Cycle Source Magazine December 2018 by Cycle Source Magazine

CYCLE SOURCE MAGAZINE

21 YEARS AS AMERICA’S FAVORITE GRASS ROOTS MOTORCYCLE PUBLICATION

ISSUE NUMBER 261

August ‘10 CYCLE SOURCE

CYCLE SOURCE December ‘18

BIKES The Saltster

An Ironhead Sportster Just For The Salt .................................................... 22

Salty Dog

'45 Flathead To Run On The Flats ................................................................. 40

The War Pony

Chris's Ultra FXR Slat Flat Racer ................................................................... 58

F-A-S-T

Yurko's Dyna Land Speed Racer .................................................................... 70

741 Indian Racer

Rick's Vintage Flyer ............................................................................................. 82

AJS Junk Pile Racer

Gerean's Moder n Day Frankenstein ........................................................... 94

FEATURES Bonneville

A Week In Motorcycle Mecca ...........................................................................10

First Ride

Ken Takes A Spin On The Indian Chieftain Limited .............................. 30

The Passing Of A Legend

In Memory Of Bonnie Truett ............................................................................ 34

Fuel Cleveland

The Rust Belts Celebration Of All Things Motorcycle ....................... 54

Bub's Streamliner

After The Wreck, Will The Pilot Remain ......................................................56

Why, Where, What and How

Land Speed Racing 101 With Brew............................................................... 64

Art Of Our Culture

Marco Tomesani ................................................................................................... 68

Year In Review Nominations

Your Chance To Give The Thumbs Up ......................................................... 86

InSlideLine

The Man Behind The Curtain .......................................................................... 90

TECH Lift It

Lifting Spools With Daniel ................................................................................ 18

Seal The Deal

Chris Uses The Caswell Epoxy ........................................................................ 36

Neck Bearing Service & Install

Corey Of Faith Forgotten Walks Us Through It ...................................... 46

6 December ‘18

- CYCLE SOURCE MAGAZINE

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 J. Ken Conte - Test Ride Editor - kenconte@gmail.com

STAFF WRITERS

Chris Callen, Milwaukee Mike, Jack Schit, Pat Jansen, Will Ramsey, Xavier Muriel, Charlie Weisel, Mitch Bodine, Mark Velazquez, Amelia Rose, Daniel Donley, Joshua Elzey, Jimmy Frizzell, Roadside Marty, Scotty Kerekes, Heather Callen, Rebecca Cunningham, Dan Venditto, George The Painter, Tyler Porter

STAFF PHOTOGRAPHERS

Chris Callen, Heather Callen, Mad Stork Ken, Mark Velazquez, Carsten Fritzen,Twila Knight, Rebecca Cunningham, Dan Venditto, Melissa Shoemaker, George The Painter

CONTRIBUTORS

Patrick Garvin, Craig Harriman, Jacki Hill, Cory Barnum

STAFF ARTISTS

Jimmy Frizzell, Chris Callen, George The Painter

ADVERTISING

Ken Conte- Sales Manager - ken@riseaboveconsulting.com

CIRCULATION DIRECTOR Heather Callen - 724-226-2867

New Products

COPY EDITOR

Three Two Choppers New Narrow Hoop ...................................................... 56

Word Of Mouth On Some Of The Good Stuff Out There ....................... 106

Judy Duggan

LEGAL COUNSEL

In The News

The World Report Powered by BikerNet.com ......................................... 100

DEPARTMENTS From The Editor’s Desk .................................................... 8 On The Road With X ......................................................... 28

James L. Paz Attorney at Law - Tarentum, PA - 724-226-9PAZ For Any Subscription Questions Call 724-226-2867 The Cycle Source Magazine® (ISSN 1935-0287) is published 12 times a year by The Cycle Source Magazine with Offices at 118 Dellenbaugh Road Tarentum, PA 15084, 724-226-2867, www.cyclesource.com. U.S. Subscription rate is $25.00 for 12 issues. Canadian Subscription rate is $40.00 for 12 issues. Back Issues, when available, are $6.00 each, payable in advance. Periodicals postage paid at Tarentum, PA ad additional mailing offices. The Cycle Source Magazine® reserves the right to reject any advertising or contributions that it deems unsuitable. Opinions expressed are those of the author and not of The Cycle Source Magazine®. Nothing printed in The Cycle Source Magazine® August be re-printed in whole or part without the express written consent of the publishers. Copyright ® 2018. The Cycle Source Magazine®, A Grass Roots Motorcycle PublicationSM, Scooter Tramp ™ Wild Man™ Low Down & Dirty Rotten™ Grease & Gears Garage™are registered trade marks.

POSTMASTER: Send address changes to Cycle Source Magazine 118 Dellenbaugh RD. Tarentum, PA 15084

ABOUT THE COVER

Pin-Up Of The Month ....................................................... 38 Chopper Charlie ............................................................... 50 Photo Hunt ........................................................................... 53 Endless Highway .............................................................. 76 The Edge With Jimmy Frizzell .................................. 104 Gut Busters ........................................................................ 113

DISTRIBUTION

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

SPARE PARTS Product Spotlight

GRAPHIC ARTISTS

Chris Callen, Heather Callen, Amelia Rose

In the 22 year history of this rag this is the second time a bike built by creator of this monthly offering , Chris Callen has graced the cover. Not only is this a killer Ultra Classic/FXR but it comes along with a story that goes full circle. I hope you enjoy the story and the feature as much as we have enjoy bringing it to you. December ‘18 - CYCLE SOURCE MAGAZINE 7

Article By: Chris Callen

n 1954 George Smith (S&S Cycles) achieved a land speed record of 152.02 mph at the Bonneville Salt Flats. A few years later Smith and Stankos offered their first product for sale to the general public, a set of lightweight aluminum pushrods that would convert hydraulic lifters to solids and make it possible for the engine to run at a higher RPM. They learned of the need for this change by drag racing. After years as a motocross racer and employee of General Motors as an engineer, with a desire to improve the V-Twin transmission, Bert Baker would be the first man to design a six-speed overdrive transmission, a right side drive, the seven-speed and was the first to incorporate direct drive. Baker would go on under his own banner to innovate the V-Twin drive train in ways that were never imagined before him. In the mid 60’s a man from California was moving furniture by day and competing in bowling leagues by night to earn prize money to provide for his family. He also squirreled away enough of that money to build his first motorcycle for $300. Once he was finished customizing it and painting it, he entered into some shows, and it was received with wild popularity by magazine photographers of the day. From that, he got into painting other people’s motorcycles while still unable to buy another donor for his own work. Instead, he reworked his ’47 Knucklehead over and, over again with different parts and paint to build recognition for his craft. Eventually, he would print his first catalog with rams horn handlebars and fiberglass fenders and parts that were in his shop. It all came together with the design of bikes like Two Bad, a double-engine Sportster with hub-center steering. The name Arlen Ness became synonyms with the custom bike culture and the parts to make a bike cool.

8 December ‘18

- CYCLE SOURCE MAGAZINE

Although all three of these stories feature very different men from different generations and different regions of the country, they all have one thing in common. None of them, not one, were “invited” to participate in the motorcycle culture. They did it solely from drive and determination, not to be included among a list of names but to be the very best, the top of the list, not second, not eighth, but number one. To be known for what their accomplishments have been in a lifetime is a risky proposition, one that requires would be champions to skirt devastating defeat…constantly. You know our industry is a fickle thing for sure. Today, it would seem that the more social media engagement, the more the Millennial influencers get into the driver’s seat of some of this shit the less the meaning and true impact of accomplishments made by individuals actually have. Now many point out the aging demographic as the reason why, some will blame technology, and whatever other new age wizardry kids are doing these days as the culprit, but I disagree. After all, we had drugs and video games when I was in my twenties, plenty of them and I still rode my bike to my buddies house to play Sega and get stoned. No, I would point out a very different but much more evident villain in this plot, the mindset of the “Trophy for Participation” generation. I know, I know… sour grapes, right? WRONG! In the face of what will surely be and unfriending frenzy, I cannot stand by and pretend that it is either good for our motorcycle culture or the American way of life to deny people the same chance actually to be the best at something anymore. This whole outcome-based society that would leave no child behind is, In fact, leaving a whole generation without the balls and motivation to roll up their sleeves and make something of their lives. Yes, try to reach above your head to climb

to a higher branch, and you may fall, but as my grandpap used to say before he left this shitty old world, “Only thing you get from sitting on the fence is a sore ass.’” We have, as human beings, the very inherent drive to do more. To learn more, to question, to build, to survive. This dynamic is linked to our own survival, and I am seeing the dismantling of this in the name of not making someone feel like they could have done better. Yes, everyone’s effort counts but there are just some among us who put in more hours, strive for perfection and deserve by God accolades for their quest to excel. Can you imagine if this was a sentiment completely adopted today? Next year we could see the American Flat Track series feature a field of invited racers, who under no promise of contingency money or podium finish, just came out to the track to have their names listed on all social media posts about each race, that they too…were participants. Yeah right, that shit wouldn’t fly, and the whole thing would be over in a few races. Here’s the deal cupcake, you don’t like losing, stay up later tonight and put in the work. You want your next bike build to be recognized then make it an outstanding example of what a bike builder is capable of today. You want to be a winner, try training instead of excuses. Maybe, just maybe, if we accept some personal responsibility for who and what we are, Americans will start to win at events like the AMD World Show. Hell, we might even decide that we can do a better show than that one and have a World Championship here again, but that would require that some of us have to be ok with losing.

December ‘18 - CYCLE SOURCE MAGAZINE 9

Article By: Chris Callen

Photos By: Scooter Grubb, Chris & Heather Callen

t’s been six years since I stepped foot on the salt flats of Bonneville, long years. Years that have kept me away from people that had become my second family. For the seven years that I made the Bonneville Motorcycle Speed Trails part of my annual trek, I have had the privilege of watching children of my friends grow up, records be broken, experienced the loss of friends and have shared that with the family I made at Bonneville. All of this makes the Salt Flats an extraordinary place, makes the people special and in the end worth the trip to one of the most remote parts of these United States. Although in spite of the things I have mentioned in this small introduction, you are not likely to see major news networks there, there are no historians on hand to record the giant steps made in innovation of the twowheeled combustion vehicle, there will

10 December ‘18

- CYCLE SOURCE MAGAZINE

be no scholars waiting to debate the achievements of these warrior poets who follow a path without a map. No, this may be one of the most pure and metaphysical connections between man and machine left in the world today, and finally, I was back! Since my last trip to the Bonneville Motorcycle Speed Trails, there had been some changes. Namely the ownership of the event and the name. This mattered little in the end as the track workers, team members and general attendees were much the same as I had left them. Some a little greyer, some a little more celebrated for their new records, but for the most part intact. Since I had never had the time to make it to Bonneville early, I was stoked to roll into Wendover Nevada days before the gate opened. I always wondered what it was like to be early. Well, it

happens that there isn’t really much reason to be there early. I mean, don’t get me wrong, seeing the hangar of the famous Enola Gay, the Air Force base that has been restored that trained men and women of that era, was awesome, but that was about one day’s worth of entertainment. No big deal, we filled our days by accomplishing one of my long-time goals; camping on the salt flats. We set up our mobile command center right on the corner of the road that leads to the boat ramp. We not only achieved that but managed to do an episode of ShopTalk live from the Salt. Within a few days, other familiar faces started to pour into this sleepy little gambling town and all of a sudden, we had more than just Wendover Willy as our neighbor. On that live broadcast alone, we were joined by old friends Santa

Claus, Steve Garn and Jay Allen. Jay had been in town the entire week before for Speed Week, where he set records. We were regaled with tales of amazing runs like the one where he shifted 16 times through the mile and still managed to break the record. It turns out that the need for shifting was the result of his transmission literally coming apart through the mile. This guy is a true speed freak, it wasn’t even in his purview to quit before he crossed the finish line. Santa Claus was on hand officially to support the Buell Brothers team that he started, now owned and operated by Drew and Ashley Woodford. Unofficially, Santa had the task of promoting the Bonneville Hall of Fame and Museum with meetings in front of the Mayor and other concerned parties. As part of this initiative, it has been his tenyear commitment to hold a dinner

during the BMST called the “Legends Dinner.” This year the event would feature Micah McCloskey, Jay Allen,

Al Lamb, Larry Coleman and Pete, and Jackie Hill. The mayor and Wendover threw in a nice dinner for

December ‘18 - CYCLE SOURCE MAGAZINE 11

12 December ‘18

us, and as we sat around, we were treated to stories from these legends in a very informal manner. What does that mean? Well, as an example Pete shared the memory of Jackie having a disagreement with Pete during a drag racing event they were at earlier in his career. You see, Jackie mixed Pete’s fuel and on that day, she loaded him up with a 97 percent mixture. Pete commented that he knew as soon as he started the bike something was up and when he asked Jackie she just said: “Never mind, you just go down there and get that money.” You never get to have inside access like this to racing legends, and by the end of the night, my face hurt from laughing. Finally, out on the salt, our focus shifted towards getting the War Pony ready to pass Scrutineering. You see, early on we had decided that we would just take her there this year and rather than go crazy trying to make it happen, we would just get a report on what needed to be done for next year. As it turned out, we needed very little, and this had everyone cheering us on to make an effort to get a run in. At the same time, I knew to make the list I had to be ready, and I joined the Buell Brothers Racing team to make my rookie pass on their “Experience” bike. This is a great program where all you need to do is show up with the desire to get a pass under your belt, bring a helmet and some leathers, and they take care of the rest. I signed up for the rookie class that gave me a ride down the race course, several instructions of what to do and a few of what not to do as far as race procedures that would keep me safe. Upon completion, I was given a red stripe to put on the back of my helmet, so everyone would know I was a rookie. That’s right, in my eight years at Bonneville I was finally elevated to rookie status and I couldn’t have been happier. There was another rider using the Experience bike as well, so I decided to work on War Pony. Santa Claus himself sat with me and resisted calling me peckerhead to shame me into just sitting down and doing the work. You see, Santa had a personal investment in me getting this bike out on the track, many who know me personally from Bonneville did. It was on this very same bike that I made my first trip to Bonneville and on which I made every trip there from my office in Pittsburgh, PA every year afterwards. It was this bike that I raced in the very first Hoka Hey from Key West Florida to Homer Alaska, some 9500 miles - CYCLE SOURCE MAGAZINE

in eleven days. It was this same bike that built the magazine from the time it first hit the national newsstands when it was the only way I could afford to travel to fill its pages. And finally, it was on the back of this 2003 Ultra that I had fashioned mounts for the Sportster tank that carried my mother’s ashes here when she passed in 2008. When a friend of mine totaled it a few years ago, it seemed that all that history would be lost with it. As we started to recreate it during the IMS Shows last year, it was as if it was building itself. I truly had no idea until about halfway through that it was becoming a Salt Racer. Coming back here with the War Pony as a reborn race bike was the completion of a circle that took a good part of my life to draw and without all those around me, it would have never been completed. You find that many of the individual stories that play out on the salt are like mine. There tends to be great depth in someone actually making it to the salt and with the accomplishments that are evident on the surface, there are many that have some greater purpose for being there that you will never see. Take the French team with the little red Sportster that you will read about in this same issue. They were having a blast running the hell outta their Ironhead. And once we got the story of why they were there, it blew my mind. The one man’s father had planned on making a run at Bonneville as part of his bucket list and came close but never got to run. I listened intently as he described that he was a well-known motor builder in France, spent his life making other people’s Harley’s faster and would one day make it to the Salt on a bike that he had built. He had made it one year when the bike got held up and refused to even walk out onto the salt without it. Unfortunately, he passed away before he could make it back and they were all there to see through his dream. That man was Zed of Freeway Magazine, an amazing story of an amazing man and only one of those from the people whom attended BMST in 2018. Meanwhile, the rest of the racers were experiencing the kind of irony that only Bonneville can deliver. After a few years in a row where they showed up ready to tear down records only to find the wettest most difficult conditions to race under. This year it was quite the opposite. The conditions were the best they had been in over fifteen years, and the salt was as hard as white asphalt. The wind was at a minimum, and it

December ‘18 - CYCLE SOURCE MAGAZINE 13

was widely agreed to be the perfect conditions to make dreams come true. As I mentioned, only the salt flats can deliver this kind of brutal irony because across the board riders and teams who typically would be figuring out the right combinations to deal with salt conditions and timing their runs for weather, were now dealing with blown motors and trannys, electrical gremlins and in general mechanical skullduggery. Still, the days would end in great jubilation with many of us making the

traditional visit to Carmen’s Black & White Cafe. The walls of this place are adorned with the history of land speed racing, and as you walk in, you realize that this is just an extension of the activities that happen on the salt. While Drew Gatewood sat playing an acoustic guitar, everyone shared stories and advice, explained theories of what might happen and tales of things that did not. There at Carmen’s everyone is equal. There are no big guys and little guys, racers and wrenches; there are just the members

boneville belles the ladies of BMST 2018

acing at Bonneville is almost indescribable. It is a place of history, dreams, excitement, frustrations, and every other feeling you can imagine. So, when it comes to explaining what it is like to run there for the first time and to be a part of the Land Speed family we all do our best to describe it, but you have to actually make that first run to fully understand. When I made my first run I was a mess. Excited, nervous, a bit scared, and calm all at the same time. My team and fellow racers kept me in check. They were telling me to just take a ride to the store for my first pass. The advice helped! I shifted like I needed to and was on my way down the track. It seems like you can see forever in front of you. Salt and nothing for miles. I counted the mile marker flags and made it to and through the timed mile. As I got off the track and back to the pits, the adrenaline started to hit. It was like nothing I have experienced before. I was hooked! Over my rookie week I got to meet some of the most amazing people. To have some of the fastest people in the world congratulate you on making your rookie run and be so excited with you is the best feeling. That is when you realize that no matter where you come from, your speed, what you’re riding, and what team you’re on doesn’t matter. Its about racing and having fun! Like most rookie run will be a memory I will

14 December ‘18

- CYCLE SOURCE MAGAZINE

never forget, but the icing on the cake was when I was asked to be in “The Women of Bonneville” picture with my idols, mentors, and new friends. I never saw myself being one of those amazing women. I can now say I am a racer and one of the many women of Bonneville. A true honor. “The women of Bonneville” are some of the most amazing women. They are a diverse group: artists, executives, student, insurance agent, oil field worker, accountant, HR, instructors etc. Even though we are so different, we are family and have the same goal…go for a record! A few of the records this year include: Katie Cooke setting a personal best and new record of 51 mph on a 50 cc Honda, Kay Patterson 115 mph on a 500cc Yamaha, Sherry Soliz set four records on her 6 74 Honda 650, Anna Skurdal set a new record of 171 mph on a 650cc Suzuki, and Belen Wagner went 217 mph for the first time, this is just to name a few of them. Some of us were not so lucky and had engine problems, minor breakdowns, electrical issues, blown motors, but that’s racing as they say. I am beyond proud to be called a racer on the Bonneville Salt Flats and one of the many women of Bonneville.

