Cycle Source Magazine Issue 295- December 2022

EDITORIAL OFFICE

The Cycle Source Magazine

118 Dellenbaugh Road Tarentum, PA 15084

For Any Questions Or Comments Please Call 724-226-2867 or e-mail cyclesourcemain@comcast.net

EDITORIAL STAFF

Christopher Callen - Editor In Chief - cyclesource69@comcast.net

Heather Callen - Managing Editor - cyclesourcemain@comcast.net

Kevin Baxter- Tech Editor - Kevin@baxtersgarage.com

Milwaukee Mike - Mid-West Editor - neanderthalneon@hotmail.com

Roadside Marty - South East Editor - roadsidemd@bellsouth.net

Keith “Bandit” Ball - News Editor - bandit@bikernet.com

STAFF WRITERS

Chris Callen, Milwaukee Mike, Jack Schit, Pat Jansen, Xavier Muriel, Charlie Weisel, Mitch Bodine, Amelia Rose, Daniel Donley, Joshua Elzey, Jimmy Frizzell, Roadside Marty, Heather Callen, Dan Venditto, Melissa DeBord, Troy Bensinger, Jason Hallman, Chip Parisi, Matt Reel

STAFF PHOTOGRAPHERS

Chris Callen, Heather Callen, Mad Stork Ken, Twila Knight, Melissa DeBord, Deb Fitch

CONTRIBUTORS

Erick Runyon,Christopher David, Jason Mook, Athena Ransom

STAFF ARTISTS

Chris Callen

ADVERTISING

Heather Callen- Sales Manager - cyclesourcemain@comcast.net

GRAPHIC ARTISTS

Chris Callen, Heather Callen

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Judy Duggan

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The Cycle Source Magazine® (ISSN 1935-0287) is published 10 times a year by The Cycle Source Magazine with Offices at 118 Dellenbaugh Road Tarentum, PA 15084, 724-226-2867, www.cyclesource.com. U.S. Subscription rate is $40.00 for 10 issues. Canadian Subscription rate is $50.00 for 10 issues. Back Issues, when available, are $7.99 each, payable in advance. Periodicals postage paid at Tarentum, PA ad additional mailing offices. The

Josh Allison,now part of the American Metal Customs team, isn't new to world of custom motorcycles, in fact he's been featured on these pages before. Josh has an amazing way of melding the organic with the inorganic to create a motorbike that looks as good as it runs. For those reasons and more we are thrilled to have his Knucklehead grace the cover.

so recently, as it often does in tough times, the fingerpointing and accusations have started to fly around. Who is for what, who can do something better, who has taken what from who. The whole thing is exhausting, and while I have some very strong opinions, I generally keep them personal in this medium. However, with the election looming and so much on the line for our motorcycle culture, I feel compelled to put forth this one proposition: Think about your community. That’s it. It can be that simple. More specifically, we need to start letting the geopolitical roles play out as they will, not blindly but with more of our focus being spent on our own community. This productive perspective begins with the idea that the only way to change the world is to start with yourself, then your own house and family, and on to your neighborhood, town, city, state, etc. For many of the dirty biker bastards we call family, this is our house, so for me, standing up for what’s right for motorcycle people will always come first. At times, I have put it before what has been best for my business, definitely before what has been best for much of my personal life, and this month, I realized where that came from.

By now, you are probably tired of the 25-year history where I often speak of my grandfather in these editorials. Well, in this instance, I can only blame... or credit this part of my character to him. He gave me many of my old-world values; among them was the very real honor of taking care of family and community first. As a self-made man who worked his way up through the coal mines to a better job in the steel mills until finally

having the wherewithal to open his own filling and repair station. He never had a lot of money, but he was rich in love from his community. I didn’t realize this until late in his life. Suffering from Parkinson’s disease, my pap could no longer operate the shop. As we cleaned out the gas station we found a card file where he carried a tab for most of the local community. Each card inside simply had a person’s name and items like bread and milk, gas, and sometimes tires or an oil change. With no interest rate, no extra help from the federal government or grant money, he helped hard-working men and women make it from one paycheck to another. There was no good reason for him to do this as I stated earlier, he was not a rich man. But, this was his community. It was the right thing to do. He never sat in judgment about who deserved it more or less, never based this on anything other than someone asking for help. Now, maybe this was a different time; it was the seventies, after all, so I may be romanticizing a period in our country’s history that we may never duplicate, but I’d like to believe we can. You see, life is hard, man. Maybe you are lucky enough to have a big family who will help when needed. If so, you should count those blessings. If not, imagine having a local store that knew you well enough to help you feed your family or put gas in the car to get back and forth to work for the rest of the week without any profit in it for them.

Now the very reason I bring this up at this time in motorcycling is this was the very reason I got into bike life in the first place, well maybe not the first, but after the hot chicks and

drugs lost some of their initial luster, I quickly realized it was the most important part; the family. This was why many of the original motorcycle clubs referred to themselves as the family. Mostly, these people were just trying to make their way through life in a post-war America with which they had lost their commonality. They were only understood by other people who had been to the edge, as happens through war, and this led most of them to find each other and motorcycles. They helped each other, whether with repairs to a family house or car or just to have a good time and forget about the world around them for a bit.

Today you hear so many people who lack a sense of community. They are out for what they can get, with little to no apology. But at what cost? Have we traded in these great values that were literally the glue that held us together for a vail sense of economic security that the elites can take away from us in any fiscal quarter? I feel like we have, and I also believe this to be a game we cannot win. No amount of protesting or yelling at each other can stop this madness. What can, is bolstering our sense of community by simply taking care of each other. So get off your ass, pick up the phone and call your brother or sister today and see what you can do to help out a little bit, or maybe ask for the help you need and see if we can change the world one person at a time.

Article

one of the hardest things you have to do as a magazine editor is write about the big events like Sturgis and not leave anything out. This year that was even more the case as it seemed that every day had two, three, or four killer events. All this sits on top of the usual epic bucket list items like Spearfish Canyon, Needles Highway, and the Badlands. Nevertheless, this will officially go down as the year that almost broke Sturgis from so much to do.

Our week started on Saturday with the Dennis Kirk Garage Build Show at the Iron Horse. The place was packed with tons of great bikes. You can see several in interview format on our YouTube channel and get a walk around. King of the day was Stacy McCleary, the California Cowboy, who has been climbing the ranks. Despite this cat being a true garage builder, his work is unparalleled. This was also the day the FXR Evolution Ride-A-Way bike was given away. After a year-long promotion between Dennis Kirk and us, they were ready to let it go. In true showman stature, I was given a phone number and asked to call

the winner live from the stage. As sometimes happens, it didn’t go exactly as planned. “Hello, hey, is this James Irey of Christmas Florida? Yes... This is Chris from Cycle Source, and we’re here at the Iron Horse in Sturgis. Ok... Well, we wanted to let you know that you won the FXR from

Dennis Kirk. Ok..... How does it (Click) then a dial tone......” By the time we got back from the Black Hills, we had caught back up with James, who was very surprised he won, not having remembered that call. The crowd had a good laugh on me and added to the day, so it was all good!

Next up was our 16th Annual bike show, and despite some Sturgis newcomers backed by big corporations doing events on the same day, we had an outstanding turnout. Over 100 quality bikes signed up for the chance to take home some black hills gold, but it would be Convict Customz that walked away with the best of show award for their outstanding Ironhead Sportster. This also came with a complete Paughco rolling chassis. You can see that bike in this very issue on page 20. We were super stocked this year because we brought back a CS tradition with our piston trophies. This was a thing we have done since our first show ever when the magazine was still local and made for some damn fine awards. (see pic on next page)

Monday moved back in time for Vintage Day, where 120 great antique motorcycles spent the day with us. This is a small way to remember the bikes that built Sturgis and thank AMCA members for continuing to bring them. A sack lunch was provided to all AMCA

By: Chris Callen Photos By: Melissi DeBord And Heather Callen

cardholders. The day included field games and some great prizes. Carl Olson and the Black Hawk Chapter and Cannonball organizer Jason Sims worked their butts off to ensure everyone had a good time.

We ran out to the Full Throttle for the 16th Old School Chopper show and picked a bike for the Cycle Source Award. This place still amazes me, and the show that Steve Broyles and company puts on is top-notch.

That night we got to attend the Hamster’s USA® Annual banquet, where members and friends raised nearly 500k dollars. An incredible effort that goes towards Lifescapes Children’s Services.

Tuesday was a whirlwind. It started with the Lil Evil Performance show at the Steel Pony, where a solid crew of some of the best in performance bikes made their way in for the day. We were out at the Sportster Showdown hosted by Led Sled at Camp Zero. A new feature this year was the dirt drags. We provided the race track service with Pro Tree. It was great watching some guys who have never run a track before asking how the tree worked in the beginning but then screaming at us for not red lighting another rider by the end. They were hooked!

That night was probably one of the highlights of the year for me. We were helping host the Baker Burnout Drags at the Iron Horse. Bert Baker was in full effect. The gates were full of contestants when a big guy walked up to me and said, “Hey, I don’t want to race, so can I just pull up here and do a burnout?” I saw his shirt that said C-Bear Stunts, and without paying attention, I asked if he actually rode with C-Bear. When the answer came back, “Dude, I am C-Bear...” I felt like an ass and said, “Of course, please do!” What happened next my brothers and sisters was a display of riding prowess like we had never seen before at the Iron Horse. In a very little space, this cat did a rolling burnout with spins and dips that didn’t end until he rolled it up into the gates, did the races until his tire was gone, and kept going until he won it all on a rim. It was, without a doubt, a Sturgis memory that should earn him a lifesize photo on the wall at the Spoke!

The next day was Wednesday, my favorite day in Sturgis, our Annual “Run To The Line.” We have hosted this ride for over 15 years, and it has been a huge honor. This year we headed back up to Nemo Guest ranch, which took us through Vanocker Canyon,

one of the most underrated little rides in the Black Hills. We took over a hundred riders through the Canyon, with Michael Lichter taking worldclass photos of them on this epic day. At the ranch, we all had a sack lunch with “Pearl Hoyle Approved” stamped to signify the first gypsy tour in the Black Hills, where she made everyone a similar lunch. We spent part of the afternoon there with ice cream sandwiches on the front porch of the general store before heading back to The Iron Horse to catch the awards at the Perewitz Paint Show. Whew, sounds like a lot, but we were far from done. Big Randy of Cycle Showcase STL held an Ice Cream Social at Emma’s Ice Cream Emporium on Main Street. Attendees were treated to a designer bowl of the best frozen goodies they had ever laid eyes on. We finished up fast, and with full bellies, we headed out to the Sturgis Dragway. This is a killer event, and credit to the Baker Drivetrain for renting the track and letting us all come out and play. For no cost, you can run the historic Sturgis Drag Strip, get a time slip and create as many great memories as you want. Hell, thanks to Law Tigers, you could even have a sweet-ass pulled pork dinner if you wanted. The Stevenson / Toce crew came out, and after a little ribbing, we ended up in a three-way grudge match between Me, Joe Orsini, and Dan Toce. Poppy let me ride the Sportster S as much as I wanted, and I can’t thank him enough for this.

If you haven’t ever had the chance to ride into Sturgis with the Hamsters USA®, I suggest you make plans for next year. The deal is you have to make friends with a member to get invited but consider this; the ride that David Mann did paintings of, the reason people from Sturgis get lawn chairs and line the road, the only thing I’ve ever seen the state police shut down the interstate for. A sea of yellow shirts all riding some of the most outrageous customs ever created. It was our second year being invited to do this, and none less an honor. Of course, you have to be ready to ride hard cause, from front to back, these cats do. Just wanted to say thank you to every member for keeping this tradition alive and letting us dirty chopper kids come along!

Ok, so Thursday night was about letting your freak flag fly, and while I know this kinda fun isn’t for every “Wanna Be Hard Ass,” Thursday night is Heather’s “Black Hills Boogie” at

Steel Pony. It’s a seventies Chopper and Disco party all rolled into one. Contestants came in for a chance to win $500 cash for the best-dressed pimp daddy and “Sweet Momma” instead of saying hoe. It was a hoot, and we always get great seventies choppers, but this year the vibe was so extremely chill it was like another world from Sturgis. Don’t get me wrong, it was very well attended, but everyone was enjoying themselves. Drew Reddinger took home the Mirror Ball Helmet Best Of Show Award. We had too many great getups that we split the green for best pimp and hoe.

As is the case every year in Sturgis, we end the week with the Biker Olympics. A full day of Field Games, Mini BikeRaces, and a chance to laugh until you piss your pants. One word on this is that we bring out mini bikes for people to rent by donating to the venue’s charity. These are our own mini bikes, so you can understand that when the winning entrant for the women’s division crashed into the barricade and bent the mini bike in half, my heart sank a little, but it was all in good fun. The day’s highlight was Brandy killing it in all events on her kick start Pan, including riding up to and biting the weenie herself.

Man, that was a hell of a week for sure. The list of people I want to thank is enormous, from the Iron Horse to each and every person that shows up to our events. It is a huge honor for a kid who grew up in the sticks to do all these incredible things and share our passion for motorcycles at the greatest event there ever was.

so, this month’s tech is a little different. I know quite a few people that use carbide cutters on the lathe. The thing with the carbide cutter, is they get dull or chipped over time. When this happens the cut quality is not good. These carbide cutters are affordable and when they get chipped or dull, people usually throw them away. I get it. time is money… But you can easily sharpen them repeatedly and get lots more use out of them. I am not a machinist, I just figure out how to make the parts I need. So here is how I sharpen a carbide lathe tool.

