Cycle Source Magazine - February 2020 by Cycle Source Magazine

Decemberâ&#x20AC;&#x2DC;10 CYCLE SOURCE

CYCLE SOURCE February February '20

BIKES

Bottom Feeder

Le Duc's Garage Built '76 Shovel .................................................................... 20

Green Demon

'71 Seamus From Seamus Kneeland .......................................................... 38

Bone Daddy

Voodoo Inspired Sporty From Flat Broke .................................................. 50

Green Voodoo

King Bee's Triumph Racer ............................................................................... 60

Saki Bomb

Bogart's One Of A Kind XS650 ...........................................................................76

FEATURES

Splittin Lanes & Dodgin Gutters

Rust, Dust, and Grease In Brooklyn ..............................................................10

Motoblot 2019

Motorcycle & Hot Rod Street Rally ............................................................... 30

Bonneville 2019

Tales From The Salt With The Buell Bros & Sisters ............................. 44

Art Our Culture

Killer Talks To Freedom Casting Co ............................................................ 43

InSlide Line

Where There's A Will There's A Way ........................................................... 84

TECH

99 Problems

Fixes For The Little ThingsThat Make A Big Difference ....................... 16

Tool Time

Basic Tool Maintenane For The Garage Mechanic ............................. 26

FNA Tite Seal Intake Kit

Providence Cycle Worx Installs One & Shows Us How ...................... 30

Narrowing A Fender

Professor Ramsey Shows Us His Method ................................................. 66

6 February '20

- CYCLE SOURCE MAGAZINE

EDITORIAL OFFICE

The Cycle Source Magazine 118 Dellenbaugh Road Tarentum, PA 15084

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

EDITORIAL STAFF

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

STAFF WRITERS

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

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

CONTRIBUTORS Majroie Kleiman, Savannah Rose

STAFF ARTISTS Jimmy Frizzell, Chris Callen

ADVERTISING

Heather Callen- Sales Manager - cyclesourcemain@comcast.net

CIRCULATION DIRECTOR Heather Callen - 724-226-2867

In The News

COPY EDITOR Judy Duggan

The World Report Powered by BikerNet.com ......................................... 86

Hot Of The Rack ....................................................................................................... 92

LEGAL COUNSEL

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

DEPARTMENTS From The Editor’s Desk .................................................... 8 Chopper Charlie ....................................................... 56

ABOUT THE COVER 66

On The Road With X ......................................................... 82 Photo Hunt ........................................................................... 89 On The Edge ....................................................................... 90 Gut Busters ........................................................................ 98

The Cycle Source Magazine® (ISSN 1935-0287) is published 12 times a year by The Cycle Source Magazine with Offices at 119 Dellenbaugh Road Tarentum, PA 15084, 724-226-2867, www.cyclesource.com. U.S. Subscription rate is $30.00 for 12 issues. Canadian Subscription rate is $45.00 for 12 issues. Back Issues, when available, are $6.00 each, payable in advance. Periodicals postage paid at Tarentum, PA ad additional mailing offices. The Cycle Source Magazine® reserves the right to reject any advertising or contributions that it deems unsuitable. Opinions expressed are those of the author and not of The Cycle Source Magazine®. Nothing printed in The Cycle Source Magazine® Decemberbe re-printed in whole or part without the express written consent of the publishers. Copyright ® 2020. The Cycle Source Magazine®, A Grass Roots Motorcycle PublicationSM, Scooter Tramp ™ Wild Man™ Low Down & Dirty Rotten™ Grease & Gears Garage™ Grease & Gears TV™ Grease & Gears Garage Roadshow™ ShopTalk™ Do It Your Damn Self™ Inslide Line™ are registered trade marks.

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

Pin-Up Of The Month ....................................................... 59 Endless Highway .............................................................. 72

DISTRIBUTION

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

SPARE PARTS New Products

GRAPHIC ARTISTS

Chris Callen, Heather Callen, Amelia Rose, Missi Shoemaker

This month's cover bike comes to us from Flat Broke Chops & Rods. It also happens to have been a bike built for the 2019 Motorcycle's As Art Exhibit, "What's The Skinny." What could be more fitting than a long, lean 70's chopper? Chris and Mark knew exactly what they wanted to bring to the table and we are so happy to be able to feature it on our cover. February '20 - CYCLE SOURCE MAGAZINE 7

here have been many many of these editorials. I have referenced my grandfather as a basis of where my thoughtful progression through life comes from. This month will be no exception as in regard to the title; he was the man that taught me the value of a hard day’s work. You see this was a man who worked in the coal mines until he built up enough sweat equity and got a job in the steel mills. There, he built up enough sweat equity and opened his own little business, a two-pump gas station where he would fix a car here and there, basically live at his own pace, or so it may seem to those who have never worked for themselves. The truth is, working for yourself is like having the biggest asshole of a boss you ever worked for. He expects you to work overtime with no extra pay, come in early, take on additional responsibilities and when times get tough, he leaves you with no money some weeks. When the shit hits the fan, well, brother, it’s always your fault. But in addition to these lessons, I also learned that there is nothing and nobody who can take away the satisfaction of working a hard day and making your own way through the world. When you string enough of those days together, you achieve a sense of self-worth that no amount of financial hard times or complications of any sort can take away from you. I will always be grateful that this man gave me such an amazing perspective so early in my life as it has served me well and often through the years. In the early days of this magazine it may have been the only thing that kept me going and still to this

