be a great builder but an outstanding human as well. Considering that not only is this his first build and he built it in the shed behind the house he did one helluva job on this motorbike.

We are more than pleased to have this great Shovel on our covered and honored to call Ray a friend.

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aybe it’s me, my age, my social discontent that has set in during the passing of the calendar years. Still, there seems to have been a staunch change as of late in the motorcycle community.

Having just come back from Daytona, where a much smaller Biketoberfest went off under a banner of what will read success, I left feeling a little deflated. I sat several times, staring at places and faces from previous years, wondering when it changed.

You know… that thing that lights the spark inside you when you are only 100 miles out. I mean, I’m not looking for anyone to be responsible for me having a good time, but what I am looking for are the elements that made coming to these things more than a photo opp. There, I said it!

No shit, man, no matter where we are today in the motorcycle deal all over the United States, you can look out over the sea of people and see little screens with palm pilots furiously tapping away at the glorious hashtags that will surely increase their social media status. The first to post, the most heartfelt, the funniest. A veritable frenzy of citizen journalism that will in hopes score them more friends, or as the new term more aptly denotes it, followers. What’s wrong with this, you may ask? Oh, dear reader, let’s dive in. Nothing is

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wrong with capturing a memory of a good time and sharing it with your friends and fans. I see more times than not, though, that we start to not enjoy the time we are reporting to have had as much as we see it as a labor to be in the mix.

Now don’t get me wrong, I do

more than my fair share of social media hypocrisy , but I also make sure there are times and occurrences that are not for public consumption. Times where I just enjoy the people I am with and the time we are spending with each other. I plan time to see people

that will be meaningful on a more fulfilling level than “See you at the show....bro,” and I follow through with not being in a hurry to get done with that time to hurry off to my next citizen journalism assignment. After all, they have yet to start handing out Pulitzers for anyone’s work on Facebook, although I wouldn’t be surprised if they did.

All I’m saying here is that social media is an ever-fleeting proposition. People see on your feed that you are somewhere with someone, and in a minute, that’s gone. What lasts are the times we spend with each other, the stories we tell, and the bond that having respect for each other brings. I will never forget the earlier days of Daytona that saw many of us sitting around Willie’s into the wee hours, days before and after his iconic show, for no other reason than to spend time, share with each other in the here and now. Maybe all this, including the title, comes in the month where we lost another great personality from the Rock & Roll community, but it’s a shame after coming back from what will be called a solid event that I have to have the thought in the back of my head.... ‘But where have all the good times gone?” RIP Edward Van Halen.

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Article And Photos By: Panhead Jim

ack in 2016, retired Marine Corps First Sergeant Scott “Big Scott” Peck decided to put together a new motorcycle event. His intention was to get all of his friends to take one day off from their busy lives for the sole purpose of getting together to ride motorcycles. Big Scott was a 24-year veteran of the Marine Corps, and he also wanted to use this event to pay tribute to his fellow soldiers while raising awareness of the sacrifices these men have made throughout our country’s history. It was from these two goals that the War Run was born. Each year, the event starts with a chopper run out to a location of military significance. These have ranged from Revolutionary War battlefields, and Civil War forts to this year’s military memorial park. While the participants ride some of the great roads in eastern North Carolina they get some education and frank insight into what military service is like. This is stuff you won’t get on the evening news. After the ride is complete, everyone downsizes from choppers to minibikes for an afternoon of highly competitive mini-bike racing. The racing has gotten to such a high level that it could set the Guinness Book Record for the largest mini-bike race on the planet.

This year’s ride originated from Coastal Carolina Harley-Davidson down on the southeastern tip of North Carolina in the beachside town of Wilmington. The dealership was just close enough to the ocean to give you an occasional whiff of saltwater, which conjured up thoughts of surfboards and bikinis even while you were wandering around a parking lot full of motorcycles. After a brief riders meeting that described the itinerary for the morning, kickstands went up at 10:30. Everyone pulled out and headed north towards Jackson. All thoughts of sand and surf were left behind as the group formed into a line two wide that stretched down the highway.

As we rolled through the countryside in route to the Lejeune Memorial Gardens the weather was near perfect with blue skies and temperatures in the mid 70’s. Besides being home to this memorial park, Jacksonville is also the site of the nearly 250 square mile military base named Camp Lejeune. So it was

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no surprise to find that this wasn’t just your standard memorial with a few statues and engraved plaques.

The park actually has four distinct memorials: the Montford Point Marine Memorial, the Onslow County Vietnam Veterans Memorial, the 9/11 Memorial Beam from the World Trade Center and the Beirut Memorial. All of this is surrounded by meticulously planted gardens, greenways and walking trails. There is always a sense of reverence that comes over you as you enter any military memorial, but stepping across the bridge into the Vietnam Memorial was simply awe inspiring and heartbreaking at the same time. Second in size only to the Vietnam Memorial in Washington DC, the Onslow County Vietnam Memorial consists of a massive fountain covered by a pillared dome and encircled by glass walls on which all the 58,229 names of the fallen are etched. With American flags stirring gently in the wind, the time spent at the memorial touched many of the riders in unexpected ways. In the end it was a proud group of Americans that rode out from the memorial that afternoon.

Part two of the event began as soon as the ride pulled into the parking lot of the Skatebarn in Hamstead, NC. The Skatebarn has become a popular local attraction with a storied 20-year history and yes it all started with a skateboard ramp inside of a barn. That original barn is still there, but they have expanded outdoors and have created a full skate park. For this event and with the help of hundreds of used car tires the sandy patch of dirt out front was converted into an oval track. Because it was a Saturday, the ramps were packed with skaters, but besides the occasional high pitch yell from a trick gone wrong, all you could hear were the sounds of small displacement motors cranking up and ripping around the parking lot.

To keep things simple, there were only two rules for racing this year. First the engine had to be a 4-stroke and second it had to have a pull start. After that you could do whatever you wanted.

The bikes ranged from vintage originals that looked like they had just been picked up at a yard sale the day before to full out custom race machines with disk brakes and partial suspension. There were also

some more imaginative upgrades like a rear mounted chicken coup that spit feathers onto the track.

Costumes ranged from Thor to Dale Earnhardt. The race format was 5 bike heats which consisted of 5 laps followed by a 10 bike final with 10 laps. Sounds simple enough, all you have to do is make 5 laps around a circle with a kid’s bike, what could be easier‌ Thanks to an abundance of sand and aggressive riding, the track conditions quickly deteriorated as the afternoon wore on. This was great for the spectators who got to witness multiple bike pile ups, face plants into the sand and countless bikes crashing into the tires. As in years past, the real weakness of these mini-bikes is the rear drive chain and plenty of riders found themselves with their bike laying in the middle of the track trying to untangle and reattach their chain.

As with any racing those with a combination of skill and a reliable machine soon made their way to the top of the list and put on a great race for the 10 lap final. All the money raised from the entry fees was divided between the top three riders, which came out to more than enough to pick up a new Predator motor from Harbor Freight for next year’s race.

Just as the winners were announced, the previously forecasted rain finally made it up the coast and the event came to a rather quick end. As the weather moved in, the parking lot was filled with soaked bikers trying to load slippery mini-bikes or just trying to ride out and get ahead of the storm on their choppers. Still it was a great day of riding and racing which is more than most of us get in a typical weekend. Although the day was primarily about having a good time with friends, the time spent at the memorial really gave everyone something to think about and some time to appreciate the sacrifice of our veterans. War Run 5 has already been announced for November 7 and Scott promises that it will be the biggest year yet.

This means you have less than a year to put together a reliable minibike that can handle whatever hell track Scott puts together for 2020.

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Article And Photos By: Chip Parisi

l

et me start by introducing myself. My name is Chip Parisi (aka @chipakid). In 2016, I hung-up the suit and tie, took off the wedding band, and sold the house. Now, I’m into my 4th year of living off my motorcycle. I’m seeing around 30,000 miles and nine or ten months nf the road a year, and I’ve really just hit my stride.

The transition to this nomadic lifestyle wasn’t easy or elegant, but I was fueled by the fire of a freedom I hadn’t tasted in fifteen years. Back then, I was barely 21, fresh out of school, and wanting to ride the East Coast on my little metric V-Twin. I had recently seen a short documentary about three guys going coast-to-coast on bicycles and was completely inspired!

Though I grew up endlessly pedaling bikes around the neighborhood, campgrounds, and further than I was allowed, I was no cyclist. I had just got my first real motorcycle at 18, after Mom wasn’t having the one I bought at 16, and was ready to really stretch its legs!

By the time I launched from Rhode Island, on September 2nd, 2001, I had talked two friends into joining me, one, just two days before leaving. None of us

had ever done anything like this before, but we had enough youth, excitement, and blind optimism to conquer anything! Like most of my plans, however, things changed.

Since I was the only one with a motorcycle, we ended up rolling away on three mountain bikes, replacing gasoline with protein, and horsepower for pedal-power.

That thirty-eightday trip, which was filled with 2,200 miles of roadside camping, incredibly generous strangers, and a very unique experience through 9/11, never left my mind. Through thirteen years of happy marriage, good jobs, nice cars, regular vacations, and a real “American Dream” existence, I still longed for those days under the sky.

I’d often go back to read my daily journal and look through all the photos that were taken with disposable cameras, and felt like my best days were behind me. It was sad. I had what so many dreamt about and longed for, but was very discontent.

I’d take camping trips and long distance motorcycle rides, but nothing filled the void of unknown adventures. As damn good as I had it, everything seemed so predetermined, and I grew to resent the idea of all those great days and years just repeating and October - November '20 - CYCLE SOURCE 15

repeating until I died, or lived long enough to retire. There had to be more. It was time to hit the road!

As Rhode Island was just getting past the worst of winter, in early 2017, I packed up and took off on my 2004 Road Glide, Gloria. South was the obvious choice, and the only plans I had were to hit Daytona Beach Bike Week, and to spend about a month in the saddle, seeing what I could see.

Back then, I actually pictured myself coming home, outrigging a van to live in, and then traveling North America for “at least a year”.

That was something I had fantasized about since at least 14, when I remember trying to buy an old VW Microbus.

-This is still a desire that I’ll likely indulge, someday.

The first leg of that month-long odyssey is almost embarrassing now. I found myself calling long-lost friends and asking for a places to crash, and spending most of my days pounding the interstate.

I still felt like big miles made the man, coloring in new states on my map (30 total states on that maiden voyage), and was a little too caught up in beating my personal bests and putting imaginary notches in my belt. I had yet to learn the pleasure of 10 hour, 200 mile days, where you don’t end-up very far from where you left, but feel a million miles away.

Within 5 days of blasting off, including a rainy day that kept my kickstand down, I made it to Florida.

My home for the first week was at a small farm, outside Daytona. There I was, in one of a few small cabins that were actually just sheds -withbeds, converted to bring in additional revenue from airbnb. After a lifetime of living indoors that 48 square foot structure provided the comfort and security that I still felt was necessary.

At thirty bucks a night it was the cheapest option available, but even then I knew that “luxury” could never be sustained, if I was to ever go from

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vacation-mode to full-on lifestyle.

After a couple of chilly nights in my deluxe accommodations, it was time to make my way over to Daytona, to experience Bike Week for the first time. That morning saw my bike covered in frost, which I really didn’t expect in Florida. It wasn’t a real big deal since I still had that hearty New England blood (that’s now gone after years of endless summer!).

I of course I wanted to ride Main Street, and just had to take my old battle axe for a cruise down on the

beach, where I dumped her almost immediately.

My main objective was a little more personal. I had recently heard of a guy who loved riding so much that he basically built a life around motorcycles. From what I gathered, he’d ride as much as he desired, make money working at motorcycles rallies, and then ride some more!... and had been doing it for over a decade! To me, that sounded incredible, as I was almost sure my dream of actually living off my bike

would be short-lived. Well, without much trouble, I found his 600,000+ mile motorcycle parked among the crowd at Daytona International Speedway. I started asking around and moments later, I met Joe Sparrow for the first time. He, with a friendly smile and his unassuming ways had no idea that I was looking at him the way children look at professional athletes. The encounter was brief, as Joe was working, and as usual, the Speedway was hopping, but The Wandering Sparrow truly left a lasting impression.

He was the first motorcycle n o m a d I ever met, and someone I’m now proud to call a friend.

Following t h a t e n c o u n t e r, I practically wore my phone out looking up Joe and others of his ilk. It didn’t take long to find Scotty Kerekes, 20+ year veteran of the road, Scorpio D r a k e , who had many years working rallies to stay on the road with his dog, Zee Tr a v e l e r, who had just founded the Minimalist Motorcycle Vagabond group on Facebook, Kevin Bean’re, the Mayor of Fun, and of course, the Godfather of them all, Panhead Billy Burrows and his iconic, million-mile rigid.

As a student of life, and now a student of the road, I thoroughly enjoyed pouring over the knowledge that these Road Scholars, new and old, had planted on the internet. In due time, Joe taught me to keep smiling and find a way to enjoy the days of my life. Scotty taught me a

lot about stretching the dollar and ways to avoid getting burned out. We still see each other, mostly at rallies, and have traveled together, briefly, a couple times. Scorpio got me plugged into a bit of the social scene, helped me make friends, and gave me connections that lead to one of my first rally jobs. He and I eventually made some great memories on the road together, including a couple weeks in the Keys, where he’s been working towards another dream of his, since I left, a year and a half ago.

Zee brought a budding community of like-minded people into my life, via the internet, and has worked hard to keep that group relevant, resourceful, and on topic, as-well-as revitalize the bunk-a-biker website, which has proven to be very popular among moto-travelers and land owners eager to host. We’ve group camped together 2 or 3 times, and though we don’t talk often, we still have the unspoken bond of survivors of the road. I’ve yet to have the pleasure of meeting Bean’re in person, but love his exploits and respect his passion.

And then there’s Billy. Everybody loves Billy, myself included. Scotty introduced me to him late in ‘17, at the Veterans Rally in Cripple Creek, and we’ve been friends since.

Conversation is always easy with this road warrior, and he always knows where the best parties are! Somehow, Billy always seems to ring my phone when I’m at a low point. So far, there hasn’t been a time that I didn’t get off the phone feeling better, and ready to kick ass again. He’s really reinforced the idea of living your own life, and riding your own ride, upon me.

Of all the things these nomads and vagabonds brought to my life, of all the tips, tricks, and knowledge they’ve shared, the one thing I appreciate the most is something they never said. It’s the confidence they’ve given me. I’m not alone out there. I’m not the only one who wants to live this life. I’m not the first person to take this path, which is particularly true for Billy, as I’m not sure there’s a road in America that he hasn’t ridden!

They’ve shown me that this can be done, and that there’s no reason that a resourceful person can’t do this if they just put their mind to it.

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W

hen doing maintenance and repair, there are things that w e are comfortable with doing and things we are not. Feeling confident to try to perform a task you have never done can be intimidating at times. That is where this month’s tech stems from. Years ago, I found working on transmissions extremely intimidating. I have found that by pushing myself to learn new things, my mechanical skills have advanced dramatically. So, this month I am going to give you an overview of some transmission work. The tools required and things to look for, this transmission happens to be out of a vintage Yamaha.

The main thing here is to not be afraid to try something new, push yourself to be

Article And Photos By: Daniel Donley

www.pandemoniumcustomchoppers.com better and do better, and you will.

I have found the best tool I can have when doing something unfamiliar is a manual.

The manual can be used for disassembly and reassembly. Someone before us may have assembled the transmission incorrectly. With your manual, as you disassemble it, you will be able to see if

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they did or not. There are shims and clips that hold the gears on a transmission in their proper order. With a set of ring pliers and careful disassembly, lay things out in the order of which they were taken apart.

With this knowledge and the pieces in front of us, we will be able to put it back together correctly along with the manual.

Some things to look for are worn gears, loose clips, worn shims. The dog on the transmission gear, which engages into the gear beside it, also needs to be checked for wear. You can only imagine what a transmission goes through when you speed shift it using no clutch.

Once I have everything disassembled in the order in which it came apart. I verify

stone on the surfaces of the gears; this quickly allows me to check for burrs, chips, or uneven surfaces. I am not trying to remove any material, just verifying the part to be good or bad.

this with the manual to make sure it was correct. If your transmission was having an issue and you find parts in the wrong spot, it is an indication that someone has torn the transmission apart previously that could be causing the problem. In the photos, you will also see wear on the transmission dog and its mating gear.

The parts are usable, but they do have wear.

With everything laid out, checked, and verified, it is time to get all these pieces cleaned up. A good bath in the parts washer is necessary. Give everything a good scrub with round bottle type brushes for inside the shafts. I also like to use a cutting torch tip cleaner to make sure all oiling passages are clean.