Silicon carbide wheels are also called a “green wheel”. They come in all assorted sizes and shapes and grits for your grinder. The green wheel is used for grinding carbide cutters that are dull, chipped or broken. You can save a lot of money by sharpening your own cutters.

A Dressing stone is used to “Dress” your grinding wheel: It keeps it flat and round. It also keeps the stone grit fresh for grinding. Turn on the grinder, and apply light pressure with the dressing stone.

Setting up the bench grinder. I like to have a nice and sturdy grinding platform on my bench grinder set up with a slight angle past 90 degrees. This will put a slight relieve on the back side of the cutting tool which is necessary.

Relieving the backside of cutter. The cutter is made up of two parts. There is a piece of carbide attached to a steel holder. That allows you to mount it to your machine. The carbide is hard, the steel is soft. So, we want to slightly relieve the steel portion on the backside of the carbide. With a standard grinding wheel.

Then we can use the green wheel “Silicon Carbide” to grind the carbide cutter. With the steel being soft we don’t want to use it on the green wheel as it will wear very quickly. Also you need to keep the cutting tool cool while sharpening so it doesn’t become brittle. Occasionally dunking it in water does the trick.

Silicon Carbide “Green Wheels” can be bought about anywhere, and the price is not bad. Take care of them and only use them for carbide

and they will last a long time. It takes a little practice but will prove remarkable results.

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

419-576-6812

happydandemonium@gmail.com

FB- Pandemonium Custom Choppers IG - @pandemoniumc2 pandemoniumcustomchoppers.com

when Mike Poggenphol, Paul Papke, and Nathan Leanane, the crew from Convict Customz, were asked if they’d like to compete in The Grind Build Off, they figured why not. They had a year to build their entry and Mike’s old Ironhead. It was his first motorcycle, and it was due for

its 101st makeover. Yeah, that’s right, an Ironhead Sportster for a Build-Off Competition. Shop business continued while thought went into the build. I think we all know what’s coming now. Fast forward 311 days. Mike and the crew realize they had 54 days til The Grind, and they hadn’t started anything on the Ironhead. So, with

Article By: Matt Reel Photos By: Melissa DeBord

a short time to the event, there’s only one thing to do. That’s right, pull out all the stops and build one of the most highly detailed, fully customized motorcycles to hit the show circuit out of the little Sporty. With the Ironhead on the table and the clock ticking, it was time to get moving. Eyeing things up, the first

thing that needed to be addressed was the stance. Low was the keyword, and what’s lower than laying frame. The original 35mm forks were converted to air over hydraulic to get that way down stance. The fork lowers were then modified to a leading axle design, moving the axle forward and up. Akron rims were trued up with stainless steel spokes and hung from this setup. Out back, a set of Platinum Suspension air

ride shocks were hung from the frame to the original swing arm. Another Akron rim with stainless spokes was used in the rear to get things rolling.

Next up was bodywork, and man, did they pull out the stops. With the air ride, they wanted an air tank so there was no waiting on the compressor to catch up. A cylindrical tank was mounted between the front down tubes. While the tank looked fine, it just wouldn’t do for

this build. A custom cover that starts at the neck, goes down the tubes and then transitions into a chin spoiler that was fabricated to bring it all together. An airfoil was fabricated to mount on the back of the frame in front of the rear wheel. Up top, a one-piece unit was built, bringing the gas tank, seat pan, and rear fender together. With a couple Dzus fasteners, this whole top piece can be removed to gain access for maintenance. Finally, a smoothed curved oil tank was whipped up and added.

With this much work going into the

chassis, the engine had to be the crowning jewel. The engine was simply freshened up internally but outside was another story. The cylinders had the fins machined off of them and smoothed. The heads were sent out to Pineapple Express Engine Werx for that unique cut on the fins. The rocker boxes were then split, and everything was smoothed in preparation for some color. To finish things, a custom piecut stainless steel 2 into 1 into 2 intake manifold was made to support a pair of vintage Lake Injectors. To go with the intake pie cut stainless dual exhaust was welded up and mounted.

The finishing details needed to be addressed as things drew to a close. A V-Rod headlight was cut and modified for the front end to fit perfectly into the trees. For stopping power, a set of brake calipers from a Gold Wing were mounted up to clamp onto custom rotors. Custom handlebars were

5 sixtythree Tech Sheet

Owner: convict customz

City/State: davenport, ia

Builder: convict customz

Year: 1978

Model: xlch

Value: too much for an ironhead

Time: 52 days

ENGINE

Year: 1978

Model: ironhead

Builder: convict customz

Ignition: Dynatek

Displacement: 60.84 cu

Pistons: drag specialties 9:1

Heads: stock pineapple cut

Carb: dual lake injectors

Cam: andrews pb+

Air Cleaner: velocity stacks

Exhaust: convict customz/flylow fab

Primary: stock shaved

TRANSMISSION

Year: 1978

Make: Harley Davidson xlch kicker

Shifting: auto clutch

FRAME

Year: 1978

Model: Harley Davidson xlch

Rake: Stock 3degree neck cups

Stretch: stock

Forks

Builder: convict customz/southwick machine

Type: air over hydraulic

Triple Trees: stock

Extension: none

WHEELS

Front Wheel: akron/stainless spokes

Size: 19”

Tire: dunlop k180

Front Brake: nissin dual caliper 11.8 rotors

Rear Wheel: akron/stainless spokes

Size: 18”

Tire: dunlop k180

Rear Brake: drum

PAINT

Painter: brian johnson

Color: sage green metallic

Type: matric automotive finishes

Graphics: manley custom paint

Chroming: none

ACCESSORIES

Bars: convict customz/flylow fab

Risers:none

Hand Controls: none

Foot Controls: stock modified

Gas Tank(s): convict customz/flylow fab

Oil Tank: flylow fab

Front fender: None

Rear Fender: integral

Seat: chad hagerman

Headlight: vrod modified

Tail light: oznium led

Speedo: None

Photographer: Melissa DeBord

fabbed with an internal throttle setup to keep things smooth. The addition of an Auto Clutch eliminated the need for clutch control. Out back, a series of 6-millimeter Oznium Diode lights were mounted into the fender to be used as tail lights and turn signals.

With everything together, there was only one thing to do, tear it all apart. It was time for color on everything. Everything that wasn’t already smooth was finished down to glass perfection. Brian Johnson then came in and laid down the base color. Manley Custom Paint followed him up with the graphics. Textured Bronze powder coat was applied to the engine cases and parts. To keep everything matching, the stainless-steel spokes were heated to color-match them to the exhaust. To add a little sparkle, 6-point stainless steel bolts were polished and used throughout.

Mike wanted to throw out a big thank you not only to everyone already mentioned but also to Billy Berger from Fly Lo Fab for helping with the metalwork and Kevin Tuthill for helping dial in the tune at the end. Without all those guys, the 52-day year-long build may have never happened.

iknow. Cycle Source is a chopper magazine. I get it. Look, I am not the biggest fan of the Milwaukee Eight Engine Platform. But like it or not, it is here, and it is what the beloved Motor Company is currently producing. Since they came out, I have owned one M8. I didn’t like it and immediately sold it off. I’m a Twin Cam guy. I’m an Evo guy. I’m a huge Shovelhead guy. I also own a motorcycle shop specializing in repair, service, performance, and fabrication. So, I have, to some extent, embraced the M8 Engine.

In this multi-article series, I will show you some of the amazing things that Feuling Parts is doing for the Milwaukee Eight Engines. I am a big fan of Feuling Parts and

Completion Time: 1 hour

Difficulty Level: 2 (Scale of 1-5)

Tools Required:

- Snap-On® MSK10 (Stud Removal & Install Kit)

- Thread Chaser Set

- 17mm Wrench

- Torque Wrench

- 17mm Socket

Article By: Jason Mook – Deadwood Custom Cycles. Deadwood, South Dakota

the guys that work there. Their slogan says it all, “No Bullshit, Just Performance.” And that’s exactly what they do; every day. They focus on performance. Luke Leatherman and the other guys at Feuling Parts are working daily to make amazing parts that increase horsepower, torque, and the reliability of the M8 Engine.

Every time you take the top end off an M8, it is recommended that you replace the Head Bolts every time. This is Not negotiable. I take it a step further. Whenever we rebuild an M8, we replace the Head Bolts and the Cylinder Studs. Every time. I use the Feuling Parts #3024, ARP Cylinder Stud, and Head Bolt Kit. Feuling has

teamed up with the iconic ARP Fastener Company to create a line of hardware meeting Feuling’s and ARP’s quality standards for Harley-Davidsons®, and the

done, including ARP Ultra Torque Fastener Assembly Lubricant and Loctite™ 545 Thread Sealant.

Cylinder Stud and Head Bolt Kit is no exception. The kit comes with everything you need to get the job

Start by removing your old cylinder studs. The Snap-On® MSK10 Kit has the stud remover your need. You can just “double nut” them if you don’t have this kit. Once the old cylinder studs are removed, chase the threads of the case to ensure the stud holes are clean and free of any previous thread sealant. Apply a drop of the included Loctite™ 545 to the shoulder side of the cylinder stud. Use sparingly, as a little goes a long way. By hand, install the studs with the collar side down. Thread the installer

onto the cylinder stud and use a 17mm wrench to snug the cylinder stud and installer. With a torque wrench, initially torque the cylinder studs to 5 foot/lbs. Then final torque the cylinder studs to 15 foot/lbs.

Now you are ready to check your ring gap, install your pistons & cylinders. Utilize your new Feuling Head Bolts when it is time to stack the heads on the cylinders. The ARP Fastener Assembly Lubricant will come into use when the head bolts are installed. In the upcoming articles, we will install a Feuling 538 Race Series Cam Chest Kit, and their new Air Cleaner on this fire-breathing 124” M8 FLTRX. Until next time!

www.deadwoodcustomcycles.com

With winter fastly approaching, we northerners go straight into motor mode. One of the best and easiest options is big bore kits. Today we are going to cover Big Bore kits from Revolution Performance. Revolution Performance is located in Plymouth, Wisconsin has been around for over 20 years. They and their parent company specialize in every type of engine upgrade you can dream of, including but not limited to service solutions for cylinders, cylinder heads, crankshafts, bigbore kits, and supplies parts such as pistons, gaskets, camshafts, and complete engine builds. They offer a huge selection of big bore kits for Sporty, EVO, Twin Cam, and M8, which we use here and sell to customers all over the USA. Below is a list of bolt-on kits and “Monster” kits.  Bolt-on kits are just that. They bolt on in a matter of hours. Most guys with some mechanical experience can tackle a Big Bore “bolt-on kit”  project in their garage in a weekend. Monster kits require machining to the cases to allow for such a significant jump in displacement. As most of our readers have heard, “there is no replacement for displacement!”

With a simple bolt-on kit, you can gain 25% horsepower with no other engine modifications. If you combine a big bore kit with other engine upgrades such as cams or heads, the options, and the results are endless.

Q&A

Q: What separates Revolution Performance big bore kits from the competition?

A: All one piece aluminum cylinders nickel-silicon carbide coated bores, and no sleeves to fail, so it increases reliability.

Q: Are any new Big Bore kits in the works?

A: 148” kit m8 coming really SOON. An Indian Challenger kit is in the works. Sizes can’t be revealed quite yet.

Q: Any size big bore kit we don’t recommend for street use?

A: Everything is built with reliability in mind and will perform perfectly on the street. But the larger you go, the more frequent the service interval will need to be. We have tons of 117” and 131” Twin Cams with over 120,000 miles on them.

We have these kits, as well as any others you need in stock, so don’t hesitate to hop on the website www.hardcorecycles. com or give us a call here to get yours scheduled

Article And Photos

By: Christopher David

my adventure with Fuel Cleveland started with my beautiful wife Joni and I driving 13 hours from Omaha to Cleveland. The two of us love to travel together for shows, so this was not a big deal for us to make the trip. We arrived in Akron, OH, on Friday, July 29th, the day before the show.

My biggest concern was wondering what the weather would be like on Saturday for the 7th running of Fuel Cleveland. Having an outdoor event in July is always a risk, but the motorcycle gods smiled on us all and gave us a perfect 75-degree day! My wife and I got to the venue around 7:30am Saturday morning, which was at The Hale Farm and Village in Bath, OH. The place was amazing! There were great old buildings and farmhouses, and the land itself was beautiful.

We were greeted by staff

who gave us our Artist passes and told us where to park. At this point, I would like to give huge thanks to Tyler, Mikey, and Amanda of Lowbrow Customs for giving a no-name

photographers at bike shows, if you aren’t there before the crowds hit, you are not getting the best photos of the bikes. With that being said, let’s talk bikes!

husband and wife team of photographers the honor of artist passes for the day. We truly appreciate the love! As

Fuel Cleveland is one of the best shows we have been to. The mix of old school bikes was fantastic. There were Knuckleheads, Shovelheads, Choppers, and everything in the middle at this show! We started snapping photos first thing. Some of the bikes were outside overnight, and the early morning dew was all over them. I am sure some of the builders were not thrilled about this, but the photos looked great!