of that year’s event. I proudly took Heather all around the place and told her the names of the faces I recognized. We shared the stories that I knew of the history of Bonneville, and she took it all in like a child learning about the story of Christmas. The crowd never lasted too long since every day the race started before the sun came up and the racers lined up at the boat ramp to get out to the salt and set up each morning. Heather and I made it out in total darkness one morning and set up chairs in front of the Sprinter just to take in the magic of a Bonneville sunrise. Figures this would be the one day that there was so much overcast that we could hardly see the sun. There were plenty of days after that were filled with brilliant colors and a spectacular view that has been fabled in story and song about the great salt flats. It is truly a wondrous place. Unlike most other events you will attend as a motorcycle rider the sense of community and camaraderie there is like no other. I’ve been trackside at many other forms of racing, and although there are those that come close, mostly on the district motocross level, none are like Bonneville. Maybe it’s the fact that you’re a million miles from anything when you are there so if you need something there is no easy answer. If someone else on the salt doesn’t have something to help you, then you have a hundred and tenmile ride to the closest real town to get anything. Regularly you will hear loudspeaker announcements asking for help for other riders, and people actually scramble to the call, even people running in the same class. It is in this spirit that Al Lamb of Dallas Honda invited everyone from every team to his trailer one night during the event for a Beef Brisket dinner that he had been smoking for days on the salt. The best part was that through a mishap in shipping Al’s bike, “Big Red” was not able to make the event, and he spent the week there just waiting... Well waiting and smoking. The brisket was to die for, thank you, Al! Even the track workers are like family. Since this event is put on at great expense as you can imagine, the volunteers are some of the most important parts of the whole machine. Apparently this year they were a bit short, and I suggested to Heather that we take two slots working the gate to help out, just like many others did. It’s not for extra credit; this is just what it’s like there man. People need help, and

CYCLE SOURCE December ‘18

scrutineering the tale of the war pony's first trip

o tell you the truth; I never thought we would get a pass on War Pony this year. The plan early on was to just take it out to the Salt Flats, ride it in the back of the pits, do a photo shoot and figure out what we needed to do for 2019. Try as I may to not focus on the what ifs I somehow found myself daring the possibility of a run. I had been talking with Drew Gatewood, the man in charge as far as the tech stewards go at Bonneville and even he was cheering me on to make the changes I would need. I decided to fix some of the known issues and then go through Scrutineering just to see how close I might be. Right off I needed to safety wire a bunch of stuff, no big deal, the reason is that if something falls off your bike and another rider hits it a speed, well enough said. I also needed a chain guard. Again, no big deal except that the only hardware store in Wendover is kinda more of a family dollar. As luck would

16 December ‘18

- CYCLE SOURCE MAGAZINE

have it, they did have some aluminum angle and with some tools from Buell Brothers I made a nifty guard and was left with one white elephant; the open belt primary. Now just last year the change this rule after a rider got his leathers caught in an open belt. There is now no class where an open belt is permitted, not even Run W h a t c h a Brung. I toyed with the idea of making a guard, but I was happy enough to get a once-over from Drew who also helped me figure out the class for the bike when we come back next year. It turns out I will be running in the 2000 APS class which will put me with some big guns like Mike Yurko and Jay Allen. Never the less I know now because Drew helped me and I owe him a big thank you!

you step up. For that you got a cool staff shirt, a tent with a stop sign and a cooler full of bottled water, a priceless commodity on the salt in fact. It was funny to me that everyone coming off the salt at the end of the day slowed down and said thank you. They knew that the people at the gate are volunteers like us and each and every one appreciates the help. Back to racing action and the big news was not that of the Bub streamliner. After a harrowing crash at speed during a run in Australia, the Bub Number 7 was unable to make BMST. Although Valerie, the pilot, was ok, she would have to wait until 2019 to come back to Wendover. Jay Allen on the other hand under the new brand “One Feather Racing” was tearing up the record books. With the help of the Cherokee Nation, Jay was setting and breaking his own records faster than anyone could keep track. With an average speed of 229.7 he set his final record of the meet and was torn down... But get this, he still has no red hat for the 200 mile an hour club. Apparently there are a group of those in charge that have made it a few miles faster than his 220 to get that hat. Hmm, funny they don’t call it the 230 mile an hour club, then right? Still, Jay is an ambassador of this sport, and if you get a chance to pick up the record book, you will see his name more times than the guys who wrote the book. Jay now holds 45 records in numerous classes over his 16 years racing at Bonneville. Legendary drag racer Pete Hill was on hand with his Knucklehead for another round of go-fast sessions and spending time with him and his wife Jackie was a highlight for both Heather and me. I almost did a spit take when Heather asked me shortly after seeing them pull the Knuckle out of his trailer “Who pilots the bike for Pete?” to which the answer is Pete of course. This is one of the men who invented going fast on two wheels, and I doubt that as long as he can get a leg over that bike anyone but the man himself will ever pilot it down any track. My time finally came up for the Buell Brothers experience bike, and I was giddy. After all, these years dreaming that I would get a pass on the salt, it was finally about to happen. I got geared up and set off to the check in and then on to the staging area for Run Whatchya Brung, or in my case, what they brung. I would be piloting a Buell s3 Lightning and although I had no intention of setting any record

I did want to get at least 100 mph on my rookie pass. Rider after rider left the staging area and I got closer and closer to living this dream. I went over all the details in my head, stay tucked, make sure I throttled the whole way through the mile, tuck until it hurts, don’t turn off after the mile, don’t wreck the loaner motorcycle and for God Sake, DONT SUCK! I got the word that I was up. Next, my lovely wife acted as my crew and helped me gear up and tuck my gloves and such. I sat patiently with the lid of my Simpson helmet flipped up, so I could get some air until it was time. The radio puked out a garbled report, and the flagger looked at me and gave me the sign. From here there was nothing to do but ride out to the zero flags and twist it. As I rounded that corner to line up with the racecourse it seemed as if everything was moving in slow motion. It gave me an eternity to think about my life and the salt flats. I thought about my mother, her ashes lay just a few thousand yards to my left. I thought about the 2500 miles each way that I traveled by motorcycle each of the seven years to get here. The hundreds of friends that I made in my time at these events. How good a cold drink was going to taste at the Black & White that night after entering a fraternity that many will never gain access to, and finally I thought of nothing.... The motor slowed down, the noise of it and my own breathing went away. The blinding light of the salt around me darkened and all I saw was the floating mountain off in the distance and the row of flags that seemed to lead to it. The next minutes went by as if they were seconds. I flew through the course and before I knew it, I saw the mile marker and poured on the gas. My breathing, the motor, the sound of the gears all pounding out a rhythm. and whoosh.... I passed the exit flags of the mile and they all went away again. The wind was all I heard as I realized I had just completed one of the few bucket list items of an otherwise full life as a motorcycle enthusiast. Of course, there was a moment of exhilaration but then just as fast the realization that I was coming to the end. The end of this run, the end of this event, in some ways the end of this life. My list became one item shorter on that day... until I replaced it with another line... To go faster next year!

bonneville players the men and women of bmst 2018 Les Shelby - #828 - Sherman Texas

Rich Stoster - #1160 - Pot Luck Motorsports

Kayla Revias - #744 - Royal Enfield / S&S

Drew Woodford - #1978 - Buell Brothers Racing

Started in February on this 124 inch Ultima, a quick build, so he was trying to work bugs out on the salt. Les found plenty of them, but he was getting it figured out. First time for the bike first time for him.

This was her first time out on the RE 650 Twin, and she broke the 100.1 record on the first day when she went 133. As the week went on, she broke that 133 record three other times, ultimately used nitrous and got a record at 146.6mph. At just eighteen years old, Kayla has been racing since she was 12 at Bonneville and also started drag racing this year. Royal Enfield and S&S have teamed up on a few projects, and so far the V-twin performance manufacturer has made a couple of headers and small products to showcase what they could do for Royal Enfield. Recently they featured a drag bike that was showcased at Wheels and Waves. When it came to this project, S&S Was sent a motor and a Harris performance prepared chassis. The exercise was to show what the three companies could achieve with a Stock Royal Enfield engine that had some performance upgrades. In the end, the young female pilot amazed onlookers for her abilities as much as the were amazed by the brand of motorcycle she did it on. Congratulations to all three companies and to Kayla for carrying on the family tradition of fast riding and breaking records.

Fran Carpio - #710 - Speed Freaks

Powered by two 1980 Suzuki GS1100E engines Fran was loaded for bear. He built the entire frame that contained the massive drivetrain. Both engines were bone stock, but he engineered everything to make them work together.

Running outta California, this was the innagural year for this bike with its120 CUI S&S Motor. He ran 149mph at thispoint but was looking for more. Rich has had an identical bike running for eight years at Bonneville.

Running a 1997 Sportster 883 chasing a record of 136mph, Drew did a 138 down and 141 return. The bike is just a bunch of spare parts, he said. An S&S carb, ignition, Led Sled made aluminum rear fender and an extended swingarm.

Steve Garn - # 9302 - Brew Racing Frames

On his 1974 RD, 350 Brew Dude has five number one national plates already. This year he scored an FIM world record in the mile and Kilo at 117.0431mph. He was hoping to get in the upper 120s but was happy to get the record.

Tom Miller - # 240 - Vancover BC

Running a 1969 Triumph Trident, bored and stroked it was one of the more slippery bikes of the meet. A100 hp bike doing 209mph, hoping to get to 220. Tom is also known for the 1950 Silver Wraith Rolls Royce chase vehicle he comes with. CYCLE SOURCE December ‘18

Article And Photos By: Daniel Donley

www.pandemoniumcustomchoppers.com

eople have been modifying Harley-Davidsons since the beginning of their time. From basic repairs just out of necessity to performance upgrades. The Dyna platform, in my opinion, has always been Harley’s hot rod. Its light chassis and large cubic inch motor have always been desirable for performance enthusiasts. The aftermarket today supports this platform well, performance brakes, suspension, exhaust, and many other upgrades. Anymore today the Dyna platform is almost considered a Sportbike / Cruiser. The Dyna has always been a great cruiser, but with the proper upgrades, it can also be considered a Sport Bike, fancy tuneable suspension, fancy brakes, Hot rod horsepower upgrades, the list goes on and on.

18 December ‘18

- CYCLE SOURCE MAGAZINE

Within the sport bike arena, rear stands are commonly used. So, you ask “What is a rear stand”? A rear stand allows you to lift the back tire off the ground. Now I am sure you are wondering how the hell do you do that. Ok, so this is how they work. There are what they call “spools” (yes they actually look like spools) that are located at the rear of the swingarm. These mounted spools create a lifting point allowing the wheel to be lifted off the ground with the rear stand. So, now you are probably thinking this is cool but how is this going to work on a Dyna? The shop door doesn’t swing too much here at Pandemonium. I have been noticing this local cat coming around more often. Greg Mallett who is a sport bike guy and has been drag racing since he was young. One day Greg rolled up

on a 2004 Harley-Davidson Dyna. I guess I rubbed off a little on this sport bike guy! Greg comes to me one day and says “Hey, I have an idea; you know how in sport bikes we use rear stands to lift the bike? Why don’t they have something like that for the Harley world? I said to Greg “Well, I don’t really know, but that would be cool.” It would allow you to be able to do all kinds of things when it otherwise would be a pain in the ass. Cleaning your tires, checking your brakes and rotor, wheel bearings, chain/belt adjustment, and the list goes on. Greg is the owner of Mallett Competition Products which has been producing high-quality American made motorcycle drag racing products for many years. For this month’s tech, I am going to show you how to install Mallett Competition Products “Lifting Spools.”

Mallett Competition Products “Lifting Spools” are CNC machined 6061T6 Aluminum also includes 3/16 SS fasteners. All MCP products are Made in the USA right here in Ohio. The lifting spools replace the stock axle adjusting plate on 1991 thru 2005 Dyna Models.

Installation of the MCP “Lifting Spools” is extremely straightforward. A 5/16” Allen wrench is all that is needed. First, you must remove the stock axle adjusting plate and bolt.

Stainless steel fasteners are included. Be sure to use thread locker on these.

Take the MCP “Lifting Spools” with fasteners and install them where you removed the stock axle adjusting plate and tighten the fasteners.

There you have it! They are installed, and it really is that simple!

This is an example of a rear stand. These can be purchased throughout the sportbike world and many different variations. They range in price from $30 and up. They are adjustable in width to accommodate swing arm widths. In my opinion, you get what you pay for.

You can see the Rear stand in use with the MCP “Lifting Spools.”

The MCP Lifting Spools are currently available for 1991 to 2005 Dyna Models. Lifting Spools for Sportsters and 2006 December ‘18 - CYCLE SOURCE MAGAZINE 19

and newer Dyna Models will be available by the time you read this. Custom anodizing will also be available. The MCP Lifting Spools aid in the ease of basic maintenance and storage, allowing the bike to take up less room. MCP Lifting Spools are available for purchase through Pandemonium, check our website or give us a call. This year is my 7th year writing for Cycle Source and my 93rd tech article. If there is something that you would like to see me do an article on please call me or email me. If you have any questions, please feel free to call me at the shop anytime 419576-6812 Daniel Donley Pandemonium Custom Choppers Facebook- Pandemonium Custom Choppers Instagram – pandemoniumc2 info@pandemoniumc2.com www.pandemoniumcustomchoppers.com

20 December ‘18

- CYCLE SOURCE MAGAZINE

ne of the greatest things about attending Bonneville Motorcycle Speed Trails are the stories. The personal triumphs and even the defeat that come with reaching a lifetime goal. That one run, that special accomplishment that very few get to add to a list of their lifetime achievements. Sure, there are those who are fixtures at Bonneville, there year after year because once they make it they know, this is as good as it gets.

Still, more are passing through, either only able to make it once or unable to give in to the dance that is a love affair with the salt flats. You can see the ones with the great stories, just waiting to share them, so full of the exhilaration of what they are doing that it brims over. A long stare as if they are gazing out to the edge of the universe itself, and in some ways, even beyond. This is a story just like that, a great story, of a great group of people doing a great deed in the name of an amazing man.

Article And Photos By: Chris Callen

December ‘18 - CYCLE SOURCE MAGAZINE

It all started with one man that was very well respected in the motorcycle community of Europe. His name was Zed, and from the stories of his friends and family, I got to know him during my time on the salt flats, although we never had the chance to meet in person. In France, when Harleys became popular in the early seventies, there were a few people who really shined through that time. He was one of the first guys in Paris that started to build choppers; he became a pioneer of custom

CYCLE SOURCE MAGAZINE - December ‘18

Harleys in Paris. At that time, it was still very difficult to get aftermarket parts for American bikes in France, so he started to bring them in. After some time, he was done with the scene in Paris and moved to the South of France. In ’91, Zed opened a shop called “Street Drag” in Nimes. There, they started to build all kinds of Low Riders and performancebased customs. In 1994 they went to Sturgis and became the first Europeans to win the Rats Hole show with a bike called the “Street Dragoon”, a little yellow Ironhead. After that, he continued to build bikes and over the next ten years became very well known for his builds but also became a little bored. That’s when he was asked by the staff of Freeway Magazine to work for them. In 2001, Zed signed on as the Editor in Chief, shooting bikes all over the world and writing editorials that would set the tone for the life and times around the motorcycle scene. Of course, this took a lot of his time, and he wasn’t doing as much shop work as he used to but in 2011 he was inspired to build a new bike, one that would be for the purpose of racing at Bonneville. Like so many

December ‘18 - CYCLE SOURCE MAGAZINE

stories, after watching the story of Burt Monroe and his quest for a run on the legendary salt flats, he began his pursuit. Three years were invested in the build itself. In 2014 he was finally ready to make the trip. Along with his friend Bob, who would pilot a Triumph, the two men intended to reenact the Rocker vs. the Biker. Unfortunately, the race was canceled due to the rain that year which may have been better since Zed still had some details to work out on the Ironhead. 2015 came and only one week until the race, the bikes loaded on the plane, Zed and his wife and children were already in Utah, and the race was called once more. His son remembers

that his father even refused to go out on the salt without the bike but instead mentioned the experience in his editorial. His words explained that he imagined so many things about Bonneville and everything that he would see and do there, but instead he would discover another face of the United States through traveling with his family instead. The salt would have to wait for another year. Sadly, as 2016 rolled around Zed fell ill and would be unable to make it back to the States. He passed away at only 58 years old in the beginning of 2017 having never completed his dream of running at Bonneville. The very day he passed his friends and family discussed plans to get everything together and complete this journey for him. They founded the “Till The Salt” foundation, and

CYCLE SOURCE MAGAZINE - December ‘18

The Saltster tech SHEET Owner: Zed, Editor in Chief Freeway Magazine City/State: Les Cévennes, France Builder: Zed Year: 2014 Model: Ironhead Value: A Whole Life Time: “A hand is good for everything exept hold the time” Hindu saying ENGINE Year: 1974 Model: Ironhead Sportster Builder: Zed Ignition: Dyna 200i Displacement: 1000cc Pistons: Harley-Davidson Modified Heads: VTM Carb: Mikuni HSR45 Cam: Shifton Air Cleaner: Carl’s Speed Shop Exhaust: SuperTrapp 2 inot 1 Primary: Barnett TRANSMISSION Year: Make: Harley-Davidson Shifting: FRAME Year: 1974 Model: Modified Ironhead Rake: Stretch: None Forks Builder: Zed Type: Moto Trial Montesa Triple Trees: Moto Trial Montesa Extension: WHEELS Front Wheel: Size: 19” Tire: Contitrail Attack 2 Front Brake: We Don’t Give A F#@k Rear Wheel: Size: 18” Tire: Avon Rear Brake: JayBrake PAINT Painter: Odyssey Motorcycle / Daddygraph Color: Red Type: Metalflake Graphics: Chroming: ACCESSORIES Bars: Bottelin Dumoulin Risers: Hand Controls: Beringer Foot Controls: Zed Gas Tank(s): Peanut Modified Oil Tank: Inox Handmade Front fender: None Rear Fender: Sportster Modified Seat: Lady Coco Headlight: None Tail light: None Speedo: None Photographer: Chris Callen & Scooter Grubb

December ‘18 - CYCLE SOURCE MAGAZINE

as a group, they gathered under this cause. Some started to sell T-shirts, some ran fundraising events, while others went through the rulebook to get the bike in order. They were meeting people along the way to make that one great pass in Zed’s honor. They could never have imagined what this would bring to them by the time they made it on to the salt. A lifetime of memories, a whole new set of friends and family they picked up as they went, and one great accomplishment made in the name of a great man. You would think that for a man that made as much of his life around motorcycles, his children may have been raised in the shop as well, but it was quite the opposite. Zed never mixed his family with his motorcycle world, so this was, in many ways the first time his family met people from the other life he led. So many people explained how much Zed meant to them, how his words helped them in

their lives. Many claimed that much of the reason they bought Freeway Magazine was to read Zed’s editorial each month. He knew his subject matter, but like a great writer does, he was able to move people through the emotion his words conveyed. The bike performed fantastically. Zed had built a very thin and very quick little Sporty indeed. Amazing since there was no place in France to test what the bike could, they literally traveled thousands of miles not knowing what would happen. The morning that we did this interview, that little Ironhead recorded a run at 132mph, which was a great run, but the bittersweet part of this story came at the end of one day on the salt, when the racing was over, and they all got together to let Zed’s Ashes loose to the winds of Bonneville. A special place for stories of love and triumph.... a special place indeed. RIP PierreJacques “Zed” Zanvit.

CYCLE SOURCE MAGAZINE - December ‘18

Article And Photos By: Xavier Muriel

ello Guys and Gals! Well, the dust has settled after Sturgis and life is somewhat back to normal, depending on your idea of normal. You know every once in a great while I get blessed to be a part of something that I feel is so amazing that I have to stop to pinch myself and make sure that it’s really happening. Now I’m sure all of you are thinking it’s ‘’In Motion” at the Lone Star Rally or Sons of Speed during Daytona Bike Week or even The “Passion Build ‘’ in Sturgis this past year. Even though those are all great experiences filled with awesome memories and people I call friends and family what I’m really talking about is getting out of myself and doing something for someone I’ve never met. I was part of an awesome show of love and support for the ’’Forever Family Ride’’ held in Loveland Co this past September.