While in the parts washer, I like to use a

After the bearings have had a bath in the parts washer, an old toothbrush works well for cleaning them; blow them off with compressed air and then inspect them with a magnifying glass. What you are looking for is rust or any type of corrosion, any galling or pitting in the bearing surfaces. I am very meticulous about bearings. If they are not in topnotch condition, I do not reuse them.

Once everything has come out of the parts washer and been dried it is a good time to inspect the gears for any cracks or damage you have missed. This can be difficult to do as you can see that the gears still look dirty. I like to take things a step further and run all (Except Bearings) my parts through the vapor honing machine. This is a process where fine blasting media and water are mixed CYCLE SOURCE MAGAZINE - December December ‘20 - January ‘21

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into a slurry and then blasted on the part for a clean finish. That removes no base material, only oxidation, and corrosion.

Here you can see some before and after pictures. The vapor honed part is much easier to inspect; it will let you see the smallest imperfections.

engine and transmission work. It is high in ZDDP Zinc and Phosphorus.

than brand new.

I also use the Brad Penn assembly lube as a pre-lube in all the bearings. A Small Paintbrush works well as an applicator.

Once you feel comfortable that all parts are in good condition, you can start reassembly in the reverse order in which you took it apart. This is where your manual is of the utmost importance. Be sure to use a good quality assembly lube, and don’t be skimpy.

I like to use Brad Penn assembly lube for all

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Now is an excellent time to double and triple check your work. Make sure everything is moving smoothly and free. All the gears engage as they should to each other.

Now we have a completed transmission.

Properly put together and looking better

If you are not going to put the transmission into use right away, I like to store them in clean Ziploc bags until it is ready to be installed.

If there is something that you would like to see a Tech article on, please call me or email me with your idea!

If you have any questions, please feel free to contact me at the shop anytime at 419576-6812 - Daniel Donley

Pandemonium Custom Choppers Facebook- Pandemonium Custom Choppers Instagram – pandemoniumc2 happydandemonium@gmail.com www.pandemoniumcustomchoppers.com

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hrough my travels I have come to know Brandon Cooper, of Grand Rapids, Michigan along with his son Keane. Brandon has been building bikes under name King Bee Kustoms since we first met in Daytona by chance at the Broken Spoke, in Daytona several years ago. Since then, it has become a ritual for us to meet every year, and with each year a new bike is gifted to me to put in front of my

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lens.

Like any other year I get images sent to my phone on long winter nights as Brandon keeps the fire burning and works his craft. Each build is always different, and regardless of the images I see over the winter I am always taken back when the finished product sits in front of me.

When this past Daytona came, Cooper presented a Triumph which sat on an original Arlen Ness

Digger Triumph frame! To say rare would be an understatement.

Brandon first ran across the frame sitting on the wall at Arlen Fatland’s, on Main Street in Daytona fourteen years ago while on the way to Key Largo for vacation. He fell in love with the frame, but the price was just not right. Years would go by and so would the Bike Weeks. Just by chance, on another random visit to Two Wheelers he noticed that the

Article And Photos By:Mark Velazquez

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very same, very rare frame was still on the wall. Not wanting to let her go this time around a price was worked out and the Digger frame was on its way to a new home.

Once back in Grand Rapids the frame went into hibernation for a good eight years while parts, vision, and other builds took place. Then through swap meets, purchases, and the desire to tackle this project it finally hit the bench.

With all the parts needed in hand Cooper’s vision began to take shape. Brandon who takes pride in his knowledge of engineering stuck with a process that he has done to perfection on past builds. A 1967 650 bottom end matched with 1974

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pistons and cylinders have never let him down. To make things even more complete, a 1962 single carb modified to twin carbs with Kibblewhite lightweight racing valves, guides and springs were the icing on the cake.

Oh, and the fact that the intake cam was a Donateli didn’t hurt either. In the end all this candy sits on a 1967

(cases) tranny with a 1978 5- speed gear set.

With the engine complete the mockup always followed.

All fabrication on this bike was done by Brandon, with the exception of some very cool rare swap meet finds, the seat and oil tank.

To give credit where credit is due

the killer seat on this ride was done by “Davey A” of Sherill Leathercraft.

If you like what you see I suggest you reach out to him, Brandon has purchased every seat he has crafted, so the rumor goes! You will notice vintage Invaders, a ribbed Lowbrow Customs oil tank, an early teens Franklin headlight, and 1931 Nash taillight. I will let you take a look to find some hidden treasures.

Now, you didn’t think we would not mention the paint job here did ya? This ride has incredible variegated gold leaf scallops with deep red pinstripe.

This task was initially farmed out to a painter who will not be mentioned.

Long story short he bailed. Now Brandon can paint but he had never really done the gold leaf process. So, he took a deep breath and learned the craft on this very bike. Don’t know

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the long cool one Tech Sheet Owner: Brandon Cooper City/State: Grand Rapids, Mi. Fab. By: King Bee Kustoms Year: 2018 - 2020 Model: Full Custom Triumph Value: More Than Enough Time: Does Anyone Really Know How Many Hours Go Into These Damn Things Engine Year: 1967/ 1974 Model: N/A Builder: King Bee Kustoms Ignition: Joe Hunt Magneto Displacement: 750 Pistons:1974 750 Heads: 1962 650 Single Carb, Mod To Twin Carb/ KibblewhiteLightweight Racing Valves, Guides, Springs Carb: Twin Amal 930 A Cam: Donateli Race Cam Exhaust: Factory Triumph Air Cleaner: Venturi Tubes Exhaust: Stainless-King Bee Kustoms Primary: Racing Belt Wet Drive Primary/Clutch Transmission Year: 1967Case 1978 Gear Set Make: Triumph Shifting: 5 Speed Frame Year: Early 70s Make: Arlen Ness Digger Frame Rake: N/A Stretch: N/A Forks Type: Narrow Springer Builder: Unknown Extension: Triple Trees: N/A Wheels, Tires, Brakes Front Wheel: Vintage Invader Size: 21” Front Tire: Firestone Front Brake: None Rear Wheel: Vintage Invader Size: 19” Rear Tire: Firestone Rear Brake: Spoktor Modified Painting Painter: King Bee Kustoms Color: Pearl White /Apricot Flake/ Blue Pearl Mist Black Type: House of Kolor Graphics: Gold Leaf Scallops/Deep Red Pinstripe Molding: N/A Chroming: Accessories Bars: Modified Aluminum Dirt Bike Risers: N/A Hand: Old School White Rubber Fuel Tanks: Rare Old BSA Flat Track Tank Front Fender: n/a Rear Fender: King Bee Kustoms Seat: End: Davey Foot Controls:King Bee Kustoms Mirror: I Don’t Need To See Folks I Just Passed Oil Tank: Lowbrow Customs Headlight: Early Teens Franklin Light Taillight: 1931 Nash Speedo: None Photographer: Mark Velazquez

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many who can jump into that fire with such results. In the end, I think I could have told you it was done by any of the best painters who you would know, and be ok with it, now you should be wowed!

Job well done indeed.

I never cover every inch of the bike from wheel to wheel in my stories. I leave some of the fun to you, as you check the tech sheet and admire what you see. Enjoy the process, you may learn a thing or two or at least be inspired which is why we are all here.

To wrap things up, yet another flawless bike we are horned to have grace the pages of this rag!

I look forward to the days ahead and pray the ritual of Daytona continues for 2021. Regardless of the outcome, in my world, world events will never break my bonds! So, let’s have at it and like Brandon… build … ride… and build and ride again! That’s the history we always want to repeat.

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

w

hen the Motor Company introduced anti-lock braking systems into the line-up, they did so to usher in a new safety era among new motorcycles.

In many cases, the newest or “latest and greatest” in optional equipment and upgraded options can solve one problem while creating another at the same time.

Let’s start with the first exposure I had to a Harley anti-lock (ABS) braking system. This was on a 2003 Police Road King. The right saddlebag was rendered entirely ineffective due to the sheer size and scope of the componentry. This was a very early introduction to this system and one that only a few people understood right out of the gate. The system used a reluctor wheel and a pick-up sensor to report wheel speed and operate the ABS system to prevent lockup in either wheel, front or rear. The system was housed in the right saddlebag, which only left room for a pair of gloves. This

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system was short-lived, and soon after, Harley adopted a purpose-built bearing and wheel speed sensor that not only occupied less space but was also much nicer to look at and almost 100% maintenancefree…well, almost!

Harley used DOT5 braking fluid for around 30-years.

Here is some information regarding the benefits of DOT5 braking fluid. First, it is siliconebased. This means that it will not damage your paint. The “5” indicates that this braking fluid stands up to high temperatures, which is super important since braking creates heat. Until DOT5 sees temperatures exceeding 500-degrees Fahrenheit, it will remain in its current state and efficiency level. It is also hydrophobic, meaning it is not easily mixable with water. DOT5 braking fluid is more stable, more expensive, and better made. Also, DOT5 is a longer-lasting fluid and is easier to maintain. The problem was that

when tested, the fluid aerated and did not transfer line pressure to the calipers. Therefore, a different fluid was needed and needed fast!

Harley settled (yes, I mean settled) on DOT4 brake fluid, which by all properties is a far inferior braking fluid. It has less ability to maintain fluid

pressure under high heat because DOT4 boils at temperatures over 400-degrees. It is also glycol-based.

DOT4 is hygroscopic, meaning that it absorbs humidity (water), and when that happens, the boiling point decreases considerably. Dot4 is also highly problematic when it comes in contact with painted surfaces. If you have ever looked up close on a Harley master cylinder and seen paint starting to bubble around the rubber gasket, then you have seen what I am talking about. DOT4 also requires much more maintenance and must be flushed out a minimum of once every two years to prevent the issues associated with Glycol-based fluids. If left un-maintained, DOT4 brake fluids will become completely solid, and systems can actually be destroyed from the inside out.

I have no way of knowing whether anyone inside the motor company’s halls knew what type of outcome DOT4 would produce when it became standard from the factory on all models. I know; it has been 14-years since that time, and the same fluid is

being used in all models. Suppose there was a push to create a fluid that had the braking capability that DOT4 has while having all of the positive

attributes of DOT5 silicone-based brake fluids. In that case, 14 years is long enough to have found a solution if even by accident. Because I own and operate an independent shop specializing in Harley Davidson repair and maintenance, my optics on the situation are very “front-line” as I get to see motorcycles as they are just leaving the factory warranty period.

Some of what I see is unfathomable.

Not all of this should be blamed on the factory. We all know dudes that, for whatever reason, refuse to take care of anything they own.

I have worked on 10,000-mile motorcycles that looked (and ride) like one with 80,000 miles because no one changed fluids other than oil. Then they wonder why they no longer have a braking system that operates safely. I can

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tell you while there has never been a substantive recall of any real high stakes (this is just my opinion), there have been multiple iterations of ABS control units, and I have seen each version of them fail with my own two eyes. It (usually) coincides with an ill-maintained motorcycle but not always.

I have clients with very well-maintained motorcycles, still under extended warranty, that have experienced a complete failure of the ABS braking system.

These repairs are expensive.

They usually exceed onethousand dollars by the time all is said and done and can take (sometimes) weeks to get handled due to a lack of parts.

To prevent this from happening, flushing your system is something you should do as part of your regular

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maintenance schedule. I should also mention that this maintenance is not a guarantee that your braking system will not fail, as all parts eventually fail.

At our shop, we have grown

accustomed to removing the ABS system altogether. In fact, we now sell a kit to do just that. For $100 and about an hour’s work you can buy

our ABS eliminator kit. With simple instructions, you can avoid this costly repair for good. The only downside is that you no longer have an antilock brake system that you likely paid extra for when you bought your new motorcycle. I purchased a new Road Glide in 2017, but I made sure not to get ABS. I didn’t want to be in the same boat as many of my customers were. If you have ABS brakes, a little prevention is worth a ton of cure. Make sure that changing your DOT4 brake fluid is part of your annual service, and while you’ll spend a few extra bucks now, you’ll save yourself hundreds (or even a thousand) later.

Progressive Casualty Ins. Co. & affiliates.

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Whether you were born half-man, half-motorcycle or just born to ride, there’s America’s #1 motorcycle insurer.

1.800. PROGRESSIVE | PROGRESSIVE.COM CYCLE SOURCE MAGAZINE - December December ‘20 - January ‘21

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or the third year of the Keystone Collective, event organizers Jeremy Bievenour and Zac Bentzel brought it back to the popular Springhouse B r e w e r y in historic Lancaster, PA. A city that’s been known for its beer-brewing since the late 1800’s and is quickly being recognized by the chopper community.

In 2017, Jeremy and Zac put together the first Keystone Collective, a motorcycle and art/ photography show, in their hometown of York, PA. With so many chopper related shows and events in the northeast, they were lucky to snag one of the last few warm-weather weekends here in Pennsylvania.

The last weekend in September seemed like an opportune time to get all of their chopper buds together.

Article And Photos By: Daniel N. Venditto It was also the annual Open House at the nearby Harley Davidson Final Assembly plant.

This brought a ton of bike

enthusiasts to the area. Every year, downtown York fills with bikes from all over the country.

Nearby, the White Rose Motorcycle club also hosts the Chesapeake Chapter of the Antique Motorcycle Club of America annual swap meet in Jefferson, PA. Clearly, this is a busy motorcycle weekend that has plenty of options to keep you busy.

Although the first year for the Collective was a huge success, challenges with the venue and the downtown area encouraged Jeremy and Zac to consider other location o p t i o n s .

Jeremy had a bud in the neighboring city of Lancaster, PA, who owned and operated a local brewery called Springhouse.

With an industrial building that also housed a full brewery and restaurant, it was the perfect new home for the Collective. The two-floor building features a full restaurant CYCLE SOURCE MAGAZINE - December December ‘20 - January ‘21

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and bar, the actual brewery, and a mezzanine level with another bar, tables, and all types of games.

Towering ceilings, rustic hardwood floors, and an authentic industrial vibe provide a perfect backdrop for the collection of bikes that Jeremy and Zac assemble.

It’s clear that the guys put a lot of time and effort into planning this event. Walking around the show, you’ll see bikes from all over the eastern part of the country and beyond. It’s impressive to see just how far builders will travel to be a part of the show. From crusty Knuckles to spotless Panheads, it’s all here in one place. I’m lucky enough to live in the area, and it’s awesome to see so many badass bikes rolling around the county.

Although the Collective is only one day, Saturday, the buildup is a great part of the experience.

Many builders and owners show up days early to attend the swap in Jefferson. Obviously, the best finds and deals are there on Wednesday or Thursday. After a few days of hanging and partying, it’s time to head to Lancaster on Saturday morning.

With bikes rolling in from every direction, it’s fantastic to see Jeremy and Zac do their thing. Again, the building is a perfect venue for this event. The old beams, stainless beer processing equipment, and distressed hardwood floors provide an excellent display for all of the bikes. The party doesn’t officially start until 5:00pm but show bikes and attendees are rolling in all day and into the evening.

Another amazing thing about the event is that it’s free for everyone!

Limited local sponsorship helps to avoid the industrial venue from looking like a huge billboard. The vibe is laid-back and relaxed, perfect for an end-of-season event.

If you’re in the Central Pennsylvania area next September, make sure you check out the Collective.

There are plenty of Rad bikes and good times.

Follow @thekeystonecollective on Instagram for more information and updates.

Follow Daniel Venditto @ dv8sport for photographs from this year’s event.

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SKULKDOG - @DALLSFLETCHER

@FUKTHEREAPER

@JOHNNYBOY_SHOVELHEAD

BELLA LOCA - @ABBYONTHE846

BRODIE - @EVERETTCYCLEDESIGNS

CAPONE -@MARISSAEGETTT

COLT - @ABBYONTHEROAD846

HUNTER - @DNR_CYCLES

JERSEY - JASON SMITH

DOGGIE - BUCK RYAN 36 December ‘20 - January ‘21 - CYCLE SOURCE MAGAZINE

PIXIE WILD HEART - @REVELRYCYCLES

REBEL ROUZER @CUSTOMINDUSTRIESLLC

SARGE - @MTW69

SCRAPYARD - @M.MULNIX

ROAD DOG

WALT - @SASQUACH

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Article And Photos By: Missi Shoemaker

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or Tom Banks, the dream of owning Jinx 13 all started in January of 2016 as he was preparing for the Mecum Auction. Before the auction Tom puts together a list of bikes that he is interested in seeing, then, once at the auction, he checks those bikes out and decides if they are still “listworthy.” Well, Jinx 13 was his #1 pick that year, but as it so happened, it was up on the block late in the Auction, and Tom had already purchased a couple of Indians. But, man, did he want that bike! When it went across the block, it got up to $43,000, but unfortunately for the owner, it did not meet the reserve of $55,000.

Fast forward to 2017’s Auction.