If I were to guess, I would put the bike total at over 100. A stand out in the crowd was

the 70’s style Honda Chopper with a mind-blowing paint job. The young man, Clay Krick, owner and builder, was super chill and awesome to speak with. That was one of my favorite parts, meeting and talking with the creators and caretakers of such fine machines. Some great stories were shared that day. New friends and memories were made for sure.

Speaking of favorite parts of the show, I must talk about the Van show! Yes, it was not only a killer bike show, but there was a custom van show as well! I am a huge fan of old school custom vans, so this was a thrill for me. Not only were the “shaggin wagons” works of art in their own right, but the people who drove them were cool as hell too. It was outstanding to see how an owner from Texas knew an owner from New York; they have their own network. These people travel the country together, going to shows like this, and they all seem to know each other. It’s a whole other cultural scene, and it’s cool to see it integrated so well into the motorcycle community. I must apologize that I did not submit more Van photos. Because this is a motorcycle magazine, I thought I should focus on motorcycles.

I must also give some love to all of the vendors and side events at the show. You could find handmade leather goods, blacksmith tutorials, and even a Tattoo shop! They were all at this show! This was one of the best experiences my wife and I have ever had at any show. We will be going back every year for sure.

Fuel Cleveland has already put out the dates for the 2023 show on their website. If you are a motorcycle lover, this is a must-see show!

Thank you so much to Chris and Heather for putting my story and photos in their incredible magazine. This is truly an honor...

ever since he can remember, Squindo has been drawing. Some of his earliest memories include his “Pop” loosely scribbling loops and circles on paper, telling him to use his imagination and find as many characters as he could. It was probably just to keep him out of trouble, but to this day, he’s still able to find faces and ideas in everything he sees. He also claims that he once “injected” himself with art when he was about 3 years old. While running around with a pencil, he tripped and stabbed himself only 1/8th of an inch away from his eye. Two stitches, and a couple months later, he did the exact

same thing, only with the roof of his mouth. I’m amazed his mother ever let him hold a pencil ever again…Aside from keeping him busy with doodles, his dad

Article By: Killer

and quite shy, Squindo would draw goofy cartoons to impress the girls on the trip. In turn, they would ask him to draw different characters for them. Those small exchanges helped him come out of his shell and gave him confidence that people liked his art and wanted him to do more.

was also a middle school teacher and often took his students on outdoor education trips. Being a good bit younger than the others

Growing up in New Jersey in the ‘70s and ‘80s, Squindo spent every Saturday morning glued to the TV watching cartoons, his favorites being the Warner Brothers cartoons from the ‘40s and ‘50s. He’d also spend hours and hours with his head deep in the pages of Car-Toons and MAD magazine (one of my favorites!), trying to figure out how to draw

like Shawn Kerri or Jack Davis, both of whom obviously had a massive influence on his art. Something that also influenced him growing up was his own family history. Both his parents and grandmother would tell him all the crazy, fun stories from their childhoods, and he would sit with them, soaking in every last word. He especially liked the stories that involved the cars and bikes they drove and the music they listened to. He quickly grew to love both the style and the music from the ‘50s.

From that point on, he was either under a car or drawing one. His father taught him the basics of repairing cars while his uncle showed him bodywork. Though never great at either, it was enough to get by. He still uses some of the early work he did with body filler in some of his sculptures. In the ‘80s, his Pop, uncle, brother, and self would hit any nearby hot rod shows together. Squindo would sit and try to draw as much of the cool as he could from his surroundings.

After high school, he worked the usual dull, non-art jobs until he found work at a local screen printing shop where he could finally make money doing what he liked to do; drawing pictures. Even though none of it was really interesting or fun, at the very least, he was drawing. At that time, he was working two different parttime jobs and trying to push some freelance art in when he could. In 1994 at a Metallica show, he told his wife how cool his style would be for band merch and how amazing it would be to work for a band like Metallica. Being more of a realist, she quickly pulled him back down to reality but continued to support him by shooting photos at local metal bands while he banged on bus doors, pushing his art.

After a few years of doing this, they finally caught a break. They were seeing Kid Rock in 1998 at a small local club, and Squindo’s wife asked if she could take some shots of the show for him. The next time they saw Kid Rock, drawings were added to the mix, and soon enough, Squindo was designing passes and t-shirts for him!

A few months later, while showing Kid Rock some new sample designs, he met Lars Ulrich, who dug his work. By 1999 Squindo had designed 3 of the top-selling shirts on the Metallica tour and has been designing for them ever since!

Because of that chance meeting, he’s also been able to work for several other bands like The Misfits (SERIOUSLY?!), Ramones (OH COME ON!!), Korn and even Paul McCartney! As well as side work for each of the Metallica members.

In 2005, finally fed up with the screen-printing job, Squindo quit the daily grind and started freelancing full-time. Being 100% self-employed also inspired him to start painting and creating more fine art to sell. After selling a few pieces at local car and bike shows in 2008, he took to the road to hit even more art shows.

By 2010 he had created quite a few car show posters and t-shirts. In 2013 while vending a show in North Carolina, he ran into Edge from The SmokeOut, and from that year on, Squindo has done all the art for SmokeOut Rally. I know Chris & Heather are completely humbled and honored to have Squindo continue to do the SmokeOut art under their new reign.

Aside from all his band artwork, Squindo has also had the pleasure

of designing stuff for professional skateboarders like Jay Adams and his brother-in-law Tom Groholski. He’s also done some sick wrap designs through SCS Unlimited for Ski-doo snowmobiles and Can-Am side-by-sides.

His works primarily with wood stains

filler, epoxy resin…or a combination of the two.

Squindo has also been working on a comic-type graphic novel for the past few years and is hopefully close to completing it early next year, and it’s based on what he knows best; hot rods, motorcycles, and monsters! He is also hoping to have another skull book ready to print soon, similar to his “The Year of the Skull” book back in 2013, which required him to draw, sculpt or tattoo a skull every day. The layout for both books is underway now; hopefully, he’ll be posting up a Kickstarter soon to fund them. Right now, he’s been pretty steady with his freelance work and commission art while working on some pieces for the next art show. If you wanna check out more of this dude’s amazing work, you can find him via the following:www. squindo.net

on panels, automotive creepers, or hand-carved sculptures, but he also works heavily in ink and charcoal. Basically, this guy can do it all. His sculptures are either out of auto body

squindo.net@gmail.com

FIND TEN DIFFERENT THINGS ON DISCIPLE

NO THERE ISN’T ANY REAL PRIZE, JUST SOMETHING TO DO WHILE YOU’RE IN THE CAN.

before we even start. I’m just going to say this up front, I absolutely love Choppers!!! With that being said, this 2003 100th anniversary Sportster really caught my eye, first because it’s a nice rideable chopper with some really nice parts, and second, it’s an anniversary bike. At the time

they were released they were pretty desirable because Harley Davidson really rolled out the carpet for their 100-year models. So, seeing one chopped up kinda made me feel warm and fuzzy! Longtime readers of this fine publication will instantly recognize the style and most of the signature parts on this build as none other

than Led Sled Customs. Pat Patterson and his beautiful wife Jen, form the business’s backbone. As their company motto says, they have been supplying high-quality American-made chopper components executed with precision since 2002. Pat is really known for his line of Invader wheels, but Led Sled makes

Article By: Roadside Marty Photos By: Melissa DeBord

almost everything you need to transform your bike into a sweet ride just like this one.

Jim Davis is the owner of this beauty, and it was the bridge for him and Pat to become friends. Jim talked to Pat about how cool it would be to have him work his magic on an anniversary bike. Unfortunately, those dreams had to be put on the back burner because, at the time, the idea was just out of reach. Well, fast forward 18 whole years: Jim was on his third trip to Sturgis with Pat and the crew, and he just couldn’t stop thinking about his long time idea especially after he had ridden a few choppers that Pat built and had helped out at Pat’s Sportster Showdown. Davis finally decided to pull the trigger. When he returned home to Ohio, he started looking for a suitable donor bike. Once he found one, he brought it to Pat with instructions to build

it just as though he were building it for himself. It’s really more than that because, according to Jim, 2003 is when Pat “officially” opened his shop. They became friends in 2003, and his first Harley was a 2003! Pat didn’t share much about the build with Jim as it was happening, but they did talk about what he was thinking, and Jim would offer his opinion.

The first order of business was a Led Sled frame that had a 38degree rake with 6” of stretch. On a side note, I personally thought the neck design was a really nice touch. An 8” over Led Sled springer was used to keep the proper stance on the bike.

You don’t see it much these days but, in my humble opinion, a front end that is too long for the frame dimensions looks like a grasshopper. The beautiful Invaders are a classic 21” front wheel and a tried and true 18” rear wheel wrapped in Metzler rubber. Since there’s no front brake, a Led Sled perimeter brake setup was used with a six-piston caliper for supreme stopping power. The donor bike already had a low mileage motor, so it was freshened up with some Led Sled rocker boxes and a modified snoot air cleaner cover on the stock CV carburetor. It did receive an update on the ignition

with a Dyna S. Displacement was kept at the stock 1200 level. The pipes are another Led Sled item you can order on their website. The oil tank is another production item. Everything else you see, including the seat, are Led Sled catalog items that all work together to make a smooth running and riding chopper. Another one of my favorite parts on the bike is the jockey shift, an integral part of the top motor mount, and the clutch pedal is in the stock position for your left foot. I can only imagine how smooth this works. For the paintwork, Pat turned to one of the absolute best in the business, Darren Williams from Liquid Illusions in Kansas City, Mo. I’ve personally used Darren for a few of my higher level bikes, so I wasn’t surprised to learn that he did this.

I’d like to stop for a minute and reminisce about the Limpnickie

THE CLASSIC TECH SHEET

Owner: jim Davis

City/State: Dayton, oh

Builder: led sled customs

Year: 2022

Model: sportster

Value: priceless

Time: 4 months

ENGINE

Year: 2003

Model: sportster

Builder: Harley-davidson

Ignition: dyna

Displacement: 1200

Pistons: stock

Heads:stock

Carb: stock

Cam:stock

Air Cleaner: led sled

Exhaust: led sled

Primary: stock ,modified

TRANSMISSION

Year:

Make: stock

Shifting: jockey shift

FRAME

Year: 2022

Model: chopper v neck

Rake: 38°

Stretch: 6”

Forks

builder : led sled

Type: springer

Triple Trees:

Extension: 8”

WHEELS

Front Wheel: led sled invader

Size: 21”

Tire: firestone

Front Brake: none

Rear Wheel: led sled invader

Size: 18”

Tire: metzeler

Rear Brake: led sled perimeter

PAINT

Painter:liqudi illusions

Color: Black

Type: Unknown

Graphics: Unknown

Chroming: led sled

ACCESSORIES

Bars: led sled

Risers: led sled

Hand Controls:led sled

Foot Controls: led sled

Gas Tank(s): led sled

Oil Tank: led sled

Front fender: none

Rear Fender: led sled

Seat: led sled

Headlight: paughco

Tail light: led sled

Speedo: none

Photographer: melissa debord

Lot from many years ago, that’s how I spent many events with Pat, Darren, and so many others. After all these years, it’s great to see that we are still using each other for customers’ bikes and our own personal bikes! Jim couldn’t be happier with how this build came

out. He says it’s classy and still badass. Every time he sees it, he’s excited. In closing, Jim wanted to thank Pat for making a 19-year dream come true. Be sure to check out all of the Led Sled products at  www. ledsledcustoms.com

well, well, well, here we are. Rounding out the 2022 Rally Season. I’m currently in Daytona Beach for the last hoorah of 2022, Biketoberfest! With Hurricane Ian having just been here, I can tell you the morale is high, but the attendance is much lower than I’ve ever seen. Because I’m set up at Destination Daytona with Providence Cycle Worx and the High Seas Rally, I’ve gotten to speak with a lot of people, and they all seem to be saying the same thing. Most veterans of this yearend rally decided to pass due to finances and uncertain weather. I personally know several riders who decided to sit this one out and wait for Bike Week in March.

This leads me to the next thing, if

so many people decided to wait, then that’s gonna make Bike Week 2023 huge! Count on it. Now, just because the numbers were down doesn’t mean it was a bust. No Sir. There was as

smiling, shaking hands, and taking pics. He’s one of the OGs and a great man. The show was a hit, as always. If you haven’t been to Chopper Time yet, it’s an absolute must if you’re in Daytona! Heck, it’s one of the only reasons to go to Daytona!

much to do around town. Of course, my all-time favorite happening is Tropical Tattoo’s Chopper Time which NEVER disappoints! Willie, the always gracious host of the greatest Chopper Show on earth, was there

Let me rewind for a minute and talk about what I feel is the beginning of a great tradition in bike rallies for me. The SmokeOut in Salisbury, NC. I was honored to have been invited to be a part of the first Cycle Showcase SmokeOut Edition, Legends, and Legacy gallery this year. The gallery, which was one of the most fantastic setups I’ve seen thus far, had it all. There was a huge wall telling the story of the beginnings of the SmokeOut. It included original builders and patrons. You could actually read and see where it all came from, which to

Article By: Xavier Muriel

me, is so ‘effin important! Each bike belonging to a Legend builder was on an elevated platform with their chosen Legacy displayed alongside. There was incredibly unique artwork everywhere that seemed to jump out at you. Needless to say, it was a cornucopia of amazing sights representing a lot of history while ushering in new beginnings. Having one of my builds displayed next to Billy Lane of Choppers Inc.’s trend-setting build “Blue” was one of the highest honors I’ve had thus far in my career. I’m forever grateful to Chris, Heather, and the staff that helped put on what I know will continue to grow every year... This rally has everything it needs to cement itself into our culture for years to come... Bikes, Music, Art, and yes, a lot of partying!