8 February '20

- CYCLE SOURCE MAGAZINE

day when I have challenges to face, and oh believe you me there are plenty just in case you think I live on a mountain of old parts and cash and just play this magazine game to pass the time, but when those challenges come up, it is that hard work ethic that sees me through time after time. So, what the hell am I telling you about this for? Well, these are funny times man, both for our country as a whole and for the motorcycle industry. It would seem that for part of the bike thing, the gloss is a little off the apple and what’s left is really hard work. For some of us, that’s ok, it was always like this and most of us knew going in that those were the wages. I feel kinda bad for the cats who only knew it through its heyday and are now horrified that motorcycles are exactly what they used to be; “blue-collar entertainment.” with average bikes for average folks. Still, there are plenty of those who could care less about the financial end of all this who go on building bikes, honing their craft and waiting for a chance to get with their friends and haul ass somewhere, and as long as they are out there.... we will be right here. For me, speaking as the head of this little organization as well, there is nothing in this world that could pry me away from the motorcycle life. I love the people, the sounds, the smells and yes, even the work. There is nothing like losing myself in the garage for a day, just walking out to check on something and before I realize it, seven hours have passed. The pinnacle of that being the day you finish a project, the first fire of that

new bike. All the hours and planning all coming together to build the anticipation of that first ride. It’s beyond explanation for those who don’t get it, and that’s quite all right. When they finally come around to a place in their lives where they want a little more than the occasional “atta boy” at work or that impressive list of assets to show for their time.... when that day comes I can clearly see that there are plenty of us willing to spend our sweat equity to ensure this thing of ours will be right where it has always been; close to the heart, right in your face and as hard to get rid of as jock itch. What a lovely thought to end on, right? No, I’d better turn it around for Heather’s sake and make sure that I close this issue and this year by saying that you, our readers friends and family have given us the ultimate gift for the sweat equity we’ve accumulated over the years, you have showed us that what we do matters, that there is still part of this that is beyond the reach of the spreadsheet and the sales floor. That for some of us, it’s okay that not everyone rides a motorcycle and we could care less if you meet the nicest people on some of them. Try this, the next time you see a chance to help out with a cat who is putting something together or trying just to get it running, lend a hand, get involved and start building your “401 someday I’ll be ok.” It’s the sweat equity that will make sure you are. Happy holidays to you all.

February '20 - CYCLE SOURCE MAGAZINE 9

Article By: Marjorie Kleiman Photos By: Alan Magyar

hot summer day in mid-August brought antique bike admirers from miles around to the 5th annual Splittin’ Lanes Dodgin’ Gutters Classic Motorcycle Show. We’ve been to lots of cool bike shows at interesting locations, but never at a building that is comprised of bowling lanes, concert space, and a restaurant! That was, until August 18, when the Brooklyn Bowl served as the venue for this event. The show was promoted by Girard Fox and Tim Warner, both of whom are, shall we say, antique bike devotees. Well, it’s even a little more than that. According to Girard, “To say that we are motorcycle enthusiasts doesn’t really convey the level of our self-admitted pathological illness!” According to Tim, the Brooklyn Bowl is housed in a building that, at the turn

10 February '20

- CYCLE SOURCE MAGAZINE

of the 20th century, used to be an iron refinery and then a truck depot. He says, “It just celebrated its 10-year anniversary and in that time it’s hosted ex-U.S. presidents, New York City mayors, weddings, bar mitzvahs, freak shows, and world-class musical acts— everyone from Robert Plant to Snoop Dogg to Dr. John to Guns N’ Roses.” The setup inside was totally awesome. There were bikes on and in front of the stage as well as on the walkway leading from the restaurant to the bar, concert space, and bowling lanes. You might wonder, why a bike show in a bowling alley? Girard explains, “Tim and I originally came up with the notion while feeling sorry for ourselves, due to all of the weekend motorcycle events that we miss out on because

of our work schedules at the Bowl. The name was born out of a desperate struggle to link bowling and motorcycling in a single phrase.” Tim says, “We’re not only fortunate to work in such an amazing space, but also the owners of the Bowl are some of the best people I’ve ever worked for.” Girard adds, “They were very generous to take the risk on hosting a vintage motorcycle show in a music venue. Lots of unknowns at first… but no fear was shown!” Walking into the historic building, the combination of bikes, bar patrons, exhibitors and spectators created a very cool vibe. There was no cliquishness; everyone had come together to enjoy our favorite sport—that of vintage motorcycling. Bike styles represented included everything from choppers to

stock models, racers to AMCA highpoint classics. Old Indians, Harley Flathead trikes, sidecars, rakedout Panhead chops, Shovelhead bobbers, brands that stopped manufacturing decades ago—you name it, and it was probably there. And to add to the amazing vibe normal Sunday activities were going on as well… families were bowling, the bar and restaurant were open. How do they manage all this? “That’s what’s so great about having the show on Sunday and quite honestly, Brooklyn Bowl thrives on these situations; multiple things going on at the same time,” Tim says. “That is in no small part due to the amazing staff working there. They are incredible at what they do. And it’s awesome seeing unsuspecting little kiddos and their parents celebrating a birthday party up on the lanes enjoying the bikes or random tourists just wandering around gawking at the spectacle around them.” What was different about this year’s show is that there were lots of choppers. Girard explains, “We never wanted to step on any toes in the past. With two amazing chopper shows in the neighborhood, we