Jinx 13 was back; and this time there was no reserve. It was on

the block on Thursday, which happens to be the same day as the Bonham’s Auction. That means that most anyone who would be buying would be at Bonhams since it is a one-day event with very high-quality bikes. Tom made the decision to stay and watch Jinx 13 go across the block. Luckily for him, it was a very good decision. Tom told his spotter to hang with him and gave him his numbers. He really wanted that bike! There were two guys bidding, and it started stalling out around $22,000, and at $23,000, one of the bidders quit. This was Tom’s time to shine. Banks jumped in and ended up with the winning bid at $27,000…

The 1947 Knuckle, Jinx 13, was built by Lonnie Campbell and Larry Gee as a tribute to a

famous hill climber. They used the original frame and sheet metal. The fenders were cut and rolled for the classic bobber/ racer look. If you look, you will notice it has very rare right-hand shift tanks and a left-hand throttle with a right side clutch and rear brake set up. Tom says this is the most challenging part of the bike.

You see, Tom is an avid collector of antique Harley-Davidsons.

He rides them all, which, if you think about it, really takes some skill. Riding is all about muscle memory. When you throw in a unique combination, such as the one on Jinx 13, you really have to think about what you are doing and override that muscle memory! Of course, Tom looks like he has it down pretty good.

I’ve never seen him struggle while riding Jinx. Tom did tell me,

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though, that the first time he rode it, it pulled the front wheel up in 2nd gear. Not only does this bike look the part of the racer it was named after, it also runs great! This bike is definitely one of Tom’s favorites in his collection, and you tell that every time he talks about it.

Like so many of us, Tom grew up riding from a young age. He started out on a small 50. Eventually, he gravitated to Harley-Davidsons. He also grew up in a motorcycle family.

His dad raced flat track and owned an Indian Dealership until Indian went out of business. Even after his dad got out of motorcycling, Tom and his brothers’ love for them did not fade. Banks credits this long-standing love affair with two wheels to his father’s, friend Mr. Hart. As a mentor, Mr. Hart, would take a group of teenage boys traveling with him across the

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country on motorcycles. These trips were old school style, camping at the side of the road with only what you could carry on your bike. As the boys got older, they started demanding a little more in accommodations, like a campground with a shower, but they still camped.

Eventually, Tom fell in love with antique bikes and start collecting them. His passion is Original Paint Panheads and restoring

Knuckleheads back to original.

He only uses OEM parts and correct paint schemes. The Banks collection includes a few newer bikes as well as a few from the early 1900s. Of course, as a tribute to his late father, there are a couple of Indians. Tom is a competitor in the Motorcycle Cannonball and Cross Country Chase.

Tom jokes that once he gets a bike, it goes into the black hole that

is his clubhouse where it gets lost. Meaning it will never leave. One day he plans to build a proper museum for his growing

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JINX 13 TECH SHEET Owner: Tom Banks City/State: Pittsburgh, PA Builder: Lonnie Campbell/Larry Gee Year: 1947 Model: EL Value: $40,000 Time: Two Years Engine Year: 1947 Model: Knuckle Builder: Ben Edwards/Tom Shaw Ignition: Stock Timer Displacement: 80 Cu Pistons: Standard Heads: Knuckle Carb: M74B Cam: Adrews Air Cleaner: Snorkle Exhaust: Shotguns Primary: Stock Diamond Transmission Year: 1947 Make: Harley-Davidson Shifting: 4 Speed Frame Year: 1948 Model: Bullneck Rake: 30° Stretch: None Forks Builder: 1948 H-D Type: Springer Offset Triple Trees: Offset W/ Dogbones Extension: None Wheels Front Wheel: Stock Size: 18” Tire: Firestone Front Brake: Stock Expanding Drum Rear Wheel: Stock Size: 18” Tire: Firestone Rear Brake: Stock Expanding Drum Paint Painter: Bob Aton Color: Bright Red/Cream Type: Bare Coat/Clear Graphics: Cool Scallops Chroming: Larry Gee Accessories Bars: Flanders Risers: Dogbone Hand Controls: Lt Throttle, Rt Retard, Front Brake Foot Controls: Clutch/Rear Brake Gas Tank(S): Very Rare Rt Side Shift Oil Tank: Stock Front Fender: None Rear Fender: Stock Horseshoe Seat: Solo Headlight: Cycle Ray Taillight: Sparto Speedo: Stock Photographer: Missi Shoemaker

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collection, mostly because he is running out of room. Between the bikes, the memorabilia, and the OEM boxed parts and accessories, you can seriously get lost in there for days looking at all the cool stuff he has!

Tom and his brother George also operate Banks Brothers Motorcycles, where they develop some amazing products to help make life in the shop easier. Their current tool, the Banks Brothers Engine Lift, is a fantastic product that anyone who pulls motors and builds bikes should not do without! Check it out at www.banksbrothersmotorcycles.com If you ever have the opportunity to meet Tom, you will almost immediately how much he loves motorcycles. You will learn how much they are a part of his life; he is very genuine and passionate about all things motorcycle. We are thrilled to be able to feature this stunning Bobber from his collection.

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Article By: Chris Callen

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o my surprise, the past 30 days contained a small rumble from the rumor mill about Cycle Source Magazine going to an all-digital platform. Now, this column is not only to dispel that rumor but to t a k e a minute to catch up with all of you, readers, and subscribers. To let you know just exactly what the state of the union is here at HQ. It’s been a challenging year for everyone, and for us, 2020 has been no bag of joy either. Starting with the June issue, we switched formats for the first time in 23 years, from publishing every thirty days to every sixty. There are several reasons that we did this. First, the retail market was a mess; most stores that carry our magazine were closed, and instead of wasting our advertisers’ money, we made the call that until COVID lockdown was over, we would just stick with a bi-monthly schedule. No one is more surprised than we are that some six months later, we are still on that abbreviated schedule. Rest assured, as soon as the retail side of things recovers, we will be going back to our regular schedule, but in the meantime, anyone who has subscribed will get their full 12 issues, not 12 months.

Additionally, we have been publishing extra pages in each double issue to ensure that you are getting enough material to hold you over.

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Now, let’s talk about the rest of what we have been up to. If you haven’t been watching any of the other offerings from Source Media, we now broadcast five shows, ShopTalk on Sundays, Coast 2 Coast with Cris Simmons & Mike Lichter on Tuesdays. There is the Cannonball Chronicles with Jason Simms, and Rob Nussbaum on Wednesday, BikeNite Live on Thursday with Pat Jansen, and Cyber Swap on Sunday Mornings with the Banks Brothers. For the past two months, we have taken a break from BikeNite until winter rolls in and Cyber Swap so we can reorganize to make a better sales component for the parts swappers. This will feature weekly listings of what parts were on the show so they can sell after if they didn’t while we were live.

During Sturgis we did a complete documentary of the Sturgis Rally to celebrate the 80 Years and are now Calling it “This Is Sturgis - 80 Years In A Day.” I feel like the first name of “Sturgis Live” may have given the average person the wrong idea about what it was. It ended up being the best work any of those involved, including myself, have ever done. It is now available for rent through Vimeo for the low price of $3.99 and tells the real story of why we go to Sturgis.

During Biketoberfest we rolled out one of our other plans, the mobile remote. While we were at Willie’s Chopper Ttime Show we had the Mobile Command center set up and

did three live remotes from the event. Now this wasn’t our typical cell phone in hand, we had 4k cameras with wireless packs that shot a signal back to the truck where we broadcasted it live. It provided over a million hits with the combined videos and showed us that this type of media has a place in our community. You can expect to see more of this instant reporting throughout the year next year with a little more polish than we did for this first run.

Back in the Grease & Gears Garage we are getting ready for a load of segments for both a build from Twisted Tea that will celebrate the fifth year we have built a bike for them to give a way and for the first time a project with Dennis Kirk that will be a slightly different approach. This will be to further promote their Garage Build Campaign and will take viewers through the stages of selecting a donor, making a plan and building a nice custom without a ton of equipment, in the spirit of garage building.

We are thankful to have a bunch of stuff coming up to keep us busy. We sure do appreciate all of your patience while we have navigated the waters of an unprecedented and trying year. At the same time, 2020 also gave us all newfound appreciation for the things we do and the people in our lives.

Salud!

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Article & Photos By: Will Ramsey www.faithforgotten.com

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e recently purchased a new CNC lathe for the machine shop at Faith Forgotten Choppers.

As a result, we had to play Tetris with all of our equipment.

After being moved, most machines have to be leveled in order to function properly.

I decided to take this opportunity to show you how we level and set up our manual lathe. Leveling a lathe is extremely important as any twist in the ways will cause the machine to cut with a taper. The following article will illustrate how Shawn goes about leveling and centering our Manual Clausing Lathe.

With the lathe repositioned in the shop it is time to start the leveling and

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alignment process. This old machine is still very accurate, but if it is not level the twist in the ways will cause the machine to cut poorly. The level of precision will be a direct result of the care taken when setting this machine up again.

We preach this constantly here. The last thing to touch a clean machined surface should be your skin. This ensures a clean surface.

In any precision process in a machine shop, ensuring that all surfaces are clean and free of burrs is absolutely paramount.

We find it best to start by leveling the long axis (Z axis) of the lathe. It is important to invest in a machinist level for this process. A simple carpenter’s level is not going to give

you the precision you need to hold tolerances in the thousandths, let alone ten thousandths.

Shawn uses the adjusters on the bottom of the lathe to begin making adjustments. This could be done with shims on a smaller lathe if adjusters are not present

Once “level” is reached in the Z axis, we have a baseline to reference as we begin adjusting the X axis.

to throw the Z axis level off, but we will correct that as we adjust the feet at the head of the machine next. It is always helpful to have the shop dog present for moral support as this can become a very frustrating process.

Shawn starts near the rear of ways and sets the machinist’s level on a set of matched 123 block. The blocks are placed on the larger flat ways to give the most accurate relative representation of the machine’s alignment.

Once again adjustments are made at the base to correct the X axis.

Adjustments at this point are going

Placing the level at the head of the lathe along the X axis reveals the twist in relation to the rear side which is now level.

After adjusting the X axis, Shawn

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discovers the variance in the Z axis. This process takes patience as the corners are now corrected in sequence until readings are level in all directions front and back

placed on center. A finishing pass is run to allow for measurement that will reveal taper if the tail stock is out of alignment

Once the machine has been leveled you can take a break before testing the spindle alignment and the tailstock alignment

A short piece of hardened stock is used to cut a test piece. measurements at the end of the part and near the chuck will indicate if there is any mis alignment in the spindle itself.

Shawn uses a center drill to prepare the stock to be moved to the live center so that he can verify the alignment of the tail stock

Two measurements are taken with a calibrated micrometer to determine any misalignment in the tail stock. Here we see that there is approximately a variation of .015” in the diameter of the turned part.

Shawn sets up an indicator and adjusts the tailstock along the X axis .007” in order to correct the misalignment.

the measurement indicates a taper of less than .0005” The level of precision at this point is up to you and the repeatability of your machine.

Take your time and see just how straight you can get your machine.

This becomes a matter of pride.

Leveling a lathe is by no means a quick process, but once completed you can step back and smile with confidence knowing that your machine is going to produce accurate and reliable results.

As always if you have any questions comments or concerns please feel free to reach out to us here at the shop (812) 270-4140.

-W

The stock is pulled farther from the chuck (at least 5x the diameter) and

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After making another finishing pass

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a

s we turned off US-18 and headed to downtown Britt, Iowa, the streets were nearly deserted. It was mid-August 2018, and we thought maybe the mid-day heat caused people to remain inside. Nonetheless, Missi Shoemaker and I dismounted our bikes and began to explore.

What ever were we doing in this very small city in north-central Iowa? Well, Missi and I were on our way back from the Sturgis rally… We’d had such a good time riding home from the rally the year before that this year we decided to extend our time on the road together.

But we didn’t want to visit the same places, so I spoke to our own Milwaukee Mike during the rally, asking if he had any suggestions.

He immediately responded, “Go to the Hobo Museum. You’ll be amazed.”

We also learned that the National Hobo Convention took place in Britt during the last weekend of the Sturgis rally, but sadly we wouldn’t be arriving until the day after the convention ended. Still, from our research, we knew there’d still be plenty to see since the Britt Hobo Day Association actually owns and

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operates the museum.

But when we tried the doors of the museum that day, they were locked! It appears the museum folks had taken a well-deserved day off after the convention, which also helped explain the empty streets. After lunch at a nearby diner and conversations with the diner employees and customers,

we were directed by Jon Swenson of Swenson’s Hardware Store, who was kind enough to call the museum folks who agreed to open just for these two tourists that had traveled hundreds of miles to be here.

By the time we were finished poking around some of the antiques

in Swenson’s, the museum was open. Thanks to the kind townsfolk of Britt who helped saved the day!

First of all, I believe it’s important to know the difference between hobos, tramps, and bums. These three monikers are often used interchangeably, but there are important distinctions, although all are terms for a person that’s homeless without a steady job. A hobo is someone who travels from place to place, looking for work. A tramp travels but avoids work whenever possible, and a bum doesn’t work or travel.

The National Hobo Museum is a testament to hobos, who hold an important place in our American culture.

The museum began as the dream of three hobos, who had at one time been named Hobo Kings during the National Hobo Conventions.

These three started the Hobo Foundation in the mid-1970s, and with the gift of a box of hobo-related artifacts and a cash donation from another hobo, the former Chief Movie Theatre on Main Avenue was purchased in the early ‘80s.

Display items were acquired from various people and places all over

Article And Photos By: Marjorie Kleiman

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the world, including many notable hobos.

Inside the museum is a huge collection of memorabilia, paintings, photographs, and more. There’s a theater that shows documentaries on the hobo lifestyle (we’ll do this next time!) and personal collections of many well-known American hobos, including the Pennsylvania Kid, Frisco Jack, Steam Train Maury, and others.

Why is it so important to honor hobos? Well, before the Civil War, most Americans didn’t stray far from their birthplace. The war changed that, with soldiers traveling from their homes to boot camp to battle, and those new experiences, plus the postwar recession, forced demobilized soldiers to move to find jobs. Many of those opportunities involved temporary jobs, and workers moved from town to town, which became a lifestyle.

Back then, the only feasible mode of travel was the railroad, and those migratory workers were known as hobos, who had their own subculture that involved its own language, music, and code of ethics. Hobos began to see recognition on film and in live performances, and not just because of their unique lifestyle. Hobo labor was actually key in the progression of American industry in the late 1800s to early 1900s, continuing through the Great Depression when, once again, people had to travel to find work.

And these hobos were not illiterate dullards; most were highly skilled and had a strong work ethic. I liken them to some of today’s motorcycle vagabonds; most of us know one or more of these unique and fascinating saddle tramps that ride from rally to rally, working their butts off so they can enjoy the rest of the year traveling around North America at a more leisurely pace.

The National Hobo Museum reflects this rich heritage, and the exhibits illustrate the colorful as well as mundane elements of their lifestyle.

We saw photos and artifacts from hobo “jungles,” communities where hobos could support and learn from each other, as well as share food, lodging, and stories from the road. Because hobos nearly always traveled by train, these jungles were, of necessity, near railroads.

On exhibit was a display of walking sticks, which have a special meaning to hobos. They symbolize their life’s journey, from birth to catching the Westbound (parlance for death). There December ‘20 - January ‘21 - CYCLE SOURCE MAGAZINE

were many examples of hobo art, such as wood carvings and “hobo nickels,” where they carved portraits of their clients onto Indian nickels, as well as bracelets, belts, and bandanas. Pop culture trinkets such as dolls, games, whiskey decanters, and more were on display. An example of a hobo jungle had been built near a railroad crossing post, and pretty near the entire hobo lexicon was illustrated on tapestries hung on the walls, with symbols depicting important information such as “good place to camp,” “unsafe place,” “authorities alert,” “easy mark sucker,” and more. And the museum is where we learned something contrary to popular wisdom. In all the movies and cartoons we’d seen, railroad workers were always chasing hobos off boxcars and away from the rails, sometimes turning them over to the police. It turns out this wasn’t always the case; many railroad workers befriended hobos, providing them with food, information, and a safe, dry place to stay.

Hobo music is part of the culture; performers such as Liberty Justice, Songbird McCue, and Sonny Slim Chance were just a few of these itinerant musicians, and some of their

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instruments had been donated to the museum as well. And various pieces of clothing—jackets with patches, coats, and other distinctive apparel— were on display.

With the wealth of exhibit items, and the fascinating writings describing the exhibits, we could have stayed a lot longer, but there was another place we wanted to visit. Someone we’d met earlier that day had directed us to the National Hobo Cemetery, adjacent to the town cemetery. In the Hobo Cemetery was a memorial dedicated to “those free-spirited men and women whose migratory work patterns helped meet the labor needs of American from the Civil War to the Great Depression.” A wooden cross bore witness over the peaceful scene, and gravestones were laid out in rows, many adorned with railroad spikes, gold leaves, and other items significant to the culture. Past Hobo Queen Cinder Box Cindy was buried there, as were other colorfullynamed hobos such as Slo-Freight Ben, Redbird Express, Steam Train, Empress Vagabond Lump, and we even saw a stone for a hobo named Milwaukee Mike!