December ‘18 - CYCLE SOURCE MAGAZINE

This is an annual ride held at Thunder Mountain Harley-Davidson in cooperation with Realities for Children, a non-profit organization intended to bring awareness to children that have been abused, neglected or are at risk in Larimer County to let them know that they are not alone. The “Forever Family Ride” is just that, a fundraising event to help place kids in a Forever Family. Craig Secher, president of ‘’Realities for Children,’’ heads up a team of remarkable folks that for the past 18 years have been giving back to the community by helping less advantaged children get the chance they deserve to be in a loving and caring environment. Along with some incredible sponsors, the day was set for some awesome riding through the Colorado Mountains with a lunch and music at the final destination. Each

rider was given a label with the name of a child you were riding for. I felt very humbled and proud to be riding for a child named “Future.” So off we went all 375 of us, led by a police escort through some of the most beautiful riding I’ve done thus far. You know that postcard you see with the guy fly-fishing in a river next to some massive boulders on a mountainside - Well, that’s what it looked like. There were so many times I wanted to pull over and take it all in. But there was a destination we had to get to. I was trying to stay in the moment and not get distracted by the beauty that surrounded me at every turn. I found my self-thinking back to my own childhood and realized that I am very grateful for the family I had. I had been blessed with loving parents, who with lots of patience, love and support made me the man I am today. I wished that every child

we were riding for could get that very same opportunity. I know for me, there have been times that I took family for granted. As I got older I realized how vital it is to make sure you tell those people in your lives who you love, just that you do love them, don’t assume that they know. We wound up the 60 plus mile ride with some fantastic BBQ, and an auction that I’m proud to say helped raise much needed money for the cause. Yours truly even got a chance to sit in with the band that closed out the day’s festivities. The sunny day had started to cool off as we all made our way back down the mountain. And as I drove into the sunset, just like a video on MTV, I felt so blessed to be a part of something so pure and honest, to be able to witness humanity at its finest come through for the children. Thank you, Ken, and Craig for the experience and for the smiles. Until next time my Brothers and Sisters be good to yourself and to one another. God Bless. X.

CYCLE SOURCE MAGAZINE - December ‘18

had the opportunity to have a long-term loaner of an Indian Roadmaster for the 2018 riding season. It was truly a pleasure to ride, and when the time came, I didn’t want to give it up. When I found out that Indian was doing their 2019 model launch outside Seattle a light bulb went off; I could deliver the Roadmaster that I was riding and check out the new Chieftains. The ride was nothing short of epic, and you can read about it in a future issue of Cycle Source. We had already seen the press release, which included specs on what was new, so when I arrived in Anacortes, WA I was excited to see the new bikes up close, but it wasn’t like seeing a bike being unveiled. I saw a row of the new Chieftains lined up outside the hotel and quickly started to take in the aesthetic; it still looked like an Indian, but only slightly. The rumor was that when they launched the Elite and Limited last year, both of which came with traditional non-skirted front fenders, they accounted for 50% of all sales. It doesn’t take a genius to realize that the majority of the market was looking for a bike that was more mainstream and perhaps didn’t have the

December ‘18 - CYCLE SOURCE MAGAZINE

full-skirted front fender that has been associated with the brand for years. What a lot of people don’t know is that historically, there were several models that did not have full-skirted fenders and yet still remained Indians. While the fender was not new (although new to being standard on all the Chieftains except the classic), the fairing was the real departure for Indian. Indian took constant feedback from the riding public that while the Chieftain “Locomotive” fairing was art deco and appealed to a certain audience, it did not appeal to the masses. Indian knew that deviating was controversial, but they have never shied away from that before. It would leave critics the obvious option of saying they looked like a Harley. When you put the new Chieftain fairing next to the Classic Chieftain fairing, you will see that they share similar lines, but the new one will have a wider appeal. When Indian departed from the art deco fairing, they also decided to make the saddlebags more “aggressive looking” (their words). They have become less round but have maintained much of what makes them great including automatic locking mechanisms, beefy hinges, and class-leading storage. The traditional seat on the Indian Chieftain has been replaced

Article By: J. Ken Conte

CYCLE SOURCE MAGAZINE - December ‘18

m a

by a “Rogue” gunfighter seat. I can tell you that after spending almost 5000 miles in the standard seat, as it comes from the factory, this new seat is ultra-comfortable. I never noticed fatigue, hot spots, soreness or a lack of lower back support. With comfort comes the trade-off of it not looking cool, because it is bigger and more bulbous. They cut the seat down, way down and it looks cool. There is some comfort that is sacrificed for that look. It’s not unbearable but noticeable. The redesign not only had aesthetic and styling elements they also added some technological advances to the Chieftain that were what this review will center around. If you don’t like the updated styling don’t worry you can still get the Classic Chieftain that will come replete with all the classic Indian styling and will still include these technological advances. The first most noticeable one was the addition of three selectable ride modes. They don’t increase output but just have three distinctive fuel injection maps. Standard is just as it sounds smooth shifting in each

December ‘18 - CYCLE SOURCE MAGAZINE

gear, easy to launch from stop signs; throttle response was typical. The touring mode is meant for riding two up (which I didn’t do) or loaded down, and its intent is to reduce helmets knocking and has a smoother if not anemic power delivery. I can see this being useful for touring couples who are more into relaxed riding. Passing was adequate if I dropped down a gear, but it felt held back. The Sport mode was the one that was most interesting to me and other journalists. It was a noticeable difference, it delivered power quicker, and the throttle was touchier and fun for canyon carving but not ideal for around town stop and go traffic. Launching from a stop was just noticeably more difficult. When I did want to go into Sport mode, I would do it while in motion and when the throttle was not being twisted. I don’t recommend this method, as you should always have your eyes on the road, but it was a simple enough. There were several long stretches along Washington rivers that I cruised in Sport mode and easily overtook other vehicles with just a little pep in

the Thunder Stroke 111. Standard mode was where I lived on the Indian Chieftain Limited, but when I was feeling a bit antsy, I would toggle to Sport mode and ride by the seat of my pants and loved every minute of it. In addition to the three ride modes, they also added a rear cylinder deactivation. I only experienced it once, as we were not in warm enough conditions for it to be used. It is automatic and has been described as seamless. I noticed the tractor exhaust sound, and unlike other times I’ve used it, the launch from stopping was very smooth. The rear cylinder fired quickly, and there was no stutter or sluggishness, but I only experienced it a few times, so it would be hard to say what would happen on Main Street in Daytona when it is 90 degrees and its stop and go. The rear cylinder deactivation can be turned off very easily by just toggling through a few menus. The 2019 Chieftains also have an improved 100-watt audio system with several upgrades which include separating the tweeters from the mid-range speakers to optimize sound. They also have included a dynamic, customizable equalizer that adjusts to speeds. I’m not a huge stereo guy while on a motorcycle, but I did link my phone with relative ease and also used the navigation feature when riding on my own. The stereo provided good range and crisp sound for most types of music and would rarely go above the third volume setting, even for navigation. I got to put several hundred miles on the 2019 Chieftain Limited, and I can say without reservation that this is more the bike that I was looking for than the traditionally Indian styled Chieftain. The Limited has more amenities than the standard Chieftain, which only comes in Steel Grey paint. The limited comes in three colors, Red, Black, and Brown and has contrast cut wheels, Touchscreen Ride Command with navigation, highway bars, tire pressure sensor and remote locking hard bags for a price tag of $24,995 compared to the less equipped Chieftain at $21,995… for the extra $3k it seems well worth it. The redesigned Chieftain speaks more to me from a stylistic point as well as a technological perspective. As far as handling goes, the standard Fox shocks in the back coupled with the air ride (always check the air as it affects the ride handling characteristics) and the standard front forks make for a superior handling cruiser. As a rider, the best thing anyone can do is ride the 2019 Chieftain for yourself. Compare it to other models, and if the traditional Indian look has been what has been holding you back, this might be the bike for you, try it out, I assure you it will not disappoint.

CYCLE SOURCE MAGAZINE - December ‘18

Article By: Jacki Hill

onnie true it was born on the 4th of July 1935. What a great birthday! Everyone celebrated it every year! It is with a heavy heart that I report that the racing world lost a legend when Bonnie passed on August 13, 2018. From the time he and Paul Osborn started the business together as Truett & Osborn Cycles in Wichita Kansas, he and his wife Diane raced and built Harley-Davidsons. Back in 1975 when Pete and I went to our first “Big Boogie” at Beech Bend Dragwau in Bowling Green Kentucky, Bonnie was already a top fuel racer on the double engine Sportster (Ironhead, naturally) sponsored by Truett & Osborn. He, along with other prominent racers of Harley Dragbikes such as Marion Owens, Joe Smith, Joe Thronsen, Elmer Trett, Danny Johnson, and a few others were our heroes. We were their biggest fans. Then in 1978, we started racing. To our surprise and delight, these riders that had we had idolized became our friends, a very close band of friends. At Bonnie’s funeral in Vian, OK we said our goodbyes to a special friend and mentor.

December ‘18 - CYCLE SOURCE MAGAZINE

Someone there had referred to Truett as the Johnny Appleseed of Harley Drag Racing. At first, it seemed like an odd thing to say, until I really started to think about it, this is exactly what he was! He raced for years, inspiring others to do the same, then he started building frames, over 500 of them, just for Harley Drag Racing. Our last frame was built by body, and we set world records with it. He built it for Pete, at no charge! He also built some complete bikes for different customers. He absolutely loved the sport; he sowed the seeds. The church was packed with friends, old customers, racers. All were moved to tears over the loss of such a good man. He was a legend and always will be. I wonder how many of those frames are still being run on dragstrips? They are all truly special now! It was fitting that the attendees of this funeral were mostly wearing Truett & Osborn race shirts, it was quite a colorful group. Bonnie was always the first to congratulate you if you made a good pass. When Truett was inducted into the Sturgis Hall of Fame in 2014 Pete and I, his wife Diane, son Scott and his wife, friends Ken and Kathy Holloway and Terry Kinion and his wife were there for the special event. Bonnie will be missed by his family and fans, but Pete and I will miss our longtime friend. It’s hard to lose a friend like Bonnie.

December ‘18 - CYCLE SOURCE MAGAZINE 35

Article And Photos By: Chris Callen

ank sealing, for me, is one of the biggest pains in the ass in all of bike building. There is nothing worse than waiting for weeks for a tank to come back from sealing, other than not sealing and having a leaky gas or oil tank ruin a paint job. Although there are many products on the market today to seal a tank like Creme, etc, I have tried them and lost faith in the DIY of these. Instead I have left the sealing to professionals at radiator shops who use redcoat. I’ve never had a problem with this coating and the fact that the tanks are caustic washed is a big added bonus to insure proper sealing before and additive is introduced. So when I heard about this new product that came with great reviews called Caswell Gas Tank Sealer, I was curious but not yet enthusiastic. Still, under the premise of may-

December ‘18 - CYCLE SOURCE MAGAZINE

be having an easier and faster solution for sealing fuel and oil tanks, I gave it a shot.

this higher strength reduces the need for a clinically clean surface, as the epoxy actually prefers to bond to a rough rusty surface. “Our new Phenol Novolac is more thixotropic, which means it ‘hangs’ on the tank walls during the coating process. This gives a thicker overall coating. There is more volume of material in the kit to allow for this.” What I took from that is a clinically clean surface is not needed and that it hangs on to the walls of the tank during coating.

Since I was making considerable changes to the oil tank for Something Wicked, cutting most of the bottom out and welding new material back in with the old, I would need to make sure that it had an extra layer of security at the finish.

As instructed, I used a pint of acetone to thoroughly clean the tank out. Simply slosh it around for a few minutes, dump out the wasted solution and then power dry with a compressed air nozzle.

This was due to the fact that the original application for the oil tank was on a ‘49 Panhead and I was using it not only with a ‘77 Shovelhead but also fitting it above a cow pie transmission. Clearance was a big consideration on all sides along the bottom of the tank.

Upon opening the box of the Caswell kit you find two small cans, one small and one large which is appropriate since the mixture is two to one. As you read the included documentation you find out that what this kit has is something called Phenol Novolac Epoxies. Claimed to be a new breed of chemical resistant materials, able to withstand permanent immersion of many harsh solvents, fuels and oils. This epoxy has much better bond strength than single component products, with strengths of up to 3000 PSI, and

After giving it time to dry thoroughly, the play-doh and plastic wrap come into play. The plastic wrap and a rubber band should be made ready to cover the filler neck once the solution is poured into the tank. The playdoh on the other hand is used to seal up all small holes, in the case of the oil tank, the in, out, drain and vent lines. Since it would seem that nothing can stick to play-doh, which I had never known before this, it is ideal to use in any small area like this, especially those that have threads.

This is important, once you start to combine the two parts, immediately begin to stir them together and get ready to pour them into the tank. As you mix them remember to scrape the sides of the container to ensure through combination of the material. I suggest a paint cup like this since the people at Caswell claim the number one reason for failure to be bad mixing and measuring.

Once your satisfied with the mixture, at least two minutes worth of mixing, then pour the contents into the tank. You will want to immediately cap the filler with the saran wrap and rubber band as the next several minutes you will want to swill the solution all over the tank. It does not move fast so you must concentrate on where the weight of the solution is. Get a good coating on the inside then pour out the excess and let it drain upside down for at least ten minutes. About 40 minutes after the solution has been mixed it will still be pliable enough to remove with a knife or a razor. Scrape off any excess at the openings and clean any threads that you can get to at this point. In a 70-90 degree environment cure time is overnight. Tanks for alcohol fuels are recommended to let stand for 3-4 days. The amount we spilled on the ground was like a sheet of glass the next day and the threads we had to chase were like new steel. This product, thus far, seems to be a killer solution for this shop problem. Check them out at caswellplating.com.

December ‘18 - CYCLE SOURCE MAGAZINE 37

December ‘18 - CYCLE SOURCE MAGAZINE

December ‘18 - CYCLE SOURCE MAGAZINE 39

ost people don’t realize it, but the “45” Flathead was the longest running production engine that the Motor Company ever produced and included everything from civilian solo, and trike models to police duty to military service which is what we have here or at least to a degree. It’s kind of hard to believe that 73 years ago this frame and some of the

other parts she’s running were painted OD (Olive Drab for you non-military types) green and quite possibly saw service in the European theatre. Although, some complete bikes, as well as large inventories of spare parts, were deemed surplus either here at home or to our Axis allies under the Lend-Lease program which accounts the large numbers of these bikes still overseas. As luck would have it, this one

Article By:GTP Photos By: Chris Callen

December ‘18 - CYCLE SOURCE MAGAZINE

ended up with bobbed fenders and a lot of hard miles behind a closed gas station in Oklahoma and fortunately escaped the scrap yard! Fast forward to around 2005. A rebirth was in order but this time with a G Servi Car motor as well as a few new-fangled pieces like a set of Flanders risers. It was during this incarnation that she ended up as a model for Tom Fritz, an authorized Harley

December ‘18 - CYCLE SOURCE MAGAZINE 41

Davidson artist, who knew a real bobber when he saw. Fritz painted her next to a 32 Ford Coupe that was titled “Fertilizer Salesman.” In 2009 she was sold to Jimmy Guerrero from Texas when after a move to the Silicon Valley she was left in limbo due to his work schedule and other bike projects. Jimmy had always wanted to go to the Bonneville Motorcycle Speed Trials, so a plan was put into place to give her a complete makeover. Now a few pieces were good to go, but she was still taken down to the bare frame. The first part of the rebuild started with a new top end, which included new cylinders as well as pistons and rings. The lower end was good to go, so it was left alone. The oil pump was given a good once over and bolted back on. The M88 Linkert went thru a total rebuild from the capable hands of North West, who also handled the motor work. A custom air cleaner made by North was used for the Bonneville runs. For the charging duties, North

December ‘18 - CYCLE SOURCE MAGAZINE

used the tried and true Cycle Electric generator with a V-Twin regulator. The transmission was the one that came with the bike and only needed a new clutch and a new throw out bearing. The springer was another piece that came with the project; it received a full rebuild as well. The wheels were already laced and good to run except. Firestones were swapped out for some Pirelli Speed Demons that were better suited for the salt. North used all new stainless-steel hardware during the build to help deal with the

corrosive nature of the salt. One old racer trick he used was installing a Fairbanks type magneto (with no retard) and a battery eliminator to run the lights. The tanks are stock, and the oil lines are stock and were part of the bike as it came. The rear fender is an OEM hinge type that has the lower hinge part removed, a timeless trick from long ago that looks just as good now as it did in the 50’s. The chainguard, tanks, and fender were painted, and the frame and all of the other small black parts were powder coated

by Precision Powder Coating in Belmont CA. The Salty Dog graphics and pinstriping were laid on by Troy Keogh. One of my favorite pieces on the bike are the Cro’s Nest custom bars that hold an Exile Cycles internal throttle, they look trick, and North says they feel just right. Once they got to Bonneville they opted to run in the “Run What You Brung” class and were blessed with perfect weather, perfect salt as well as technical assistance from fellow racers which proved invaluable. On a good day at sea level, they were able to hit 70 mph, but she was still running a little fat, so they

December ‘18 - CYCLE SOURCE MAGAZINE 43

THE SALTY DOG TECH SHEET Bike Name: Salty Dog Owner: Jimmy Guerrero City/State: San Mateo, CA Builder: North West & Jimmy Guerrero Year: 1963 Model: Harley 45 Flathead Value: N/A Time: 3 Months ENGINE Year: 1963 Model: 45 Servi-Car G Builder: North West Ignition: Fairbanks Morse Displacement: 45 Cubic Inch Pistons: Harley Heads: Harley Carb: Linkert M88 Cam: Harley Air Cleaner: Custom Exhaust: Harley Primary: Harley TRANSMISSION Year: Unknown Make: Harley Shifting: 3 Speed FRAME Year: Unknown Model: WLA Rake: Standard Stretch: None Forks Builder: Type: Harley Springer Triple Trees: Extension: WHEELS Front Wheel: Harley Size: 18” Tire: Pirelli Speed Demon Front Brake: Harley Rear Wheel: Harley Size: 18” Tire: Pirelli Speed Demon Rear Brake: Harley PAINT Painter: Ginger Ann Schmidt Color: Flat Black Type: Paint Graphics: Troy Keogh powder coat: Precision Powdercoat ACCESSORIES Bars: Cro Customs Risers: Cro Customs Hand Controls: Harley Foot Controls: Harley Gas Tank(s): Harley Oil Tank: Harley Front fender: None Rear Fender: Harley Seat: Harley Headlight: Cycle Ray Tail light: Sparto Speedo: Harley Photographer: Chris Callen

December ‘18 - CYCLE SOURCE MAGAZINE

got the magneto, and the M88 dialed in and gave it another go. Their first run was 62.4 mph and their second run came in at 65.9 mph not too bad for a fresh motor with less than 5 miles on it. Personally, I think they did a helluva job not just on the salt but with capturing a style that’s

timeless and classic even now! I look forward to hopefully seeing this bike in person one day as well as meeting North and Jimmy!

December ‘18 - CYCLE SOURCE MAGAZINE 45

his month we have a customer’s 2003 Heritage Springer in the shop. This bike came in for a basic service. While giving the bike a thorough safety inspection, I discovered that the neck bearing race had developed a very severe groove. This is especially common with the Springer models due to the weight of the front end. Since most riders spend 80% of their time riding straight, the constant pressure from the Timken roller bearing wears a groove into the race. This is identified by simply turning the front end with the wheel jacked off the ground. A groove this severe is unmistakable as the front end essentially locks

December ‘18 - CYCLE SOURCE MAGAZINE

Article by: Corey Barnum Photos by: FFC Management www.faithforgotten.com into place as it turns back to center. This can be a dangerous scenario on the road and requires immediate replacement of the neck races and bearings.