made a conscious decision to focus on mostly stock machines, but with the end of the Brooklyn Invitational last year, we felt there was space to bring some righteous choppers into

the fold!” Many nationally- and locallyknown builders had bikes on display, such as Indian Larry Motorcycles

with the famous Rat Fink bike, Rick Petko with a board track racer, Tim Vanderbas who runs Vanderbilt in Brooklyn, Adam Mucci who’s a top Panhead restorer, Nick Troscano who builds the fastest machines to race at The Race Of Gentlemen, and Austin Johnson, one of the originals from the black chopper community in the ‘60s and the subject of the documentary Sugar & Spade. Tim commented, though, ‘I would argue that anyone who has wrenched, machined, built any old bike is owed some credit and ‘well known’ by someone for their build.” When asked how bikes were chosen to be displayed in the show, Girard and Tim explained that one of the criteria is that the bike adhere to the AMCA’s definition of antiques: motorcycles that are 35 years or older. Girard adds, “Basically, if we find a machine that blows our minds, or is simply a stand-out machine that deserves attention, it’s in. We pride ourselves on being all-inclusive and don’t have any preconceived notions of brand allegiance. Over the past five years’

February '20 - CYCLE SOURCE MAGAZINE 11

12 February '20

shows, we have selected a wide range of obsolete motorcycle from a multitude of different manufacturers. We are also wide open to rust, dust, grease, metallurgical fatigue, and dangerous, ill-conceived modifications, just as much as we enjoy perfectly restored and meticulously painted examples.” One example of the extremes to which participating builders ventured was the 1981 reverse Shovel which had everyone doing a double take as they walked by and noticed the intake, kicker, and exhaust on the left and the primary on the right. We didn’t get a chance to ask anyone from Still Kickin’ Cycles why, but we can only imagine the answer would have been, “Because I can.” There’s no entry fee for bikes in the show, and no admission for spectators. And Tim says, “We always try to offer some added amenities to the bike participants, whether it’s free/discounted food and drink, merchandise, or sponsored swag bags. We want to acknowledge and thank those who bring these amazing machines, sometimes traveling hundreds of miles to our show. We’ve never put this show on with the intention of making money. If we come close to breaking even, it’s a win for us.” He laughs, “Shit. That’s a terrible business model!” Girard tells us, “We never really considered any trophies or awards when this all started. It’s just not our thing, but people basically demanded that we give out some kind of prize, and ultimately it does make sense to honor all of the lenders’ hard work and commitment to getting themselves and their machine to our show.” And the trophies? Goldpainted bowling pins! Girard elaborates, “I usually find the busted and discarded bowling pins the week of the show, and get those golden beauties cobbled together at 3:00 a.m. on the day before the event.” Tim adds, “People really dig winning those things!” Speaking of winning, there were several categories that earned those trophies as well as some other prizes. Oldest Machine was Rick Petko’s 1919 Indian board track racer, Longest Distance Traveled went to Luis F. Herrera who brought his custom BMW R75/7 from Mexico City, and the Tom Payne award given to… Tom Payne to celebrate his continued support! Tom brought his meticulous Harley-Davidson VD which has achieved AMA Winner’s Circle status. The top three trophy winners were Best of Show earned by Rick Kaylor for his rare Reading Standard, People’s Choice for Will Aguirre’s 1974 H-D FXE chopper, and - CYCLE SOURCE MAGAZINE

February '20 - CYCLE SOURCE MAGAZINE 13

Best of the Streets which was given to Walter Curro for his 1926 H-D board track racer that was displayed in the back of a hot rod Chevy pickup truck in the street outside the show. And that brings us to another delightful aspect of Splittin’ Lanes Dodgin’ Gutters. Tim says, “We have always promoted free and ample motorcycle-only parking right outside the Bowl and without fail, a shitload of people ride out and take over the surrounding streets. We have even pulled a few killer bikes into the Bowl to include in the show. The sheer number of bikes parked out there spawned the Best of the Streets award. It’s seriously my favorite part of the day. I’m running around like a spaz inside and then I’ll pop outside and there is a whole other scene and vibe. It’s great to walk up and down the block checking out the bikes and seeing faces new and old.” Girard adds, “This part of the show continues to grow and is always chock full of surprises. I enjoy the look of concern in the eyes of the scooter-rental tourists as they try to quickly get down the block! This aspect of our event really helps to ‘level the playing field’ in conjunction with the indoor ‘invited’ portion of the show. We don’t want people to feel left out or unwelcome because of the 35-years-or-older concept, and just want to encourage people to ride whatever they have!” The show is produced by Basket Case Productions, the company that Girard and Tim formed so they could get liability insurance for their first show in 2015 (Tim says they had $7 million worth of classic motorcycles that year!), and also to create an identity for themselves that would function outside of the Brooklyn Bowl setting. Girard tells us, “We have many future plans to create additional classic motorcycle-related events… still “top secret” at this point. But we are always looking for entries for the next year. We may actually be doing two Splittin’ Lanes shows in 2020; one here in Brooklyn and a second at a very exciting soon-to-be-revealed location. And if you are interested in getting a bike in a SLDG show, hit up Girard. He’s road oiler on Instagram.” And watch @ basket_case_productions and facebook. com/oiler around the end of the year to find out what else Tim and Girard are planning