By then, it was late afternoon, and time was running short for us to get back on the road. There was more to see, but it would have to wait until next time. The Queen’s Garden across from the museum would have been nice, but the Hobo Jungle, complete with boxcar, sounds like it would be well worth another visit. In fact, this year is the 120th anniversary of the National Hobo Convention, which begins a few days prior to the Sturgis Rally.

The convention features a carnival, cemetery tour, sidewalk sales, silent auction, hobo art gallery, hobo poetry, photos with this year’s Hobo King and Queen, live music, parades, and all kinds of other activities for both kids and adults. One of the featured events is a classic car, truck, motorcycle, and tractor show, and opening the convention is a car, truck, and bike night cruise. So mark August 6-9 on your calendar, and swing by on your way to Sturgis. Otherwise, the museum is open Mondays through Saturdays from Memorial Day through Labor Day. Thanks, Milwaukee Mike. You were right; our visit was something we’ll never forget.

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here are still people in this world that adhere to the simple and original values that built the American Motorcycle Culture.

To them, freedom, respect, justice, and brotherhood are still the guiding principles that make being part of this thing far greater than any other they’ve known. Ray Llanes is one of those people, and if that was the only reason we had, his bike and story would still fit well into these pages. But add to that his incredible build that took Best of Show in Daytona Bike Week, and you can see the whole picture.

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Ray grew up in New Jersey with a father that was a butcher in the meatpacking industry of New York.

Sometime around his eighth year, Ray was exposed to the motorcycle lifestyle through a neighbor who was a club guy and had the only house in the neighborhood with a garage. Suffice it to say, there were always long-haired greasy biker types, the originals as he said, hanging out at this place. In Ray’s mind, he was already part of this crowd and frequented the house with his Apollo 5 Speed bicycle. . Much to the dismay of his father, Llanes would sit for hours

and watch the guys work on their bikes.

At one point, he was forbidden from going over there anymore; a directive he ignored almost as fast as it was given.

After all, this was the only place with a compressor, and he would use the excuse of a low tire on his bike to make his way back. Then one day, his two worlds collided. His neighbor asked if he wanted to hop on the back and take a ride on his bike. Ray was on in a second and around the block they went. Ray was horrified when they returned and he saw his father waiting. Of course, he was grounded, but that did little to stop him

Article By: Chris Callen Photos By: Missi Shoemaker

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from a life of motorcycles.

At 14, his family moved to Florida, and his love of anything with a motor took off.

He was living in the same South Florida neighborhood as two brothers with the last name Lane. Yes, the very same.

Ray tells me that growing up Billy and Warren always had nice cars. When he was old enough to drive, he had a 65 Super Sport Impala and remembers the parking lot at their high school looking a lot like a full-on car show. While still in his Sophomore year, Ray set his sights on his first motorcycle. He was working two jobs, Burger King and KFC, and fell in love with the GTZ 550 by Kawasaki.

Each payday, he’d take both his checks to the local dealership and hand them over, waiting for the day he would get the keys. That day came in his Junior year, and he has never looked back. Llanes was hooked on motorcycles. Once Ray graduated, he signed up for the Navy.

While he was stationed in Orlando he got his first Harley from the Navy Exchange.

It was 1989 and the dealer, Dick Farmer H-D arranged for him to pick the bike up during Bike Week. That was back in 1989; Daytona was still buck wild with real bikers, chicks flashing; it was crazy and a little intimidating. Ray fell in love with the scene. Since that first motorcycle, he’s had dozens of others,

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and has never been without at least one bike that was ready to ride. In all that time, Ray had always wanted to build a bike of his own. But until he bought a house in the Daytona area with room for a garage, he wasn’t able to. The shed behind his house, that he refers to as the E-Z Bake Oven finally gqave Ray the space to get it done and that’s where we start with the story of the bike you see here.

Starting with a deal from Roadside Marty, Ray traded a ’92 Dyna that was pretty nice for what wound up being a pile of parts, but it was a Shovel and that was where he wanted to go. Ray had always wanted a bike like those that Jeff Cochran builds. Of course, he wanted to put his own spin on it. After hours of conversation with Jeff, he had a plan that

would give him the roadmap to the build.

He had collected foreve. He had a list of parts from different years throughout the seventies, some were useable others not so much. He went to work a piece at a time. Over a year and a half, Ray would slowly go about seeing his vision come to life. Front and center was Grimey, Rod Davis, who would be responsible for giving this creation a heart. Knowing that Rod would return a solid mill, Ray moved on to work on other parts. Billy helped him into a solid tranny, Warren helped with the exhaust, both in keeping with the tradition of the old neighborhood.

His buddy Willy painted it and killed it.

Unfortunately, the tank would be painted twice and kept Ray from unveiling the Shovel at the BC Moto in 2019.

Originally, he wanted 3.5-gallon tanks on it. His painter was like, “Hey, I got some of them” and they struck a deal. When it was getting down to the final hours he went to pick up the tanks only to find out that they were in fact, 5-gallon Fat Bobs. Now, this might not be a big deal for some but for those of us that have that exact picture in our heads when we build bikes, this is a deal breaker. Instead of taking the bike out at half mast, Ray made the call to hold off and reconfigure the bike’s first big outing while the tanks were finished. His favorite feature of this build is the Pilgrimage front end. This and the rear fender style are probably the two features that carry some of that 50’s & 60’s hot rod inspiration.

Throughout this process, Ray took any extra time he had to go out behind the house to his “Copper Top Garage” and spend painstaking hours exacting the details that give this bike “the look”.

He had set pretty high standards that included a desire to have elements from the ’50s, ’60s, ‘70s, and ‘80s carried out in the build. One of his biggest rules was that a bike has to be sterile, a big part of why he digs Cochran’s builds. This means that there is no room for anything not essential to the operation of the bike.

The other significant rule he follows is

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PILAR TECH SHEET Owner: Ray Llanes City/State: Ormond Beach, Florida Builder: Ray Llanes/Copper Top Garage Year: 1982 Model: Fx Value: ?

Time:1 Year Engine.

Year: 1978 Model: Shovelhead Builder: Rod Davis (Grimey) Ignition: Points Displacement: 74 Pistons: Stock Heads: Stock Carb: S&S Super E Cam: Andrews Air Cleaner: Super Flea Mini Ham Can Exhaust: Drag Pipes Primary: BDL Transmission Year: 1974 Make: H-D Shifting: Jockey Frame Year: 1982 Model: FX Rake: 30° Stretch: 0 Forks Builder: Ray Llanes Type: Telescopic Triple Trees: The Pilgrimage Extension: -3 Wheels Front Wheel: FX HD Size: 21” Tire: Avon Front Brake: 0 Rear Wheel: HD Mid Star Hub Wheel Size: 16” Tire: Firestone Rear Brake: HD Juice Drum Paint Painter: Willie Nieves Color: Raven Black/Wimbledon White Type: Graphics: Mo Diaz/ Gold Leaf Chroming: Hialeah Plating Accessories Bars: Mini Apes Risers: 1 Inch Weld On Hand Controls: Internal Throttle Foot Controls: Controls W.Lane- Pegs-Ray Llanes Gas Tank(S): Lowbrow Wx Oil Tank Custom Oval Front Fender: Rear Fender: Custom SS Fender Struts W/ Lowbrow Rouge Fender Seat: R. Llanes Headlight: Mini Bates Tail Light: Antique Packard Speedo: None Photographer: Missi Shoemaker

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that you have to be able to ride the hell out of it. And that’s precisely what you could see Ray doing during this year’s Daytona Bike Week. He was everywhere on that bike and rolled right into the Broken Spoke for our Custom Bike Show. When you look at this bike you can see why it wasn’t a hard decision to award him the Best Of Show that day, both for his incredible talent in building this old girl and for the man he is in our community.

In closing, I’d like to mention that I am personally proud to know this man. His loyalty and sense of duty are beyond compare, and when a recent accident left a brother in a bad way, he jumped into action and did what he could to provide support.

Unknown to most of the community was the fact that at the same time, he was going through a very tough time in his own family. Our prayers go out to Ray in these tough times and we are grateful to him for continuing to be an example of the type of person that should be regarded as a role model.

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1. Extra Line On Tank Decal. 2. Longer Scallop On Tank. 3. Different Bolt Heads On Air Cleaner. 4. Extra Head Blot On Fron cylinder. 5. Sift Peg On Backwards.

6. Points Cover Upside Down. 7. Different Bolt Heads On Cam Cover. 8. Extra Bolt On Carb Support. 9. Missing Numbers On Engine Cases. 10. Longer Master Cylinder Boot.

FIND TEN DIFFERENT THINGS ON PILAR NO THERE ISN’T ANY REAL PRIZE, JUST SOMETHING TO DO WHILE YOU’RE IN THE CAN.

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elcome to one of our favorite annual offering from Cycle Source Magazine: The Year In Review. In case you are new to our magazine we take the January issue each year to take a look back over the past 12 issues of the year in the life of the motorcycle culture.

Additionally, we also have a two month process where we develop a list of nominees for you to vote on for a series of what we call the Source Awards. This is a small way for us to give a little credit to the people who make their livings from this industry, make art from it’s images, or have a hand in taking it to the next place. From the best builders, craftsmen, products and more, we leave it up to you, our ravenous readers, to decide who gets the much covetted “Source Awards” each year. It all starts with invited participants from the industry and this publication who we ask to make nominations, then the vote is up to you!

So, using these pages, go to www.cyclesource.com and cast your vote today for the Best of Awards, Best Pin-Up and Top Ten Bikes will be featured next month. Voting will close late November so vote today! The results of your votes will appear in the February issue of Cycle Source where we will announce your “Best of 2020” Awards and do our annual Year in Review. Thanks for taking a minute to help us give some love to those who deserve it. Good luck to all the nominees and thank you to all the readers who help make our year in review issue the greatest issue of each season.

2020 Man Of The Year Skeeter Todd Charlie Brechtel Chris Wade Rod Woodruff Arlin Fatland Jesse James Dupree Riki Rachtman Kevin “Teach” Baas Pat Jansen Ray Llanes Berry Wardlaw 2020 Woman Of The Year Jody Perewitz J Shia Emma Garvin Cris Simmons Marilyn Stemp Gov Kristi Noem Stephanie Pietz Tricia Szulewski Porsche Taylor Missi Shoemaker Maggie McNally Vivian Charros 2020 Sportsman Of The Year Sammy Halbert Angelle Sampy Ashley Woodford Kenny Buongiorno Jay Allen Doug Wothke Andrew Hines

H-D Lowrider S Indian FTR 1200 Indian Scout H-D Road Glide Special H-D FXDS 2020 Builder Of The Year Anthony Robinson Josh Allison Bill Dodge Kenny Slaughter Evan Favaro Jeff Cochran Ryan Gore CT Newman Brandon Cooper Stacy McCleary 2020 Craftsman Of The Year Joe Mielke Josh Allison Will Ramsey Evan Favaro Paul Cox Leathamy Curt Green Kirk Brown Warren Lane Max Hazan Austin Andrella CT Newman Tay Harrera Ron Finch

2020 Artist Of The Year Kayla Koeune 2020 Manufactured Bike Of The Year - Bryan Helm Boosted Brad Royal Enfield Gt 650 Caroline Perron H-D Livewire

YaMasha Tyler Elliot Stephen Gibson Scott Jacobs Scott Takes Mo’s Custom Image Josh Elzey Missi Shoemaker Jace Hudson Jimmy Frizzell Lee Bullock

Garmin Zumo XT GPS System Memphis Shade Jim’s Cooling Fan Indian LED Headlight 2020 Shop Related Product (tools, chemicals, etc.) Of The Year – JIMS Cylinder Hold Down Nuts JIMS Hardware Organizer for M-8 VHT Weekend Warrior K&L Center Stand Snap-On Crud Cutter Wheel Tucker Oil Station Banks Engine Lift Lucas High Performance Engine Lube

2020 Event Of The Year – The Sturgis Rally Indian Larry Block Party NOTT Hell On Wheels 2020 Performance Product Of The Year – Screamin’ Eagle 131 Crate Engine Fullsac M-8 Sportpipe for Touring Bikes S&S 540 Torque Cam for Big Bore M-8 models S&S 1250 Upgrade Kit Trask Turbo Vance & Hines FP3 Vance & Hines 2 Into 1 S&S Stealth Air Cleaner Carrillo Rods For JD’s JIMS Shafts For JD’S Leinwebber JD Cams 2020 Custom Product Of The Year Led Sled Custom Sprockets and Rotors BAKER Drivetrain Compensator Sprocket FBCR Can Oil Tank & Shifter Combo Denver’s Narrow Springer

2020 Apparel Product Of The Year – TCX District WP Boots Z1R Frontline Boots Espinoza Vest Por Vida Riding Zip Hoody Ride 100 Percent Gloves MotoSuka Gloves Simpson Helmets Icon Airflite Helmet Ball Hammock Underwear 2020 Media Release Of The Year United We Will Ride Cannonball Chronicles Coast 2 Coast, Life On Two Wheels Sturgis Live Lowlife Chopper Podcast

2020 Accessory Product Of The Year Anything Corbin - he never stops!

#1 JAN. ‘20- SPACE GHOST - ROB HULZ

#3 - JAN ‘2 - GRACE - XAVIER MURIEL

#5 - FEB ‘20 - BOTTOM FEEDER - CHRIS LEDUC

#2 - JAN. ‘20 - PRUDENCE - ALEX GRABIEC

#4 - FEB ‘20 - ERMORDET - M&M CUSTOMS

#6 - FEB ‘20 - GREEN DEMON - SEAMUS KNEELAND

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#7 - FEB ‘20 - BONE DADDY - FLAT BROKE CHOPS & RODS

#9 - MAR ‘20 - ROOT BEER FLOAT - BUTCHER CHOP

#11-MAR’20 - OLD BOOK BIKE - CABANA DAN

#8 - MAR ‘20 - SAKI BOMB - BOGART MICHAELS

#10 -MAR ‘20 - NEPHARIOUS KNUCK - MARK STEVENS

#12 -MAR ‘20- HIGH ROLLER - BAD LUXURY

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#13 MAR ‘20 - EL RAY - RED NECK MAFIA

#18 MAY ‘20- VOODOO CHILD - STEVE PEFFER

#23 JUNE-JULY ‘20 - SKINNY SHOVEL - FRANK CARUTI

#14 APR ‘20 - BIG BOOTY JUDY - THREE TWO CHOPPERS

#19 MAY ‘20 - BRASS BALLS - MATT FLYNN

#24 JUNE-JULY’20-PRIDE & JOY - DENVERS CHOPPERS

#15 APR ‘20 - BLOODY KNUCKLE - MAJIK MIKE

#20 MAY ‘20 - KING SOLOMON - RICK BRAY

#25 JUNE-JULY ’20 - PLAYER SPECIAL - WARREN LANE

#16 APR ‘20 - CHROMOPHOBIA - TYLER ELLIOT

#21 MAY ‘20 - VIEJO AMIGO - SCOTT DOMINGUEZ

#26 JUNE-JULY ‘20 - LOREDA - STEVENSON CYCLES

#17 APR ‘20 - RED STAG - KYLE POST

#22 MAY ‘20 - MAXINE - FOUNDATION MOTO

#27 AUG-SEP ‘20 - TITTY TWISTER - RANDALL KNOLDGE

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#28 AUG-SEP ‘20 - AROUND MIDNIGHT - KING BEE KUSTOMS

#33 OCT-NOV ‘20 - GOD SPEED - KAREN MOORE

#38 DEC ‘20 - JAN ‘21 - JINX 13 - TOM BANKS

#29 AUG-SEP ‘20 - ZEUS - TEACH BAAS

#34 OCT-NOV ‘20 - BAY AREA HISTORY - RON SIMMS

#39 DEC ‘20-JAN ‘21- DAYTONAS FINEST - RAY LLANES

#30 AUG-SEP ‘20 - PICASSO - RANDY HAYWARD

#35 OCT-NOV ‘20 - SHOWTIME - BRANDON KEENE

#40 DEC ‘20-JAN ‘21 - SPEARFISH SPECIAL - JOHN JESSUP

#31 AUG-SEP’20 - SHREDDER - TYLER VALENTIK

#36 OCT-NOV ‘20 - PATIENCE - XAVIER MURIEL

#41 DEC ‘20-JAN ‘21 - TEA DOZER - FLAT BROKE CHOPS& RODS

#32 AUG-SEP ‘20 - SCRATCH BUILT - STACY MCCLEARY

#37 OCT-NOV ’20 - PATIENCE 2.0 - AUSTIN MARTIN ORIGINALS

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Article

S

portsters have become one of the most underrated platforms to build a custom bike on. I say underrated because there have never been as many choices for custom parts to do on a Sporty build as there are today. Yet, they are still largely disqualified for many looking for a donor to build the bike of their dreams. Chris and Mark from Flat Broke Chops & Rods probably know this better

By: Heather Callen Photos By: Chris Callen than most and for the past five years have taken advantage of that platform with a variation of custom builds. Attributing this to those parts made available from companies like Led Sled and Lowbrow but also for the simple fact that you can’t beat a solid Evo Sporty. They are cheap to buy, easy to work with, and in general, can be modified into anything from a tracker to a full-out chopper. These fellas feel that any true hobbyist

would do well to consider the Sporty platform for their next build. When it comes to the Tea Dozer, that was exactly where this build started.