As the season ends, I’m so excited to finally, after three years

in the making, get to do the High Seas Rally Cruise Oct 29-Nov 5. Like everything around the world, the Pandemic put a screeching halt on all progress, and like the rest of

the world, when it opened back up, we came out swinging! It’s been an awesome but long road to get here, but everyone involved couldn’t be happier and is ready to set sail. So many great people and the industry’s

finest will be sailing with us. The likes of Paul Yaffe’s Bagger Nation, Dave and Jody Perewitz, Brian Klock of Klock Werks, Nick Trask of Trask Performance, many members of the Hamsters USA®, and my personally invited builders Rick Bray of RKB Kustom Speed, Jason Hallman of Speed Metal Built, Tom Keefer of Franklin Church Choppers, Chris Callen of Flat Broke Chops And Rods will all be on board. And finally, my band, The Black Smoke Sinners, will perform three shows during the cruise. Great people and outstanding music will be abundant on this ship: that’s for damn sure. Until next time my Friends. Take Care of Yourself and One Another. God Bless. X.

2022 sturgis motorcycle rally cycle source magazine bike show winners

Best Asian - Jeremy Kramus

Best Antique Radical - Keith Paltin

Best Antique - Cole Deister

Best Chopper - Brent Law

Best Bobber - Stacy McCleary

Best Bagger - Bob Buckmeier

Best DeRake - Randy Wood

Best Daily Rider - Chris Dorbin

Best Classic - JR Crawford

Best Evo - Clyde Brown

Best Euro - Drew Skocelas

Best Digger - Evan Mahlstedt

2022 sturgis motorcycle rally cycle source magazine

bike show winners

Best Knucklehead - Zac Foxhoven

Best Hardcore - Cody Lindland

Best Flathead - Ryan Hofer

Best Panhead - Eric Greenfield

Best Of Show - Convict Customz

Best M8 - Rob Woodard

Best Knucklehead - Zac Foxhoven

Best Hardcore - Cody Lindland

Best Flathead - Ryan Hofer

Best Panhead - Eric Greenfield

Best Of Show - Convict Customz

Best M8 - Rob Woodard

2022 sturgis motorcycle rally cycle source magazine bike

show winners

Best Rat Bike - Michael Rasmussen

Best Radical & Bagger

Best Paint - Ron Hall

Best Performance - Motorcycle Missions

Best Twin Cam - Garrett Customs

Best Sportster - Nick Wegner

Best Shovel - Ryan Gore

Most Original - Kevin Baxter

Best Vintage - Scott Morris

Working Mans - Michael Gannon

Sport Bike - Tammie Webb

2022 sturgis motorcycle rally dennis kirk garage build bike show winners

Best Bagger Mason Nash

Best Antique Radical Randy Wood

Best Antique Steve Masters

Best Big Twin Robert Carmen

Best Euro Drew Skocelas

Best Chopper Drew Reddinger

Best Daily Rider Freddie Arnold

Best Metric Jeremy Kramer

Best Bobber Scotty Fontaine

Best Of Show Stacy McCleary

Best Rat Bike John Palotti

Best Radical Bagger Shawn Phillips

Best Performance Darrell

Best Sportster Wayne Morgan

Best Stock Mod John Parmer

Best American Roadside Marty

People’s Choice Jack Pearson

Most Original Gary Grady

every once in a while, I am blessed to have the opportunity to write a feature for Cycle Source Magazine on a bike that I haven’t actually seen in person. When this happens, I am reminded of two things: The first thing is the vital role that motorcycle magazines play in our community, and number two is that even though I haven’t seen a particular motorcycle in person, there’s a lot more happening in the motorcycle community that doesn’t show up on my Instagram feed. When this happens, it honestly reminds me of just how important

Article By: Jason Hallman Photos By: Carfi Media

quality photography is and just how much you can miss if you only look at the echo chamber that is your own Instagram feed.

While it is entirely impossible to be at every single motorcycle event across the country and globally, somehow, Chris and Heather Callen and the team at Source Media always find amazing motorcycles like the one you see here. It was built by builder Josh Allison from American Metal Customs in Danbury, Connecticut.

Josh is originally from Wyoming, and his work has been featured in the pages of

Cycle Source before. He has a pedigree that includes Cry Baby Cycles and Orange County Choppers. Josh is world-renowned for his metal-shaping skills. His craftsmanship is at a level few ever reach. He credits a lot of his skill to constantly challenging himself. He pushes himself to work with new tools and raw materials to build his skill set. In short, just when you think you’ve seen it all or think that everything’s been done, a builder like Josh shows up with a machine like this and ties it all together. He reminds us that with every different builder comes a different set of skills,

with every different artist comes a different set of muses and that we still have a long way to go.

Josh’s bike, all by itself, has a nice warm organic feel. He used several different metals and finishes. The various metals and the raw and polished finishes around the bike give it a classic old-world panache with a modern skill set to simplify the motorcycle’s overall look.

The engine and driveline were specifically selected by Josh to ensure that this bike can be ridden often and be ridden at speed. Tremendous attention was placed in the selection of parts such as the Baker Drivetrain 6 into 4 transmission and the final drive gearing that allows the 1941, World War Two-era Knucklehead (yes, you read that correctly: This is not a re-numbered set of post-war bellies) the ability to cruise comfortably at modern highway speeds. Josh has an affinity for authenticity, and he is quick to point out that while there are other times that he specifically chooses a more modern version of an old classic, it was

important that this engine be from an actual motorcycle that carried (and likely leaked) oil over eighty years ago.

Josh started with the fuel tank and worked painstakingly to meld the different metals and finishes. It takes an un-numerable amount of engineering and planning hours to select the parts that will work together in unison and complement a project such as this. One space that draws your attention is the dual rear braking calipers. Josh has a mechanical brake on his personal Knucklehead chopper but felt that for this project, a more modern braking system was in order, and it coincides brilliantly with the existing period-correct feel of the bike.

Josh draws inspiration from many different things. Whether it is one of his contemporaries or even a skyline off in the distance, Josh finds his muse when it appears to him as some sort of cosmic offering rather than from a forced object that has no place on a motorcycle.

Rather than spray the tins with paint and cover his work, Josh’s metal finishing skills are apparent and out in the open for all to see. Anything mechanical in nature on this bike is polished or finished to perfection

THE DISCIPLE TECH SHEET

Owner: American Metal Customs

City/State: Danbury CT

Builder: Josh Allison

Year: Custom 2021

Model: Custom

Value: 100k

Time: 7 months

ENGINE

Year: 1941

Model: Harley Davison Knucklehead EL

Builder: Steven McPhillips

Ignition: Points

Displacement: 61 cubic inch

Pistons: Harley OEM

Heads: Knucklehead OEM

Carb: Linkert M35

Cam: Stock OEM

Air Cleaner: Custom Josh Allison

Exhaust: Custom Josh Allison

Primary: Open 530 Chain Primary Tech Cycles

TRANSMISSION

Year: 2021

Make: Baker 6into4

Shifting: Foot Shift

FRAME

Year: 47

Model: Knucklehead

Rake: stock

Stretch: none

Forks:

Builder: After Market/Custom Josh Allison

Type: Leaf Spring

Triple Trees: Custom Josh Allison

Extension: none

WHEELS

Front Lowbrow Customs

Size: 21”

Tire: Avon Speed Master

Front Brake: none

Rear Wheel: Lowbrow Customs

Size: 16”

Tire: Coker

Rear Brake: Dual Caliper

PAINT

Painter: Ralph Baldwin/ American Metal Customs

Color: Black/Gold

Type: PPG

Graphics: none

Chroming: Bar Plating

ACCESSORIES

Bars: Josh Allison

Risers: none

Hand Controls: Kustom Tech

Foot Controls: Josh Allison/ Lowbrow Customs

Gas Tank(s): Josh Allison

Oil Tank: Josh Allison

Front fender: none

Rear Fender: Josh Allison

Seat: Josh Allison

Headlight: After Market

Taillight: Josh Allison/The light Asylum

Speedo: none

photographer: carfi media

rather than hidden or tucked away. The engine and the gearbox are connected via a Tech Cycles chain driven primary using a 530 chain.

Josh is someone that finds himself constantly pushing himself to build as many parts from scratch as he can. He also wanted to capture the period of bikes that were built following the last world war but just didn’t feel that a standard telescopic front end would do the bike justice, so he built the leaf spring front end

from scratch.

Josh would like to thank the following craftsmen that helped make this project the stunning, rolling piece of art that it is: To Jason Pohl for the engraving and Ralph Baldwin for the paint, and to Steven McPhillips, who built the vintage Knucklehead engine. American Metal Customs is located in Danbury, Connecticut, and can be found online at: www. americanmetalcustoms.com

rarely does a motorcycle intrigue my sense of change, but I can honestly say that the HarleyDavidson Low Rider ST (FXLRST) did just that. I really wasn’t sure how I would like this ride as I am a fan of low and lean choppedup motorcycles that start with a Harley foundation. As a custom builder/mechanic and shop owner, I get to ride just about every model there is. However, when the opportunity to do a review was unveiled for Sturgis, I chose to go way outside of my wheelhouse. Something about the Low Rider ST was calling my adventurous inner child.

With that said, I have never really been a fan of fixed fairings, rubbermounted drivetrains, or saddlebags. I don’t normally feel like I want to drag my knees in jughandle onramps or have the desire to live out a life dream as a TT road racer. The FXLRST is touted as “Sport Touring, with style rooted in the California “tall bike” movement.” Ok, sporting the streamlined high and tight saddlebags, jacked up rear suspension, high handlebars,

and the FXRT looking frame mounted fairing, Harley stepped up to answer the immediate call of an emerging demographic.

and determined the saddlebags were two different sizes, and he gave specific instructions on what handling points he was interested in. So, of course, being the great mom I am, I took his list and headed to Sturgis.

Now doing some research among FXR riders and their thoughts on the FXLRST, my son Axel, who loves FXRs was excited for me, probably more than I was. We looked at pictures

I started out at the Demo tent on Lazelle, awaiting my new wheels, unsure if I was even going to be able to look at it, let alone ride it. Dan & Lauren met me in the big tent and brought me out to the service trailer, where the bike waited with a shiny, very sturdy, yet classy stance. Immediately I had to confirm the saddlebag size, and yep, they are two different sizes to accommodate the exhaust pipe. Really, it’s not terrible or even noticeable, and the bags are spacious with a very user-friendly lever-style locking system; hell, they even felt good in my hand. The 2-into2 offset shotgun exhaust, shiny Gunship Gray color with the Deep Bronze wheels, and shiny

Article By: Athena Ransom Photos By: Heather Callen

black accents became aesthetically pleasing. My inner child was ready to go riding.

Geared up, I placed my stuff in the saddlebag and threw my leg over, high, so I didn’t hit the bag as this bike has 5.9 inches of ground clearance and is quite tall. Then shockingly, I found myself seated 28 inches off the ground, feet flat, in a very aggressive riding position atop the FXLRST. Ok, now what? Pick it up off the kickstand and ride it, right? I thought it would be top-heavy, weighing in at 721 pounds. Well, not as much as I anticipated, and I almost threw it over onto its side. I assured everyone watching I was capable, and I rode away without causing them any more stress. The fairing mounted to the frame was an extremely odd feature that took some getting used to, but it didn’t take long for it to add to the feel of the aggressive seating position. As I rode through town, I checked out the ABS, a standard feature. I did not care for the rear braking engagement with the two-piston floating caliper. It wasn’t as responsive as I expected for a performance-oriented motorcycle. The front fixed four-piston caliper made up the difference, and midcontrols zipping through town added to the mix, building my anticipation as I got to the interstate. A blank slate inside the fairing had my builder brain engineering the stereo placement and analog gauges in that canvas as I continued through town. I found the 2.14-inch LCD display with speedometer, gear, odometer, fuel level, clock, trip, range, and tachometer indication a bit challenging to see. It is dark, small, and devoid of color, which I didn’t care for.

I memorized my son’s list and was ready to test his criteria. I hit the on-ramp and leaned in a bit more than I would on my own bike, and “Wow!” the Michelin Scorchers stuck to the pavement with a feel of sound maneuvering. Ok, let’s get to

some speed and shift through the 6-speed Cruise Drive transmission. First and second have a nice range, and the gear ratios provide uplifting pull with the 117 cubic inch M8 motor as I shifted through the power bands to fifth. The bike is smooth and comfortable at 3500 RPM with 125 ft pounds of torque to the rear wheel

the highway and go for more. South Dakota is the perfect backdrop for any ride, and the FXLRST fits perfectly. In 6th gear, it quickly reached speeds more than the limits seemingly effortlessly, which is not recommended, especially in Sturgis. Last on my son’s list was its all-terrain capabilities, and NO, I don’t mean dirt bike offroad style. Gravel roads, rock-filled parking lots, and dirt/sand surface riding at The Spoke, The Chip, and a few other stops provided just what I needed, and the FXLRST outhandled and outperformed every expectation I had before the ride.

whenever you want it, the FXLRST delivers.