A simple rubber strap wrench can safely remove the chrome axle

caps without causing any aesthetic damage.:

The spring clip must be removed before the castle nut can loosened, and the axle removed.

(pictured here) over the driver tool that is designed to hammer the race into place.

It has always been my personal preference to reinsert the axle to help stabilize the fender during removal. You might notice the purple crown royal bag in this picture hanging from the forks. I use this bag to hold the brake caliper after removal so as to avoid any undue stress on the brake lines. I am not a fan of mechanics who simply let the caliper dangle from the brake line as this is a critical safety system for any motor vehicle.

With the front wheel and fender removed, I remove the handlebars in order to gain access to the top of the front end.

The riser studs are removed with a 1” wrench in order to gain access to the top clamp of the springer.

After removing the top clamp, the bearing tension nut is removed using a specialty tool specific to this procedure. The legs of the spring must be supported because once this nut is removed the springer will slide out of the neck and the races can be removed.

When servicing the neck bearings, it is proper to replace both top and bottom races, bearings and dust shields.

During the removal of the handlebars, you will discover this spring inside the right-hand riser. Since the risers are isolated with rubber bushings, this spring is used to establish an electrical ground for the switches on the handlebars. Be absolutely sure that you reinsert this spring during the assembly process.

The new races are pressed into the neck using a specialty tool. There are multiple specialty tools available for this job. I prefer the press tool

The lower bearing is affixed to the stem with a very light press fit. I simply use an appropriately sized piece of tubing to slide over the stem and lightly tap the bearing into place. Be sure to install the lower dust cover BEFORE you press the lower bearing on.

Although the neck on the frame has a grease fitting that will essentially pack the bearings. I still like to prepack the bearings and add a good amount of grease to the neck races.

With new races and bearings installed, the front end can be reassembled.

December ‘18 - CYCLE SOURCE MAGAZINE 47

I establish a fixed marking line with either a taught string, laser line, or welding rod (shown here). Using light taps, I establish the point at which the wheels falls away on each side. This measurement will NOT be symmetrical to the centerline of the bike due to the extra weight of the caliper on the left side. Therefore, it is simply the measurement between the two lines (fall away points) that determines the tolerance of the bearing tension.

The last thing to do is set the bearing tension on the neck. Different front ends require methods for determining the bearing tension. This springer front end calls for a fall away measurement of 1 to 2 inches. As bearings tend to break in and wear I tend to lean toward the tighter tolerance of this measurement, which would be 2”.

December ‘18 - CYCLE SOURCE MAGAZINE

The finished job heads out for a safety test ride before heading home to another happy customer.

December ‘18 - CYCLE SOURCE MAGAZINE 49

e have just returned from what will forever go down as the trip that both captured my soul and crushed it at the same time. India. A country known, and I feel this is unfortunate, for extreme overpopulation, poverty and filth is also home to the grandest of all mountain ranges in the world, the Himalayas, some of the most kind and welcoming people you will ever meet and of course, food that will knock your socks off. On this past adventure, Kayla and I would have the distinct pleasure of experiencing both of these environments first hand and in depth. The area within Delhi, called Old Delhi, would be our first real experience and insight into the world we would be living in for the next three weeks. We walked for hours, up and down alleys lined in small shops carrying any good imaginable. Colorful saris and kurta’s hung in windows; mouth watering aromas wafted from one of the oldest spice markets in the world and beautiful handcrafted jewelry lay proud behind well-lit windows. Mosques and Hindi temples reminded us of the strong sense of spirituality felt all around us, and why, amongst all the perceived chaos swirling in every direction, with the relentless honking of horns, livestock wandering about the streets, every sort of transportation imaginable sharing the same roads, there is a calmness. Nearly impossible to pinpoint, this calmness embraced us and made us feel comfortable and

December ‘18 - CYCLE SOURCE MAGAZINE

welcome. Maybe it was the pleasant demeanor and kindness of the locals, the genuine smiles that reflected back on their faces, maybe it was that the locals appeared to be happy with what they had and not miserable about what they don’t have, a lesson I think many westerners could learn. I never was able to pinpoint the epicenter of this feeling, but wherever it came from, I’d sure like to find it. From the crowded streets and alleys of Old Delhi it was time to begin our journey to Manali, a village deep in the Himalayas, and let the motorcycle portion

of our adventure begin. We met Moti, our extraordinary guide from Himalayan Heroes, and the other six riders we would be spending the next two weeks with, at a nearby hotel, loaded ourselves into a van at 4 am and began the 16hour nerve-rattling drive up some of the roughest and most narrow roads I have ever seen. To call these thoroughfares a road is a stretch, but that is what they are. Buses, cars, highly decorated lorries, and motorcycles alike played chicken at every curve and somehow it always worked. Two honks of the horn would magically part the seas. Our arrival to Manali was met with big sighs of relief and the exciting

prospect of boarding our Royal Enfield motorcycles that were waiting patiently for us at the hotel. A good night’s sleep would glide us into the following morning where an excited buzz dominated the airwaves. That morning the Himalayan sun warmed our faces. This would be day one of our journey towards the highest motorable road in the world, Khardung La Pass, a major item on my bucket list and an idea that has kept me awake at night with anticipation. We left Manali, heading south on NH3, weaving and bouncing our way through the dense mountain traffic and the staggering amount of cows in the road towards more secluded land. It didn’t take long to find, and with it, came fascinating places to stay such as our destination on the first night. We pulled into a short and steep driveway that ended next to the Tirthan River, parked our bikes and stared curiously at the makeshift chair, suspended by steel cable that spanned the river. It turns out that this would be our mode of crossing this river, luggage and all, to the other side where our cozy rooms and a homemade meal waited for us. This would be a great first night and an insight into how the rest of the ride would go. From here we continued east and began our journey towards Spiti Valley. This valley is a sight to behold. A desert mountain valley located high in the Himalayas, Spiti means “the middle land,” appropriately named as it sits nestled between Tibet and the rest of India. To access the Spiti Valley a person has to traverse some of the most spectacular motorcycling roads on earth, and I don’t

Article By: Charlie Weisel Photos By: CharlieWeisel & Kayla Koeune

December ‘18 - CYCLE SOURCE MAGAZINE 51

say that lightly. These roads, or trails at times, are equally as challenging as they are picturesque. Constant landslides leave the roads littered with melon-sized rocks, often covering an entire stretch completely in rocks for miles. This, of course, makes for a very slow and arduous ride. Rain will likely have left the next stretch a deep mud bog complete with water crossings and more rocks. The theme here is to expect anything and everything. A relatively smooth road could be found demolished and/or completely missing around any corner. This all made for extremely entertaining motorcycling, especially when coupled with postcard quality views around every corner, but this sort of high altitude adventuring comes with a risk that no one has control over. Weather. We rolled into the village Kaza, situated at 12,500 feet above sea level and the capital of the Spiti Valley, and began mentally preparing to begin our ascent over Kunzum Pass, our first of five major mountain assaults before reaching Khardung La. This is where the wheels began to come off. Overnight, the night before we were supposed to start this series of 5 passes, a fluke snowstorm rolled in and unloaded 4 feet of the powdery stuff directly where we were supposed to be headed. This is not news any motorcyclist wants to hear after having literally traveled halfway around the world, but alas, it is what it is, so we sat and discussed our plan. We essentially had no option at this point but to wait a couple of days and see if the road got cleared well enough for us to pass. Unfortunately, during this two-day waiting period, the road the other direction, the one we had just come up to reach Kaza, had been hit by multiple major landslides and was now closed that direction as well. We were officially stuck. For five days we waited, hoping the road would open one direction or the other as we’re all now realizing that missing flights home was becoming a potential issue, and with no cell service or WiFi connection, moving those flights wasn’t exactly an option. This was becoming quite the predicament we found ourselves in, but it left us plenty of time to explore the incredible valley we were in, the people of this valley and Key Monastery. I will focus on these highlights, as well as all the positive things that this trip enlightened us to in next month’s article. As always, you can follow my journeys and view photos from this trip as well as others on Instagram @ charlietravelingchopper

December ‘18 - CYCLE SOURCE MAGAZINE

1.Sportster Logo. 2. Extra Buttons On The Seat. 3. Extra Oil Pressure Gauge On The Front Head. 4. Velocity Stack Rotated. 5. Saltster Name In Kicker Pedal. 6. Carb Support Braket Filled With Bolts. 7. Ignition Plate Rotated. 8. Pipe Wrap On Rear Exhaust Extended. 9. Battery Hold Down Strap Holes Filled. 10. Extra Bolt On Kicker Cover.

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

December ‘18 - CYCLE SOURCE MAGAZINE 53

Article By: Savannah Rose @sscycle @themouseandthemoto

nce again, my day job at S&S Cycle had allowed me to attend an event I’ve been patiently waiting. Err, well, impatiently waiting to attend. Fuel Cleveland has been on my mind for as long as I’ve been following along with Lowbrow Customs - and I had never gotten the chance to attend. I knew it was an invited builder show with a cool Rust Belt atmosphere, but I had no idea how awesome it really was! Rolling into the show, after a long night of watching indoor flat track racing at the first Flat Out Friday in Cleveland just up the road, and a killer after party at Harbor Inn, you enter an area of Cleveland that’s all old brick buildings, with a hint of urban decay really setting the atmosphere. In one old building the Hamilton Collaborative, next to a scrapyard, lies the show itself. The lot filled up with all kinds of bikes, from crazy chops to club Dynas, classic Knuckleheads, metric chops and stockers, and everything in between. The parking lot of this show

December ‘18 - CYCLE SOURCE MAGAZINE

alone was a full show in and of itself that I could have wandered through for hours. I almost forgot that the real

show was going on inside As inside, you know that this is more than just a bike show, it’s art

and motorbikes and everything we love about this scene. There was spot incredible build after another then encompassed a truly eclectic collection. Motorcycles of all kinds filled the space. Just inside the door was Anna Lee and Alex’s long chop, next to Prism Supply’s gorgeous pink Evo. A few highlights for me, in particular, were Ian Smith’s Ameriaca Shovelhead Chopper, and Heather & Chris LaCour’s little Kawasaki 440 chopper, that they built together for Heather in their garage! Not to mention Stacey Hearn’s Sporty custom (but perhaps I’m biased, I have a thing for all-white bikes!) Kevin Dunworth’s S&S powered Sporty tracker, Christian Newman’s Sporty built for his girl Elizabeth, and Kyle Malinky’s race bike all caught my eye. Next to them were classic Knuckles, a vintage Indian, an XR900 racer, Led Sled’s newest offering, and so many more. Inside, Lowbrow handed out balloons to the kids, and vendors sold wares of all sorts - from parts to stickers and patches, and everything in between. Out back, food trucks fed the hungry, and the Sailor Jerry girls kept everyone’s thirst at bay. Bear, of Old Bike Barn, gave away a trip with the Himalayan Heroes, and Mikey Revolt handed off a custom Ironhead to one lucky winner, along with some Lincoln Electric welders to lucky showgoers! As if the motorcycle exhibit weren’t enough the walls were filled with motoart of types, including photography, paintings, helmet art and so much more. Revelry Tintype was even on hand capturing the cast of characters with a 100-year-old camera the way it was done when motorcycles were first invented. Skidmark Garage, a community motorcycle shop, just so happened to be attached to the venue and had killer presentations throughout the day that included a couple of tig welding demonstration Welding demonstration by Austin Andrella, DD moto and the musical stylings of Lauren Lever and the Live Oaks. The atmosphere of this show is very Midwest - no tough chopper guy acts, just genuinely nice folks, that share a passion for all things two wheeled and always willing to buy a round of drinks. Don’t let the run-down warehouse fool you, inside lies more motorcycle gold than you could imagine!

December ‘18 - CYCLE SOURCE MAGAZINE 55

what’ s up with the bub 7 why wasn’t it at bmst and will it be back in ‘19

uring BMST this year I had the chance to sit down with Peter Manning to talk about the Bub Seven Streamliner. I had doubts that it would be in attendance but even more I wondered if they would keep the same pilot. Valerie Thompson, the most recent pilot, crashed Seven at 363mph in Australia just shortly before this event and a crash at that speed might even have Valerie questioning if she would get back in the cockpit. Peter told me about the trip and outlined a very difficult adventure to a desolate part of the Outback. The salt is amazing however, which makes it worth it. Peter even asked if they had put Viagra in the salt, it was that hard. In all of Australia there are 15-20 lake

beds but they one they were at for this event was the closest to civilization, yet being 8-9 hours from the nearest grocery store. The Bub Seven Team was very well received, the Australians loved them. It would actually be two events in two weeks. First was the DLRA, in which the race is run in one direction only. There they ran the shakedown runs to get acclimated. The following week was FIM with a completely different course. They only got one run at FIM due to wind and that was when the crash happened. So the bike goes down at 363mph with Dennis and Peter at the zero marker. Their tradition is that Dennis pushes it off, gives it a little kiss. Immediately it was shooting ducks, squirrelling, almost not keeping upright. Just as Peter said he wished she’d cut it off, she

took off like a rocket, that was at the mile, doing 100mph, she was at speed at 3.5 miles, in 2.5 miles, meaning she accelerated an additional 263 mph. “She’s got the balls to just go. Valerie Thompson one of the best riders ever seen. Any other human probably would have pulled off.” Peter Manning So the big question was asked, will they keep the same pilot after such a bad crash? The answer, a definite yes, Valerie will be back in 2019. She was initially upset that she “broke the bike” they were just happy she was ok. Finding the right person isn’t an easy task. It’s like any team, everyone has to play their part and being a family is equally important. It’s hard to interject someone new into a team like this. The familiarity of being in the salt family was the perfect mix with Valerie. The plan for the Seven in 2019 is a lot of work ahead. Being a mono-cock design the carbon fiber is the frame. Safety first dictated that it be rebuilt as opposed to repaired. The mold is being revamped after years of the original design. An experienced aerospace carbon fiber guy in Oxnard will get the mold and they will start from the ground up. The motor was running fantastic however, so that will probably just wait for the chassis to be complete. It will be on hand, shiny and new for BMST 2019 and if there is enough salt and the conditions are good, they’ll turn Valerie loose for another record pass. Pete said the hardest part about running in another country is that when they get a record he wants to pick up a beer at Carmen’s with the people he loves. Hopefully that’s how the stars will align in 2019.

new from three two so you like em skinny do ya? well, they have a solution!

T 56

hree Two Choppers out of Texas has long been at the work of making ugly springers beautiful and for that their products have gained national attention. Regularly you will see them on the custom bikes that grace the pages of this very publication. In today’s market, the parts game is ever changing and their ability to react to that change showed up in our inbox just the other day. For all those people that are running the narrow DNA Springer here is another American Made product to not only change

December ‘18 - CYCLE SOURCE MAGAZINE

the look of the ugly square front section but to change the functionality with a stronger front leg with a Hoop Kit. As the Wideglide version it’s made from 1” DOM, .120 wall tube. They come with chrome spring keepers and stainless steel rods. $219 plus shipping. These cats make some killer products and are both two of the best people I know so go and check out their entire line today at threetwochoppers.com and see their line of custom builds while you’re there.

December ‘18 - CYCLE SOURCE MAGAZINE 57

f you are regular reader of this rag, then you know I don’t usually write feature bike stories. Well, this is a special one, and I wanted to give it a go so bear with me. At the risk of repeating myself, if you are a regular reader of our monthly offering then you also know just as well as I do that quite often it’s the story behind a bike that makes it feature worthy and not just the bike. In this case, it’s both, a bitchin bike and a tale that chokes me up every time I hear or tell it. The War Pony started its life as a 2003 Harley-Davidson® Ultra Classic (The Black Pearl, aka The Pearl) that founds its way to Chris Callen, the founder, publisher and editor of Cycle Source Magazine in 2005 or so. It was just around the time that Cycle Source could be found on the national

December ‘18 - CYCLE SOURCE MAGAZINE

newsstands. What most don’t know is that it is entirely possible that this mag wouldn’t be in your hands today if it weren’t for that motorcycle. You see, along with the prestige of going national came the bills, and traveling by motorcycle was the only way Chris could afford to be at all of the events getting the stories he needed to fill pages. If it weren’t for Chris being able to load up the Ultra with camera gear and cases of magazines he would never have gotten anywhere, never would have had stories to share. Over the next decade, Chris and The Pearl fought wars together. They crossed this country dozens of times bringing magazines, stories, and memories back and forth for roughly 250,000 miles. When his mother passed, after a demon-filled life, Chris

Article By: Heather Callen Photos By: Chris & Heather Callen

December ‘18 - CYCLE SOURCE MAGAZINE 59

December ‘18 - CYCLE SOURCE MAGAZINE

put her ashes on the back of that Ultra and road to the Bonneville Salts Flats where he set her free at 100 mph in the most peaceful place he knew, knowing that if her soul were to find peace, it would be here. In 2010, Chris and The Pearl rode 9,000 from Key West, Fl to Homer, AK in eleven days fn the first ever Hoka Hey Motorcycle Challenge, she ran like a champ, and Chris learned more about himself than he’d ever imagined. In 2015, Chris and his new bride (me), loaded up The Pearl with a tent, two sleeping bags, and no plans for what turned out to be the most fantastic honeymoon one could hope for. After18 days, nine states, 6500 miles and even two breakdowns in Death Valley, he wouldn’t have traded the old girl in for anything in the world. Alas, as the saying goes, all good things must come to an end. In 2016, the Ultra met an untimely end when a friend totaled her. Thankfully the rider was saved.

However, the bike wasn’t quite so fortunate. Thankfully the powerplant and drivetrain had been spared. Chris wasn’t quite ready to put her up just yet and knew that there was an afterlife ahead. So, with a few calls and a show that needed a project, the resurrection began in Long Beach, CA at the Progressive International Motorcycle Show. Chris put in a call to Paughco Parts for their new FXR frame that was designed to accept a Twin Cam touring motor and tranny, and with that, he had a new skeleton for the heart. Though the motor had escaped unscathed, it definitely needed to be freshened up after a hard 250K miles, and off it went to Zipper’s Performance. Danny and his crew worked wonders with the old girl and turned the powerplant into a monster 117. Sam over at Ride Wright wheels hooked the War Pony up with a set of Fat Daddy wheels and looking for a beefy look Chris opted for Pirelli Scorpion AT’s front and rear. Thanks to Cone Engineering the proper parts were found for Chris and RJ to fabricate the stainless exhaust:

December ‘18 - CYCLE SOURCE MAGAZINE 61

THE WAR PONY TECH SHEET Owner: Chris Callen City/State: Tarentum, PA Builder: Flat Broke Chops & Rods Year: 2003 Model: Ultra Classic Value: Priceless Time: 7 IMS Shows ENGINE Year: 2003 Model: Twin Cam Builder: Zipper’s Performance Ignition: ThunderMax Auto Tuner 2nd Generation Displacement: 124cu Pistons: Stock Heads: Zipper’s Performance Carb: S&S EFI Cam: RedShift Air Cleaner: S&S Exhaust: Moos/Cone Engineering Primary: BDL TRANSMISSION Year: 2003 Make: Baker DD6 Shifting: Foot Shift FRAME Year: 2017 Model: Paughco FXR Rake: Stock Stretch: Stock Forks Builder: Chris/Will Ramsey/Chaos Cycles Type: GSXR Inverted Triple Trees: Stainless Neck Stem Extension: Stock WHEELS Front Wheel: Fat DaddyBy Ride Wright Size: 18” Tire: Pirelli Scorpion Front Brake: Tokico Rear Wheel: Fat DaddyBy Ride Wright Size: 16” Tire: Pirelli Scorpion Rear Brake: GMA PAINT Painter: Flat Broke Chops & Rods Color: Flat Black Type: PPG Graphics: Casey Kennell/Paint Chop Poweder coat: Dlubak Powder Coat ACCESSORIES Bars: GSXR Clip Ons/Flat Broke Risers: None Hand Controls: Stock H-D Foot Controls: Kevin Dunworth Gas Tank(s): Paughco Throw Away Oil Tank: Stock H-D Front fender: None Rear Fender: FLH Front Fender Seat: Fairing: LA Fairing Co Headlight: Lowbrow Customs Tail light: NOS H-D Speedo & Tach: AutoMeter PHOTOGRAPHER: Chris & Heather Callen

December ‘18 - CYCLE SOURCE MAGAZINE

there’s no doubt when this pony is thundering down the road. Pro Taper Tracker bars top off the custom fairing by LA Fairing Company. Over four months, in seven cities and with the help of friends around the country The War Pony was reincarnated. With the soul of her creator it’s stronger than ever. In Sturgis she ran an impressive 114mph in the 1/8 mile. However, the most important trip this historyfilled motorcycle has made so far was a return to the Bonneville Salt Flats. You see, the last time she flew over the salt was when she let Chris’s mother free. If you ask me it’s a complete circle, and there are more memories to fill our book.