Twisted Tea does a thank you to all of their loyal motorcycle customers once a year. They have a bike built have a bike built just to give it away. Over the past several years, that bike has been a Flat Broke Sporty, three times now, with one tracker, one chopper, and finally

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this little gem that I guess you could put in the bobber class. It started out with a kinda ratty 883 scored on the cheap. Knowing that part of this build is to take the Tea fans on a ride during the build Chris and Mark started by setting their sights on a unique tank fab. They took a pair of flat side Evo Fat Bobs and made one tank out of them. It’s a trick that’s been done a million times but this approach would give a nice beefy look to the Sportster chassis. In the meantime, while the fab work has started, the motor would get an update from an 883 to a 1200 but using an S&S kit that requires no machining. Chris said it was as easy as could be. You literally use the pistons and cylinders that come in the kit, fit your rings and bolt it back together. It’s a nice product and makes a big difference in the way it performs.

When it came to the frame, Flat Broke had a Bobber style frame that was made for this build. It’s a little raked and has a couple in the down tubes, but for the most part, it’s not super aggressive. Some of the key features would be the reverse radius grab rail over the back fender, the dual

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16-inch rims, and the Flat Broke Hell Raiser oil tank that is CNC Machined and looks like an oversized beer can.

This was done through the work of Faith Forgotten Choppers and can be expected as an FBCR offering this fall. That was matched with a beer can shifter that sits on top of the Led Sled trucker style shift assembly, and hey…when you’re building a bike to be an ambassador for Twisted Tea, what could be better than a few items that carry the brand?

Of course, like most Flat Broke builds, it has hand bent oil lines, a remote oil filter, and a killer paint job. However, if you saw this bike in Daytona, you might be surprised by the pictures here. No, that’s not a second build. Once the bike was unveiled in Daytona, the guys toiled it over and decided that there wasn’t enough of the TT signature yellow.

Despite a killer job the first time around, the crew at Flat Broke took it back home and came up with a new design, the one you see here.

They send out thanks to Clint at SpeedFreak for the quick turnaround to help get it done between shows.

Curt Green of Bare Bones Leather

killed it on the hand-tooled seat, and finishing off the shotgun pipes is a nice stainless steel pipe wrap from DEI. The basics like a chain drive conversion and a Troyfab Adjuster, a wide glide front end, and machined aluminum trees from Brent Law add up to a bike that looks like a Dozer and has the goods to move dirt. Last but not least is the Nash Sticky internal throttle that keeps the bars from being cluttered up.

This thing is great because you can either run it as a stay in place or snapback throttle, giving you a built-in cruise control option.

Due to COVID, the only three events that Tea Dozer rolled out for were both Daytona’s and Sturgis. At the Buffalo Chip it

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TEA DOZER TECH SHEET Owner: Could Be You City/State: Boston, MA Builder: Flat Broke Chops & Rods Year: 1997 Model: Sportster Value: Build Time: 3 Months Engine Year: 1997 Model: 883/1200 Builder: Flat Broke Chops & Rods Ignition: Twin Tec Displacement: 1200 Pistons: S&S Heads: Stock Carb: CV Cam: Stock Air Cleaner: Lowbrow Customs Exhaust: Shot Guns Primary: Transmission Year: 1997 Make: H-D Shift: Led Sled Trucker Frame Year: 2020 Make: Flat Broke Bobber Rake: 34 Degrees Stretch: 2” Up Forks Type: Telescopic Builder: Flat Broke Chops & Rods triple trees: Brent Law Extension: +2 Wheels, Tires, Brakes Front Wheel: Black Bike Wheels Size: 16” Front Tire: Metzeler Perfect 77 front Brake: Knew I Missed Something Rear Wheel: Black Bike Wheels Size: 16” Rear Tire: Metzeler Perfect 77 Rear Brake: Repurposed Sporty Painting: Painter: Mark Persichetti/Clint Kiddle Color: Cobalt Blue/Lemon Yellow Type: House Of Kolors Graphics: SpeadFreak/Chris Callen Accessories Bars: Mini Apes Risers: Metric Stokers Grips: Cole Foster Shifter: FBCR Hell Raiser Shift Knob Fuel Tank: FBCR front Fender: Forgot That Too Rear Fender: Led Sled/FBCR Struts Seat: Bare Bones Leather hand controls: Nash Internal ThrottleFoot Controls: Led Sled/Stock Oil Tank: FBCR Hell Raiser Headlight: Aftermarket Taillight: Lowbrow Customs Photographer: Chris Callen

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took the main stage and the crowd went wild. It was a big hit and it even did the Cycle Source ride with Billy Grotto on it as the pilot for it’s maiden voyage. As I write this article the bike is still up for grabs and all you have to do is go to www. twistedtea.com, put your name in

and you’ll be in the running. Cycle Source will announce the winner in an upcoming issue and keep you posted.

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Article By: Charlie Weisel

w

hy is it so strange to think about a motorcycle being powered solely by a battery? After all, virtually everything we use in this day and age is battery powered. Cell phones, laptops, power tools, and even lawnmowers are all powered by batteries, and most of us think it is the absolute bee’s knees. But when the topic of an all-electric powered motorcycle comes up, everyone goes sideways, cross-eyed, and starts foaming at the mouth about heritage, tradition, and culture as if it is the end all be all of motorcycling.

That is typically the point in the conversation where my eyes roll back in my head, and I lull off into a daydream of frogs croaking on lily pads or unicorns jumping school buses. I’ve got news for you, so hang on to your hat, electric motorcycles are here, and they are here to stay. Are they perfect in design? No. Are they built to fit everyone’s needs? No. Are they the wave of the future?

In some ways, yes. The harsh reality is that innovation and

technology are marching forward at a staggering pace, and there’s no stopping it, nor should it be stopped. Take, for example, fuel injection vs. carburation, mag wheels vs. spoke wheels, fly by wire throttle vs. cable-actuated throttle. These are just a few examples of innovation that many resisted but have since learned to love. Do we all adhere to the rules

of modern technology? No, but there is undoubtedly a place for it.

I bring this topic up not for the purpose of converting everyone to electric motorcycles because I know that is not going to happen, nor do I think it should happen, but more to knock down this idea that they are the demise of everything we cherish about

our petrol-powered combustion motors. I had the opportunity to photograph and spend some time with the Harley-Davidson Livewire this past weekend, and it opened my eyes a bit. I have to be honest and say that I went into the experience with no more than the photographic opportunity on my mind and only a slight interest in the motorcycle itself. Like most of you reading this, I was skeptical, to say the least, full of questions, on the fence about the design, and unnecessarily judgmental about the concept as a whole. I feel like a fairly openminded person when it comes to technological advances.

Still, even I had my doubts, and it was going to take a rather divine sales pitch to convince me of its worthiness. The range and charging issues being the key factors for me as a moto traveler.

The 140-mile range is fine and dandy, but what about the access to charging stations? What about the hour-long charge time? What about this? What about that?

These are all questions that

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deserve answers and issues that need improving but what I ultimately took away from it is that I was asking the wrong questions, to begin with.

What I should have been asking was who this bike was designed for and what purpose it was designed for.

After all, you most likely wouldn’t buy a 35 foot RV for a race track. You most likely wouldn’t buy a Sportbike for a dirt bike trip, so why would we look at an electric motorcycle as an option for a cross country trip? Sure, it’s doable, but at this time, I wouldn’t call it practical. Like all motorcycles, the Livewire fits a niche market, so the real question is whether or not it works well in that market.

The answer to that question is an emphatic and resounding yes. If you are looking for a ludicrously fast bop around town bike for commuting or day rides through the hills, then it fits the bill perfectly.

With an insane amount of torque, acceleration, and a range that is adequate for a day ride, it checks all the boxes for a “fun” bike. The handling is that of something between a Sportbike and a Cruiser, the seating position as well. The styling is somewhat futuristic, which, in my opinion, fits the riding experience.

That being said, I don’t love nor hate it; it just is. The takeaway I want you to get from this is not that electric motorcycles are the demise of our beloved culture but to view them as another option for a bike to add to the stable. A motorcycle that serves a specific purpose.

Speaking of demises, there has been a lot of chatter about not only the Livewire but also the soon to be released Pan America adventure bike, being the ultimate downfall of

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Harley-Davidson. That mindset and attitude towards change is garbage, and that in and of itself is what will kill any company. Without innovation and the ability to keep up with modern advances and trends, any company will fail. This is Harley’s attempt at doing just that, keeping up.

I personally think it’s not only the right move for them but a necessary one.

The market has changed, the type of people buying motorcycles has

changed, and the product line has to reflect that. Harley-Davidson is staying ahead of the curve with the Livewire and playing catchup on the rapidly expanding adventure bike market.

Honestly, they should have entered the adventure bike world years ago, but I assume the fear of upsetting their following, steeped in a culture of loud and raucous motorcycles, held

them back. One could almost go as far as to say that the Harley fan base is more to blame for their stumbling sales than anything else, but that sort of talk will get me swinging from the gallows. There is, after all, a huge market of motorcycle riders who could care less about heritage and culture and simply want a well-performing motorcycle that fits their needs and riding style. Company’s like Honda, BMW, and Yamaha have no problem offering a full range of motorcycles from Sportbikes to Touring bikes to Adventure Bikes, so why shouldn’t H a r l e y Davidson?

At the end of the day, innovation and a strong foothold in the current marketplace is what any c o m p a n y needs, and so I applaud HarleyDavidson for taking the steps towards staying relevant. In the meantime, yes, I will continue riding my carbureted, petrol-powered chopper, but I will simultaneously look forward to watching the growth and future of a company we all love.

Thank you to Enrique Parrilla for letting me photograph him on this bike and spending the time to enlighten me on its possibilities.

As always, you can follow along in real-time on my Instagram account @travelingchopper. Also, be sure to follow @roadsareforjourneys and visit roadsareforjourneys.com

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love it when a plan comes together.

For reasons not pertinent to this story, John Jessup (the owner of Team Dream Rides in Stockton, California) recently realized that after nearly twenty years in the motorcycle industry, he no longer had a true “custom” motorcycle in his stable.

While many have passed through his hands over the years, when the ebb and flow of business and the trials of raising a family got tough…the custom

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motorcycles were always the first to go.

You gotta keep the train on the tracks!

Over nearly two decades in the industry, John has seen trends come and go. There is always going to be a new mousetrap or some new whizbang super-gadgetry to capture the hearts and wallets of those aiming to stay ahead of the next trend. Over the years, though, we in the motorcycle biz each have a particular type of motorcycle that harkens back to a

simpler or more “fun” time in our career.

For John, it was the Pro-Street era.

Before the internet and, more specifically, the era of citizen journalism (my new fave buzzword courtesy of Chris Callen), you had only two ways to get your custom motorcycle fix.

Either you attended a rally or bought a motorcycle magazine like the one you are holding onto right now.

(I know that Source Media offers a digital transcript, but myself, I prefer

Article By: Jason Hallman Photos By: Jace Hudson

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the “hat in hand” version over the digital one.)

There is something visceral about sitting next to a cluttered workbench in a moment of respite with a Cycle Source magazine in your hand as the sweat slides down the bottle of beer you just twisted the top off of. Tech articles notwithstanding, my favorite articles are those that tell a story. I like something that ties together the pieces of a motorcycle worthy of note, through a bevy of custom motorcycles all parked in a row, each with a small circular sticker on the headlamp, numbered with a Sharpie, awaiting judgment.

John’s new bike is one of those worthy of note…that is why I sat with him to get the details that went into this build

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completed in the six weeks (yes, six weeks!) prior to Sturgis. I asked John to describe this motorcycle in one word.

He responded with the word; “Tough.”

I’d have to agree. To those of us around in the early 2000s, there was something tough about most of the builds. One of the builders that stuck out to John was Aaron Greene from Paramount Custom Cycles based in Reno. And while this isn’t a Paramount build, the essence of toughness that Aaron conveyed in his customs certainly is present and accounted for.

The story begins when John realized that he needed a custom motorcycle for Sturgis. He had already been successful with stock-frame customs, but as we all know, a true “custom” starts with a

non-factory or highly modified platform to build from. Team Dream Rides specializes in reselling quality used motorcycles in the Northern California Stockton/Lodi areas, but they obtain these quality “Dream Rides” from many sources in and around California and beyond. It was on one of many out-oftown junkets that John happened upon this classic Rowe framed Pro Street with an FXR drive train.

The “No triangle, no FXR” crowd is a tough one to win over. Those in the FXR community will tell you as much.

Last year John’s FXRs took home some hardware, and thus John Jessup became a household name overnight! It only took two decades! This year, once again, John showed up in full force. But

this time he rolled up on the beauty you see in front of you.

The details of the “Spearfish Special” (as John affectionately refers to his bike) are anything but spartan. Lets’ start with a Patrick Racing engine, Pro-1 billet wheels wrapped in Metzeler Cruise-Tec tires, and a modicum of the right vintage and modern Arlen Ness billet bits and bobs throughout the driveline.

Nothing says “lets race” to me like a proper RB Racing 2 into 1 exhaust system. The Rowe Machine frame is also home to a chrome swingarm, a Corbin saddle, and a full-on custom fuel tank courtesy of Brian at TPJ Customs. TPJ Customs also supplied a rear fender of unknown origins.

West Coast Chrome in Modesto, California, was charged (or shall I say “trusted”) with all of the chroming.

Everyone likes to say “Support Your Local Motorcycle Shop,” but have you “Hugged Your Chromer Lately?” seems to be a more fitting concept for a tee shirt these days. Trying to build something and have it chrome plated is not only expensive but trying to find someone that is willing to do a good job is an entirely different dichotomy all together.

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SPEARFISH SPECIAL TECH SHEET Builder: John Jessup Year: 1998 Model: Pro-Street Value: Priceless Time: 6 Weeks Engine Year: 1998 Model: Patrick Racing Builder: John Jessup Ignition: S&S Hi 4 Displacement: 113” Pistons: Patrick Racing Heads: Patrick Racing Carb: Mikuni 45 Cam: S&S 585 Air Cleaner: Velocity Stack Exhaust: RB Racing Pro Stock Primary: H-D FXR Transmission Year: 1992 Make: H-D Shifting: Reg Frame Year: 1998 Model: Rowe Rake: ?

Stretch: I’m A Bit Embarrassed I Have No Idea Forks Builder: John Jessup Type: Race Tech Gold Valve, 39mm Narrow Glide Triple Trees: Arlen Ness Extension: None Wheels Front Wheel: Pro-One Size: 19” Tire: 100/90/19 Cruise Tec Front Brake: Arlen Ness Rear Wheel: Pro One Size: 18” Tire: 180/55/18 Cruise Tec Rear Brake: Arlen Ness Paint Painter: Steven Turnbaugh Color: Cobalt Blue Type: Graphics: Adam @Blinkystriping Chroming: West Coast Chrome Accessories Bars: Biltwell Risers: Arlen Ness Hand Controls: HHI Foot Controls: H-D/Arlen Ness Gas Tank(S): TPJ Customs Oil Tank: Rowe Front Fender: Russ Wernimont Rear Fender:TPJ Customs Seat: Corbin Headlight: Drag Specialties Tail Light: Cycle Visions Speedo: None Photographer: Jace Hudson

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The super-rich Cobalt Blue paint is courtesy of Steven Turnbaugh, and the pinstriping was handled by Adam @blinkystriping. The paint is subtle, as are the graphics. John wanted to make certain that no one part of this motorcycle took the sparkle away from the bike as a whole. In doing so, the paint was kept sublime. One thing that will capture your interest from across the room is that shiny drivetrain. That is exactly how I imagine it happened when John saw her lined up at the auction.

I think of it as an Extreme Makeover, Pro Street Chopper edition. A little pull there…a little tuck here, a few spa days later and viola’ she’s a beaut, Clark!

These beautiful images were captured in the Black Hills of South Dakota by Jace Hudson. You likely know Jace from The FAST LIFE podcast and from his Fast Life Garage custom paint shop in Waxahachie, Texas. John would like to thank his entire team over at Dream Rides for putting in the extra hours required to get this fantastic Pro Street monster done in time for the 80th annual Black Hills Classic.