I proceeded to take the Deadwood exit and get some twisty action going. I was again shocked at the handling of this motorcycle. Nimble even in hairpins at speed, the single cartridge 43 mm inverted front end allowed exceptional maneuvering. I got close to the ground with my knees in turns and curves confidently while accelerating. I enjoyed the canyon riding and decided to get back on

Overall, I was pretty impressed with the FXLRST and now really do understand the meaning of “Sport Touring.” The saddlebags hold a decent amount and are mounted high enough to not impede deep cornering. I did not have the opportunity to remove them and go styling downtown, but they come off and go on quickly without a ton of effort from the looks of it. The 6-gallon fuel tank has a sleek look because of the fairing, and the weight distribution is on point. Aesthetically it’s not hard on the eyes and handles well at both slow and high speeds. It does get 40 plus miles to the gallon, and the travel range is over 220 miles per tank, which allows the distance a touring bike rider would want. The FXLRST also brings out that Sport Bike feeling and handles as you would expect. I can honestly say I liked it and would ride one regularly if I had it in the stable. Of course, I’d make a few slight modifications. It’s who I am, but this is one solid machine, and Harley-Davidson has given its riders what they were asking for in a “Sport Touring” Model. Great job, HarleyDavidson!

curtis Hofmann is the kind of cat that loves custom everything. At the same time, he is naturally ahead of the curve because when everyone starts doing the same thing, he gets bored and drops it to go in a completely different direction. That’s what drew him into the FXR Friends Throwdown. It was a chance

to break out of his lane and stretch his legs. Hofmann grew up around motorcycles. His old man rode and had his own bike shop. This was in the hay day of Minnesota, where everyone was trying to keep pace with Donnie Smith and the Hamsters USA®, so custom bikes were everywhere. When he was younger, he worked on cars

and mini trucks, but bikes were always a hobby. That was until he turned 20 and moved to California to work in some shops. Curtis said he learned so much during that time, but in the end, California was a rat race and wasn’t where he wanted to do his own thing as far as business goes. After working in about four other spots and honing his skills, he loaded

Article By: Chris Callen Photos By:Melissa DeBord

up the mini truck and headed back to his home state, where he launched Hofmann Designs in the fall of 2009. He and a couple of buddies went in on a 1,000-square-foot place, and that’s where it all started. After only a year, he moved to the 1,200-foot space next to them and went it alone.

He always built bikes as his full-time gig, with a bit of service work here and there, but primarily he has always been a builder. Around 2012 he was getting a lot of attention from national magazines for the stuff he was doing with Big Wheel Baggers, so he started developing some parts for them. All the while, he built an FXR, a Cafe Racer, and different stuff for himself whenever he got the chance. Then one day, the market shifted, and performance baggers started to hit the scene. This was perfect for Curtis since these bikes were way more fun to ride. Curtis loves the ability to work with modern suspension and braking and still bring it to a design that might be a call back to another day, like this bike.

When you look at his machines, you can tell that color plays a big role in developing the bike’s personality. With this one, Curtis’s goal was to make it look like it came out of the pages of a ‘90s custom bike magazine. Since the ‘90s are retro now….. Yeah, that statement almost killed me when he said it. But seriously, this color combination would have been right at home back then and could have been laid out by Ness, Perewitz, or Donnie. The challenge would be keeping that personality but taking an FXRP and moderating what he could, keeping it stock as far as the frame geometry and even the

cop bags, but still finding a way to put his own flare to it. That’s how parts like high bars, the Beringer brakes, and Legends Suspension end up on the build. Taking those and matching them to Brock’s billet swingers gives this bike a modern edge. In the end, if someone could take this bike and throw a black-andwhite paint job back on it and fool people into thinking it was just any FXRP, he achieved exactly what he was after.

I asked Curtis about the spark

and what it was for him that lit the fire for custom bikes, and he told me about growing up around legends. Donnie Smith was a huge influence on him as a fouryear-old boy. He and a bunch of the cats who ran around with Smith used to stop by his dad’s shop, and Curtis was blown away by their bikes. Funny that all these years later, he plants the same seeds. This bike is the second he had built for his daughters, both younger than he was when he was first exposed

to this culture. His oldest was just 7, and the youngest wasn’t even a year old when he was finishing this bike for her. Can you imagine her pulling up to school on this thing someday? But it also got his oldest daughter out in the shop with him. She was invested in this project, and that, my friends, is where it begins.

With the throwdown looming, Curtis was down to the wire. As a matter of fact, at the Donnie Smith Show, which was just two weeks before we all had to be in Winslow to start the ride, Hofmann was far from being finished. But there he was at the start, all dolled up, and made the ride like a champ. We both agreed the ride with these cats was the best part. Lifetime friendships were made on that trip, and it’s a good thing because only your buddies can bust your balls like these guys do. The next chapter for Curtis is a chopper. Everyone is set

EMERSYN’S RIDE TECH SHEET

Owner: curtis hofmann

City/State: Monticello, MN

Builder: hofmann designs

Year: 1992

Model: fxrp

Value:

Time: 4 months

ENGINE

Year: 1992

Model: evo

Builder: aaron forsythe

Ignition: dyna

Displacement: 80ci

Pistons: S&S

Heads: S&S

Carb: S&S

Cam: S&S

Air Cleaner: Paughco

Exhaust: trask performance

Primary: HD

TRANSMISSION

Year: 1992

Make: HD

Shifting: 5 speed

FRAME

Year: 1992

Model: fxrp

Rake: stock

Stretch: stock

FORKS

Builder: harley-davidson

Type: 39mm

Triple Trees: Bill Holland

suspension: legends axeo

WHEELS

Front Wheel: hofmann designs

Size:21 inch

Tire: shinko

Front Brake: dual 6 piston beringer

Rear Wheel: hofmann designs

Size: 18 inch

Tire: shinkp

Rear Brake: 4 piston beringer

PAINT

Painter: lucky strike designs

Color: teals, pink, purple, blue

Type:

Graphics:

Chroming: jd plating

ACCESSORIES

Bars: biltwell

Risers: hofmann designs

Hand Controls: beringer

Foot Controls: joker machine/h-d

Gas Tank(s): h-d

Oil Tank: h-d

Front fender: klockwerks, modified

Rear Fender: h-d modified

Seat: Drag Specialties

Headlight: lectric lighting

Taillight: lectric lighting

Speedo: Unknown

Photographer: melissa debord

to meet in Winslow again; the long bike is the challenge this year. I’m sure whatever he comes up with it’s gonna be different than what people might expect, but from one end to the other, it will be custom. Hey, which one of the girls gets the first chopper?

most of you will know that fuel, spark, air, and compression is the recipe for combustion in gasoline engines. Of the three, ignition timing is often the least understood and underestimated variable in the tuning process. In this month’s article, I’ll tell you secrets on how to unlock more power, more economy, and reduce heat from your engine. I’ll also explain exactly how important proper ignition settings are during the tuning process and how ignition timing really works.

I receive hundreds of emails from people asking questions about proper ignition timing settings. To answer, we must first dive deeper into ignition timing basics. Ignition timing refers to the exact moment a spark plug fires relative to degrees of crankshaft rotation… typically this is top dead center of the piston on the compression stroke. There is often a misconception that

spark is triggered when the piston is at top dead center, but the truth is that fuel doesn’t start burning the instant the spark plug is fired. It takes time for the fuel to burn. The point at which the air/fuel mixture begins to burn (or combust)

is why ignition timing must be advanced, typically somewhere between 10 to 40 degrees before top dead center for virtually every internal combustion gasoline engine.

is called combustion propagation. From this point forward, there is an expansion of the gases until maximum combustion pressure is reached. The goal is to achieve this maximum pressure just after top dead center of the piston. This

First, I’ll explain ignition advance versus ignition retard. Remember, we are referencing crank rotation before top dead center of the piston during the upstroke. When timing is advanced, we are telling the spark plug to fire earlier, resulting in a higher number of degrees before the top dead center of the piston. The opposite is true for retarding timing, where we are telling the spark plug to fire later, which would result in a lower number in degrees before top dead center.

The objective behind precisely setting ignition timing is to get the most out of every power stroke by allowing time for combustion pressure to build up and achieve its peak pressure at the precise

Article And Photos By: Kevin Baxter

moment the piston comes over top dead center and starts its way down on the power stroke. Typically, that occurs around four to six degrees after top dead center on average.

The point that ignition advance produces the highest torque value is called maximum brake torque or MBT. Just as determining the proper air-fuel ratio: this is a key element in the tuning process that requires talent and skill to uncover. If the ignition starts too late in the combustion cycle, the piston can literally outrun the expanding explosion. Too much ignition retard is especially inefficient for power and performance. Since the built-up combustion pressure is wasted, it also creates overheating and higher emissions as less combustion occurs inside the cylinder.

Now, on the other hand, if the ignition starts too soon or advanced, the pressure will be reached before the piston even gets to top dead center. The piston finds itself fighting against a very large force as it moves up on the compression stroke, and that creates the pinging noise you hear.

That noise you’re hearing is literally the piston and internal engine parts beating themselves to death. It can break piston rings and pistons, burn holes, and even destroy valves. A 4.625 stroke crankshaft assembly can produce piston speeds over

4,600 feet per minute at 6000 rpm. With that in mind, it’s easy to see how this condition, or detonation, can be catastrophic.

The point just before this pinging noise occurs is called point of detonation or knock point. You never want to adjust ignition timing precisely to the knock point because there’s no safety margin. Many variables will also affect the point of combustion. A margin must be built into the timing to accommodate variables so you don’t damage your engine. Some variables include fuel octane, the quality of the fuel itself, air fuel ratio, air density, temperature, engine speed, engine load, cam profiles, weight of the bike and rider as well as compression ratio, just to name a few.

A typical ignition timing map is comprised of engine rpm, manifold pressure or vacuum, and the actual degrees of ignition timing. In the image shown, you will notice right away that there is a wide range of values. Typically, an engine, regardless of make and model, will follow the same trend as load in rpm decreases and increases,

so does ignition timing. There is a reason behind this.

Engine vacuum is a measure of engine load. As the load changes, so does the air-fuel ratio, so timing must change with it. Also, as RPM

increases, the pistons move faster, and there’s more fuel, so timing must change again. There needs to be just enough ignition advance under all operating conditions to accommodate for change in piston speeds, engine load, and air fuel ratios. As the piston moves faster, more advance is required. On average flame expansion speed remains fairly constant inside the cylinder, so if the piston is moving faster, you have to fire the plug earlier.

Often I develop ignition tables from scratch using a method called design experimentation, where the relationship between the multiple variables are studied by collecting strategic sample points between the low and high limits in both engine load and rpm. That data is collected and converted into a mathematical model to display the results graphically and the surface becomes a map. This is a lengthy process that can be simplified.

When a base timing map is available, a tuner can advance timing until the knock point is found. You let your experience guide you to know how much safety

margin you require to account for the variables and retard timing accordingly, on average 5 to 7 degrees, and you work in average areas of idle, steady-state cruise, roll-on, and wide open throttle.

Remember, we are also riding air-cooled engines. We don’t have a cooling system to control engine heat. We only have a combination of air-fuel ratio and ignition timing. If your ignition timing is set properly, your engine will run cooler. It’ll make more power. The engine should start without strain. It shouldn’t ping, and it should be efficient, therefore, make good, smooth power. There is often power hidden within your ignition tables.

I hope this helps you on your quest to find the perfect ignition timing for your ride. If you would like more information on this topic and many others, be sure to subscribe to my YouTube channel at www. youtube.com/kevinbaxter

there’s always a bit of a recovery period after a large adventure of any sort. I’ve felt it before in varying degrees. Sometimes that reintegration period is short and easy, almost imperceptible. Other times, like now, it is large and dramatic. After nine months on the road and a little over six months of those in a foreign land, I found myself hurled back into everyday life by the power of a 747 jet plane. In fact, it’s incredible how you can spend so much time traveling in one direction only to cover 17 time zones back home in a matter of a few days. My excitement upon arriving back in an Englishspeaking country where I could order a coffee with ease was quickly overtaken by a sensory overload I had not anticipated. As I stepped off the airplane and into the madness of the Denver International Airport, my brain glitched for a moment. The amount of information I was taking in by merely existing in that space was incredible and forced me to stop and readjust my expectations for a moment. For months, I had been traveling through areas where I couldn’t understand any of the idle chatter around me, street signs were difficult to read, and advertisements were meaningless

and not worth a second glance. Ordering lunch or a beverage was always a gamble as you were never quite sure what you were ordering or if the person receiving the order understood any better. Often this would lead to a rather interesting outcome. Ordering a “hamburger” in an attempt to have a little taste of home once led to receiving a pound of deep-fried ground beef stuffed with what appeared to be something resembling nacho

my way to the nearest coffee shop inside the airport, ordered a coffee in English, paid in American dollars, and received exactly what I ordered. My point is that my first soiree back in the United States was considerably more overwhelming than I had anticipated

cheese. As delicious as it was, and the fact that I wasn’t hungry for three days after, still didn’t make up for my disappointment. I really just wanted a classic American hamburger.. After taking a moment to regroup, I did eventually make

I’m sure my sense of being overwhelmed was also due, in part, to the fact that I had hardly slept in three days. I don’t sleep well in airports or on planes, and that’s where I had existed since leaving Far East Russia. My first flight departed from the Magadan airport and nearly nine hours later arrived in Moscow. After enduring a long layover, I flew to Istanbul, another layover, then Bulgaria, another layover, then Germany, another layover, and then finally my arrival in Denver: An odd direction to fly considering that Magadan to Los Angeles is about a 7-hour flight, right? Unfortunately, because of the current political climate and the sanctions imposed on Russia, flying direct to the United States isn’t an option. Hence, you end up flying almost entirely around the globe to end up not all that far from where you started. I had the same issue trying to get my motorcycle back.