14 February '20

- CYCLE SOURCE MAGAZINE

CYCLE SOURCE February '20

Article And Photos By: Daniel Donley

www.pandemoniumcustomchoppers.com

ver the previous months I have been reaching out to you readers and industry professionals seeking a problem or situation and its fix. So, here are some of the problems, from being broke down on the side of the road. To some situations in the shop like, Fabrication, painting, electrical, troubleshooting etc… Here is a good mix of some of the “99” Problems!

Gas Cans we all have them. We use them for our lawnmowers, yard equipment and toys. Over time, that little vent on the top back side that allows free gas flow typically

16 February '20

- CYCLE SOURCE MAGAZINE

yes… a valve stem. Start out by drilling out the old vent to the size of your valve stem. Use a piece of coat hanger or wire to fish it through the gas outlet back to the venting area. Now grab hold of the valve stem and pull it through until seated. You also need to remove the valve stem core. So, air can flow freely while pouring. When not in use put the valve stem cap on and this will seal up your new super awesome gas can vent. Submitted by: Casey Merillat, Defiance Trailer Sales

gets broken and lost. Then you find yourself going to the gas station and on the way home you find the can squirting gas all over the inside of your wife’s car. Here is an awesome fix to that. I like to use a valve stem,

When building a new custom motorcycle from scratch we all know

there are many variables that we have to deal with. We have decided to mount a custom hidden spring kickstand to our new ride, but weren’t sure where to mount it or how high off the ground? I come up with trick a long time ago, With the bike straight up and down take a level and place it on a flat surface beneath the bike. Then place the kickstand assembly on the bike resting on the level. I have found that most are 2 to 2 ½” thick, this represents how high the kickstand is off the ground. At this point you can tack weld into place, then lean the bike over carefully and check and make sure the lean angle is what you’re looking for.

Hand Grips, every motorcycle has them. Over time they can get sticky, yucky and worn out. One way to add a little life to your worn-out grips is to use some grip tape to cover them. A few wraps around and they will look a hell of a lot better than they did. What is nice about using grip tape like used on hockey sticks or bats is that it has is a little tacky. So, the next time you want to throw the front wheel into the 12 o’clock position you know you will have a nice firm grip. Submitted by: Lee Champagne

Another custom bike building challenge can be fender mounting.

When mounting your rear fender and you stand back for a look, you realize the fender is sitting on top of the tire at your desired location typically a half inch or more. But you realize there is an issue. The actual radius cut out of the side of the fender no where near matches the line of the rim. A cool cheap tool, to mark out a new radius is a 5-gallon paint stick. I cut a V at one end, then mark and drill a small hole the size of a pencil or sharpie marker will fit at the line of my rim. Then you sweep tip to tip of the fender with the centerline radius marking tool, this will establish your cut line to trim to a super sexy look.

Zip Ties! They are necessary evils to hold things into place, wiring, cables and such. Here is a little twist on how to use a common Zip tie and s little bit of tubing to create a little standoff. Your imagination is your limitation with this. Cut a piece of tubing, the color of your choice that will match your bike. Run the zip tie

through the tubing around your frame or handlebars then back through the tubing finally around cable or brake line. Check out the picture on this one and it is difficult to put into words but so simple to do.

When you live in the hills your daily commute can be up one or down one. The variation of elevation can play tricks with your carburetor. Here is a cool little trick to make your idle screw easily accessible and adjustable while on your daily ride. You can solder or braze a small washer into the slot of your idle adjustment screw. For making those on the fly adjustments quick and easy. Whether you’re on top or the bottom of that mountain. Submitted by: Lee Champagne

Here is a shop tool trick. A Vice, we all have them in our shops. Typically, they have steel jaws. Those steel jaws can sometimes mar up a precious part. A quick and dirty trick I like to

use. Once again Paint Sticks…. Cut a paint stick to the length of your jaw times 2 and use some masking tape to hold in place…BOOM soft jaws. It works, try it!

February '20 - CYCLE SOURCE MAGAZINE 17

WITH fixes and PICS to the email below (Bikes, Shop Equipment, Paint, Tools, Etc.) If there is something that you would like to see a Tech article on please call me or email me with your idea! If you have any questions, please feel free to call me at the shop anytime 419-576-6812 Daniel Donley, Pandemonium Custom Choppers Facebook Pandemonium Custom Choppers Instagram pandemoniumc2 E-mail info@pandemoniumcustomchoppers.com Website pandemoniumcustomchoppers.com Here is a good one for all you travelers. We all pack only necessary things on our motorcycle, tools, spare parts and such are always at the top of the list. A spare throttle cable is always a good idea. A great place to stow that spare throttle cable is around your headlight or better yet remove the headlight from the bezel and place the wound-up throttle cable inside and replace the headlight. Submitted by: Lee Champagne