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h

ello all, it seems like forever since I last did this, but like an old Knuck, I’m not going anywhere. Last we spoke I had just moved into a new shop. Let me tell ya; what a learning experience it has been! They say that experience is the best teacher, and I gotta say I now agree with them, whoever “they” are. Getting moved in was nothing compared to figuring out where all the crap I moved was gonna live. Between Mark and myself, we filled up a 2500 sq foot space pretty damn quick. But when you really look at what trouble we could have had those were just champagne problems.

We both seemed to have found our groove now. And we are looking forward to having a grand opening party sometime next year; hopefully, this Carona crap will be on its way out by then I’m currently on the second weekend of my cross-country trip.

I started at Arizona Bike Week, and now I’m hanging in Daytona at Biketoberfest. I have to say, the motorcycle community is alive and kicking. Although smaller in

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Article By: Xavier Muriel attendance than previous years due to scheduling and last-minute changes, Arizona Bike Week still happened.

Much like Sturgis, nobody knew what was going to happen till you got there. I was there representing not only Providence Cycle Worx but also High Seas Rally 2021. We’re starting to ramp up by getting out there and getting the community informed on what’s happening with the cruise.

As soon as AZ Bike Week was done, we packed up and headed home to Austin for a day, then turned around the next morning and headed to Daytona for Biketoberfest 2020. Let me just tell you something you wouldn’t know there is a pandemic going on because the turn out so far has been exceptional.

Again, I’m here on behalf of both companies and am having a great

time. I spent time chatting with people when they stopped by the booths to register to win a free cabin. The conversation always came back to, “We have to start getting things going again, or they’re just simply going to die and fade away.’’ I couldn’t agree more. I know that many ask, “But what about the health issues?” My answer is simply this; do whatever you feel comfortable with—end of story.

I had the pleasure of talking with

Ken and Linda Schneider about a great many things. Ken is what we call an old-timer, not so much due to his age, but because of the experience and stories he has to share with a newbie like me. Ken showed me not one but two different Speedo’s from two very different bikes that both read 999990. This guy and his wife have clocked more miles as husband and wife (since high school to boot) than anyone I know. He’s been through more bikes than anyone I know and has the stories and pictures to back it up. We spent what seems like hours talking about what he sees wrong with the industry today and what needs to happen before what we love and have been nurturing for so long falls by the wayside. He was real stern about the younger generation not really grasping what it’s all about.

Now, this isn’t my time to go into some long-winded opinion about what I think; I’ll save that for later.

Ken told me stories of him and his brothers before cell phone, preinternet, and how they lived the life for real. And they didn’t do it because it’s was hip or trendy, they just did it. They lived the life most of us only dream or talk about. I got schooled on

a lot of things, not only bike and model-related stuff but the mindset that came along with being in that time and living that life to the fullest.

I’m so grateful to them for spending time with me to share their experiences and memories because, isn’t that what I’m always talking about? “Get out there and experience something.”

We exchanged numbers, and Ken is going to be on the lookout for a 1968 Genny for me. I was also told that I could always reach out if I needed material for my articles. I really hope one day that I will have as many stories about good times with my brothers and sisters doing what we love as these two did. Thank you, Ken and Linda, I won’t forget it.

Well, my friends, I bid you farewell for now. Take care of yourself and each other.

God Bless, X.

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r

odney Blattler, 52, of Clarington, OH is a Dennis Kirk Garage Builder. When Rodney is not riding, he’s working on his other bikes or spending time with his wife and two kids. Blattler work as a foreman at Ohio West Virginia Excavating and is a union carpenter. He has been around motorcycles for as long as he can remember. Growing up, everyone around him rode; his mother, father, both of his uncles, as well as his brother. His whole family had a love for two wheels coursing through their veins, which of course was passed on to him. He began riding when he was just four years old and hasn’t stopped yet. What really lit a fire in him was when his dad bought him a QA 50 Honda. That was it, he was completely hooked. From there Blattler went on

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to building his first bike, a 1975 CB 200 T Honda.

The bike you see on these pages, a 1949 Royal Enfield 500, was purchased originally in 1965 by his Uncle Ron. It was in pieces, literally. All of the parts were thrown together in boxes. Rodney’s grandfather was convinced that the basket case was never going to run. Grandpa told his uncle and dad that if they could get it running, he would take them down to Wheeling, WV and “kiss their asses in front of the Stone and Thomas Store.”

Well, the two of them eventually got it back together. After a 10-foot push, they had the old girl running like a dream. Sadly, Grandpa never did make good on his promise as no asses were ever actually kissed.

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@SS KISSER TECH SHEET Owner: Rodney Blattler City/State: Clarington ,Ohio Builder: Rodney Blattler Year: 1949 Model: 500 Value: Not Known Time: 4 Months ENGINE Year: 1949 Model: 500 Builder: Royal Enfield Ignition: Stock Displacement: 500 Pistons: Stock Heads: Stock Carb: Stock Cam: Stock Air Cleaner: Stock Exhaust: Stock Primary: Stock TRANSMISSION Year: 1949 Make: Royal Enfield Shifting: 4 Speed FRAME Year: 1949 Model: 500 Rake: Stock Stretch: Stock Forks Builder: Royal Enfield Type: Stock Triple Trees: Stock Extension: Stock WHEELS Front Wheel: 19” Size: 3.50 Tire: Trials Front Brake: Stock Drum Rear Wheel: 19” Size: 3.50 Tire: Trials Rear Brake: Stock Drum PAINT Painter: Rodney Blattler Color: Cherry and Black Type: Acrylic Enamel Graphics: None Chroming: Stock ACCESSORIES Bars: Stock Risers: Stock Hand Controls: Stock Foot Controls: Stock Gas Tank(s): Stock Oil Tank: Stock Front fender: 1957 Sportster Rear Fender: Dennis Kirk Seat: Springer Headlight: 1972 Honda Tail light: None Speedo: None Photographer: Rodney Blattler

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After that, Uncle Ron would take the bike out once a year or so just to keep it running. Eventually Ron thought about selling it. Rodney was the first one to offer payment and to this day is glad he did.

The inspiration for this build simply came from wanting the bike to look as original as possible. You can see that in its current state it is a far cry from when Rodney took possession of the Royal Enfield.

After having sat in Rodney’s basement for a few years after purchasing it, he figured it was time. It took roughly three months to complete. Blattler says the hardest part was trying to find the right parts for it! Though for someone who has customized every bike that he’s ever owned, the rest was a breeze. It now joins the collection of seven motorcycles Rodney rides and works on. Rodney spreads his love through his stable equally and the old 500 gets about a hundred miles a year put on it from joyrides and the like.

Lastly Rodney would like to give a special thanks to his Uncle Ron for selling him the bike all those years ago...

i

t’s not very often that an artist I’ve interviewed has me genuinely speechless; however, there is a first time for everything, and when you read about this month’s artist, you’ll see why.

M a s h a NepomnyaschayaBerezovskaya, also known as YaMasha, is a 30-yearold oil painter from Kharkiv, Ukraine. Yes, you read that right; this incredible artist is only 30 years old! YaMasha has been in love with art since she was able to hold a brush. In kindergarten, she would spend hours with giant paper, creating bright, colorful abstract pieces, letting her imagination take her to the farthest places.

She always loved the idea of creating something and then putting it into practice.

Growing up, her family was always supportive, though skeptical of her artistic endeavors due to the local culture that saw art as a more questionable form of self-expression. Because of this, she has not one, but two degrees, one in classical art and the other in law (after all, an artist must know how to protect themself). Her parents had hoped she would become a lawyer, but once she proved herself in the arts, they gave her their full support. It wasn’t always easy, though. Moto art used to be unknown in the

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Ukraine, and it was difficult to get any good business starting out.

People around her often judged her, she felt alone and misunderstood.

But with the love and support of her family, she was able to gain confidence and get back on track.

On her path of artistic selfdiscovery, she tried just about everything: advertising design, handicrafts fair organizer, and art studio director. Later on, she began painting for clients, but it was things like architecture, landscapes, and still life. She soon realized that these were not for her, and she continued her search. It was then that she found oil painting, and soon after, her husband. He taught her to see machines from “the other side,” which is when she made the decision to combine art and technology. From there, she developed her own unique style of motorcycle art and started to see these machines as not just that, but a piece of art. As a unique, one-ofa-kind object.

The style she paints in is called photorealism. By definition, it is a style in which an artist reproduces images as realistic as possible and focuses on the details of the image. Basically, it’s a detailed full rendition of reality using a brush and paint. For this style, she uses oil paints. Art created with oil paints offers high color saturation as well as color retention after drying.

For someone painting objects as realistic as possible, those elements are crucial and something you can really only get from using oils.

When I asked her why she chose motorcycles of all things to express her art, she said this: “Some see nature’s beauty and paint landscapes. Some see human beauty and paint portraits. I see the true beauty of motorcycles, and I paint them. They are alive for me, they have a soul and wish to be painted. Claude Monet has Water Lilies In Bloom, Leonardo Davinci has Mona Lisa. I have Radical Ducati and Matador.”

The best part of creating is the entire process, from receiving an order to seeing the clients’ feedback on the finished product. Through the process, the client turns into a friend, and the small details they give come to life and tell a story in their own way. If you can listen, of course.

Now, YaMasha is an acting SMM December ‘20 - January ‘21 - CYCLE SOURCE MAGAZINE

manager, a photographer, and a director. But even while juggling all of these, she has not forgotten that she is first an artist. Her profession requires constant development, movement, and action. Carrying all of those out alone can be exhausting, which is why one of her goals for the future is to create a team where everyone is able to work on their own things while also coming together to create something bigger.

YaMasha started out painting in a small room, barely big enough for her and her supplies. Then she was able to get a personal space for her work, but now it’s time to expand.

Within the next year, her new, larger workshop will be open, a place for art, clients, friends, and motorcycle lovers alike will be able to meet and gather. As for the far future, there is no certain plan. There is just a deep-down feeling that she is going in the right direction in her own way.

When she was a child, she would imagine herself all grown up with a career in the arts, a gorgeous husband, and supportive friends.

Now, she has all of that and more.

Supportive friends, a handsome, loving husband, and a career that allows her to explore and express her incredible artistic mind.

YaMasha is proud of herself, as she should be. She managed to not only fulfill her own artistic needs but others as well. Her paintings aren’t just cars or motorcycles, behind each one is a person with their own story to tell. Each painting has not only a piece of the client but a piece of her own self as well.

As a young artist myself, Yamasha’s story is both humbling and inspiring. With the pandemic shutting down the entertainment industry, I’ve found it hard to keep myself motivated in terms of creating and putting art into the world. However, after talking with YaMasha, I’ve found myself wanting to create more for myself and for the world. Because as an artist, it’s what we do.

If you want to check out more of Yamasha’s incredible work, and you should, you can find her on Instagram @_yaMasha Thank you so much for reading.

Till next time.

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t

he name Brian Klock is very well known in the V-Twin world. However, when you hear that name an FXR probably isn’t what you think of. Brian has made a major name for himself in the Bagger world, but, like many, he started with a totally different style. In this case Dynas, and FXR’s. So, when Greg Wick, a long-time customer, came to him about building an FXR Brian was all in.

Probably the most important thing about this bike is the friendships it represents. Several years ago, Greg would travel a great distance to Donnie Smith’s shop for all his work. One day Donnie told him there was no sense in him traveling all that way when there was a kid closer to him that could do his work. Of course, he was speaking of Brian Klock. Having someone of Donnie’s caliber tell a customer something like this is one of the greatest compliments a builder could ever receive. After

Article By: Matt Reel Photos By: John Jackson Greg started going to Brian’s shop a strong friendship was formed. Greg not only became a customer but a part of the Klock Werks family.

So, now that you have a little of the back story lets get to the bike. This all started when a mutual friend started selling off some of his FXR stash. Brian and Greg picked up a pristine vintage fairing, a fairing Brian swears is the most aerodynamic fairing the factory ever made (little tidbit of trivia for you). With fairing in hand, a build direction was chosen. This was going to be a throw back to the FXR heritage with modern upgrades.

To get things going the original wheels were highly polished and then the contrast painted. They were then shod in Pirelli Night Dragon tires. Those freshly prepped wheels were now ready to be put in place. A Burly lowering kit was installed in the front forks and they were hung in place. The rear swing arm was stretched 2

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inches before being installed with Legend Revo A shocks.

With a roller in place it was time for some power. Klock Werks tore the always dependable Evolution down.

Head Quarters pistons were installed and topped off with Harley-Davidson heads ported by Head Quarters. A Head Quarters 0029 cam was installed, and the fuel/air mixture provided by the CV is carburetor ignited by a Head Quarters ignition. The spent gasses exit through a modified Super Trapp exhaust. To tie this power plant to the rear wheel a Baker 6 speed gear set was installed in the Harley-Davidson case.

With power in place it was time for the parts that control this hot rod. LA Choppers risers were attached to the

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triple tree and topped with Klock Werks Klip Splitter bars. Danny Gray put together one of his over the top seats and Harley Davidson FXRP foot controls were put into use for shifting and rear brakes.

Speaking of brakes, Brian made a call to Performance Machine to inquire if they happened to have any of the 6 piston calipers for 13-inch rotors they used to make for the FXR’s. While they didn’t have any, they found that the design file was still on the computer. Since they still had the programming, PM agreed to cut him a set. These 6 piston calipers were matched to a 4-piston rear.

While all this was going down a pretty impressive collaboration was happening with the sheet metal. To start things off Joe Mielke knocked out a set of aluminum side

covers for the FXR. Tom Motzko took some time and plastic welded the stock turn signal mounts in the fairing shut.

Those pieces along with the saddle bags and Russ Wernimont front and rear fenders were sent off to Jeremy Seanor for some Black Cayenne PPG paint. Everything was then sent off to

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JOLENE TECH SHEET Owner: Greg Wick City/State: Rapid City, South Dakota Builder: Klock Werks Year: 1991 Model: FXRP Value: Time: 10 Weeks ENGINE Year: 1991 Model: Harley-Davidson Builder: Klock Werks Ignition: Head Quarters W/ Compufire Coil Displacement: 1345CC Pistons: Head Quarters WP-K1641 Heads: H-D Ported by Head Quarters Carb: Harley Davidson CV Cam: Head Quarters HQ-0029 Air Cleaner: Drag Specialties Exhaust: Super Trapp Primary: Harley Davidson TRANSMISSION Year: 1991 Make: H-D with Baker 6-Speed Shifting: Harley Davidson FRAME Year: 1991 Model: Modified Harley Davidson Rake: Stock Stretch: 2” In The Swingarm Forks Builder: Klock Werks Type: Conventional Triple Trees: Harley Davidson Extension: Burly 1” Lowering Kit WHEELS Front Wheel: Harley Davison Size: 19” Tire: Pirelli Night Dragon 100/90-19 Front Brake: Dual Classic 13” PM/6-Piston Calipers Rear Wheel: Harley Davidson Size: 16” Tire: Pirelli Night Dragon 130/90B16 Rear Brake: 11.5” Classic PM/4 Piston Caliper PAINT Painter: Jeremy Seanor Color: Black Cayenne Type: PPG Graphics: Lucky Strike Designs Chroming: J&D Plating ACCESSORIES Bars: Klock Werks Klip Splitters Risers: LA Choppers 1.25” Hand Controls: Harley Davidson Foot Controls: H-D FXRP (Thanks Skeeter) Gas Tank(s): Modified Harley Davidson Oil Tank: Drag Specialties Front fender: Russ Wernimont Designs Rear Fender: Modified Russ Wernimont Designs Rear Shocks: Legend Revo A’s Seat: Danny Gray Headlight: Harley Davidson Tail light: Klock Werks Speedo: Harley Davidson Photographer: John Jackson

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Lucky Strike Designs for the graphics.

When Greg’s wife, Sandy, first saw the paint she said the color reminded her of a drink her friend, Jolene, used to make when they were in High School. That must have been some good stuff.

So, there you have it, the story of Jolene. Good friends, hard work, retro style, and a funky drink. So, go out, get your friend, dig through your parts, and build something cool.

Hey, Is this year insane or what?

Many events have shut down because of the media expose on the Sturgis Rally. Out of 462,000 rally riders they blamed 250 cases on them over a month-long period.

Based on testing some of the 250 could have contacted it after the rally or before the rally and were never contagious. Hell, 700 folks everyday get it in LA.—everyday! Maybe all Angelenos should not be allowed to travel. Whatever, let’s party, ride free and hit the news: AIM EXPO CANCELLED FOR 2021- “We have made the difficult decision to postpone the 2021 AIMExpo, the last industry annual trade show, and while this wasn’t an easy choice it is certainly the right one,” says Cinnamon Kernes, VP and general manager, MIC Events. “With local directives limiting gathering size, travel restrictions, and a myriad of other obstacles created by the pandemic, there are too many unknown factors limiting our ability to create a safe environment that will also deliver the experience and ROI our exhibitors and attendees expect.” -MIC NATIONAL NEWS FROM THE AMA-WASHINGTON, D.C. - A federal judge approved a revised settlement in September between

the U.S. Justice Department and Harley-Davidson Inc. over excess emissions.