As of this very moment, my

Article By: Charlie Weisel

motorcycle, along with all of my parts, tools, camping gear, and some clothes, are bobbing around the Pacific Ocean en route to Manzanillo, Mexico. Why Mexico? Because Mexico doesn’t have sanctions imposed on Russia. In light of that, after many lengthy discussions with the shipping agent in Vladivostok, we decided that Mexico was the most logical and only real destination to get my motorcycle shipped. Of course, this was also a bit of a logistical nightmare. The bike was first dropped off in Magadan, where it was crated for sea shipping before being sent to Vladivostok. In Vladivostok, it was unpacked and recrated to meet the packing standards for the next leg of the journey. This is also the part where I learned from the Mexican shipping agent set to receive the bike that absolutely nothing could arrive but the motorcycle… that’s a problem. As stated earlier, I had left all kinds of gear and equipment on the bike. In a side conversation with the Russian agent, who had never heard of this rule, we decided to ignore these strong words of warning and send the bike as is. From Vladivostok, the motorcycle would finally leave

Russian territory and make its way to South Korea, where it would change ships again before making its final leg of the journey to Manzanillo. As of this writing, it is scheduled to arrive on October 16th, considerably later than anticipated.

So, now that I am home and the bike is on its way to Mexico, what’s next? What’s next is that I will be boarding yet another airplane and flying myself down to Manzanillo to collect the motorcycle and ride home…sounds easy, right? Unfortunately, it may not be that simple. At this point, the bike might make it home exactly as it is, or it might not. There are starting issues that really need resolved, a wheel bearing about to fail, a front rim with multiple cracks, the rear tire is on its last leg, handlebar is bent, the luggage rack is broken, and the list goes on. Fortunately, not all these things require immediate fixing. Of course, a smart man would deal with at least a

couple of those. This is all only part of the issue. The second part of all of this is the weather. I fully anticipated this last leg of the journey to have been over and done with already,

not. This is all part of the adventure, and I love it. Battling through these challenges is where I thrive. In fact, finishing in the snow, the way I started this trip, would be the best way to finish it.

but here we are, quickly coming back into winter. Will I make it back before the snow flies? Who knows, but I really don’t have much choice at this point. Am I complaining? Absolutely

It won’t be until the front wheel of my bike rolls into my driveway that I will officially call this trip complete, and the finish line is in sight. Just a few more obstacles to clear, and it will be time to give my motorcycle some proper love in the garage and start planning for the next adventure. Where or what that will be, I have no idea, but I do know that this particular trip will be hard to beat and one that I will never forget. Until next time my friends, keep those maps open, those tires dusty, and those engines warm. There’s a lot of world to seeso start your next journey today.

abrother, Dr. Hamster called Keith Ball one day just before the Pandemic hit. He said something like, “I bought a 1950 Panhead roller. Can I have it shipped to your shop? We just need to clean it up, tune it, maybe a new set of sparkplugs.”

Keith went for it. This was his second eBay experience, and it would probably be his last. Heed his warning… be very careful with any eBay purchase.

When the Panhead arrived, it was a mess. Keith said it was obvious that someone grabbed

all the junk in their garage, a rough Knucklehead frame, a junk Sportster front end, no brakes, a Panhead engine and a 4-speed, ratchet top trans and tossed it together… then listed “roller for sale.”

Bennett’s Performance rebuilt the engine and transmission. Keith threw the glide front end in the corner and took the frame to Dr. John for straightening. Ball sent the mag to Dave at Morris Magneto to get it freshened up. He had a 45-springer front end and Paughco helped with rockers and springs. Dr. John added

a 1-inch stem with a Paughco crown, new Paughco brass 6-inch risers, track bars and a vintage front end brought it all together. Keith dug into all his parts bins and came up with the springer dampening slider, foot controls, a rear mechanical brake, an M-35 Linkert carb, Milwaukee Iron Air Cleaner, brake linkage, shifter pedal and linkage. Damn, It sounds like a rad parts stash if you ask me. Ball reached out to Lowbrow Customs for a set of their new split fatbob tanks. Despite going full steam ahead, the project had its issues. The

Article By: Heather Callen Photos By: Buck Lovell

frame was cool when Dr. John finished with it and added castings for the mechanical brakes. The seat tube was modified for a Panhead engine, but the main backbone of the frame was too close to the tins. It could have, would have worked, but the bros recommended against it. This turned into a breaking point for the good Doctor, and he considered selling the lot. Keith couldn’t let that happen. He was just too invested in parts and labor. Even though he wasn’t getting paid, he was doing a friend a solid.

Mike Stevenson, an old school chopper builder and Hamster hunted for a frame and suddenly Kelly Dube reminded them of a Swedish vintage frame builder, Edlund Frames. A very reasonable

deal was made on a completely stock Panhead frame. The doctor sold the not-perfect Knucklehead frame for stupid money, and they were on track again.

The other issue we had was the mag, but we’ll get there. Deny 945 painted the tins with his supremely secret patina paint and they started final assembly. Keith hauled the bike from LA to Deadwood, SD. When they cranked it for the first time, they had starting issues. Jason Mook of Deadwood Custom Cycles looked at the mag and gave it his blessing, but the bike still wouldn’t start.

After breaking it in, kicking it, Keith shifted gears and ordered two automatic advance vintage circuit breakers. He checked over the used unit, installed it, timed the engine and it started first kick after priming. Bada Bing.

Now, here’s the final chapter of this story. Keith was in the middle of the massive process of moving to Sturgis. He was loading up every mutha-f#@king thing he ever owned for the move. To give a tiny little

PANDEMIC TECH SHEET

OWNER: BANDIT

CITY/STATE: STURGIS, SD

BUILDER: BANDIT/MIKE STEVENSON

YEAR: 1950

MODEL: FL

TIME: 1 YEAR

ENGINE

YEAR: 1950

MODEL: PANHEAD

BUILDER: BOB BENNETT, BENNETT’S PERFORMANCE

IGNITION: AUTO-ADVANCE CIRCUIT BREAKER

DISPLACEMENT: 74 CUBIC INCHES

PISTONS: V-TWIN

HEADS: BOB BENNETT’S PERFORMANCE

CAM: SIFTON

AIR CLEANER: MILWAUKEE IRON

EXHAUST: PAUGHCO

PRIMARY: RIVERA AND PAUGHCO

TRANSMISSION:

YEAR: NOT SURE

MAKE: H-D RACHET TOP

SHIFTING: FOOT, 4-SPEED

FRAME

YEAR: 1950 REPLICA EDLUND

MODEL: WISHBONE from Stockholm, Sweden

RAKE: 30 DEGREES

FORKS

BUILDER: 45 H-D AND BANDIT

TYPE; SPRINGER WITH PAUCHCO ROCKERS

TRIPLE TREES: H-D AND PAUGHCO

EXTENSION: STOCK

WHEELS

FRONT WHEEL: SPOKES AND BLACK RIMS

SIZE: 3.75X18

TIRE: SHINKO

FRONT BRAKE: DUAL CAM MECHANICAL

REAR WHEEL: 40 SPOKE BLACK RIM

SIZE: 400/18

TIRE: SHINKO

REAR BRAKE: MECHANICAL

PAINT

PAINTER: DENY

COLOR: RED AND ORANGE

TYPE: SUPREME PATINA

GRAPHICS: DENY 925

POWDER COAT: SATIN BLACK RATTLECAN

ACCESSORIES

BARS: PAUGHCO RACER

RISERS: PAUCHCO SOLID BRASS

HAND CONTROLS: BANDIT’S LOCKERS

FOOT CONTROLS: BANDIT AND PAUGHCO

GAS TANK: LOWBROW

OIL TANK: STOCK

FRONT FENDER: NONE

REAR FENDER: RIBBED STEEL

SEAT: J&P SOLO

HEADLIGHT: PAUGHCO

TAILLIGHT: LOWBROW

SPEEDO: NONE

SWINGARM: RIGID

SUSPENSION: PAUGHCO SPRINGS SAFETY PINS for SEAT

PHOTOGRAPHER: BUCK LOVELL

insight into what this would entail, and for those that had never been to Bikernet World HQ in LA, he had a 1958 Triumph TR-6 and a 1946 stock Indian Chief in his office. And that’s not even a little dent in what he had accumulated over his decades in the motorcycle industry.

During the move Dr. Hamster indicated a desire to buy the ’46 Indian that had just made the journey

to the Black Hills. They cut a deal. Six months later they shifted the deal to a trade for the Pandemic. At this point Keith was pretty much invested in the Pan, heart, soul, parts and labor. These days, you’ll see Keith riding the Pandemic through the Black Hills and it still starts on the first kick.

Some of our best memories from this year’s sturgis rally

Welcome 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 or February issue each year to take a look back over the past year in the life of the motorcycle culture. Additionally, we also have a two month process where we develop a list of nominees for you to vote on for a series of what we call the Source Awards. This is a small way for us to give a little credit to the people who make their livings from this industry, make art from it’s images, or have a hand in taking it to the next place. From the best builders, craftsmen, products and more, we leave it up to you, our ravenous readers, to decide who gets the much covetted “Source Awards” each year. It all starts with invited participants from the industry and this publication who we ask to make nominations, then the vote is up to you! So, using these pages, go to www.cyclesource.com and cast your vote today for the Best of Awards, Best Pin-Up and Top Ten Bikes will be featured next month. Voting will close late November so vote today! The results of your votes will appear in the February-March issue of Cycle Source where we will announce your “Best of 2022” 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.

2022 Sportsman Of The Year –

• MeatballHell On Wheels Racing

• Tom Banks

• David Currier

• Kyle Wyman

• Ebay Jake

• Joe Orisini

• Jared Mees

• Scott Lerg

• Bill Page

• Patricia Fernandez

2022 Shop Product Of The Year –

• Go/No-Go Gauge Sets Fast Eddy

• 9 Finger Fab Chain Drive Sprocket Locking Tool

• 9 Finger Fab. Lifter Bleeder Tool

• CT Newman Frame Jig

• Chapman Manufacturing Percision Screwdriver Set

• Jims Tools for M8 motors

• JIMS Piston Jet Test Stand

• Head Hoggers Piston Installation Tool

• Fna Daytona Dental Mirror

• Klock Werks FXRP Fairing

• Johnny 99 Oil Tank

• GasBox Sportster Frame

• Beringer Brakes

• Bare Knuckle Narrow Glide Trees

• NAMZ/Lectric Lighting Company’s DB7 Sunbeams LED headlamps

2022 Apparel Product Of The Year –

• Dixxon Flannel

• Aerostitch Electric Bib

• Doug Wothke

• Donnie Smith

2022 Woman Of The Year –

• Loretta Lynn

• Karan Andrea, Chix On 66

• Marjorie”Shadow” Kleiman Ashmore Ellis

• Staci Wilt

• Jody Perewitz

• Megan Margeson

2022 Builder Of The Year –

• Jason Ochoa

• Josh Allison

• Cole Diester

• Ray Llanes

• Rick Dozer

• Brock Bridges

• Daniel Heman

• Matt Olsen - Carl’s Cycle Supply

• Christian Newman

• Kyle Ray Rice

• James “Fish” Alcorn

• Steve Broyles

• Dan Toce

2022 Craftsman Of The Year –

• David Rock Stone

• Sean Jackson

• Barbie The Welder

• Ryan Gore

• Jordan Dickinso

• My Machinist Paul Cox

• Dan Toce

2022 Artist Of The Year –

• Lyndell Dean Wolff

• Fish Alcorn

• Mikey Revolt

• Squindo

• Scott Takes

• Mckeag Art

• Mad Stork

• Michael Lichter

2022 Manufactured Bike Of The Year –

• HD El Diablo

• Harley Sportster S

• Indian Challenger Pursuit

• H-D Lowrider ST

• Coolhand SpeedCO

2022 Accessory Product Of The Year –

• A Custom Duane Ballard Wallet

• Biltwell’s EXFIL Saddlebags

• Lexin Smart Tire Pump

• Ice Series colored Flare Windshields

• Klock Werks Rainbow Windshield

• Lexin G16 Carbon Visionary Carbon Handguards

• Hogworks Sissy Bar Luggage Rack

2022 Performance Product Of The Year –

• Twin Power Shocker Gel Battery

• Stevenson / Toce Exhaust

• HPI Exhaust systems

• Revolution Performance Big Bore Kits

• S&S 129” &132” Big Bore Kits for M-8 Engines

• Trask Turbo Kit

• Ness Radial Caliper

• Fueling 538 Cam

2022 Custom Product Of The Year –

• Hofmann Designs Billet Floorboards

• Steel City Blacksmithing Foot Controls

• Ledsled/Rkb Mini Front Rotor/Caliper Kit

• PYO Real Steel Cafe Fender

• Providence Cycle Worx Fxr Swingarm

• First MFG JADA Thunder Denim Jacket

• 25th Anniv.Dixxon/KlockWerks Party shirt

• First MFG Spartan Motorcycle Shirt

• Alpine Stars Heated Gloves

• Shoei RF14

2022 Media Release Of The Year –

• Choppergent

• Chopcult.Com

• Professional Monkey

• Athena After Dark

• The Fastest Woman on Earth

2022 Best Event Of The Year –

• Texas Fandango

• SmokeOut

• Cycle Showcase STL

• Sons Of Speed Tenn Jam

• TMMR

• Born Free

• The Chase Route 66

• Chicks On 66

• Daytona Bike Week

1. FEB/MAR- BROCK BRIDGES - TEQUIL’YA

3. FEB/MAR - MONDO PORRAS - TRIBUTE

5. FEB/MAR - CHRIS CALLEN - TEA DRAGGER

2. FEB/MAR- BOBBY SHADLEY - GOLDEN KNIGHT

4. FEB/MAR - JOHNNY HUMPHREY - THE ORPHAN

6. APR/MAY - GARRETT MADELONE - ALL IN KNUCK

#1. FEB/MAR - JESSIE LYNN

7.