18 February '20

- CYCLE SOURCE MAGAZINE

Still travelin? A spare clutch cable is also a good one to have on extended trips. Unfortunately, they are thick and stiff making them difficult to wind up and stow away. Place your spare clutch cable right behind your existing one and zip tie into place. This one will be ready when you are! Submitted by: MR. High Life Calling all readers and industry professionals to submit your problems

February '20 - CYCLE SOURCE MAGAZINE 19

hris Le Duc started riding about eight years ago, when a friend of his met builder Nick Pensabene of MadPen Cycles and fell in love with motorcycles. That love affair began a trickledown effect and it wasn’t long before Le Duc had his first bike, a Harley-Davidson Sportster. After a few years Le Duc

FFebruary ebruary ‘20 - CYCLE SOURCE MAGAZINE

Article And Photos By: Missi Shoemaker decided it was time to build a custom of his own. Chris picked up this 1976 Shovelhead as a roller in 2013 from his mom’s friend. He had seen it sitting in the back of the garage for quite some time and finally asked if he could buy it. A deal was struck, and Chris found himself the proud new owner of the ‘76. He thought the Shovelhead

engine represented what an old Harley was, and he knew he needed it. The Shovelhead came to him as ratty bike that didn’t run, built on a Paughco frame. He brought it home and immediately tore into it. Not knowing anything about building or restoring bikes he found that he was left with a pile

CYCLE SOURCE MAGAZINE - February February â&#x20AC;&#x2DC;20

of parts. Around the same time, Nick had just picked up an old Ironhead, so he transferred his pile of parts to his dad’s garage. Pensabene brought his project over and they began building their bikes together. The bike itself has gone through several transformations in the six years that Chris has owned it. At one time the Shovel sported a springer front end, and it has had several different paint jobs. Le Duc now works in HVAC but has always had a job where he worked with his hands. Chris was eager to fabricate and make his own parts and so he learned how to weld. He acquired a lathe, although I am not sure I am supposed repeat the story of where it came from, let’s just say he went dumpster diving to get it after it was actually thrown out…he and his friends were given the heads up in advance that is was going in the dumpster. With some coaching from a few friends, including Matt Paris and Mike Hendricks of YardRatzFab, he started working with the lathe. Chris started out by learning how to make handlebars and sissy bars and now makes other parts in his shop that he shares with a couple of buddies. They

FFebruary ebruary ‘20 - CYCLE SOURCE MAGAZINE

just do it as a hobby, in their spare time, making parts for each other and their friends. Chrisâ&#x20AC;&#x2122; Shovelhead, in its current state, was finished in April of 2019 and has many of his own custom parts on it. The handlebars, mids, passenger pegs, top motor mount, taillight, exhaust, seat pan and sissy bar were all fabricated in house. He reworked the Paughco frame, changing the backbone and replacing the front gusset for a cleaner look, and also narrowed the tank. The engine and trans were sent out to Gary The Dutchman who upgraded it to 84ci. The current paint job was done by John Vorrhest of Huntington, NY, and powder coating by Jason at On-Point Powder Coating. The seat was done by Counterbalance Cycles. Having a full-time job, this

CYCLE SOURCE MAGAZINE - February February â&#x20AC;&#x2DC;20

bottom feeder Tech Sheet Owner: Christopher Le Duc City/State: Long Island New York Builder: Christopher Le Duc Year: 1976 Model: H-D Shovelhead Value: 100 bucks Time: 1 Year ENGINE Year: 1976 Model: Shovelhead Builder: Garret TerHaar “The Ducthman” Ignition: Dyna S Electronic Displacement: 84 inch Pistons: Heads: Stock Carb: S&S Super E Cam: Air Cleaner: Velocity Stack Exhaust: One Off Primary: BDL 1 1/2 inch Belt Drive TRANSMISSION Year: 1976 Make: Harley-Davidson 4 speed Shifting: 1 Down 3 Up FRAME Year: Model: Paughco Rake: Stock Stretch: Stock Forks Builder: Harley Davidson Type: Stock Triple Trees: Mullins Supper Narrow Extension: None WHEELS Front Wheel: Size: 21” Tire: Avon MH90 21 56H Front Brake: None Rear Wheel: Size: 16” Tire: Dunlop MT90B16 74H Rear Brake: Harley Davidson Softail PAINT Painter: John Voorhest Color: Teal/White/Gold Type: Custom Graphics: Free Hand Chroming: N/A ACCESSORIES Bars: One off Tee bars Risers: N/A Hand Controls: Foot Controls: One off mid controls Gas Tank(s): Alien Tank Narrowed Oil Tank: Acme Front fender: N/A Rear Fender: Gas box 16 inch Seat: Counterbalance Cycles(Wes) Headlight: Led Tail light: One Off 1 1/4 LED Speedo: None Photographer: Missi Shoemaker

FFebruary ebruary ‘20 - CYCLE SOURCE MAGAZINE

bike is a labor of love, putting in long nights after work and lots of weekends. As it sits right now, he is pretty happy with it, and he says this is one bike he will never let go. You can keep up with Chris and his fabrication on his Instagram @Le Ducweld. Heck maybe you’ll even score some bitchin parts from this home builder! I know we are looking forward to seeing what he comes up with nex