December ‘18 - CYCLE SOURCE MAGAZINE 63

Article By: Steve Garn

hese are the Questions I most often get about land speed racing, so I thought it would be great to break it down to these four areas. WHY? Its hard to describe why because everyone has their own feelings on Land Speed Racing. For me, it is the excitement I feel when I see a bike I built hit its speed potential in a safe environment. Safe? Yes, I will go into detail why I consider it a safe environment in the HOW TO section. Yes, there is a danger in any sport, but with proper prep and safety course precautions, this is safer than riding on the street. The first time you attend a land speed event, either as a participant or as a spectator, the first thing you

December ‘18 - CYCLE SOURCE MAGAZINE

will notice is how friendly everyone is. Over time as you attend these events, these people will become a family to you. They help out when they can, encourage each other, no matter if their day is good or poorly. They invite you to go out and eat with them at night, and you know, treat you as family – your land speed racing family! Another reason for the Why is when you are on your bike, waiting in line, there is a feeling that is hard to describe, but to me, it seems spiritual. And then when I’m running my motorcycle with a Wide Open Throttle, there becomes a oneness with the bike that sure brings a smile to my face! WHERE? There are many associations in the US that hold land speed events. They all have different rules and regulations.

Where you go can depend on the distance you have to travel and what kind of bike you are going to bring. This decides it for me many times. I will explain what this means in the WHAT section below. Here are the associations that I am acquainted with: 1. The Bonneville Motorcycle Speed Trials. This is where to go for AMA National Speed Records and ALSO the FIM World Land Speed records. It is an event that is motorcycle only and has less participants than Speedweek. Because its smaller means you can often get closer with the people at the trials. This is my personal favorite. 2. SCTA is by far the biggest event in the USA. Events are held at Bonneville and El Mirage and all the BIG GUNS show up! It’s truly a class act. Cars

are included. Its’ truly a sight to see and is another great event. 3. The East Coast Timing Association (ECTA) is where I first started. The original event was held in Maxton, NC. Truly a special place! From there they moved to Wilmington, OH, The Ohio Mile. Another great event! They are now at Blytheville, Arkansas and are referred to as The Arkansas Mile. I have not attended this venue, but I hear great things about it. 4. The Loring Timing Association event is in Loring, Maine. They host a standing start 1 and 1-1/2 mile speed records. The event is regarded by many as THE event to attend. 5. The Texas Mile - I don’t know much, but the people I know that attend this event speak highly of it. WHAT! What do you need to know about what event is best for you to attend? First, check out their websites for their rules and regulations. The rules, when you first start reading them, can be intimidating. Most of the associations have a tech person who

can help you steer yourself through them. I was fortunate to have two people help me, Scott and Todd at the ECTA Maxton event. Next, what bike are you going to

run? For instance, I am racing a 1974 RD350 and next year a 1974 Kawasaki H1 Triple 2 stroke. My bikes fit best in the AMA rules for classic racing (pre1981). Every association is different, so make sure you take the time to see what the best fit is for you and your

machine! All these associations have a Facebook page, and many knowledgeable people are there to help with your questions. HOW TO? So how do you get ready for these events? I could do several tech articles on this alone. Do your own bike tech in hopes that you will pass the tech inspectors review. There is always something that could have been done wrong or missed completely. When you show up at the event, you will have to do more for the bike to pass the tech’s scrutinization. READ THE RULES; don’t go by what others say. READ THE RULES yourself! This year I raced the Bonneville Motorcycle Speed Trails under AMA and FIM rules. That meant the bike had to meet both tech inspection sheets. I read and reread the rules many times, and asked questions to be sure I understood them correctly. I am proud to say; I PASSED both with not one problem. You also need to be sure your safety equipment is correct. Again,

December ‘18 - CYCLE SOURCE MAGAZINE 65

each association has different rules, especially on leathers! Be sure your helmet, leathers, gloves, and boots meet or exceed their recommendations. I stated earlier that I consider this safer than riding on the street. Here’s why:

December ‘18 - CYCLE SOURCE MAGAZINE

1. This event is held on a closed course, meaning only one rider on the course at a time. 2. The course has been prepared and is inspected for any debris. 3. If course is damp or winds get excessive, the event will be delayed,

until the course is safe to run on. 4. Your bike and gear are scrutinized and will be safer than the normal road bike. There is a big checklist to go over to be sure your motorcycle meets their requirements. 5. On the track, there are many safety personnel. Most times these people donate their time and money to help the event be as safe as possibe. BE NICE TO THESE VOLUNTEERS they are there to help! This is only the start on HOW TO land speed race. As I said, any time you hop on your bike for a ride, there is always a danger or risk. But not only does the tech and safety equipment required help you to be safer on the track, it also makes you safer on the street. At 61 years old, I still find it a very rewarding experience; and now with 1 FIM World Land Speed record, 5 AMA #1 National Land Speed records and numerous records with ECTA I hope to meet several of you there next year! Steve “Brewdude” Garn is the founder and owner of Brew Bikes LLC. www. brewracingframes.com

December ‘18 - CYCLE SOURCE MAGAZINE 67

or Marco Tomesani, the drive to create art in his life was born deep in his blood and is something he has been passionate about from a very young age. The passion and instinct is what drove him to attend Liceo Artistico e Accademia delle Belle Arti (Art High School and the Academy Of Fine Arts in Rome). In 1985 he ended his education in the arts, though without finalizing his training, no one wanted to hire him. So, creating his own solution, he became a freelance artist and the next year opened a small atelier where he worked as a photographer and illustrator

December ‘18 - CYCLE SOURCE MAGAZINE

Article By: Amelia “Killer” Rose for a local advertising company. Initially, his decision to pursue art as a full-time career was a difficult one, as it tends to be for most young artists. Whether or not to stay in the ordinary and mundane, always wishing

for something more, or reach out and fill the world with extraordinary color and life,

constantly seeking the next adventure. Inevitably, Marco chose the path of light and color after realizing that it was what he had been doing all his life. Alongside his love of art growing up was his love of motorcycles. Like many of the young boys that grew up with him, Marco had a deep love of motorcycles and was always fascinated with them. At the start, motorcycles were mainly the partner of many adventures in his youth from off-road adventures to wild travels. Eventually, he realized that he was able to combine the two and began painting helmets and motorcycles for friends (which he still does now for commissions), and then worked his way

up to designing the look for SBK team and MotoGP. Marco is versatile in his use of medium and can choose (depending on the subject) oil on canvas, watercolor, or just a simple pencil on paper. He makes it very clear that he does not do any of his work on a computer, and that it is exclusively handmade. In a day and age where varying forms of technology take up the majority, even in art, it is a beautiful sight to have an artist that refuses to rely on them and sticks to, for lack of a better term, the basics. He even avoids using technology in daily life, and in instances like this article, has a friend to help him out. Hard work is the most important thing to him, and he continually stresses the need to use your own inspiration, work hard, focus on technique and be the best version of your artistic self that you can be. Marco considers himself lucky because he lives in an area of Bologna called Motor Valley, where, in the neighborhood you can find names like Ferrari, Lamborghini, Maserati, and Ducati, the rich of legends. He has found inspiration in his several trips to the States, learning our culture and enjoying the large spaces we have here. Experiencing other cultures allows him to interpret and represent them in his own way. He has also been lucky enough to have traveled across the world because of his art. Now and then he enters an advertising company’s design contest for, say, a famous perfume, and every now and again, he wins. The last time he entered a contest, the first prize was a trip to Brazil, where he went a year later with a journalist friend that he crossed the jungle by bicycle with. The trip lasted four months in total, with incredible stories and adventures to last him a lifetime As for how he feels about where is art is going, his answer is quite simple; “I really do not know.” “I hope the engine still resists and hope to have gasoline enough to make it down the road. I’m enjoying finding new input and the desire to learn and search for it is still alive.” However, he’s happy in his artistic endeavors and wouldn’t change anything for the world. Today, Marco spends his time drawing and painting the things he loves most, and with the help of social media and the internet he is able to share his incredible talents with the rest of the world. If you want to check out any of Marco’s incredible artwork or purchase a piece to own, you can head on over to marcotomesani.com or check out his Instagram @tometomesani CYCLE SOURCE December ‘18

ike Yurko a pipefitter, steamfitter and licensed motorcycle mechanic has been in the custom motorcycle mix for over thirty years with his shop Yurco Custom Choppers hailing out of Oshawa, Ontario. He’s built custom bikes to show at some of the biggest bike shows around, so when he decided he wanted a change of pace, he set his sights on the salt of Bonneville. Mike attended Bonneville in 2013 as a spectator. Not to stand idle while he was there he studied what was involved to make a record attempt. Going from the show circuit to the salt was something that better not be taken lightly. With as much time as Mike

December ‘18 - CYCLE SOURCE MAGAZINE

had in the fabrication game, there was no question he would assemble a killer ride for the long flats of salt. Instead of being judged on the quality of your build a simple time slip would be all the rewards for this effort. He reminded me that he wasn’t out of the show bike scene and he has nothing against them. He just needed a change for a minute or two. After years of spending hours detailing a bike to pass the judges scrutiny, it’s refreshing to have your sole focus be on lowering the numbers on the bottom of your time slip and the ability to do it safely. Mike decided that his project would be based on the tried and true FXR style frame by Rolling

Article By: GTP Photos By: Chris Callen

December ‘18 - CYCLE SOURCE MAGAZINE 71

Thunder. To keep things simple Mike sprung the front end with a set of 2006 Dyna 49mm conventional forks. The rolling stock consists of a set of Dyna wheels, 19-inch up front and 17-inch in the rear both shod with Metzler rubber. Again, in an effort to keep things simple a single rear H-D rear rotor and caliper provide the stopping power. The motor, well, that’s where things get exciting. S&S stepped up with a 120-inch twin cam designed by Justin Bramnstead and mated to a Baker 5 speed transmission. The motor includes a full array of gofast goodies including; CP forged aluminum pistons, S&S B3 heads, a set of S&S 640 cams. A massive 70mm Throttle Hog throttle body supplies the go, and its all fired off by a Daytona Twin Tech ignition. The spent gasses exit through a

February ‘18 - CYCLE SOURCE MAGAZINE

one-off header built in-house by Yurko Custom Choppers. An AIM primary assembly connects the power to a bulletproof Baker five-speed transmission. The shifting and braking are accomplished by an owner-fabbed

pair of rear sets. A set of Yurko Custom Chopper clip-ons set low to reduce drag and are equipped with hand controls by Pingle and no instrumentation to obstruct the view or deter your focus. Running a stock FXR oil tank,

Mike made the gas tank, as well as the front and rear fenders and the seat. The sheet metal was then sprayed with olive green powder coat by Flash Fire Coatings that include graphics of his sponsors Spectro Lubricants and World-Wide Bearings. In 2014 Mike made his first passes on the new build running the MP/G 2000 class and reached a conservative average 150mph for his efforts. It was hardly what the bike was capable of, but for a first run, the focus must be on having the bike perform properly before you can push its performance envelope. Over the next couple of years, the bike was tuned and ran a 179.9 mph in the AP/F 2000 class in 2016. Switching classes, he ran a 178.4 in 2018 in the AP/G 2000 class.

December ‘18 - CYCLE SOURCE MAGAZINE 73

F-A-S-T TECH SHEET Owner: Mike Yurko City/State: Oshawa, Ontario Builder: Yurko Custom Choppers Year: 2015 Model: FXR Harley Value: Lots! Time: 8 Months ENGINE Year: 2015 Model: S&S Twin Cam Builder: Yurko Custom Choppers Ignition: Twin Tech Displacement: 120cc Pistons: CP Pistons Heads: S&S B3 Carb: 70mm Throttle Hog Cam: S&S 640 Air Cleaner: S&S High Flow Exhaust: Yurko Custom Choppers Primary: AIM TRANSMISSION Year: 2015 Make: Baker 5 Speed Shifting: Yes FRAME Year: 2015 Model: Rolling Thunder FXR Rake: 30 Degrees Stretch: Stock Forks Builder: 2006 Dyna Type: 49mm Conventional Triple Trees: 2006 Dyna Extension: Stock WHEELS Front Wheel: Dyna Size: 19 inch Tire: Metzler Front Brake: None Rear Wheel: Size: 17 Inch Tire: Metzler Rear Brake: Yes PAINT Painter: Flash Fire Coatings Color: Olive Green Type: Powder Coat Graphics: Spectro Lubricants Chroming: Negative ACCESSORIES Bars: YCC Clip Ons Risers: None Hand Controls: Pingle Foot Controls: YCC Gas Tank(s): YCC Oil Tank: Stock Front fender: YCC Rear Fender: YCC Seat: YCC Headlight: None Tail light: None Speedo: None Photographer: Chris Callen

74 December ‘18

- CYCLE SOURCE MAGAZINE

Mike now holds ten records in the Loring Time Association in Maine and an additional four records in the East Coast Time Association located in Ohio. The bike is still up and running, and Mike always has plans to go a little faster. Mike would like to give special thanks to his sponsors; Spectro Lubricants and WorldWide Bearings. He would also like to thank S&S Cycle for all their help through the years. “GTP”

CYCLE SOURCE December ‘18

Article By: Scooter Tramp Scotty

eny had problems with his job in New York City and, as an added insult, he’d come to hate that place. There was too much suffering, least that’s the story he told. Besides, his Sportster, the first motorcycle Seny’d owned, saw almost no action in that seething mass of concrete. In an act of desperation, he made a decision. This was not as easy, as anyone who’s done so knows. Seny then sold or gave away every possession that would not fit aboard the bike. For those things that were too sentimental to ever let go, he journeyed into the forest for a ritualistic burning of all that connected him to the past. A new rider, Seny then grabbed his savings…and left the city behind. At high speed, these travels brought him to the doorstep of friends in other states. But it had been the tales of one old drifter’s writings that had inspired Seny in the first place. The internet said this rider would soon be at the Sturgis Motorcycle Rally. Seny intended to find him. So, the new arrival had come to stay

December ‘18 - CYCLE SOURCE MAGAZINE

with us. Falling easily into the camp chairs to swill coffee and engage in the morning bullshit session, Seny quickly became one of the guys. An accomplished yoga instructor, he set out a mat to practice every morning. I found this interesting, but then, unconventional characters do keep the world interesting. At rally’s end, riders filtered out until only Seny, and I remained. Camp was quiet now. After learning that both our journeys would continue west, I suggested we could ride together for a while. To my astonishment, Seny replied, “That’s why I came in the first place.” I warned him that, for most young guys in a hurry to see the big world, my lazy meanderings were insufferably slow. But the country had already passed beneath my wheels countless times, and I now refused to return to the days of hauling ass everywhere. Seny assured me that a slower pace would be fine. Fall’s approaching chill already tainted the air as we left the Black Hills. I decided on a direct ride across

the barren Wyoming plains to then set evening’s camp in Buffalo at the base of the mountains before climbing into the altitude amid tomorrow’s warmer sunshine. Afternoon waned toward evening as Buffalo arrived. Dropping Seny at a gas station, I set out in search of adequate land upon whic to make camp. As can be common while in route, the three spots I located, although doable, were not too inviting. Back at the station, I learned that, as so many do, Seny’d been on his phone to locate free camping on BLM land some 14 miles higher into the mountains. Ignoring this, I suggested coffee at McDonalds. The sky was overcast and threatening rain. A kind of insecure desperation often sets in as the sun wanes low and one knows not where he will sleep. This discomfort plagued Seny now. To compound matters, the rain began. Again, he reminded me of the free land, and again I ignored him. Over the coming month that we spent together, this was the last time he ever mentioned such a thing. Looking through the window, it appeared this

storm would be an all-nighter. That settled it. We’d take my least likely spot. The gate had apparently not been closed in years, and there were no KEEP OUT signs to be seen. As the dirt drive led in, a sort of pole-barn, walled on three sides yet open at its front, came into view. This place was obviously used only for the occasional storage of old equipment and other unused items. I’d hoped not to stay here, but the need of refuge from stormy weather sometimes forces the use of unorthodox camps. Once set-up on the dirt floor under the eve—me to erect a tent, while Seny laid out that bevy-sack/bodybag he loves so much—I threw a large tarp over the ground and we sat in camp chairs to smoke cigars (compliments of my young friend) and watch the rain fall. The storm lasted most of the night, but our camp felt none of it. It was, in fact, a wonderful evening. Morning brought a long session of bullshit over coffee mugs. I’d noted that Seny’s Sportster ran horribly, and said as much. His first bike had always been like that, and he just figured it was normal. It wasn’t. The sky was clear today. Eventually, we packed up, and the journey resumed. The air was brisk as the road passed through a wide canyon beside a flowing river while climbing ever higher into the mountains. As the air grew thin, the pines became accordingly shorter, and we took a break at a turnout. Seny had not seen such a place before, and he frolicked like a little kid on Christmas morning. Unfortunately, for me, this road had simply become everyday life long ago. But those early years of experiencing the big world’s newness were so often exciting, and reliving them brought me great pleasure. In time, the town of Thermopolis came to pass. This area of Wyoming

sits on an ancient hotbed of molten lava which in turn creates many anomalies and hot springs. We pulled into Thermopolis Hot Springs State Park in hopes of witnessing the strange sights there. The place did not disappoint. While talking with a couple of locals, we learned there were free hot spring pools located in a nearby building to which they pointed. Free hot water after chilly mountain ride? We were in. The springs offered two concrete pools almost too hot, and we soaked for a long time. Once we returned to the bikes, I noted an oil spot beneath my Electra Glide. Judging from the leak’s location, it was either primary or

transmission fluid. But trany oil has a pungent smell, and since this did not, I figured it was probably primary, which is not that important. With the mountains behind us, the lonely prairie opened up. When an hour had passed, I called a break in front of a long abandoned building. It was set back into hidden privacy well off the road. It had once been a very large school, or possibly college, with one huge structure and a few smaller buildings peppering the property. But that was long ago, and now only vestiges remained. Intrigued, we set out on a mission of exploration. Beyond the cafeteria, kitchen, classrooms, teacher’s lounge, etc. there Twas a huge gymnasium that was astonishing. There, amid pews and basketball hoops, the wooden floor had somehow thrust itself upward to create a strangely macabre

tower at room-center. I’d not seen such a spectacle before. Back in the parking lot, the oil spot beneath my bike had grown larger. But as afternoon again waned toward evening, there was little time to contemplate such things. The Plains are the Plains, wide open with nothing to slow the wind and storms that often blow in, then out, at a moment’s notice. For this reason, rather than place a tent in the open, I seek walled refuge whenever possible out here. Behind both motorcycles, a smaller building stood open at its front as though it was a garage which, judging from the office equipment inside, it wasn’t. We debated whether to set camp inside that makeshift garage, or keep moving; there was yet another choice. Some years ago I’d broken down in the tiny town of Crowheart. T h e townspeople had sent me to sleep in the church, which was left open with blankets set atop a pew for just this purpose. S e n y ’ s telephone map, with its sketchy middle-ofnowhere reception, said Crowheart lay just 30 short miles ahead. Our debate became whether to simply make camp here, or continue to the church with its adjacent little town and store that would offer morning coffee. The church won. As I followed Seny’s Sportster along the seemingly deserted stretch of two-lane blacktop the endless prairie was falling into darkness. Thirty miles passed. Both bikes were now low on gas as I wondered if that stupid cell phone map had lied. A cold and gasless night spent along this roadside was an uncomfortable thought. Eventually, to my relief, the little church came into view. It was full dark as both bikes parked beside the porch handrail. Although clear above, a colorful electrical storm could be seen dancing in the distance. The church door was open. December ‘18 - CYCLE SOURCE MAGAZINE