The revised settlement drops a requirement that the motorcycle manufacturer spend $3 million to reduce air pollution.

In August 2016, Harley agreed to pay a $12 million civil fine and stop selling illegal aftermarket devices that caused its vehicles to emit too much pollution. The settlement resolved allegations that Harley sold about 340,000 “super tuners” that enabled motorcycles to pollute the air at levels greater than what the company certified.

MINNEAPOLIS - Polaris Inc. and Zero Motorcycles entered into a 10-

year partnership as part of Polaris’ rEV’d up initiative, which seeks to include an electric vehicle option in each of Polaris’ core product segments by 2025. The companies plan to collaborate on off-road motorcycles and on snowmobiles.

The first vehicle from the ZeroPolaris partnership is expected by the end of 2021. Zero Motorcycles has been designing and manufacturing electric motorcycles since 2006. Polaris produces Indian brand motorcycles, along with a range of ATVs and snowmobiles.

In 2011, Polaris acquired both Goupil, a French manufacturer of onroad, commercial light-duty electric vehicles for the European market, and GEM, the street-legal passenger and utility electric vehicles. Four years later, the company acquired Brammo Electric Motorcycles.

MILWAUKEE - Harley-Davidson has announced its decision to discontinue its manufacturing operations in India, at a cost of more than $75 million. The company is revamping its worldwide operations as part of a “Rewire” plan under new CEO Jochen Zeitz. The company also hired former Tyson Foods finance executive Gina Goetter as its new chief financial officer.

STURGIS RALLY NEWS FROM THE AMA - Voters in the city of Sturgis overturned the City Council’s decision to annex the property that belongs to the Jackpine Gypsies Motorcycle club. The August vote was 737-421.

The Jackpine Gypsies started what is now known as the Sturgis Motorcycle Rally in 1938, when it was the Black Hills Motor Classic. Club officers told the city that annexation would bring with it restrictions that would end the events on the property.

The Jackpine Gypsies host rallies and competition events there.

Sturgis City Manager Daniel Ainslie has said the city wanted to Annex the property so the club would pay for services like water, sewer, road maintenance and public safety.

He also said an annexation would require the club to start collecting sales tax. Club members gathered more than 200 signatures on a petition to put the matter to a popular vote. -AMA CUSTOM AMA MEMBERSHIP CARDS - Pick a Card, Any Card - The AMA offers a variety of membership cards from which to choose. Themed cards speak to your passion as a motorcyclist. Are you a racer? Our December ‘20 - January ‘21 - CYCLE SOURCE MAGAZINE 99

THE CYCLE SOURCE WORLD REPORT - POWERED BY BIKERNET.COM

competition card may be the right choice for you.

Are you proud of the brand you ride? We offer affinity cards for BMW, Harley-Davidson, Honda, Husqvarna, Indian, Kawasaki, KTM, Suzuki, Yamaha, and Zero.

Select a new card when you renew your membership or call (800) AMA-JOIN to request a new card at any time. View membership cards NEWS FROM THE MAGNIFICENT ARCHEvery motorcycle is built by a single dedicated technician who takes the machine from bare frame to finished motorcycle. In this way are we able to deliver the level of detail, precision, and production quality comparable to the highest level of prototype racing motorcycles.

Every ARCH Motorcycle is hand-assembled at our Los Angeles, California facility with incredible attention to detail and the integration of best in class components.

In addition to the hundreds of parts manufactured in-house ARCH Motorcycle also works in partnership with carefully selected brands to create proprietary parts purely for ARCH. These include ARCH / Ohlins suspension, ARCH / S&S V-Twin performance engines, ABS systems, wheels, exhausts and much more. Made in California, Hand Assembled. If you want original, performance and class check out ARCH motorcycles.

CHOPPER EXCHANGE TRYING TO SURVIVE - Just like most other businesses, ChopperExchange experienced a healthy dose of panic and uncertainty during the COVID-19 pandemic. As dealers started to suspend operations in mid-March due to state mandates, some also paused their accounts with ChopperExchange. Every day brought new uncertainty. No one knew what was next. Things were not looking good, even for an online motorcycle marketplace with no physical store locations.

Five months later and things are starting to look up, in a big way.

ChopperExchange saw a 42% increase in buyer inquiries during the April - July period. Bikes listed on ChopperExchange started

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selling like hotcakes. Typically, the website has around 25,000 American motorcycles listed for sale. Currently, it’s down to 13,000, which is a 48% decrease from this time last year.

“This is huge for us and the industry as a whole,” claims Doug Perry, the company’s Dealer Account Manager. “It matches what we’re hearing from dealers across the country. People are looking for fun things to do outside. They are buying motorcycles, ATVs, RVs, etc.” And they are buying online.

To help motorcycle dealers across the U.S. and Canada reach more online shoppers during the fall/winter season,

ChopperExchange is launching a special dealer account offering at a discounted price between now and January 31st, 2021. If you are interested in signing up for a dealer account, contact Doug Perry at (800) 523-7274 x285 or doug@chopperexchange.comDealernews THE BILL DODGE UPDATEOn Saturday, September 12th Bill Dodge was involved in a motorcycle accident where the driver of a car made a left turn in front of him, leaving Bill with multiple fractures to his spine, multiple bone fractures, as well as skull and facial injuries. Bill is going to require a total shoulder reconstruction of his shoulder including a shoulder replacement.

Bill also has a substantial amount

of road rash everywhere. with a long road to recovery ahead of him.

I thought you might be interested in supporting this GoFundMe, h t t p s : / / w w w. g o f u n d m e . c o m / f / bill-dodge-recovery-lovefund?utm_source=customer&utm_ medium=email&utm_ campaign=p_cp+share-sheet.

-Rogue, Senior Editor, Bikernet. com™

SUPREME BIKERNET I N T E R G A L A T I C HEADQUARTERS FOR SALE - We are trying to move our headquarters to South Dakota.

Talk about an adventure…

So, our current headquarters are a biker’s dream. It has 440, 3-phase wiring, a massive shop, a giant loft to live in. Retail space is available up front for use or rental income. It has a large one-bedroom apartment for rental income. It’s very secure and the Port of Los Angeles is across the street. Total square footage 8,515.

This is a place for a guy who wants his own shop and doesn’t want to commute. Wake up in the morning, grab a cup of joe and walk out to your office overlooking your shop.

It’s basically between two freeways on the coast between Long Beach and San Pedro and the Port just broke ground on a longawaited waterfront effort, which is across the street. At some time in the near future it may be across the street from the Wilmington restaurant district. Contact me for more info: 310-528-9258 LEGISLATIVE WATCH--Congress is moving legislation quickly, and federal agencies are enacting sweeping regulations that will impact our right to ride. Your help is needed now to support motorcycle-friendly lawmakers in Washington, D.C., and ensure they are elected—or re-elected—in this critical election year.

The most cost-effective way to make a difference is to donate to the American Motorcyclist Political Action Committee. AMPAC exists for one reason: to financially

THE CYCLE SOURCE WORLD REPORT - POWERED BY BIKERNET.COM support federal lawmakers who will fight to defend your freedom to ride. Every dollar given is used precisely for that purpose. Give to AMPAC Today Every donation counts, and with just $25 or more, you will help support: • Ensuring automatedvehicle technology does not put motorcyclists at risk • Your right to modify your own bike • Responsible off-highway vehicle access to public lands • Restrictions on highethanol fuels that are unsafe for motorcycles • The defeat of a proposed 100 percent tariff on certain European motorcycles • A greater voice for motorcyclists in federal government • Ending discriminatory motorcycle-only checkpoints and equipment laws This is a critical time to give to protect and expand our rights.

Give to AMPAC Today.

-Michael Sayre, Director of Government Relations American Motorcyclist Association ANOTHER MOTORCYCLE MAGAZINE DOWN - Cycle World print edition ends as Octane buys Bonnier digital assets.

Cycle World, once the largest consumer motorcycle magazine in the United States and now the last remaining motorcycle print publication in the once-large Bonnier Motorcycle Group, will print its last edition in October.

Octane, a powersports finance company, announced that it has acquired the digital assets of the former Bonnier powersports print magazines: Cycle World, Motorcyclist, Dirt Rider, Motorcycle Cruiser, UTV Driver, ATV Rider, and Cycle Volta. While the other publications had ceased appearing in print form, Cycle World was still being published quarterly. “Bonnier Corp. will help produce Cycle World’s final print issue in October 2020; existing print subscribers will receive a digital edition beginning in 2021,” said the news release.

“Our goal for this acquisition is to ensure that unbiased product

reviews, rigorous and objective testing, and informed storytelling will continue to be available to powersports enthusiasts,” said Jason Guss, CEO of Octane.

“When combined with Octane’s financing platform and dealership partners, consumers will soon be able to go directly from researching their dream vehicle to owning it, in a fast, seamless process.”

Octane said it would invest in content and web site development of the former Bonnier brands and it seems at least some, if not all, of the same editorial team will be in place, led by Mark Hoyer.

Cycle World Magazine to cease print publication. While print

motorcycle magazines continue to thrive in countries like Spain, there is no longer a single, national, monthly consumer motorcycle magazine left in the United States (wait, there’s Cycle Source).

From any perspective, Bonnier’s relatively short ownership of some of the oldest motorcycle magazines in the country has to be considered a disaster. The U.S.-based Bonnier Corp., owned by the Bonnier Group of Sweden, acquired Cycle World and several other titles in 2011. In 2017, it killed off some of its motorcycle print magazines, including Sport Rider and Dirt Rider. Motorcyclist, the oldest motorcycling magazine in the country, got a new editorial focus and switched to six issues a year in 2017 and then the print edition was eliminated in 2019.

Early this year, before the COVID-19 epidemic disrupted the U.S. economy, Bonnier had already hired a firm to try to sell its U.S. magazine titles, which included not only Cycle World, but also some formerly huge print publications such as Field & Stream and Popular Science. Later reports suggested there was little if any interest in the print motorcycle magazines, however.

Almost the only remaining national print motorcycle magazines are those published by associations for their members, such as the AMA’s American Motorcyclist, the Antique Motorcycle Club of America’s The Antique Motorcycle and, the biggest of them all, the Harley Owners Group’s The Enthusiast.

Harley-Davidson recently announced it was returning its quarterly publication to the traditional name, The Enthusiast, after a little more than a decade of being called HOG Magazine. -Photos and text

by Lance Oliver Cycle Source is still around. If you read the above, it’s sorta obvious that membership magazines are viable. I still think a sharp magazine that uses the benefits of the internet is a winner, especially if folks are stuck at home and anxious to receive something, anything in the mail.-Bandit This was not the direction I wanted to go originally, but I’m very happy with the results now. S&S always has great products and has done it again. -Mike Stevenson, Tech Editor, Bikernet.com™ THAT’S NOT ALL—We are always looking for news that matters to the custom motorcycle industry. If you have a tech, a bike, a suggestion to share don’t hesitate to drop me a line to Kball945@ gmail.com. And for weekly news updates slip over to Bikernet.com for all the immediate action.

Ride Fast and Free Forever,Bandit

December ‘20 - January ‘21 - CYCLE SOURCE MAGAZINE 101

DRAG SPECIALTIES SEATS ¾ SOLO SEATS FOR INDIAN®

Add café racer-inspired solo seat styling to speed up the look of your 18-20 Scout Bobber. The seat has a 4” rise at the back for added support. The highquality automotive-grade seat cover material looks great and is extremely durable. The ABS thermoformed seat base provides a perfect fit, and the carpeted bottom has rubber bumpers to keep your paint scratch-free. It installs using the OEM hardware. The seat measures 22” long overall and is 11” long x 11¼” wide at the front and 9” long x 5” wide at the rear. It is available with a smooth or diamond-stitch pattern. The seats are made in the U.S.A. The suggested retail is $258.95 - $289.95. https://www.dragspecialties.com

DRAG SPECIALTIES ALTERNATOR STATOR FOR 18-20 SOFTAILS

Keep your bike’s electrical charging system performing at its peak with a highquality alternator stator from Drag Specialties. It is built to meet or exceed OEM specifications and features precise construction and high-quality wire windings for years of reliable service. It fits 18-20 Softail models and replaces OEM #29900055. The suggested retail is $129.95. https://www.dragspecialties.com/search;q=21121406;r=eJyrVkrLzClJLSpWsoqOrQUAJusFKA%3D %3D

DRAG SPECIALTIES PASSENGER FLOORBOARD COVERS

Add smooth, clean styling to the passenger floorboards with this simple-to-install gloss black steel covers. They are designed to fit 86-20 FLT/FLHT/HD FL Trike models and 86-17 FLST models with OEM D-shaped passenger floorboards. The covers install using supplied self-tapping chrome screws. The covers are sold in pairs. The suggested retail is $56.96. https://www.dragspecialties.com/search;q=1621100 0;r=eJyrVkrLzClJLSpWsoqOrQUAJusFKA%3D%3D

Z1R Solaris Scythe Electric Snow helmet

Z1R introduces the brand-new Solaris Scythe Electric Snow helmet.

Our best-selling helmets takes on a unique look with a sleek new graphic which is available in three colorways.

We’ve also added the popular FidLock magnetic helmet strap. The helmet features a heated electric shield, a removable breath-box, and chin curtain. The modular function of this helmet is easy to operate and has a positive locking/unlocking engagement, providing a safe, stressfree ride. Also included is a dropdown sun visor, making it adaptable in all lighting conditions. This dual density EPS helmet has an injection molded polycarbonate shell to keep it lightweight, compact and strong.

Available in sizes XS-2X. Suggested retail $229.95. For more information visit us at www.Z1R.com.

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DRAG SPECIALTIES SEATS FRONT SOLO SEATS FOR INDIAN®

This rigid-mount solo seat is cleverly designed to look like a vintage spring-mounted solo seat. The seat features automotive-grade vinyl seat cover material that looks great and is extremely durable. The ABS thermoformed seat base provides a perfect fit, and the carpeted bottom has rubber bumpers to keep your paint scratch-free. It installs using the OEM hardware. The seat measures 15” long overall and is 11” long x 11¼” wide. It is available with a smooth or black diamond-stitch pattern for the 18-20 Indian Scout Bobber. Made in the U.S.A. The suggested retail is $258.95 - $287.95. For more information, go to http://seats.dragspecialties.com/ or

DRAG SPECIALTIES FUEL FILTER KIT

Keep the fuel supply clean and the bike happy with a fuel filter kit from Drag Specialties. Designed as a direct replacement to the OEM filter, the kit includes the fuel filter and Oring. The filter fits 18-20 Softail models and replaces OEM #61200058.

The suggested retail is $4.95.https:// www.dragspecialties.com/search;q= 07070076;r=eJyrVkrLzClJLSpWsoq OrQUAJusFKA%3D%3D

DRAG SPECIALTIES DUAL GAUGE BRACKET z1r Fullclip jacket DRAG SPECIALTIES REPLACEMENT PISTON KITS

Get great performance in an economical package with Drag Specialties piston kits. The cast aluminum pistons are OEM-quality or better construction. They are available in multiple sizes to fit 99-06 Twin Cam 95” engines with a 3.875” bore. The kits have a compression ratio of 10.25:1.

Kits include two pistons, wrist pins and circlips (use OEM or Hastings piston rings, sold separately). They are available in standard, +.005”, +.010” or +.020” over sizes. The kits have a suggested retail of $109.95 https://www.dragspecialties.com/sea rch;q=09110045;r=eJyrVkrLzClJLSp WsoqOrQUAJusFKA%3D%3D

– Z1R introduces the brand-new men’s Fullclip jacket. Fully loaded with premium features and a casual look, the newly added Fullclip jacket has you prepared for anything. This jacket offers a quality build made from heavy weight canvas and expanded shoulder gussets allowing for increased mobility. The interior liner has optional armor pockets so you can run it with or without armor.