CYCLE SOURCE MAGAZINE - February February â&#x20AC;&#x2DC;20

aving access to some of the most talented builders in the country has it’s ups and downs. The ups are obvious, the downs are sometimes my own fault. I can still remember the look of utter terror that I saw in Aaron Green’s face the day we were working with my English Wheel and there was some surface rust on the big wheel. As I ran to grab a scotch brite and go to work, he began to school me on this tool. The lessons that day were many and fantastic. The first of which was not to just haphazardly try to sand off surface rust from the English wheel. It turns out that for most of us who do not have the luxury of climate controlled work spaces the first thing you should do when you get this tool is to take the rack that comes with it to hold the small roller dies, and just throw it out. You should

FFebruary ebruary ‘20 - CYCLE SOURCE MAGAZINE

Article And Photos By: Chris Callen www.flatbrokechopsnrods.com keep these in a plastic baggy, well oiled and ready for use. Now you might ask why this is so critical? Let me explain further. Since you are using the wheel, sometimes at great pressure, you can in fact impress imperfections from either the surface of the wheel or the dies into your metal. When that metal is steel it isn’t as critical, when it is aluminum, quite bad indeed. But what happens if you don’t know this until you see your big brother’s look of extreme terror after you have mis-cared for your tool? Well, after some thought and conversation, we came up with this fix. Now, I will tell you that I did this on purpose on a drill press with garage mechanics in mind. You might have an English wheel but not a lathe so to that end you will have to have someone with a lathe make the part we made for the drill press.

Step one is making an arbor for the wheel. Since the wheel operates on bearings that will be a little tricky since you will need something that can interfere with the outside of the wheel and not just the bearing. I dug through some old stuff in the shop and found this old piece of hardware

that would be great for holding the inside of the bearing, but it was too big to fit in the drill chuck.

rubber battery mat and scribed the outline of a washer on it, then I cut it out.

For the next step I prepare some 400 grit wet sand paper. I fold it to the width of the wheel surface and soak it with WD40. Couple minutes on the lathe and I have the right size arbor to fit the chuck. Any machine shop can do this for you easily.

Next problem is the interferance with the outside of the wheel so it doesnâ&#x20AC;&#x2122;t just spin on the bearing. For that, I took a section of

With the arbor and the wheel chucked up you can see how the rubber washer I made will keep the wheel from spinning.

Here is a good look at the surface of my wheel from where I started. Yes I know, I am a bad tool owner.

Now listen to my words here. You are about to spin a 25 pound mass, I caution you to take steps toward safety. Start slow, make sure the chuck is tight and move the drill press deck up incase it comes loose.

CYCLE SOURCE MAGAZINE - February February â&#x20AC;&#x2DC;20

Once you have done a test speed check, get it up to a decent speed and apply light pressure. In this photo I was taking the picture but I suggest two hands, one on each side of the sand paper making a 1/4 circle. You should move it slightly up and down as the drill press rotates the wheel. Do this for a few minutes then stop to check your progress. If it needs more (and you can tell this if there are still shadows on the surface), add some more WD and start the press back up.

Before it goes in the drawer I put it into a freezer bag with a liberal coating of WD40. This operation, hell the whole article was inspired by my brother Xavier who treats his tools the right way and shamed me with his operations on my last visit to Providence Cycle Worx.

My smaller die wheels were also in similar shape. Even those these were in a drawer of my tool box, as you can see from the design left on the surface from the drawer liner, they still took on moisture and began to rust.

It ended up taking three sessions as described above before I was happy with the surface of my wheel. On the last session I moved down to a 600 grit paper just to ensure that I wasn’t leaving behind any grooves. You may want to go even further and who knows, once I see the way this works the next time I am shaping metal I may want to come back and do this some more myself. For that reason I am keeping the arbor and the rubber washer in the same drawer of the tool box that I will now be keeping the wheel.

FFebruary ebruary ‘20 - CYCLE SOURCE MAGAZINE

These were a little tricker to prepare since the type of tool I have uses dies with a shaft pressed in them. I used the same principal, a rubber washer with the ability to interfere with the outside of the wheels rotation.

The difference here was that I didn’t have the benefit of an adjustment bolt like I had on the arbor I made for the wheel so I would need to apply upward pressure to the die as I tightened the chuck onto its shaft.

Same procedure once I checked it at a slower speed. Three sessions just as described with the large wheel and the finish was like new again.

Bottom lines is this took about three hours out of my life that could have been avoided if I had just done what Xavier does every time he uses a tool and “Take care of them so they take care of you.” See that Hermano, we both learn something from each other!