Wood finished paneling, pews and pulpit, good carpet, stained glass, and an electric organ brought a certain comfort and beauty to this little room, while insulated walls held heat in as well. Delighted, Seny moved his bedding inside. Chairs were then set up on the porch so cigars might again be enjoyed as we sat below a star-laden sky to watch the distant lightning show. Later, Seny filled out a stack of postcards as I relaxed in bed with a book. Morning activity came slowly, but eventually, as Seny does daily, we both took to the aisle for yoga practice; Seny in loose clothing, and me in thermal underwear. Glad the flock didn’t unexpectedly show up for that. Clear sunshine had begun to warm the day as we took a picnic table outside Crowheart’s little store/gas station to drink coffee and absorb the heat. Noticing the leak again, I checked primary fluid. Surprisingly, it was full. Looking into the transmission next, I was astonished to find no oil on the dipstick. Removing the 50-weight motor oil from my saddlebag (all I had), I began filling the trany and was astonished to find it half empty. It would seem synthetic trany oil does not give off the same pungent smell as the dinosaur stuff. This leak, spewing only while in motion, was draining my transmission quickly. I warned Seny again about his Sportster that died regularly and ran like crap. He seemed mystified. Both bikes had issues. Underway again, the Grand Tetons eventually came to view, and I grabbed a large turnout at which to stand among the throngs of tourists and grant Seny a first-time view of this spectacle. Again, he was enthralled, which brought me more delight than the sights, which I’d seen many times. By late afternoon, the small city of Idaho Falls lay just ahead. Preferring to enter new towns by morning rather than evening, we took an isolated camp beside a river. By morning, I checked oil. Down again. Rather than continue to fill my trany twice daily, I wondered if there’d be a way to fix both motorcycles in Idaho Falls. But what exactly does a drifter do when his steed offers semi-serious problems in unknown territory? Guess we’ll find out next month.

December ‘18 - CYCLE SOURCE MAGAZINE

December ‘18 - CYCLE SOURCE MAGAZINE 79

ack in 2013, Rick Barholz of Missoula Montana was lucky enough to take a 1941 Indian 741 (owned by a friend of his) down to the Bonneville Salt Flats. From then on Rick knew what he wanted to do and a year later he was again at the Salt Flats, this time piloting his own Indian 741. If you think that someone must have thrown a bunch of money at him that made things easy and suddenly he found himself riding his Indian across the salt, you

December ‘18 - CYCLE SOURCE MAGAZINE

would be sadly mistaken. Rick’s a normal Joe like the rest of us, so when he set out to build this bike he had to gather each piece and purchase it at a price that wouldn’t add up to a mint in vintage parts. He started with an empty set of engine and tranny cases and an idea for the overall design. He knew he wasn’t going to go the rich man’s route where he would be period correct; Rick just wanted to go fast. The work would be based around the motor and trans he needed to assemble.

Starting with the motor Rick scored a set of original flywheels and rods adding a set of Carillo forged pistons in the stock cylinders. He capped it off with a set of extensively modified flatheads. The bigger valves are actuated by a set of Rob Nichols LSR cams described as just humongous. A simple Mikuni VM carb was incorporated as a good carb for a base set up, and the whole mess is fired by a Morris Magneto. The motor was modified and assembled by Pete Blouin/

Article By: GTP Photos By: Chris Callen

December ‘18 - CYCLE SOURCE MAGAZINE 81

Eric Stavish and Rick. The original crash box threespeed was just a set of cases, and the search for parts became frantic. Rick was able to gather all the parts but unfortunately, he learned that there are several different length main shafts for each application and he didn’t get it right the first time. Eventually, however, he buttoned it up and tied it together with an original Indian primary set up. Now all this mechanical goodness needed to be suspended between the wheels by something and Rick started with a 1961-ish Triumph T100 frame that he extended six inches in the middle and hard tailed before fitting the Indian components to it. The motor and trans plates were custom made

December ‘18 - CYCLE SOURCE MAGAZINE

for this application and make for a sanitary assembly. Up front, a set of Kawasaki forks were mated to an 18 inch high shouldered alloy wheel with an IRC tire with no brake. Outback a 19-inch Akront wheel sporting a Tokico fourpiston caliper, an 11-inch rotor and a Shinko tire keep it all on the salt The rear fender is a spare tire cover from the 30’s. The fuel tank and oil tank were handmade, and it all was painted red by Shawn Hanson with some subtle pinstripes done by Rich. Rick also made and upholstered the simple sprung seat. The bars are clip-ons with hand controls for the rear brake and fuel shut off. Shifting is a tank mount shifter with a foot clutch, and the

speedo is a radar on the flats. The final assembly was finished at the salt, as was the first startup and heat cycling. When the last bolt was tightened, the bike went straight to tech and reached 82 mph. Rick was so focused on the operation of the motor and trans that he didn’t even pay attention to the chassis dynamics until halfway through the first run…luckily it traveled arrow straight. The bike has run a top speed of 85mph competing in both AV/G 650 and AV/F 650 classes. Rick has no intention of running the bike in any sort of ‘period correct’ category and will do whatever it takes to get his bike to run faster which may include exhaust sensors and other mods to

December ‘18 - CYCLE SOURCE MAGAZINE 83

THE NDIAN 741 TECH SHEET Owner: Rick Bargholz City/State: Missoula, MT Builder: Rick Bargholz Year: 1941 Model:741 Value: Time: 1 Year ENGINE Year: 1941 Model: 741 Builder: Pete Blouin/Eric Stavish Ignition: Morris Magneto Displacement: 600cc/37ci. Pistons: Carillo Heads: Reworked Stock Carb: Mikuni VM Cam: Bob Nichols LSR Air Cleaner: velocity stack Exhaust: Stock 2 Into 1 Primary: Stock TRANSMISSION Year: 1941 Make: Indian Shifting: 3 Speed Crash Box FRAME Year: 1961ish Model: Triumph T100 Rake: stock Stretch: 8in Forks Builder: Kawasaki Type: Triple Trees: Ceriani Extension: WHEELS Front Wheel: High Shoulder Alloy Size: 18” Tire: IRC Front Brake: none Rear Wheel: Akront Size: 19” Tire: Shinko Rear Brake: Disc PAINT Painter: Shawn Hanson Color: Red Type: Graphics: Chroming: ACCESSORIES Bars: Clip Ons Risers: Hand Controls: Rear Brake/Fuel Shut Oﬀ Foot Controls: Clutch Gas Tank(s): Handmade Oil Tank: Handmade Front fender: None Rear Fender: 1930’s Spare Tire Cover Seat: Handmade Headlight: None Tail light: None Speedo: None photographer: Chris Callen

December ‘18 - CYCLE SOURCE MAGAZINE

record performance for reference when tuning. Rick intends to keep racing the bike without any intention of selling it. He got the bug and is more than happy to have it. Rick would like to thank everyone involved in the build and a special mention to Neal “Morto” Olson for having cool junk in the tall grass and letting Rick have some!

December ‘18 - CYCLE SOURCE MAGAZINE 85

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 December so vote today! The results of your votes will appear in the January issue of Cycle Source where we will announce your “Best of 2018” 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. John The Painter Makoto Endo 2018 Man Of The Year Mondo Porras – 50 Years Sugar Bear – Chopper Museum Robert Pandya – Give A Shift Dave Frey – Veterans Charity Ride Cary Hart – Good Rides Brian Schaffran, Skidmark Garage 2018 Woman Of The Year Valerie Thompson Jody Perewitz Krystal Hess – Motorcycle Missions Savannah Rose Marilyn Stemp J. Shia, Madhouse Motors 2018 Sportsman Of The Year Travis Pastrana Jody Perewitz Billy Lane Shana Texter Doug Wothke Jason Simms Josh Owens Dean Bordigioni Valerie Thompson 2018 Manufactured Bike Of The Year Royal Enfield – Himalayan. Harley-Davidson FXDR 114 Indian Chieftain Indian FTR 1200 Honda Monkey Honda CB1000 Harley-Davidson Sportster 48 Special

Indian Springfield Dark Horse Harley-Davidson Iron 1200 2018 Builder Of The Year Clinton Wallace Brian Buttera Stacy McCleary Ryan McQuiston Jordan Dickerson Will Ramsey Jeff Cochran Christian Newman Stephen Breed Aaron Elliott Kevin Teach Baas 2018 Craftsman Of The Year Curt Green Heather New Matt Hurtado Joe Mielke Evan Favaro Paul Cox Patrick Tilbury - Royal T Racing Christian Marsh Xian Leather Heyltje Rose Counter Balance Choppers 2018 Artist Of The Year Ray Drea Jeff Decker Jimmy Frizzell Mr Oz Kayla Koeune Andrew “Hoops” Baker Lee Bullock

Memphis Shades Headlight Relocation Brackets Biltwell Exfil-48 Backpack

2018 Event Of The Year – H-D 115th Moto Beach Classic Motorcycle Cannonball Barber Vintage Days Gunstock Hill Climbs Mamma Tried TROG Evel Live Marinara Mountain Run American Flat Track Cheap Thrills

2018 Shop Related Product (tools, chemicals, etc.) Of The Year – No-Mar Tire Changer HME Bike Lift JIMS M-8 Tools Bikemaster Liftstick USA Fluid Strong Arm Cutting Fluid Lucas Oil Lubricants Motion Pro 36mm Axle Socket for HD Motion Pro Carb Sync

2018 Performance Product Of The Year – Leading Edge 151 M-8 Kit Andrews M450 Cam for 107s MJK Performance Bagger Swingarm S&S M8 Oil Pump S&S Grand National Slip Ons 2018 Custom Product Of The Year Metzeler ME 77 Tires LA Fairing Co – Diablo Fairing RSD – M-8 Covers S&S G & E Carbs In Black Billet Proof Horses Mouth Internal Throttle S&S Mini-Teardrop Air cleaner SpeedKing Drop Seat 2018 Accessory Product Of The Year Anti-Gravity Restart Batteries Hugh’s Handbuilt Sprocket Lock Leatherworks Bags SENA 10c Pro - communication & Camera device

2018 Apparel Product Of The Year – Simpson - Street Bandit Helmet Z1R Jakal Helmet Dixxon Flannel Biltwell Lane Splitter Helmet Nolan Xlite Pro X-803 Helmet Atwyld Women’s Moto Jeans Hot Leathers Denim And Leather Vest 2018 Media Release Of The Year Gloria: A Lifetime Motorcyclist - 75 Years on Two Wheels and Still Riding The Mayans - TV Show Open Road Radio Broadcast – Gina Woods The New OCC – TV Show ShopTalk Broadcast – Chris & Ken Grease & Gears Garage Broadcast – Nationwide Tech Program Soul Rider Book– Carolyn Fox Sturgis Rider Daily

#1 - JAN ‘18: HARD TIMES - BEN MARX

#3 - JAN ‘18: THE DEAD PAN - CRY BABY CYCLES

#5 - FEB ‘18: A LITTLE TWISTED – FLAT BROKE CHOPS & RODS

#2 - JAN ‘18: RUBY RED SLED - PAUL BUCHER

#4 - FEB ‘18: JOHNNY THE BAPTITS – STEVE BATES

#6 - FEB ‘18: TWIST OF CLASS – DEBI HOLMES

December ‘18 - CYCLE SOURCE MAGAZINE

#1 - JAN. ‘18 ERICA LOMBARDO

#4 - APRIL ‘18 JEANETTE HARNEY

#7 - JULY ‘18 KAYLA

#10 - OCT ‘18 TIFFANY AMBER

#2 - FEB. ‘18 HOLLY EMERSON

#5 - MAY ‘18 MAYA

#8 - AUG. ‘18 TORI BASSETT

#11 - NOV ‘18 VICTORIA

#2 - MAR. ‘18 BRITT

#5 - JUNE ‘18 CARRIE WICKS

#8 - SEP. ‘18 LAUREN

#12 - DEC ‘18 JACLYN

#7 - FEB ‘18: THE SURVIVOR – CHET HILL

#8 - MARCH ‘18: FRANKENPAN – KEVIN DESCHAMBEAULT

#10- MARCH ‘18: COPCHOP – RYAN MCQUISTON

#7 - FEB ‘18: TERRAPAN - PETE JACKSON

#9- MARCH ‘18: END 22 SHOVEL – GREEN DEVIL GARAGE

#11 - APRIL ‘18: CRUSADER – STEVE IACONIA

December ‘18 - CYCLE SOURCE MAGAZINE 87

#12 -APRIL ‘18: PERFECTION – KEVIN GRAHAM

#17 -JUNE ‘18: GOOD MOJO PAN- BOB TIMKO

#22 - JULY ‘18: PERMANENT VACATION – SLAUGHTER SHACK

#13 -APRIL ‘18: ROOT BEER BARREL – ANTHONY ROBINSON

#18 -JUNE ‘18:DEADLINER- BRIAN BUTTERA

#23 - JULY ‘18: LA PESADILLA – MITCH BODINE

#14 - APRIL ‘18: GOLD RUSH PAN – DENVER’S CHOPPERS

#19 -JUNE ‘18: L-THIRTY – THREE TWO CHOPPERS

#24 - JULY ‘18: MILE MUNCHER – MCCANN’S CUSTOMS

#15- MAY ‘18: GRANDPA JOE - STILL KICKIN CYCLES

#20 - JUNE ‘18: THE HOLY GRAIL – BLING’S CYCLES

#25 - AUG ‘18: 1935 INDIAN CHIEF – DAVID FLORES

#16 - MAY ‘18: 1951 INDIAN CHIEF – TOM WESTGATE

#21 - JULY ‘18: CHORUS NOVISSIMIS – PAUL COX

#26 - AUG ‘18: SELF MADE SHOVEL – CHRISTIAN NEWMAN

December ‘18 - CYCLE SOURCE MAGAZINE

#27- AUG ‘18: MY BROTHER’S KEEPER – PAPER STREET

#32 - OCT ‘18:TIMELESS – AUSTIN MARTIN ORIGINALS

#38 - NOV ‘18: CALIFORNIA COWBOY PAN – STACY MCCLEARY

#28 - AUG ‘18: T100 ROCKER – SHADETREE FABRICATIONS

#33 - OCT ‘18: THE WHITE ‘66 - BRIAN PETRONCHAK

#39 - NOV ‘18: GOLD DUST WOMAN – CLINTON WALLACE

#29 - SEPT ‘18: NICOLE – DAVID BIRD

#34 - OCT ‘18: MAGGIE – MARTY HELVERSON

#40 - DEC ‘18: THE WAR PONY - FLAT BROKE CHOPS & RODS

#30 - SEPT ‘18: PARAMOUR – DENNIS FAUERBACH

#35 -OCT ‘18: REPURPOSED JUNK – TERRY SUMMERS

#41 - DEC ‘18: THE SALTSTER - ZED ZANVIT

#31 - SEPT ‘18: COOLNESS – BK KEENAN

#36 - NOV ‘18: SEX PANTHER – GERALD CASEY

#42 - DEC ‘18: THE INDIAN 741 - RICK BARGHOLZ

December ‘18 - CYCLE SOURCE MAGAZINE 89

Article By: Tyler Porter Photos By: Brent Pierce

s a reader of Cycle Source Magazine, I feel there are a few things that you don’t mind hearing about twice. One may be a bike style that just speaks to you; maybe it’s a nearly original but still custom Knuckle. For me, it’s Jimmy Frizzell’s column each month. A few months back I told you about the joys of Springfield Illinois. I wrote that story from the promotional standpoint of the event. Since the Springfield Mile happens twice a year and its part of my “Grand Slam of Flat Track Races” I feel it deserves another story. However, this time, let’s take you INTO the pit area. Professional flat track has always been one of the most accessible sports on earth. Maybe it’s the typical low incomes of the racers where fans literally help them get from race to race. Maybe it’s the basics of the sport; go fast, turn left. The American Flat Track organization has done a great job at providing access to the fans. There are always open pits during the race day, both before the

December ‘18 - CYCLE SOURCE MAGAZINE

races get started and after the races are over. This allows fans to be in the pits, get an autograph and see the teams at work. If you’re a true fan though, what if that isn’t enough? What if you have to know what REALLY goes on? This entire story starts with a simple text message: Friday, August 31st 4:28 pm: From 2018 Moto America Supersport Champion JD Beach: “You want to help us on Sunday?” Me: “Do you guys need it?” JD:“Yes” At the time of this text, I’m actually racing during the Amateur day at the Springfield Short Track, just next door to the legendary mile. I had already made plans to party down Saturday night with my friends and then tailgate the infield during the races. Working for a racer would thwart both opportunities. Tuning for the mile is waking up early, working hard all day, and being too tired to move when all is said and done. Nevertheless, I took the job. The pay? A peanut butter and jelly sandwich. The rider? The Man in the Van with a Plan

himself, a guy who is more like my little brother than anybody else on earth; Hayden Gillim. While I’ve known Hayden nearly all of my life, this was a pretty big deal. Hayden is a full-time road racer in the Moto America series, finishing 2nd in this year’s Supersport Championship but he’s still a worthy dirt tracker, making all three AFT Twins main events that he had competed in so far in the season, finishing 4th at the Buffalo Chip TT, 12th at the Black Hills Half-Mile and 5th at the Peoria TT. However, Hayden had only ever been on a mile on a twin one other time, and never on an Indian FTR750, so the odds were stacked against us. JD and I weren’t alone on this mission. Öhlins suspension technician Jon Cornwall hung around all day to not only monitor suspension performance and chassis adjustments, but he also knew how to work with the ignition mapping on the Indian Motorcycles FTR750 that Hayden had been loaned for his four race tour. We also had journeyman

racer, Rob McClendon, checking in, hustling down to the corners during practice to watch and listen to the bike as it made its way past to make sure our adjustments were spot on. My job? Very simple. Make sure nothing falls off, and make sure the bike is in staging on time. Pretty easy right? Not so fast. A large amount of rain swept through the area in the week leading up to the event, meaning the track crew couldn’t lay down their normal prep. Because of this, the track surface was much rougher than usual. After getting some pointers from Factory Indian Race Team Tech Brandan Bergen, I knew what to watch for and how to take care of the bike. The track was coming apart in a hurry, meaning there was lots of roost stuck to the bike after every session. Race bikes like this skirt the lines of hot and boiling, so keeping the radiator clean throughout the day proved to be a never-ending task. The bumps coupled with the bike running near the red line for most of every lap meant that bolts started to loosen, so it needed a full inspection each time the bike came off the track. Hayden wanted to switch handlebars from what he used on the TT track a few weeks before so that he could have more

December ‘18 - CYCLE SOURCE MAGAZINE 91

control over the bike, and Jon suggested we change the offsets in the front end for a more responsive feel mid-corner. Rob and I handled that task. Because of the ever-changing track conditions, JD changed the gearing 6 times over the course of the day, and we did one tire “flip” where we take the quick-change rear wheel and basically switch the inner hub around so that we can use the other side of the tire, without taking the tire off the rim. It was a crazy day, and there wasn’t a single crash. I don’t want to imagine having to repair crash damage during the day as well. Now let’s talk about the stress. On the Springfield Mile, large packs of riders tend to form, leading to epic drafting battles. However, this is a 140mph game of chess, with no margin for error. If something breaks or falls off of “your” bike, it could hurt or kill multiple racers. This has happened before. On the day of a mile, every tuner knows it. It’s serious business. On top of that, imagine the feeling of sending your “little brother” out on that track with the other racers, knowing you just had the entire front end off of the bike; knowing that someone else had the rear wheel off and changed a sprocket and flipped a hub; knowing there was no time to double check everything before the bike went out on the track. I can’t think of a time where I was more nervous in my life. At the end of it all, Hayden raced his way into the last spot in the main. Sure, that gave him a tough starting spot, but he was in. He went 4 for 4 in his abbreviated flat track schedule. It also meant that he won the Mustang Seats Rookie of the year award. He learned so much throughout the race and ended up with a 10th place finish. Not a bad ride for a kid who had never ridden a mile on this bike before. A kid who had only raced a mile on one other twin in his life! After the race, I caught up with legendary team owner Dave Zanotti, and I told him, “Dave, I’ve always had so much respect for you, but after working on that bike today, I have 20 times more.” Dave replied, “Tyler, I’ve been doing this for over 20 years, and I’m still so nervous about my bikes and my riders that I don’t eat on race day.” So, while a lot of you attending races may look longingly at the men and women in the pits with their team shirts on, hanging out with some of the most talented racers on earth, just keep in mind the stress and adrenaline that is coursing through their veins on race day. If I said I didn’t enjoy it, I’d be a liar.