6. OCT/NOV - TAYLOR BROWN

4. AUGUST - KRISTEN MARQUES

27. OCT/NOV - JACK DEAGAZIO - TYMELESS

22. SEPTEMBER - PAUL COX - DYNA CHOP

14. JUNE/JULY - FRANK ROCCO - DEVIL’S OBSESSION

15. JUNE/JULY - HAMMER STUDIOS - TEQUILA

23. SEPTEMBER - MICHAEL LANGE - SECOND FAVORITE

19. AUGGUST - BROCK BRIDGES - SLEEZY SLIPPER

24. SEPTEMBER - RYUN OLSON - TEXAS CHOPPA

20. AUGUST - JEFF ZIELINSKI - THROWDOWN

25. OCT/NOV - TYLER FOSTER - SIK SHOVEL

18. AUGUST - SIMON BUTLER - BUTLER BOARD TRACKER

13. JUNE/JULY - ALLEYWAY KUSTOMS - FRANCINE

16. JUNE/JULY - CHRIS CALLEN - SAHSIDE SLIDER

21. SEPTEMBER - CLINTON WALLACE - GERONIMO

26. OCT/NOV - CT NEWMAN - EVIL TWIN

17. AUGUST - MARK STEVENS - SURF COAST

‘22 - CYCLE SOURCE MAGAZINE

28. OCT/NOV - DEADWOOD CUSTOMS - FRIENDS FXR

29. OCT/NOV - JORGE ESPARZA - ROSITA

31. DECEMBER - LED SLED CUSTOMS - THE CLASSIC

30. DECEMBER - CONVICT CUSTOMS - 5SIXTY THREE

33. DECEMBER - CURTIS HOFMANN - EMERSYN’S RIDE

32. DECEMBER - JOSH ALLISON - THE DISCIPLE

Article And Photos By:

Melissa DeBord

nik Sears describes himself as a creative guy with OCD tendencies. That made the perfect combination to be a Dennis Kirk Garage Build. Sears works as a fabricator at Charles Lewis Chandelier, where he gets to express his creative side daily. Nick has had many artsy projects of his own over the years, and with the encouragement of a few coworkers, this bike became

that “next” project.

This was Nick’s first street bike. He knew it was going to be a bit of a challenge for him. He grew up riding dirt bikes and was influenced by his Dad, Uncles, and friends, who all rode on and off the street. Nick had an image in his mind of what he wanted to create and went to work to build it. His vision was a complex build that was more form than function. Basically, he wanted to ride it as a bar hopper. Nick

had the perfect donor bike. He had purchased a 1971 Ironhead Sportster, which he admits he totally got screwed on. On the ride home, the rocker arms came through the top of the motor. Soooo, the actual first custom pieces on the bike were handmade rocker boxes.

Once he decided to completely customize the bike, he literally spent his lunch hour almost daily working fabricating custom parts. He handmade

virtually everything. He milled, filed, lathed, and sanded every day for 3 1/2 years. He made the handlebars, kickstand, motor mounts, mirrors, air cleaner, exhaust, front suspension and much more, even the custom bike lock, which is a custommade hammer. He would take the parts he made during his lunch break home and would assemble everything at home in his garage.

When it came to the frame, he wanted to do something he

hadn’t seen before. He used an I-Beam. He later realized why no one uses an I-beam for their frame. It is not designed for compound loads, and it doesn’t “give.”

Once the bike was completed, he rode it and realized he needed to upgrade the motor, so he found the 1985 Sportster motor you see here. In this state, he could only ride the bike for about an hour, and it would vibrate so bad it felt like it would come

apart. He has since purchased a 2002 Fuel M2 Cyclone engine and is in the process of swapping those powerplants.

Like most garage builds, this build is forever evolving. Sears took home some tips and critiques from his first trip to Sturgis and has run with them. He admits the frame will not handle much more horsepower and is afraid he isn’t able to do much more. But that’s ok. That just means it’s time to build another one, right?

To commemorate the 3 1/2 years of lunches, he recently got a new tattoo… you guessed it, “LUNCH BREAK.”

LUNCH BREAK TECH SHEET

Owner: nik sears

City/State: Lynnwood, wa

Builder: nik sears

Year: 2015-2019

Model: custom

Value: whatever someone is willing to pay

Time: 4 years

ENGINE

Year: 1985

Model: ironhead sportster 1000 xlh

Builder: val miller

Ignition: dyna single fire

Displacement: 1000 cc bored .060 over

Pistons:

Heads: stock/ custom rocker boxes

Carb: s&s super E

Cam: Andrews

Air Cleaner: custom

Exhaust: custom

Primary: stock

TRANSMISSION

Year: 85

Make: Harley ironhead 1000 xlh

Shifting: stack 4 speed

FRAME

Year: 2015 -2019

Model: custom I-beam

Rake: 42 degrees

Stretch:

Forks

Builder: me

Type: custom I-beam

Triple Trees: custom

Extension:

WHEELS

Front Wheel: stock

Size:21”

Tire: avon venom

Front Brake:

Rear Wheel: stock

Size: 18”

Tire: avon venom

Rear Brake:

PAINT

Painter: me and the guy down the road

Color: omni black and “gold mine”

Type: HOK

Graphics: none

Chroming:

ACCESSORIES

Bars: custom I-beam

Risers: custom

Hand Controls: exel components

Foot Controls: custom

Gas Tank(s): nik sears

Oil Tank: custom

Front fender: none

Rear Fender: custom

Seat: Harley

Headlight:

Tail light:

Speedo: None

Photography: melissa debord

Hey, I wrote something the other day and ended it with what could be a chopper code. Choppers will never die, because of the very nature of the breed. They are not built for efficiency, handling performance, or manufacturing precision. They are built behind a stringent survival nature and love for being a startling stand-out against the straights, conformity and regulations. We are outlaws until the end. Who knows if anyone will agree with me, but that’s the nature of the creative spirit. Let’s hit the news:

Mcallister To Restructure Tucker’s Sales And Marketing Function, Discusses Strategy

For Growth Based On “Powered Adventure” - On Friday, Tucker Powersports President and CEO Marc McAllister told company employees that he was planning to update the sales and marketing functions to create a “more focused organization” and laid out the company’s long-term strategy of becoming an “outfitter for powered, outdoor adventure.”

“Now is a natural time to review the structure of our sales and marketing functions. We need to start with strategy, and I believe that moves

us to a focused sales and marketing organization operating under a strong leader,” said McAllister. He did not identify candidates for the role and he advised employees that the search was underway.

Tucker’s former VP of Sales Brad Turner left the company for a new

electricity, and sometimes it’s human power. We have products that support the owners of motorcycles, UTV’s ATV’s, watercraft, and snowmobiles… it’s our products that make our customer’s adventures even better,” said McAllister. “But customer demands are evolving and we need to evolve to meet those changing customer needs.”

“To be successful, we are taking steps to ensure we have the right products and the right partners with us going forward. We will be parting ways with some brands that are familiar and taking on new brands that are focused on innovation and enhancing our customer’s experience.”

“We will work closely with our dealer partners and, with them, we’ll create a stronger online and brick-and-mortar presence, helping us meet customers where THEY are at.”

Tucker frequently conducts employee town hall meetings to share business updates and strategic activities.

David Mann Chopper Fest

position earlier this month.

McAllister also used the meeting to expand on the company’s strategy of becoming an outfitter for powered, outdoor adventure.

“We ARE a company that is built on adventure. Powered adventure. Usually that power comes from internal combustion, sometimes it’s from

Announcement - We’re doing Chopper Fest this year! Here are some of the details. The 17th Annual David Mann Chopperfest will be held on Sunday, December 11, 2022 at the Ventura County Fairgrounds in Ventura, CA from 8am-4pm. The event features a very special Motorcycle Art Exhibit, an All Brand Antique and Custom Motorcycle Show; Custom Bike Builder Displays featuring World Class Bike Builders; Hundreds of Motorcycle/Culture Vendors; a New and Used Motorcycle Parts Swap Meet; Live Rock and Blues Bands, Food and Beer. General admission is $15, Military with ID $10, kids 12 & under are free. Note: No Colors, No Pets, No Outside Alcohol. For art show details go to https://www.chopperfestival.com/ artshow.html -Sean McKean, Event Coordinator

Harley-Davidson Custom Paint Program - Inspired by racing. Built for touring.

Apex Factory Custom Paint. From

board track to flat track, enduros to hill climbs, drag racing to road racing and more, Harley-Davidson has a rich and storied racing heritage that began in the earliest days of the Motor Company and continues to this day. Inspired by paint and graphics from race bikes throughout our history, Apex factory custom paint celebrates Harley-Davidson’s legacy of winning with a paint and graphics option for select 2022 Grand American Touring models. Premium touring performance; Ultra Limited. This fully-loaded touring bike truly does have it all, now with the exclusive Apex factory custom paint option.

The Dominion Collection - Take your motorcycle to a new level of customization with the Dominion™ collection’s gloss black anodized or bronze powdercoated parts and accessories.

Indian Motorcycle Racing

And S&S Cycle Wins -Riding the Mission Foods, S&S Indian Challenger, O’Hara’s Consistency Through the SevenRound MotoAmerica Series

Carries Indian Motorcycle Over Rival Harley-Davidson to Reclaim Coveted Crown

Recently, at New Jersey Motorsports Park, Tyler O’Hara battled through rain-soaked conditions to finish second in the Main Event, earning the necessary points to capture the 2022 Mission King of the Baggers (KOTB) Championship for Indian Motorcycle Racing and S&S Cycle. This is the second KOTB Championship in three years for O’Hara and the Indian Motorcycle Racing-S&S team in the increasingly popular MotoAmerican bagger-racing class.

O’Hara’s 2022 Championship run was a picture of consistency throughout the seven-round series. The Petaluma, Calif. native captured five podium finishes over seven rounds; including a victory at the Daytona Speedway season opener, along with two fourth place finishes aboard his ever-reliable Mission Foods S&S Indian Challenger.

This year’s Championship came at the expense of Harley-Davidson

Screaming Eagle rider Travis Wyman, who entered the series’ final round with a three-point lead in the Championship point race, only to see his hopes literally slip away when he crashed midway through the second lap while frantically chasing O’Hara through the rain soaked circuit in New Jersey.

It was an afternoon rainstorm that spoiled the best-laid plans for points leader Wyman and served up a golden opportunity for O’Hara and teammate Jeremy McWilliams, who both thrive in wet conditions. Starting from the fourth and fifth positions respectively, O’Hara and McWilliams jumped out to a fast start, overtaking Wyman and Vance-

position to the finish and capturing his second KOTB Championship.

“Even though it’s one rider that earns the Championship, this was a situation where the support from Jeremy and our ability to work together made all the difference, and I could not be more grateful for his support and the tireless work of my entire Indian MotorcycleS&S team,” said O’Hara. “Every member of this team sacrificed so much of themselves over this past year and to stand on that podium and celebrate this Championship with them is a testament to our commitment and nothing short of a dream come true. I’m so proud to reclaim the crown and the number-one plate for such an incredible and talented group of guys who put their hearts and souls into this season.”

Hines Harley Davidson rider James Rispoli and moving into second and third position respectively coming out of turn one.

This allowed McWilliams to slow the pace for the field behind him, including Wyman, and create breathing room for O’Hara who consistently maintained pace behind race leader Kyle Wyman. With an added level of urgency thanks to McWilliams’ stifling efforts, the younger Wyman made an aggressive outside pass on McWilliams and immediately began aggressively pushing to close the gap with O‘Hara, ultimately lowsiding and sliding into the infield late into the second lap.

Although he was able to get back on his bike and continue the race, Wyman fell to the back of the pack, while O’Hara stayed close behind the older Wyman brother, holding his second-place

McWilliams, a veteran road racer of Moto GP fame, joined the Indian Motorcycle-S&S factory team at the start of the 2022 season. Along with a virtually unmatched level of experience and skill that resulted in a Round Two victory at Daytona and fourthplace finish overall, McWilliams brought an invaluable wealth of knowledge to the team. His technical input and collaboration with Indian Motorcycle-S&S engineers and mechanics throughout the season allowed the team to continually evolve, refine and improve the Indian Challenger, optimizing set ups specific to track conditions at each and every round.

“This Championship is the result of the sacrifices and commitment made by each and every member of our team – so many days on the road away from their families and sleepless nights working to ensure our bikes were dialed-in for Tyler and Jeremy,” said Jeff Bailey, S&S Cycle Crew Chief. “Every member of our crew played a critical role, making unique sacrifices and sharing in the highs and lows we experienced together throughout the season, and that’s truly what makes this Championship so gratifying. I could not be prouder of this group of incredible

THE CYCLE SOURCE WORLD REPORT - POWERED BY BIKERNET.COM

individuals.”