CYCLE SOURCE MAGAZINE - February February â&#x20AC;&#x2DC;20

rowing up in a small town in Central Indiana, Chicago was just about a 2-hour drive north, and was THE “BIG” City, especially compared to Indianapolis, and was someplace I never went as a kid. As an adult, I ventured up a few times and thought it was a neat place to visit. I’d been on field trips with the kids, did the touristy stuff, went to Navy Pier, Saw the Bean, did some shopping, and sat in lots of traffic. I was really excited, though, when I was given the opportunity to go to Motoblot! If you have never heard of or been to Motoblot, you need to put it on your list of things to do!! Motoblot is essentially a street fair, with Motorcycles, Hot Rods, Pin-up

FFebruary ebruary ‘20 - CYCLE SOURCE MAGAZINE

Article And Photos By: Missi Shoemaker

girls, Music, Vendors, Food, and even adult beverages! It’s basically a party in the street that lasts all

weekend! It takes place in the Artistic West Loop neighborhood, with the

Cobra Lounge serving as the anchor for the event. The event originally started in 2014 and is billed as the largest Vintage Motorcycle and Scooter rally in the United States. Motoblot kicked off with a pre-party at Federal Moto on Thursday night and then kicked into high gear Friday night at the Cobra Lounge with a pig roast and burlesque show. The Event XX was also held Friday up the block at Room 1520. The Event XX is a gathering of women on wheels and in business. I had the opportunity to actually speak to the group, which was nerve-wracking and amazing all at the same time! It is great to get women together to inspire each other

and ask questions without the feeling of being judged and to hear their stories of how they got started in their industry and things they have had to overcome - not just as women in the workplace, but also their obstacles in life. Don’t worry, guys; there wasn’t any man-bashing going on. However, we did talk about the fact that it is great how gear companies are finally realizing that women aren’t built like men and are actually starting to make things that fit us properly, and that aren’t just pink. It was a great networking with like-minded women in the motorcycle community. I even got to meet Cristy Lee who was the Emcee for the weekend event! Saturday came, and the festival was on in full force! The Cycle Source Magazine Ride-In Bike Show and Hot Rod Street Show were the highlight of the day, along with the Miss Motoblot Pin-Up Contest! Several motorcycles and hot rods lined the street. Bands played throughout the day, on two separate stages as attendees walked up and down, shopping the vendor booths and checking out the bikes and hot rods. The Pin-Up gals were out and about all day right up until the moment they were gathered on stage and Miss Coral Reefer was crowned

CYCLE SOURCE MAGAZINE - February February ‘20

Miss Motoblot 2019! The weekend wrapped up on Sunday with our infamous Mini Bike Drag Racing being the highlight of the day! The rain held off right up until it was time for the racing to start, but that didn’t detour the event at all, it actually made it more fun! What more could you ask for?? Fast mini bikes drag racing down the street in the middle of a street festival, on wet pavement… OH YEAH!! There was lots of smiles and lots of laughing going on, from participants and spectators alike! The motorcycle film festival ran all weekend and included the films “Oil in the Blood,” “Easyriders,” “3 Wheeling”, “Faster,” and many more. There were also over 30 bands that performed throughout the weekend ranging from Rock-a-Billy style to a Kiss Tribute Band. Basically, there is something for everyone at Motoblot! Personally, I can’t wait for Motoblot 2020 and a chance to wander the streets of Chicago’s Artistic West Loop again!

FFebruary ebruary ‘20 - CYCLE SOURCE MAGAZINE

CYCLE SOURCE MAGAZINE - February February â&#x20AC;&#x2DC;20

Article And Photos By: Xavier Muriel

ell they say if you love to ride old stuff, your gonna have to love to work on old stuff. I happen to be one of those old stuff guys. Most of you know that I’ve had Grace, my 53 Pan/Shovel, from one end of this beautiful country to the other. I’ve ridden her through the

not so forgiving streets of downtown Los Angeles to the Wildlife Loop in Daytona. Needless to say, she’s going to need some attention in a few areas.

I had a small Pan cover seep that was driving me Fu*#*ing crazy, so I decided that while I was putting the finishing touches on my latest build, I’d take a break and address that issue. Well, true to form I was like “she’s already on the lift let’s take a look under the hood.” Wouldn’t ya February ‘20 - CYCLE SOURCE MAGAZINE

know it, I was just on the verge of getting a head gasket leak as well. So, I decided that now was the perfect time to put to use the “Tite Seal Intake Kit’’ that Eric Allard over at FNA Custom Cycles was so kind to give me a year ago. It’s designed specifically for Panhead, Shovelhead and Ironhead intakes using a unique custom clamp design. It’s a great product so I thought I’d walk you through the process.

First, I removed my manifold completely. Because I was doing a head gasket

change as well, my procedure was a little different than if you were just doing a conversion from a 2-piece clamp set up or 1-piece wide band style.

Depending on what motor you are working on there are two different installation processes. One for a Panhead or Shovelhead and the other for an Ironhead. Both are laid out below.

Shovelhead and Ironhead.

Start by loosening the supplied clamps as much as possible without uncoupling. Insert one seal onto one cylinder head inlet and the other onto the intake manifold. Fit the right side of the seal

Panhead The seals must be slid onto the intake manifold with it off the motor. Then slide the intake in place, slide the seals back onto the intake manifold and head. Install the clamps around the smooth round part of the intake spigots and tighten in place. You MUST use carb support. Make sure the intake spigot is not sharp, if it is sand it smooth.

almost all the way onto to the head inlet. Once the seals and intake manifold are in place, slide the clamps to the edges of the seals and tighten by hand with a screwdriver until tight, with the clamps all the way to the edge of seal.