A metal snap and concealed zipper front gives a clean but functional look. Two exterior chest pockets and two zippered hand-warmer pockets complete the Fullclip jacket. Available in sizes S-5X. Suggested retail $139.95-$149.95. www.zir.com

This sturdy steel dual gauge bracket has a wrinkle black plated finish for style. The bracket accepts the OEM speedometer, tachometer and indicator lights. It fits 99-05 FXDX, 9904 and 95-11 XL1200 models; the gauge will also fit 95-04 XL883 and 95-04 FXD models with the factory dual gauge kit upgrade. The bracket is a replacement for OEM #6729495A. The suggested retail is $121.95. https://www.dragspecialties.com/sea rch;q=22100546;r=eJyrVkrLzClJLSp WsoqOrQUAJusFKA%3D%3D

540 Torque Cam for Big Bore M8 Models

Big horsepower numbers are the status symbol of a performance engine, but more often than not, the bolstered torque spec is what you really feel when riding it. This is particularly relevant for the heavy touring machines as it’s torque that rockets you onto the highway and it’s definitely torque that lets you effortlessly push a loaded bagger around slower traffic. With that in mind, S&S Cycle created the 540 cam for M8 powered bikes. The 540 is designed to work with their 124” and 128” big bore kits and produce stump pulling torque down low in the RPM range as well as maintain respectable horsepower numbers. Available in gear or chain drive and in a complete cam chest kit with pump, plate, pushrods and tappets. Check out their dyno charts for the hard numbers (130+ lb ft and on a conservitive 124” build!) and for more info hit up https://www.sscycle.com/ feature/valve-train/m8-valve-train

z1R women’s Impress jacket

Z1R introduces the brand-new women’s Impress jacket. Impress your fellow riders with this new casual but functional women’s jacket. A new mid-weight canvas material is used in the build of this jacket making it durable yet lightweight. The full-length inner liner is made from a soft cotton and has a removable hood. Two hand warmer pockets and two chest vents for increased air flow complete the new women’s Impress jacket.

Available in sizes S-3X. Suggested retail $109.95-$114.95.www.z1r.com

Street Legal 475 Cam/Calibration for M8 Touring Models S&S Cycle has long been the leader in performance cam development and looks to be keeping that streak intact with the 50-state legal version of their popular 475 cam for M8 touring machines. This bolt-in cam pulls over 100 Horsepower and 109 lb-ft of torque. An excellent power-per-dollar upgrade for sure, but they’ve now combined it with a Powervision PV3 tuner with built-in tunes allowing for a simple set up without having to put the bike on a Dyno. To make it even more interesting, S&S has managed to make the cam warranty friendly, CARB legal, and available in chain or gear drive! PV3 can also be barmounted to monitor critical engine functions or just used for tuning. A first for our market but not likely for the folks at S&S Cycle. Check out the details on their site at https://www.sscycle.com/50-state-475-cam December ‘20 - January ‘21 - CYCLE SOURCE MAGAZINE 103

i

t’s no surprise that it’s been a long strange year. Since we left off, there have been twelve rounds of American Flattrack.

As my deadline looms today, the final two rounds are taking place at the famous Daytona Short Track.

I’m sure my handlers, Chris and Heather, could have given me a few extra days to cover the entire series for the year, but what fun would that be?

I’m sure there will be enough action and storylines in the next two days to keep you guys entertained later in the year.

That being said, what has been

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Article By: Tyler Porter going on? The doubleheader layout this year has provided a

quick, effective, and fun way to get the entire season in. As hesitant

to change as I can be, I give it my stamp of approval, whatever that’s worth. The series has made its way to the mile tracks of Indy and Springfield but has mainly resided at roughly halfmile sized tracks in Atlanta, Texas, Georgia, and North Carolina. While I have greatly missed racing on both TT tracks and a nice cushion limestone half-mile, I think we can all be pretty proud that we got a full season in at all.

If you guys have been watching the races, we know that the AFT Singles class has provided the most fireworks. With two rounds

to go, Dallas Daniels wrapped up the title for the Estenson Monster Energy Yamaha Team. Dallas accomplished this feat in his first full season as a professional, and while winning a Singles title is a LOT different than wearing a Super Twins championship ring, it casts a very positive light on the young Illinoisan’s career. He has eight wins and an 80 point margin with two rounds to go. I think all you can say about his year has been “dominance.” Remember, he missed the main event at round one in Florida! Dallas was always in the mix-up front. This time around

singles races in 2021, they are going to have to go through Dallas.

Six different riders have taken the checkers in the Singles class, everyone from the TT master himself Henry Wiles, who unexpectedly took the checkers in an excellent round of the Indy Mile and a series veteran like Mikey Rush to winners like Max Whale, who is sitting pretty comfortably in the 2nd place spot in the points. There are also the young guns like Brandon Kitchens and Trevor Brunner. Those two are setting themselves up for a lot of attention in their sophomore seasons

what I saw from my couch was a racer who halfway through the season realized that each race was his to lose and that he believed he had to win every round. Most of the time that happened to work for him.

Another thing that impressed me about the young champion was how strong he was in the late stages of the races. Especially in Charlotte, where Dallas tracked down and stalked race leader Morgen Micheler.

With a single lap to go, he made an aggressive move and came off of a corner to assert his dominance and take the win. If anybody wants to win

next year. This class may feature the smallest bikes and the youngest competitors, but holy cow, do they put on a show. Writing a story that covers 12 rounds is tough when you have so many exciting moments to talk about. The Indy Mile alone had enough exciting action for a whole season.

In the production twins, a few riders have entirely separated themselves from the field. With a hot start to the season, defending champion Cory Texter looked like the man to beat, but then James Rispoli decided it was his title to lose and

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took charge, air horn carrying fans in the stands and all. With seven wins so far this season, I have seen some comments going around that he should be racing his productionbased Harley Davidson XG750 in the Super Twins class. I can help settle those statements by simply saying it doesn’t work like that. Nevertheless, Cory Texter has done his fair share of coming back, by taking a win at the recent Half-Mile in Charlotte.

Ryan Varnes is showing a ton of talent in this class, racking up two wins for the season, but mechanical issues have hampered his run at the title this year. I’ll be honest, I really thought this class was going to be the one to watch this year.

I think with this class structure being somewhat new, a lot of riders weren’t truly ready in the equipment department.

There is a lot of parity in this class with Harley Davidson, Kawasaki, and Yamaha, all taking wins and looking very even.

I am hoping this class continues to grow, and the field gets deeper. The way the current rules are set up, it’s actually a fairly affordable class. If the field gets a little deeper in the coming seasons, we might have some more exciting racing in this class.

To wrap up the column this month, of course, I’m saving the best for last.

What a storyline we have developing for the title this year. Early on, it looked like Briar Bauman’s title to lose, but then the man you can never count out, Jared Mees, has been clawing his way back. He is

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only sitting 9 points out of the points lead coming into Daytona. I think the coolest thing to happen in this class was the glimmer of hope we had from the Harley Davidson team in Indianapolis when the Mile Master himself, Bryan Smith, won a semifinal and led laps in the main to put the XG750 on the podium. It’s been

a tough row to hoe for the Vance and Hines team, and in talking with some team members, it’s not for lack of work. They will get there, but they still have a little ways to go. The sour bit in the Super Twins has been the Estenson Monster Energy Yamaha team. Coming into the season, they had done their homework, and JD Beach was looking forward to major improvements in results, even after winning two rounds last season on this bike. However, it looks to me like even the Indian teams have

found a little something extra, and the Yamaha’s still don’t quite have whatever it is that they need, to get to the top. The team has changed chassis, and there’s no doubt that the suspension adjusters have gotten a good workout. Much like Vance and Hines, I know they are putting the work in. In preparation for the 2021 season Kolby Carlile has decided to call off his season early to repair a knee that has been injured for a while.

Coming into Daytona, JD Beach looks to end his season on a high note. Will the Yamaha’s small size and quick-revving motor be what he needs on the tight and slick confines of the Daytona Short Track? The entire Estenson team is arguably the most organized and professional working team in the pits.

They could use the shot in the arm going into the off-season.

Two rounds to go on what I consider the most unique track of the season, the Daytona Short Track. This is a track that I raced on several times as a pro myself, and I can tell you this, as a rider, it’s not a fun place to race. I suspect that AFT will do as they did with us back in the day.

One day it will be loose and rough with big ruts, and the next day it will be packed in and smooth, which will form a narrow groove around the bottom. Either way, it’s a track that absolutely punishes the smallest of mistakes. If you think the AFT singes will be a fistfight in a phone booth, wait until you see the Super Twins class with a title on the line. My predictions? Fireworks.

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KIN P M U P T A E R G E H T SPICE RETREAT

m

108

y contacts feel like sandpaper slowly etching away at my retinas with every pass of my eyelids as I shake last night’s cobwebs lose sitting at this alter my computer is perched on. The bitter damp air has rendered my fingers useless, and I’m forced to hunt and peck my way into forming a coherent sentence. Summer’s gone, and I’m trapped in the lull where backroads aren’t an early morning option until these damn trees shed their summer coat. I like the thirty-five-degree windburn on my cheek as the tears that weep behind my glasses turn to subzero laser torture; this is part of the fun. Two days of non-consistent rain made for a complete disregard of traction, and being committed to a corner has an entirely new meaning, but this is fall riding in northwest Jersey, and this is my favorite time of year.

There’s nothing better than the quick drop off of two-wheeled traffic once the temperature maintains a steady high of low fifties. There are no more flailing armed waving dipshit’s trying to suck up split-second brotherhood moments as they pass you on the way to their fifteen-minute adventure to the microbrewery someone plopped in the local asbestos factory at the edge of town. Most importantly, I don’t have to live in constant fear of accidentally entertaining some babble with a softlooking fellow asking for recommendations on trailer parking during bike week as I choke

December ‘20 - January ‘21 - CYCLE SOURCE MAGAZINE

down a half-burned cup of coffee.

This is the time where the riders are out doing just that…. riding.

The fleeting conversations are familiar yet quick because the mission is relatable, get in as many miles before the salt flies. My rides have shifted from the quick leap to work where the bike doesn’t even have time to come into its own, to long distant miles of pavement where I am sheltered in calculated strategic layers of clothing. I ride more now than any other time of the year for the mere fact that the challenge continuously changes.

The irony of my disdain for a good portion of those twowheeled tourists on the road is not lost on me at all. I share the same foul taste for a decent part of the human race, and it’s safe to assume that those same meat buckets plaguing the average world probably own motorcycles as well. My feelings are warranted.

I’ll give anyone a chance until I won’t. Society, in general, is too self-accepting, and it ignores the fact that people can, in fact, just plainly suck. Only now, the level of suck has a medication to “desuckify” them because some highbrow educated sucky person decided there’s a tolerable level of suck we can all deal with. When it all comes down to it, you have people that suck, people you deal with, people you like, and if you can find the one has the most ideal level of suck, you marry them and pollute the world with your offspring. That’s life and on a motorcycle. I shouldn’t have to deal with any of it, and once the pumpkin spice fairies sprinkle their nutmegged cancer across the land, a massive chunk of the

headache just goes away.

But I’m in it for the self-gratification, an existence void of souvenirs and trophies. That’s all this twowheeled existence of mine has ever been about.

This is the same reason that the cold, the rain, and on occasion, the snow has found me spitting hatred for the current situation through a smiling mouth because, in the end, a mile of hell is worth more than a mile of heaven. The foundation of everything is found well-rooted in the fact that what you have earned yields interest through the struggle.

It’s the ramblings of an incoherent idiot. The pain in my knuckles from the cold is less than ideal as my skin adjusts to room temperature, and my sinuses purge a week’s worth of crap into my piss poor beard.

I’m just left puking words into this computer, trying to justify why this all makes sense. It’s a love affair.

It’s an abusive relationship between breakdowns and weather, finances and free time, the danger, the close calls, the reminder of the fragility of life wrapped into a pipe bomb propelled between your legs with only air trapped behind rubber separating you from direction and chaos. To some, it makes sense. The difference is those that understand the chaos and those that pretend to understand but just can’t process the stupidity. And now, as the days grow short and the weather becomes more and more disagreeable, those that get it are still leaning in and fighting for every last second.

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OFFICIAL POWDERCOATER OF FLAT BROKE CHOPS & RODS

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ADVERTISERS INDEX 5 Ball Racing Leather...................95 Bare Bones Leather.....................110 Battery Outlet.............................113 BikerNet.com................................110 Bling’s Cycles.................................64 Chop Cult....................................110 Cycle Source Gear...........................4 DB Custom Leather.......................35 Dennis Kirk.....................................5 Denver’s Choppers........................51 Drag Specialties..............................9 Dutchman...................................113 Faith Forgotten Choppers.............45 Feuling.........................................111 Flat Broke Chops & Rods.............107 GEICO..............................................3 Harbor Freight...............................65 Hot Leathers................................109 Kiwi Indian....................................29 Led Sled.........................................63 MC Creations................................113 Mikuni..........................................55 Motion Pro.....................................82 No School Choppers.......................97 Pandemonium...............................20 Paughco.....................................19,57 Progressive Insurance...................31 Providence Cycle Worx...................87 Russ Brown...................................27 S100...............................................49 S&S Cycle.....................................116 SpeedKing.....................................30 Sporty Parts.................................113 Spectro Oils...................................21 Steel City H-D..............................115 Sturgis Live!..................................79 Tech Cycles....................................29 Tropical Tattoo...............................35 Twin Power......................................2 Twisted Choppers..........................39 Wheels Of Steel..............................85 Zipper’s Performance.....................75

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December ‘20 - January ‘21 - CYCLE SOURCE MAGAZINE 113

was that Fay loved to tell off-color stories and the girls didn’t want to hear them. To teach Fay a lesson, the other women decided that the next time she told an off-color story, they’d just get up, walk out, meet at another home but without Fay. Sure enough, at the next meeting, Fay started, “You know, girls, there’s a rumor going around that a busload of prostitutes will be leaving in the morning for that big gold find up in Alaska, and they say....” Just then, the women all stood up and started for the door. Fay was disconcerted but only for a moment, then she understood what was going on and said, “Hey! Girls! Hold on, hold on!

There’s plenty of time ‘cause the bus doesn’t leave till morning!”

Heard A Good One Lately ?

Then Send It Along To Us At: 119 Dellenbaugh Rd. Tarentum, PA 15084 Or E-mail To cyclesourcemain@comcast.net

Turtle

T

he guys were on a bike tour. No one wanted to room with Billy, because he snored so badly. They decided it wasn’t fair to make one of them stay with him the whole time, so they voted to take turns. The first guy slept with Billy and comes to breakfast the next morning with his hair a mess and his eyes all bloodshot. They said, “Man, what happened to you? He said, “Billy snored so loudly, I just sat up and watched him all night.” The next night it was a different guy’s turn.

In the morning, same thing, hair all standing up, eyes all bloodshot.

They said, “Man, what happened to you? You look awful! He said, ‘Man, that Billy shakes the roof with his snoring. I watched him all night.”

The third night was Dave’s turn.

He was an older biker, no f#@ks given... The next morning, he came to breakfast bright-eyed and bushy tailed. “Good morning!” he said.

They couldn’t believe it. They said, “Man, what happened?” He said, “Well, we got ready for bed. I went and tucked Billy into bed, patted him on the arse, and kissed him good night on the lips. Billy sat up and watched me all night.”

A

Milwaukee Talkie

crusty old marine corps colonel found himself at a gala event downtown, hosted by a local liberal arts college. There was no shortage of extremely young,

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idealistic ladies in attendance, one of whom approached the colonel for conversation. She said, “Excuse me, sir, but you seem to be a very serious man. Are you this way all the time, or is something bothering you?”

No,” the colonel said, “just serious by nature.” The young lady looked at his awards and decorations and said, “It looks like you have seen a lot of action.” The colonel’s short reply was, “Yes, a lot of action.” The young lady, tiring of trying to start up a conversation, said, “You know, you should lighten up a little - relax and enjoy yourself.” The colonel just stared at her in his serious manner.

Finally the young lady said, “You know, I hope you don’t take this the wrong way, but when is the last time you had sex?” The colonel looked at her and replied, “1955.” She said, “Well there you go; you really need to chill out and quit taking everything so seriously - I mean, no sex since 1955, isn’t that a little extreme?” The colonel, glancing at his watch, said in his matter-of-fact voice, “Oh, I don’t know. It’s only 2130 now!”

F

Zach

ay Chester was a busy housewife with a demanding husband, six children and a large house. The only relief she got from her chores was the twice-aweek bridge game she shared with a dozen other women. The only flaw in the bridge club relationship

A

man decided to have a face lift for his birthday. He spends $ 5,000 and feels really good about the result. On his way home he stops at a newsstand and buys a paper. Before leaving he says to the salesclerk, “I hope you don’t mind me asking, but how old do you think I am?” “About 35,” was the reply. “I’m actually 47,” the man says, feeling really happy. After that he goes into McDonalds for lunch, and asks the order taker the same question, to which the reply is, “Oh you look about 29.” “I am actually 47.” This makes him feel really good. While standing at the bus stop he asks an old woman the same question. She replies, “I am 85 years old and my eyesight is going.

But when I was young there was a sure way of telling a mans age. If I put my hand down your pants and play with your hairy walnuts for ten minutes I will be able to tell your exact age.” As there was no one around, the man thought what the hell and let her slip her hand down his pants. Ten minutes later the old lady says, “OK, it’s done. You are 47.” Stunned the man says, “That was brilliant! How did you do that?”

The old lady replies, “I was behind you in McDonalds.”

JC

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December ‘20 - January ‘21 - CYCLE SOURCE MAGAZINE