Sponsors for Indian Motorcycle Racing’s King of the Bagger efforts include Mission Foods, S&S, Medallia, Drag Specialties and Parts Unlimited.

To learn more about each race team, visit SSCycle.com, RolandSands.com, Saddlemen.com and LloydzGarage. com. For information about Indian Motorcycle, visit IndianMotorcycle.com, or follow along on Facebook, Twitter and Instagram.

Rider Safety- American Roadways Are More Dangerous, Report States

- The National Highway Traffic Safety Administration is reporting that deaths among all types of motorists on America’s roadways jumped about 7 percent in the first quarter of 2022, compared to the same period last year. An estimated 9,560 people died in Q1, and fatalities on public streets and highways have increased every quarter since Q2 of 2020.

NHTSA stated that the first three months of 2022 saw the highest number of Q1 fatalities since 2002. Preliminary data reported by the Federal Highway Administration also estimated that the miles traveled for all motor vehicles in the first quarter increased by about 40.2 billion miles, and that the fatality rate for the first quarter of 2022 rose to 1.27 fatalities per 100 million miles.

“As we see these numbers rise, the MIC and the Motorcycle Safety Foundation have been working to raise the issue of rider safety at all levels of government,” said Scott Schloegel, senior vice president at the Government Relations Office for both associations.

The MIC’s GRO worked with congressional leaders to secure a resolution recognizing Motorcycle Safety Awareness Month and worked with NHTSA and the White House to secure a letter from President Biden. The MIC Communications Department partnered with MIC member Progressive Insurance to send an email with MSF safety tips to 1.8 million motorcycle policy holders. Communications also promoted motorcycle safety on national, local-market, and Spanishlanguage television.

THE PFAS PROBLEM - “Forever Chemicals” Now Headlining National News

The nationally broadcast “Sunday Morning” on CBS recently led the news program with a report on PFAS – the perfluoroalkyl and polyfluoroalkyl

chemicals used for decades in many consumer products and a wide range of powersports products from riding gear to vehicle components.

According to the Environmental Protection Agency, PFAS components break down very slowly over time, and both federal and state governments have examined the health impacts, introducing many bills to ban PFAS use. The MIC has spotlighted PFAS as a major powersports industry challenge, and has called on OEs, aftermarket companies, and riding gear manufacturers to learn about government PFAS proposals and to start looking for ways to replace PFAS in the products they sell. - MIC

That’s right, new gas burning cars will no longer be for sale in the country’s largest state in less than 15 years. Other states, including Massachusetts and Washington have already signaled that they would follow California’s lead. What does the future of motorcycling look like? Will the bike you are riding today be legal in a few years? What will your kids or grandkids be riding… or will they even be allowed to own a motorcycle? Your Freedom is under assault and without your help we can’t fight back! Thank you to all the members of the Motorcycle Riders Foundation for defending your Freedoms. We need all street riders to join this fight, if you are not a member of the MRF click on the logo below to join. Ride Safe and Ride Free!

Charity Effort Of The Month -

Checking back in as the Comoto Family of Brands is excited to share its partnership with GEICO to support the Pediatric Brain Tumor Foundation (PBTF). The duo have already raised $50,000 to help support families affected by this disease. But the race is not over — Comoto hopes to surpass last year’s fundraising total of $305,000 this year and you can help spread this message!

Motorcycle Riders Foundation AlertWe Told You So…

At last year’s MRF Meeting of the Minds in Atlanta, Georgia the fate of the internal combustion engine was discussed. In fact, at the urging of ABATE of Illinois, the following language was added to the MRF’s 2022 Legislative Priorities: “Work to ensure the survival of combustion engines. Including elimination of the California air quality waivers which threaten combustion engine production.”

In October of 2021 California Governor Gavin Newson signed a bill into law banning the sale of all offroad, gas-powered engines, including generators, lawn equipment, pressure washers, chainsaws, weed trimmers, and even golf carts.

And less than one year later we learn this, the California Air Resources Board (CARB) that governs motor vehicle emissions for the state adopted new rules that will require 35% of the new cars sold in the state are electric or plug-in hybrids by 2026, with that percentage rising to 68% by 2030 and 100% by 2035.

On September 18, Comoto will be hosting the 2022 National Ride for Kids Day fundraising event. This event includes 10% of proceeds across all participating brands (RevZilla, J&P Cycles, and Cycle Gear) being donated to the foundation. It also includes hosting the Philadelphia Ride for Kids. Full details can be found in the press release below my signature.

Would you be interested in sharing with your readers to encourage participation and bring awareness? I’d also be happy to connect you with a Comoto executive for an interview via phone or email to further discuss the company’s commitment to find a cure for pediatric brain cancer. -Cletis

WHAT’S NEXT? Think about the year as an opportunity to be involved, be informed, be active and creative. Find adventure and always follow the right path for truth and justice.

If you need a news shot in the arm, consider slipping over to Bikernet.com for our weekly news. In the meantime, ride fast and free forever! - Bandit

9 Finger Fabrication Chain Drive Sprocket Locking Tool Locking Tool for chain drive transmission sprocket installation. Never rely on blind Impact Gun “Ugga Ugga Torque” on your final drive sprocket. Made of .375” thick Steel and high tensile strength 530 chain, our locking tool lets you tighten your sprocket nut to correct factory specification. Designed to land against pivot shaft/swingarm or use 1/2” square drive hole with breaker bar. $45.00 https://www.9fingerfabrication.com/product/chain-drive-sprocket-locking-tool/17?cp=true&sa=true&sbp=false&q=false

Firebrand Monarch 4.5” Slip-ons for HD Touring Models

4.5” seems to be the ideal muffler diameter for sound, power and looks. Firebrand has taken that formula one step further on the modern HD touring machines with a highly tuned louvered stainless steel baffle. How do you tune a baffle? Isn’t it just a tube with some holes in it? This is where Firebrand’s expertise comes into play. The size and angle of the louvers as well as their location within the muffler are critical to capturing the exhaust gasses as they pass through. Too big and they slow velocity, too small and you risk a pitchy sounding muffler. Get it right and your bike sounds and performs like a proper v-twin should. The new Monarch Slip-ons from Firebrand does exactly that and finishes the muffler off with a durable and perfectly matched coating as well as a billet tip. Available for 1999 through 2022 HD Touring bikes in Asphalt Black or show chrome. All Firebrand exhaust are made in the heartland of the US and available at your local HardDrive dealer or check them out at https://firebrandmotorcycle.com

DRAG SPECIALTIES BATTERY CABLE KIT

Increase the starter performance of your bike by supplying maximum battery current to your starter motor with a Drag Specialties Battery Cable Kit. This kit contains all the cables you need to replace your OEM cables. The black 4-gauge cables are manufactured with pure electrolytic-grade 36-gauge tinned copper strands for maximum current transfer and superior flexibility. All cables have ¼” and terminals. Available for 17-22 FLHT, FLHR, FLHX, and FLTR models with a suggested retail price of $59.95. https://www.dragspecialties.com/search;q=21130798;r=eJyrVkrLzClJLSpWsoqOrQUAJusFKA%3D%3D

BDL’s new Billet clutch hub

BDL’s new CDB-720 is designed to be a direct replacement for the OEM chain drive basket on 2007 through current models. The specialized materials and one-piece design make it much stronger, durable and longer lasting. Installation is straightforward. The unit is offered in 2 versions; CDB-720 and CDB-720-SG4. The CDB720 which has no chain sprocket and starter ring gear. The CDB-720-SG-4 has the chain sprocket and the starter ring gear. The chain sprocket is cut into the basket by BDL the SG-4 ring gear is attached to it. For more info visit www.beltdrives.com

Z1R introduces the Dundee boot. Upgrade your riding footwear with the all-new Dundee boot from Z1R. Similar in fashion to popular high top tennis shoes, Z1R puts their own spin on it. A premium full grain leather chassis is matched with a durable, abrasion resistant, reinforced sole. Perforated panels are utilized for ventilation. A unique lace up design system allows you to secure and conceal the laces into a snap pocket. Don’t be that guy who rides with regular tennis shoes when you have this option. Available in sizes 7-14. Suggested retail $119.95. Head on over to your local Z1R dealer or www. Z1R.com to check these out!

ADVERTISERS INDEX

5 Ball Racing Leather.............95

Baker Drivetrain......................17

Battery Outlet.........................97

BikerNet.com..........................68

Bling’s Cycles........................28

Chop Cult................................94

Chopperfest............................43

Cycle Source Gear.................97

Cycle Stop USA.......................33

DB Custom Leather................94

Dennis Kirk.............................99

Denver’s Choppers................37

Drag Specialties.......................9

Drag Specialties Seats...........15

Dream Rides Tennessee.......83

Dutchman...............................97

Feuling...................................95

GEICO.....................................25

Hardcore Cycles.....................81

High Seas Rally.......................45

Hijinx Apparel........................97

5 Ball Racing Leather.............95

Kiwi Indian...............................28

Law Tigers................................2

Led Sled..................................55

MC Creations.........................97

Mikuni......................................17

Motion Pro..............................85

No School Choppers..............33

Old School Chopper Show.....31

Pandemonium.........................18

Paughco..................................69

Progressive Insurance.............3

Providence Cycle Worx..........45

S&S Cycle.............................100

Klock Werks...........................65

ShopTalk................................94

Sierra Madre...........................67

SpeedKing..............................49

Sporty Parts...........................97

Spectro Oils..............................3

Tech Cycles............................29

Twin Power................................4

Twisted Choppers...................19

Heard A Good One Lately ? Then Send It Along To Us At:

119 Dellenbaugh Rd. Tarentum, PA 15084

Or E-mail To cyclesourcemain@comcast.net

Ahillbilly went hunting one day in Oklahoma and bagged three ducks. He put them in the bed of his pickup truck and was about to drive home where he was confronted by an ornery game warden who didn’t like hillbillies.The game warden ordered to the hillbilly to show his hunting license, and the hillbilly pulled out a valid Oklahoma hunting license. The game warden looked at the license, then reached over and picked up one of the ducks, sniffed its butt, and said, “This duck ain’t from Oklahoma. This is a Kansas duck. You got a Kansas huntin’ license, boy?” The hillbilly reached into his wallet and produced a Kansas hunting license. The game warden looked at it, then reached over and grabbed the second duck, sniffed its butt, and said, “This ain’t no Kansas duck. This duck’s from Arkansas. You got an Arkansas license?” The hillbilly reached into his wallet and produced an Arkansas license. The warden then reached over and picked up the third duck, sniffed its butt, and said This ain’t no Arkansas duck. This here duck’s from South Carolina. You got a South Carolina huntin’ license?” Again the hillbilly reached into his wallet and brought out a South Carolina hunting license. The game warden was extremely frustrated at this point, and he yelled at the hillbilly “Just where the hell are you from? “The hillbilly turned around, bent over, dropped his pants, and said “You tell me,

you’re the expert!!”.

Fritz

Aman walks into a bar obviously stone drunk, and asks for a drink. “Sorry” the bartender said but you obviously already had a little too much to drink. Fuming mad the drunk walks out the front door and walks into the side door. “Can I have a drink please.” “Sorry” the bartender says “but you can’t have a drink here.” The drunk walks out and goes in through the back door. “Can I please have a drink.” “Enough!” The bartender screamed “I told You No Drinks!” The Drunk looks at the bartender closely and exclaimed “Darn! how many bars you work at.”

Justin

The teacher had given the class an assignment. He stresses the importance of this particular assignment, and that no excuses will be accepted except illness (with a medical certificate) or a death in the immediate family (with a note from that member). A wise student pipes up: “What about extreme sexual exhaustion, sir?” The class breaks up laughing, and when they settle down the teacher responds with: “Well, I guess you’ll have to learn to write with your other hand.”

Tom

At the Urinal, An accountant, a lawyer and a cowboy were standing side-by-side using the urinal. The accountant finished, zipped up and started washing and literally scrubbing his hands...clear up to his elbows....he used about 20 paper towels before he finished. He turned to the other two men and commented, “I graduated from the University of Michigan and they taught us to be clean.” The lawyer finished, zipped up and quickly wet the tips of his fingers, grabbed one paper towel and commented, “I graduated from the University of California and they taught us to be environmentally conscious.” The cowboy zipped up and as he was walking out the door said, “I graduated from the University of Texas and they taught us not to piss on our hands.”

Earl

Two medical students were walking along the street when they saw an old man walking with his legs spread apart. He was stiff-legged and walking slowly. One student said to his friend: “I’m sure that poor old man has Peltry Syndrome. Those people walk just like that.” The other student says: “No, I don’t think so. The old man surely has Zovitzki Syndrome. He walks slowly and his legs are apart, just as we learned in class.” Since they couldn’t agree they decided to ask the old man. They approached him. And one of the students said to him, “We’re medical students and couldn’t help but notice the way you walk, but we couldn’t agree on the syndrome you might have. Could you tell us what it is?”

The old man said, “I’ll tell you, but first you tell me what you two fine medical students think.” The first student said, “I think it’s Peltry Syndrome.” The old man said, “You thought but you are wrong.” The other student said, “I think you have Zovitzki Syndrome.” The old man said, “You thought but you are wrong.” So they asked him, “Well, old timer, what do you have?”

The old man said, “I thought it was a fart but I was wrong, too!”

John