December ‘18 - CYCLE SOURCE MAGAZINE

December ‘18 - CYCLE SOURCE MAGAZINE 93

December ‘18 - CYCLE SOURCE MAGAZINE

Article By: Jimmy Frizzell Photos By:Chris Callen

here’s a fine line between opportunity and a cruel joke; it’s what you’re capable of that eventually defines the difference. For several years, Tom Gerean had been assisting a club called the Fez Monkeys fulfill their Bonneville itch. Year after year he watched as their bikes run the paces of one of the most anticipated and iconic motorcycle speed events. Finally, in 2017, he was informed that his services would no longer be needed for the following year because in

2018 he would be running his own. Soon after receiving the news of his newest endeavor Tom would visit the home of Morto, a fellow Fez Monkey. Morto’s place is the resting place of a few hundred motorcycles and the proper picking grounds of any two-wheeled deviant. But on that day there would be no adventures in window shopping, Morto already had Tom’s quest at hand, a challenge beyond the weak minded. Morto planned on sponsoring Tom’s Bonneville adventure and in a pile

laid the key elements of the build, a pile of parts with no rhyme or reason, just expectations of speed. In the pile was found a 1952 AJS model 18cs motor, the twin to the Matchless, the four-speed trans of a 1957 Norton, and a 1956 Triumph pre-unit frame. The challenge was graciously accepted. The next ten months were spent by Tom grafting the random strangers together fabricating almost every mount and hunting relentlessly for every part. Tom

December ‘18 - CYCLE SOURCE MAGAZINE 95

would soon realize that the names for the parts he needed would differ from region to region dependant upon where he looked. He would be forced to have faith in his research for the rare parts and most of all have faith in intercontinental postal services. Nothing would be delivered promptly, and one mistake could set him back greatly. Tom was building a bike that was never intended to exist; there was no map, there was no guide. The girder front end was cut down from it’s original 48” and taken to a mere 23”. To accomplish this, the triple trees were handmade by Gerean over three or four weeks. The 21” front wheel came with the pile of parts, and a matching 21” front wheel was repurposed to the rear with a custom forty tooth sprocket and rear disc. The pad was pulled from the solo seat, and a simple strip of leather was attached. The frame was refitted with the new motor, and trans mounts with a slightly modified Lowbrow tank received a more appropriate tunnel. The motor was only a bare shell accompanied with only a connecting rod and crank. Tom had to locate the rest and hope they would all fit. In the end all of his hunting paid off, and

December ‘18 - CYCLE SOURCE MAGAZINE

Rick Bargholz was able to assemble the single piston motor in only a few days. This was a junk pile build as Tom refers to it, none of these parts were intended to share space in the same frame let alone move forward. When it was time, all the machining was done by Peter Bean. Once complete, the mutant of Bonneville was tested in limited fashion on the residential streets of Spokane Washington with only enough speed to comfortably run through the gears. It wouldn’t see any strain until it arrived at Bonneville. It tends to echo in

December ‘18 - CYCLE SOURCE MAGAZINE 97

JUNK PILE RACER TECH SHEET Owner: Tom Gerean City/State: Spokane WA Builder: Tom Gerean Year: 1952 Model:Junk Value: Pricelss Time: 1 Year ENGINE Year: 1952 Model: AJS Model 18cs Builder: Rick Bargholz Ignition: Lucas N1 Mag Displacement: 500cc Pistons: Heads: Stock Alloy Carb: PWK Cam: Stock Competition Air Cleaner: One Off Velocity Stack Exhaust: Stock Primary: TRANSMISSION Year: 1957 Make: Norton AMC Shifting: 4 Speed FRAME Year: 1956 Model: 500/650 Twin Rake: Stock Stretch: Aftermarket Hardtail Forks Builder: Tom Gerean Type: Girder Triple Trees: Homemade Extension: WHEELS Front Wheel: Aftermarket Size:21 Tire: Front Brake: None Rear Wheel: Aftermarket Front HD Type Size: 21 Tire: Rear Brake: Brembo Disc PAINT Painter: Tom Gerean Color: Gray Type: Rust-Oleum Graphics: Patina Chroming: ACCESSORIES Bars: Handmade Risers: Hand Controls: Foot Controls: Gas Tank(s):Lowbrow Oil Tank: Triumph Front fender: None Rear Fender: Aftermarket Seat: vintage Aftermarket Headlight: None Tail light: None Speedo: None photographer: Chris Callen

December ‘18 - CYCLE SOURCE MAGAZINE

your head that every piece has been modified, handcrafted, or replaced on a motorcycle that wasn’t supposed to be as you are accelerating into that first mile a mechanical virgin second from uncertainty, but once you’re into the second mile of open class it’s all out there for public record. Tom managed to put in seven or eight runs that week. His first pass landed him just a hair over 82 mph. It wasn’t until his fifth pass that he would hit his top speed, pending ratification, a record 82.46 mph; forcing him to gladly pull the motor so that officials could verify the junk piles bore and stroke. A modern-day Frankenstein’s monster showed what determination and drive looked like. Tom Gerean took the impossible to the next level in legendary stride all the way to Bonneville and back for what I hope won’t be the last time. Tom’s junk pile, from garbage to glory.

December ‘18 - CYCLE SOURCE MAGAZINE 99

Hey, Life is nuts but you knew that. Here’s this month’s notion, but I need to have some scientific facts to confirm my assumptions. I’ve been trying to figure out a few things for a while. You know, we bang through life just handling shit as it comes. We take our knocks and sometime blame the problems on someone else or the other guys. In the case the EPA and the California ARB group, some guys just figured we’re fucked, and we had to deal with it. So, let me try to put this succinctly in a twisted world. Here’s my contention: In just over 125 years innovation and freedom has tripled our life expectancy. We are healthier, safer, more secure than ever before. Vehicles are wonderful, and technology and entertainment is over the top. So, we need to congratulate ourselves, and celebrate our freedoms. We don’t need more attacks on the public, more laws against smoking, guns or motorcycles. That’s it. Why not? Sure, we need to improve the infrastructure, but we don’t need Zero emissions, zero accidents or Zero anything. Remember shit happens. Back off and celebrate our accomplishments. We don’t need to force electric technology, and fossil fuels ain’t bad. If automated comes, okay, but we don’t need to force it on anything or anyone. Whatta ya tink? The one thing we need more of is education and training, so folks are smart, fit and take responsibility for themselves.

100 December ‘18

- CYCLE SOURCE MAGAZINE

In Motion-A New Vision In Motorcycle Shows - In Motion 2018 Presented By Lucas Oil 2017 was the first offering of a brand-new type of show called In Motion presented by Lucas Oil at the Lone Star Rally in Galveston,

TX. 14 builders from across the United States have been invited to create a one of a kind custom motorcycle that not only exemplifies This motorcycle show started with bikes that had to perform a shakedown ride to be eligible for the vote. At the end, the winner will walk away with a $10,000 prize. The only way to fairly judge builders at this level of the game is to come up with a system that in the end is beyond reproach. We call it the 20-40-40 system. Twenty percent of the

vote is peer-based judging from the builders themselves. Forty percent of that vote will come from members of the trades; these are welders, fabricators, painters, and machinists that can judge something on the merit of how it was made. Finally, the last forty percent of the vote will be from an industry panel, made up of members of the motorcycle industry from all ends of the spectrum. 2017 saw Donny Loos of Don’s Custom Cycle & Garage s walk away with the big check for his impeccable Shovelhead build, few could argue that he was the legitimate champion. Coming into its second, year In Motion presented by Lucas Oil has captured the attention of the motorcycle industry around the world. With amazing images that have been captured from the first year from famous motorcycle photographer Michael Lichter and the partnership of Cycle Source Magazine who carried articles on the builders and their machines, it gathered great media attention as well. In Motion will operate as a two-year option for the builders; which means that each invited craftsman has the option to come two years in a row before being left off the list for a minimum of one year. For 2018, nine of the original fourteen have agreed to compete for their second chance at the big money, to that several new builders will be added by shakedown day. A new feature this year is that the bikes, which were originally displayed in the VIP room in the Devils Cut building, will now be available to the general public for viewing throughout the Lone Star rally in the park at the corner of Strand St and 21st St. All fourteen bikes and builders will be accessible to the public. Each will be set on pedestals with builder banners identifying each. Because this is now a public option the we are pleased to announce the addition of a People’s Choice award! The show begins with a Shakedown ride on Thursday evening that ends at the display area on 21st St. with a VIP reception party. From that point, on all motorcycles that have ridden the official route will be eligible for voting. On Sunday morning the winner will be announced on the main Stage at Sangerfest Park and will be presented with their $10,000 check. For more info on The Lone Star Rally go to

www.lonestarrally.com FEMA Report: Motorcycles Are The Answer! - It sounds so obvious, but when it comes to urban mobility, FEMA believes motorcycles and other powered two-wheelers should be actively promoted as a great alternative for cars. FEMA thinks that powered two-wheelers (motorcycles, scooters and mopeds), are just as well part of the solution for present and future mobility challenges. The benefits of motorcycles to cars are obvious: Motorcycles are narrow. They can filter through traffic and keep moving where cars stand still in traffic jams. This makes motorcycles faster than any other way of transport in urban traffic. This was shown again in the mobility test we performed earlier this year in 14 cities all over Europe. With one exception the motorcycle was the quickest way to commute. On average the motorcyclist needed 53% less time than the user of public transport. Motorcycling also turned out much cheaper than car driving. In Belgium Transport & Mobility research showed, that a transition from 10% of the car drivers to motorcycling reduced the total traveling time of all road users and the length of the traffic jams by 40% and emissions would be reduced by 6%. In many SouthEuropean cities traffic would come to a complete standstill without the massive use of scooters and motorcycles. Motorcycles are also small and light: not only can they filter through the traffic and reduce the total traffic time for all road users, they also use less space to park. In many European cities it is allowed to park a motorcycle on the sidewalk, as long as pedestrians are not obstructed. Often the motorcyclist can use a spot that is too small for a car to park. In many cities special parking places are or can be created. The smaller size and less weight of motorcycles also means less wear of the road surface, less use of fuel and less emissions. We have compared the fuel consumption of cars and motorcycles in real daily use with the use of information that was provided by carand motorcycle users in the German website Spritmonitor.de. It turned out that on average, motorcycles use 1 litre per 100 kilometres less

than diesel cars and 3 litres per 100 kilometres less than petrol cars. Motorcycles also have less emission of toxic gasses, especially when compared to cars with diesel engines. Motorcycling, especially with smaller motorcycles or scooters, is much cheaper than driving a car: you use less fuel, you pay less taxes and normally you don’t need to pay for parking. In most countries you pay a reduced fee on toll roads or bridges. In the United Kingdom toll bridges are even free for motorcycles. Unlike walking and cycling, motorcycles can be used for all distances, from short to long. And unlike public transport, motorcycles bring you from where you are to where you want to be 24 hours per day, 7 days per week. Because of their advantages for congestion and environment, motorcycles are often allowed in low-emission zones (e.g. all low emissions zones in Germany) or are exempted

from emission zone tolls, like we recently have seen in Birmingham. FEMA General Secretary Dolf Willigers says: “Policy makers and city developers should have a better look at powered twowheelers and the benefits they provide for urban traffic and for commuting. From my own experience I know that motorcycling is often the most convenient and quickest way of travelling, both for long and short distance, in todays jammed traffic. Motorcycles are also getting cleaner, safer and more silent, so there is no real reason to ignore them any longer”. --FEMA news by Wim Taal New York Bikers Singled Out—New York City motorcyclists find themselves in a struggle with law enforcement and city officials, who are issuing citations for

minor infractions, impounding motorcycles, employing motorcycle-only checkpoints and misapplying laws. The riders feel they are under siege and wonder whether the heavy-handed tactics are an attempt to purge motorcycles from city streets or a way to extract money from a group of residents, who fellow citizens care little about. --AMA ROYAL ENFIELD - Brings Bigger Twin Motorcycles To U.S. As Harley-Davidson Goes Smaller Overseas - Royal Enfield will expand its motorcycle lineup in North America next year with the introduction of its first twin cylinder bikes to be produced since 1970. Royal Enfield, the Indian motorcycle manufacturer with its North American headquarters in Milwaukee, will roll out the Interceptor INT 650 and the Continental GT 650 in North America next spring. The motorcycles join Royal Enfield’s lineup of middleweight motorcycles but feature the more powerful single overhead cam, eight-valve, air and oil cooled twin parallel engine. The 648-cubic centimeter engine driving the new models makes the twins the most powerful in the Royal Enfield North America lineup and move Royal Enfield North America, which has its headquarters and flagship dealership at 226 N. Water St. in Milwaukee’s 3rd Ward, into market space that iconic Milwaukee-based motorcycle manufacturer Harley-Davidson Inc. is seeking to carve out with its 500cc Street line. The new models will be available at North American dealers in spring 2019 and will start at MSRP of $5,799 for the Interceptor INT 650 and $5,999 for the Continental GT 650. Custom and Chrome models will add to the price. The models will include ABS and a 3-year warranty with roadside assistance. The Continental GT 650 is a sporty cafe racer, while the Interceptor INT 650 is what Royal Enfield describes as a stylish roadster. The two have links in former twins of Royal Enfield’s past but are entirely new motorcycles developed jointly by Royal Enfield’s development teams in India and at its stateof-the-art technical center at Bruntingthorpe in the United Kingdom. Rhe models were first unveiled at the EICMA

December ‘18 - CYCLE SOURCE MAGAZINE 101

THE CYCLE SOURCE WORLD REPORT - POWERED BY BIKERNET.COM

Motorcycle Show in Milan in November and were subsequently introduced in European and Asian markets. At the unveiling, Royal Enfield CEO Siddhartha Lal said the company hoped to lead and expand the middleweight motorcycle segment (250cc-750cc) worldwide. “In international markets the twins will play a strategic role not just for us but for the industry to expand the mid-weight segment and invite new users into the category,” Rudratej Singh, president of Royal Enfield, said in a press release last week. “We expect the Interceptor INT 650 and the Continental GT 650 to represent the perfect opportunity to upgrade commuters in South East Asia and Latin America, as well as expand the motorcycling segment in USA and Europe.” While Royal Enfield’s engine sizes grow in North America, Harley-Davidson — the U.S. market leader in heavyweight motorcycles by a wide margin — plans to introduce smaller bikes into international markets like Royal Enfield’s home country. Harley-Davidson’s new strategic strategy to grow internationally includes the launching of a “more accessible” smaller displacement bike for its emerging markets in Asia, with specific focus on India. Harley also intends to expand in the middleweight motorcycle space, adding its first adventure touring motorcycle, the Pan America, in 2020 and a Streetfighter model targeted for 2020. --bizjournals.com/milwaukee AMA REPORTS - National and Regional News- WASHINGTON, D.C. - The National Transportation Safety Board issued a report on Sept. 11 that calls for all new on-road motorcycles sold in the United States to be equipped with antilock braking systems and recommends the federal government publish performance standards for electronic stability control on motorcycles sold here. At the same time, the board recommended that the American Motorcyclist Association, the Motorcycle Industry Council and the Motorcycle Safety Foundation tout the benefits of ABS and stability control-along with other findings in the report-to the motorcycling community. The report also recommended that motorcycles be fully incorporated in the development and implementation of technology for on-board crash prevention systems and vehicle-to-vehicle and vehicleto-infrastructure technology. The recommendations were among 10 included in the report titled “Select Risk Factors Associated with Causes of Motorcycle Crashes” that the board adopted unanimously. More information is available at tinyurl.com/ ybt43hvc. Their focus on motorcycling is misguided

102 December ‘18

- CYCLE SOURCE MAGAZINE

if compared to injuries to pedestrians and in homes, 18,000 deaths a year compared to 5,000 motorcyclists.—Bandit WASHINGTON, D.C. - More than 20 members of the U.S. House sent a letter in September to the U.S. Environmental Protection Agency, urging the agency to approve year-round E15 sales. President Donald Trump has promised farm groups that the EPA would lift restrictions on the summer sale of E15 (fuel with as much as 15 percent ethanol by volume). The EPA currently forbids E15 sales during the summer in most of the country. The AMA opposes additional E15 sales for two reasons. First, none of the estimated 22 million motorcycles and ATVs currently in use in this country is certified by the EPA to operate on fuels containing more than 10 percent ethanol. Making E15 more readily available increases the risk of misfueling by

riders. Second, proliferation of E15 could reduce the availability of the E10 and E0 (fuel with no ethanol) fuels needed by motorcyclists and ATV riders. E10 already has created a market in which E0 is difficult to find. The pro-E15 letter was signed by U.S. Reps. Kristi Noem (R-S.D.), Collin Peterson (D-Minn.) Dave Loebsack (D-Iowa), Rodney Davis (R-Ill.), Steve King, (R-Iowa) Cheri Bustos (D-Ill.) Mark Pocan (D-Wis.) Rod Blum (R-Iowa), Jeff Fortenberry (R-Neb) Adrian Smith (R-Neb.), Darin LaHood (R-Ill.), Sam Graves (R-Mo.), Roger Marshall (R-Kan.), Tim Walz (D-Minn.), Ron Estes (R-Kan.), Don Bacon (R-Neb.), Richard M. Nolan (D-Minn.), Tom Emmer (R-Minn.), Mike Bost (R-Ill.), David Young (R-Iowa), Kevin Yoder (R-Kan.), Marcy Kaptur (D-Ohio), Andre Carson (D-Ind.) and Emanuel Cleaver II (D-Mo.). AMA National News - The AMA has adopted an official position statement on automated vehicles that calls on government agencies and elected officials to include motorcyclists in the ongoing discussion, planning and implementation of the policies and regulations governing the rollout of automated vehicles. The position statement was adopted July 31 by the AMA Board of Directors. “Failure to specifically address motorcycles in statutory and regulatory language amounts to the abandonment of motorcycle safety by legislators and regulators,” the position

statement reads. “Essentially, the issue of distracted and inattentive driving will mushroom into a monumental hazard for motorcyclists when flawed AV technology enters the transportation mainstream.” AMA President and CEO Rob Dingman said the position statement emerged from the organization’s ongoing involvement in this crucial issue and reinforces the organization’s commitment to motorcyclist safety. The AMA recognizes that some features being developed and tested may result in a reduction in the number of crashes and injuries involving motorcyclists. However, no mandate is in place to require motorcyclists are included in the discussion or that motorcycles be specifically addressed during development of detection devices and software development. The full text of the “Automated Vehicles and the Safety of Motorcyclists” position statement is available at www.americanmotorcyclist.com/ About-The-AMA/automated-vehiclesand-the-safety-of-motorcyclists. State News - SACRAMENTO, Calif. - The California Highway Patrol has released its long-awaited tips for motorcyclists who split lanes in traffic. The recommendations were authorized under A.B. 51, signed by Gov. Jerry Brown (D) in 2016. The law is the first legislative recognition of lane splitting, in which motorcyclists ride between lanes of stopped or slowed traffic. The CHP tips include information for motorcyclists and drivers of other vehicles. Safety tips for motorcyclists include: Consider the total environment when you are lane splitting. This includes the width of lanes, the size of surrounding vehicles and current roadway, weather and lighting conditions. Danger increases at higher speed differentials (the difference between the speed of the motorcyclist and that of nearby vehicles). Danger increases as overall speed increases. It is typically safer to split between the far left lanes than between other lanes of traffic. Avoid lane splitting next to large vehicles (big rigs, buses, motorhomes, etc.). Riding on the shoulder is illegal and is not considered lane splitting. Be visible. Avoid remaining in the blind spots of other vehicles or lingering between vehicles. Help drivers see you by wearing brightly colored/reflective protective gear and using high beams during daylight. Messages for other vehicle drivers include: Lane splitting by motorcyclists is legal in California. Intentionally blocking or impeding a motorcyclist is illegal. Opening a vehicle door to impede a motorcyclist is illegal. Drivers in the far left lane should move to the left of their lane to give motorcyclists ample room to pass. CHP safety tips for all motorists include: Check mirrors and blind spots, especially before changing lanes or turning. Signal your intentions before changing lanes

THE CYCLE SOURCE WORLD REPORT - POWERED BY BIKERNET.COM

or merging with traffic. Be alert and anticipate possible movements by other motorists. Never ride or drive while impaired by drugs, alcohol or fatigue. Be courteous and share the road. The CHP warns that splitting lanes can be dangerous and should not be performed by inexperienced riders. The AMA position statement on lane splitting can be found at www.americanmotorcyclist.com/About-TheAMA/lane-splitting-1. Industry News - LONG BEACH, Calif. - Fly Free is the most recent electric motorcycle company to announce its entry into the U.S. market, with the introduction of its Smart Desert model. The motorcycle was inspired by the scramblers of the 1950s and 1960s. It comes in two trims: an entry-level with a top speed of 40 mph and a 50-mile range, and the higher performance option with a top speed of 50 mph and a 100-mile range. No pricing has been announced, but the company plans to begin pre-orders near the end of the year. MUNICH - BMW Motorrad’s first autonomous motorcycle was presented in September at the BMW Motorrad Techday 2018. A BMW R 1200 GS made its first rounds in front of assembled journalists at the BMW Group testing ground in Miramas, southern France. Developed by graduate engineer Stefan Hans and his team, the vehicle independently drives off, accelerates, circles a winding test track and independently slows down to a stop.

BMW said the “underlying technology should serve as a platform for development of future systems and functions to make motorcycling even safer, more comfortable and increase the riding pleasure. The aim of the prototype is to gather additional knowledge with regards driving dynamics in order to detect dangerous situations early on and thus support the driver with appropriate safety systems while AMA News - PICKERINGTON, Ohio AMA Life Member Ken Gerard drove cross country to donate two mini-enduros to the AMA Motorcycle Hall of Fame. The Folsom, Calif., resident drove with his wife and dog from his home to the American Motorcyclist Association campus in Pickerington, Ohio to deliver the motorcycles. Both motorcycles are Yamaha JT1 mini enduro models. Gerard said he and his wife bought them on their way to a vintage racing event in 1994. It took more than a year to restore each bike. One of the motorcycles, a red 1971 model, required more than $2,000 in parts to complete the restoration. The second motorcycle, a yellow 1972 model, required $1,200 in parts. Gerard said he worked at a motorcycle dealership in Sacramento, Calif., when the JT1 model debuted in the U.S. market in 1970. He bought both motorcycles for a combined $495 dollars. Gerard said they sold new in 1970 for $299. The motorcycles feature a

60cc, rotary valve, two-stroke engine mated to a four-speed transmission. Our government needs our help. We need to point out the errors of their ways and tell them how we love to ride and how we feel about being free. And if you want to stay up on the news weekly, just slip over to Bikernet.com. We’ve got updates weekly. In the meantime, ride free forever. --Bandit

December ‘18 - CYCLE SOURCE MAGAZINE 103

LAGE... IL V A S E K A T IT

s my misguided adolescent brain tried to navigate itself through a barrage of cookie cutter ideologies haphazardly and middle-class stereotypes m y parents, both on different plains of relationship goals pelted me with their own versions of generational advice. Now as a father I find myself spewing some of the same age-old bullshit, like the product of a dime store lab experiment, in retort to the same childish bullshit that the I remember pulling when I was just as annoying. Common phrases, gestures, and metaphors answering the same tit for tat in a generational cadence that spans the ages, the only difference being the interference of a digital parasite that has become a necessary evil in the future in which we reside. Blanketed in a shroud of high honors and academic excellence I can only be all too proud of the son my father probably wishes I was. But I find myself in fear of the noise that surrounds this generation, and I don’t really have any examples laid out from the past to follow. All there is is advice cultivated in the minds of perfectionists altered to fit unknown circumstances. I don’t know where this world is, and I sure as hell don’t know where we all fit into it, but in reality does anyone ever really know……ever. Thank god for motorcycles. It’s a common grip on social deviancy where, in the end, you are forced to rely on yourself with only the voices of accumulated advice whispering in the back of your head, because once that throttle twists, you either experience what’s ahead of you or you hit the dirt in defeat until you get it right. I

104 December ‘18

- CYCLE SOURCE MAGAZINE

remember my son, the first time he sat on a small 70cc dirt bike, he held the grips and gave the throttle a ghostlike twist. His eyes were wide and wild, and the excitement was undeniable. While most kids are released onto two wheels in the safe quarters of someone’s backyard field, on this day my son, Memphis was amidst a few hundred motorcycles at the Strange Days event. Little did I know that after years of riding motorcycles of all kinds in many different places and many different events I was about to experience the full capabilities of a motorcycle community. Memphis was all of 11 years old, any time he could be on the back of my bike he was, but never before had he had the opportunity to captain one of his own. Surrounded by the people, I trust most in this world he was given a helmet and the chance to ride on his own for the first time. It was the first time I took faith in his word that he would listen to those around him and that he would listen to his own judgment and fears. Looking back at that moment I don’t know who was having a life-changing moment more; perhaps it was both of us, it just took til now to realize it. As the throttle surpassed the clutch in an awkward scream, the little bike carried him away into the open field of matted down grass and random chopper passers-by. I stood fixated on his exuberance scanning ahead of his path for any obstacles I wouldn’t be able to help him avoid, but, as my tunnel vision released its grip the enormity of what was happening came into focus. We had spent a few minutes explaining to him everything he would need to know for his adventure; we dumbed down the science of clutching and the dance of braking without stall. Mistakes were expected but keeping them small was all we could prepare for. As he tried to capture first gear and the bike stalled a crowd started to gather, and I noticed others watched from a small distance. A boy was about to ride his first bike…..

he was about to be reborn, every one of us can relive that moment, every one of us wants to. Memphis slowly set sail, balanced and true, he didn’t overly test the throttle, but he respected what he was doing, shoulders stiff and head tucked. But what I also noticed was that the event traffic in that field had all but stopped, when he was far enough away bikes would shuffle along, complete strangers were directing traffic and giving my kid the right of way. He stalled only a few times but before I could run to help him someone was dusting him off and helping him on his way……community, in fact maybe it does take a village. I would imagine that most would find this a less than ideal place to let their kid run free with the ever looming chance of doom at every corner, but I never thought different of it and never questioned it either. There was no better place, no better time, and no bigger smile than in that moment. I thank motorcycles, the people they make, and the culture they put them in because it’s in the middle of all that noise that there is peace and I think my kid, bathing in adrenaline, felt just a small part of it all. I now have that bike, and as I stare at it I remember that day, and I hope as my other two boys grow old enough, they have the same day their older brother had, we all deserve that, and it would be a shame to miss out…. But what I hope most, if they or anyone else looks back at what their first ride did for them I hope they remember that the freedom that they felt in that moment was the instant that the world stopped existing and it was all about themselves. It’s not wrong to be selfish every once in a while…..there’s only one now.

CYCLE SOURCE December ‘18 105

s&S Sidewinder 2 into 1

Real World Bagger Performance

Article And Photos By: Patrick Garvin www.jpcycles.com

he general consensus from a bagger guy when choosing an exhaust system is the obligatory “true duals” system, or at least what they think is true duals. Maybe it’s the symmetry or maybe it’s the marketing kool-aid but for whatever reason the dual exhaust style systems seem to dominate the aftermarket exhaust sales. And the trend with the new M8 powered touring bikes has been no different. But the S&S Cycle folks in the hills of WI don’t really put much stock in trends, but what does get their attention is results. So, when we had a chance to slap one of their new Sidewinder 2 into 1 systems on a M8 powered Road Glide I knew we were going to get a piece that was going to be 100% performance driven and unfortunately that’s not always the case in today’s bagger market. Just unboxing the pipe made me

106 December ‘18

- CYCLE SOURCE MAGAZINE

grin. If you don’t install your own pipes, then you just see the finished product wrapped in heat shields. And quite frankly a lot of times what hides underneath those pretty heat shields is a bit of a train wreck, gross welds on cheap steel are fairly common. Not the case with this stainless beauty from Viola. It was racing looking in

its raw naked form, nice long primaries with provisions for wide or narrow band O2 sensors sporting clean welds stretching into the collector looked good enough to throw on the bike uncovered. Installation was painless due do proper fitment and slick engineering. Having wrestled ill fitting

pipes onto bikes in the past it’s appreciated when an exhaust system fits the way it’s supposed to. The unit is available in both black and chrome, for our purposes we chose our weapon in a black finish and looked right at home on our Road Glide. I fired the bike up and just like I expected it filled my ears with the song of American made horsepower. There’s just something about the sound of a 2 into 1 that has that menacing rumble at low RPM then when you snap the throttle open screams like a demon. The Sidewinder looks the part as well, the 2 into 1 hanging off the side of a bagger just looks like its itching for a race, and luckily for us, it works as good as it looks. I spent some time on the bone stock Road Glide before the install and it wasn’t terrible for a stock bagger, but it didn’t exactly blow my skirt up. The addition of the pipe (and mini teardrop intake)

were immediately felt in the seat of the pants as I rolled out of the parking lot and twisted the throttle. What I was feeling in my nether regions was 106ftlbs of torque. In addition to the healthy torque number the pipe will add about 8hp to your peak horsepower but what will really blow you away is how quickly it makes torque off the bottom. It throws down the peak 106 ftlbs of pavement shredding torque just off idle with it coming in like a hammer at only 2500 RPM’s and carries it well across the RPM range making for instant throttle response and resulting in smiles for miles. If you’re really looking for a performance exhaust for your bike don’t follow the heard of dual exhaust clad touring bike down the road of mediocrity. Get a real performance pipe from a real performance company.

December ‘18 - CYCLE SOURCE MAGAZINE 107

108 December ‘18

- CYCLE SOURCE MAGAZINE

December ‘18 - CYCLE SOURCE MAGAZINE 109

110

December ‘18 - CYCLE SOURCE MAGAZINE

OFFICIAL POWDERCOATER OF FLAT BROKE CHOPS & RODS

December ‘18 - CYCLE SOURCE MAGAZINE 111

ADVERTISERS INDEX 5 Ball Racing Leather................. 109 Bare Bones Leather......................111 Battery Outlet..............................113 BikerNet.com................................113 Bikers Choice...................................3 Billet Proof Designs........................93 Chop Cult.....................................111 Choppertime..................................91 Dennis Kirk....................................9 DK Custom Products....................110 Dlubak Powder Coating...............111 Drag Specialties............................15 Dutchman....................................110 Faith Forgotten Choppers.............99 Feuling..........................................110 Fox Creek Leather..........................35 GEICO..............................................2 Harbor Freight...............................49 Hardtail Choppers........................111 Hijinx Apparel................................35 Hot Leathers.................................105 Hydroclutch..................................110 I Draw Flies...................................108 Inferno Art...................................110 Kiwi Indian....................................29 LePera Seats..................................39 Lucas Oil........................................45 J&P Cycles.....................................63 Kiwi Indian....................................29 Led Sled Customs...........................69 Lutz Leather.................................110 Lone Star Rally...............................69 MC Creations...............................113 Metzeler..........................................75 Mikuni............................................91 National Motorcycle Museum......113 New Air-A Vape Shop...................110 No School Choppers.....................107 Pandemonium..............................108 Pathfinder LED............................105 Paughco.....................................19,57 Progressive Insurance...................21 Russ Brown...................................33 S&S Cycle.....................................116 SpeedKing.....................................79 Sporty Parts.................................113 Steel City H-D..............................115 Tech Cycles....................................29 Three Two Choppers.....................103 Tropical Tattoo.............................113 Twisted Choppers...........................5 Twisted Tea......................................4 Zipper’s Performance.....................87

112

December ‘18 - CYCLE SOURCE MAGAZINE

December ‘18 - CYCLE SOURCE MAGAZINE 113

listen to me when you’re cooking! Never! Turn them! Hurry up! Are you CRAZY? Have you LOST your mind? Don’t forget to salt them. You know you always forget to salt them. Use the! Salt. USE THE SALT! THE SALT!’ The wife stared at him. ‘What in the world is wrong with you?You think I don’t know how to fry a couple of eggs?’ The husband calmly replied, ‘I just wanted to show you what it feels like when I’m driving.’

Heard A Good One Lately ? Then Send It Along To Us At: 118 Dellenbaugh Rd. Tarentum, PA 15084 Or E-mail To cyclesourcemain@comcast.net

man walks into a bar with an alligator on a leash and sits down at the bar. The Bartender walks over and asks why the man has brought an alligator into the bar. The man replies, “ I have an offer to make”. The bartender being curious, says,”OK, what’s the offer?”. The man stands up and says, “ If everyone in the bar is willing to buy me one drink each, I will drop my pants, open the alligator’s mouth and place my genitals in his mouth and then close his mouth. After one full minute, I will make the alligator open his mouth and remove my gentitals...unscathed.” After a few minutes, everyone agrees to buy him a drink. Sure enough, the man drops his pants, opens the alligaor’s mouth, places his genitals in it’s mouth and then closes it. After one minute, the man hits the alligator over the head with a beer bottle, and the alligator opens his mouth... and as promised, the man’s genitals are unscathed. After about an hour, the man had drank his last free drink and the bartender asks if there is anything else the man would like. The man says, “ I have another offer to make”. The bartender thinks to himself, “This ought to be good” and tells the man to make his offer. The man stands up again and turns to the other patrons of the bar and says, “ If there is anyone else in the room willing to try the same thing, I’ll give them $1000”, and places 10 $100 bills on the bar.After a few minutes of talking amongst themselves, a small blonde girl, in the back of the room

114 December ‘18

- CYCLE SOURCE MAGAZINE

stands up and says, “ Mister, I am willing to give it a try, but you have to promise not to hit me with that beer bottle, when I’m done!”

Bob

man had been drinking at the bar for hours when he mentioned something about his girlfriend being out in the car. The bartender, concerned because it was so cold, went to check on her. When he looked inside the car, he saw the drunk’s buddy, Pete, and his girlfriend going at it in the backseat. The bartender shook his head and walked back inside. He told the drunk that he thought it might be a good idea to check on his girlfriend. The drunk staggered outside to the car, saw Pete and his girlfriend entwined, then walked back into the bar laughing. “What’s so funny?” the bartender asked. “That damned Pete!” the drunk chortled, “He’s so drunk, he thinks he’s me!”

Matt

wife was making a breakfast of fried eggs for her husband. Suddenly, her husband burst into the kitchen. ‘Careful,’ he said, ‘CAREFUL! Put in some more butter! Oh my gosh! You’re cooking too many at once. TOO MANY! Turn them! TURN THEM NOW! We need more butter. Oh my gosh! WHERE are we going to get MORE BUTTER? They’re going to STICK! Careful. CAREFUL! I said be CAREFUL! You NEVER

orking people frequently ask retired people what they do to make their days interesting. Well, for example, the other day my wife and I went into town and went into a shop. We were only in there for about 5 minutes. When we came out, there was a cop writing out a parking ticket. We went up to him and said, “Come on man, how about giving a senior citizen a break?” He ignored us and continued writing the ticket. I called him a Nazi turd. He glared at me and started Writing another ticket for having worn tires. So, my wife called him a ****-head. He finished the second ticket and put it on the windshield with the first. Then he started writing a third ticket. This went on for about 20 minutes. The more we abused him, the more tickets he wrote. Personally, we didn’t care. We came into town by bus.

Mark

am and Fred were out golfing, and as they approached the tee for the fifth hole, Sam turned to Fred and said, “Those two ladies on the sixth tee are too slow. Why don’t you run up there and ask if we can play through?” Fred jogged up to the sixth tee, and just before he got there, he turned and ran back to the fifth tee as fast as his legs could carry him! “I can’t talk to those ladies! One of them is my wife and the other is my m*stress! You go up and ask them!” Sam jogged up to the sixth tee, and just before he got there, he turned and ran back as fast as his legs could carry him! As he approached Fred, he exclaimed, “By God, it’s a small world, isn’t it?”

Craig

CYCLE SOURCE December ‘18

115

Cycle Source Magazine December 2018

Articles inside

The World Report Powered by BikerNet.com

Gerean's Moder n Day Frankenstein

Your Chance To Give The Thumbs Up

The Man Behind The Curtain

Yurko's Dyna Land Speed Racer

Rick's Vintage Flyer

Marco Tomesani

Land Speed Racing 101 With Brew

Chris's Ultra FXR Slat Flat Racer

In Memory Of Bonnie Truett

'45 Flathead To Run On The Flats

A Week In Motorcycle Mecca

The Rust Belts Celebration Of All Things Motorcycle

Ken Takes A Spin On The Indian Chieftain Limited

An Ironhead Sportster Just For The Salt

Lifting Spools With Daniel

Chris Uses The Caswell Epoxy