My intake is an O-ring Shovelhead style. The O-ring must seat in the valley, mating the intake manifold and the head. The FNA kit simply slides over the O-ring, mating the head to the intake. Once the bands are securely fastened a leak proof system is in place.

February ‘20 - CYCLE SOURCE MAGAZINE 35

to listen for any variation in idle. If none, then get on the road. If you have any questions please feel free to email me at xavier@ providencecycleworx.com and I’ll do my best to help you. Make sure to check out Eric Allard and FNA Customs 863-581-7143 Fnacustomcycles@yahoo.com www.fnacustomcycles.com IG-@fnacustomcycles the edge of the seals. Once it’s all nice and tight, replace the carb. When you fire the bike for the first time after this be sure

Since I did a head gasket change there’s a whole other procedure for test fitting the intake to the heads before tightening, but that’s another article. As a general rule I like to use a flashlight to look inside the intake to make sure it is sealed. I also like to run my finger along the ridge that mates the intake to head to see how close or far I am from contact of the two surfaces. If everything looks good, I proceed with the tightening of the clamps, making sure to tighten one then the other to ensure even coverage. Make sure the clamps are at

February ‘20 - CYCLE SOURCE MAGAZINE

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE 37

eamus had grown up with motorcycles and custom cars. He even did dirt biking as a kid, so it was natural to for him to get in the scene once his license was obtained. Kneeland rode several street bikes and Harleys over the years but was always drawn to the look, sound, and culture surrounding old school bikes. He attributes this to the fact that his dad and close buddies rode them while Seamus was growing up. While stationed in Ramadi, Iraq, he and one of his NCOâ&#x20AC;&#x2122;s

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE

Article And Photos By: Joshua Elzey Tim Hillier from OH, would chat with about building old bikes. Tim would give Seamus stacks of motorcycle magazines. Cycle Source was in the stack and they would read, discuss, reread, etc. At this point, Seamus started planning the bike he would one day build. It became an escape for him to think about riding down some street somewhere in the future. Knowing a chopper would be his daily; he continued reading and researching in order to learn everything he could. Unfortunately, money was not right at

the time, so the project was put on the back burner. Seamus deployed again in 2011 to Afghanistan, telling himself that if he made it through, he was going to build the bike of his dreams, no questions asked! This is exactly what he did when he came home; it was one of the best decisions he ever made. In 2012 after he left the Marine Corps, Seamus Kneeland of Plymouth MA was searching Craigslist for a motorcycle, it was then that he discovered a 1971 Shovelhead with

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE 39

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE

an Amen Savior frame. After his buddy Allyn sent a link with a video, Seamus knew he wanted it. The owner, Warren, ended up being quite a nice guy who was only one town over from Kneeland, so it was easy for him to take a look at the bike. The original build had been done in 1976 and Warren had it since. It had been sitting in his garage with about a half dozen other bikes. The price was right, so the chopper was bought on the spot, and Seamus rode it home! With the bike at home and knowing the direction of the project, he spent a couple of months searching, planning, and acquiring. Once he was sure everything that was needed was available, the teardown began. The bike was apart in about a day and the frame was brought over to Tony at FCR. From there, it was cleaned up before moving over to Rahn Pelrin at Rahn’s in Abington MA for the rear axle. The rotor/drum was removed and replaced with discs. It was difficult to figure out how Seamus and Tony would make it work, but eventually, welded a bracket into the frame that would allow

the disc to float up and down with the axle but not laterally with the rotation of the tire. After some shaping and cursing, they got the job done. From there, the tank and fender were fitted, and they started mocking up the roller. After Seamus sat in about a thousand seating positions, they had what felt right to him before breaking the chopper back down, they quickly set up the sight gauge for the tank and then painted it black along with the frame. Meanwhile, in his basement in Dorchester MA, Seamus tore down the motor to the case and pulled apart the transmission for a good once over. It took quite some time before he could begin putting everything together. He wanted to take his time because he knew any mistake would be costly. Once he got the frame back, he was able to install the drivetrain, tins, new front end, and tie up a few other loose ends before wiring it. That’s where he came to a dead stop! After a lot of frustration, he finally caved and brought the Shovel to Jacob Cutler at Barnstorm Cycles. They did

February ‘20 - CYCLE SOURCE MAGAZINE 41

GREEN DEMON TECH SHEET Owner: Seamus Kneeland City/State: Dorchester, MA Builder: Seamus Kneeland Year: 1971 Model: Shovelead Value: $15,000 Time: 3 Months ENGINE Year: 1971 Model: Shovelhead Builder: Seamus Kneeland Ignition: Morris M5 W/ Clear Top Displacement: 74 cu Pistons: S&S Heads: S&S Carb: S&S Super E Cam: Andrews EV27 Air Cleaner: K&N Exhaust: Drag Pipes Primary: BDL 3” Open Belt /Kevlar Dry Clutch (And Bits Of My Index Finger) Transmission Year: 1971 Make: H-D Ratchet Top 4 Speed Shifting: Foot Clutch, Jockey Shift Frame Year: 1976 Make: Amen Savior Rake: 40 Stretch: ? Forks Type: Springer Builder: DNA /Three-Two Wishbone Extension: None Triple Trees: Wheels, Tires, Brakes Front Wheel: DNA Size: 21” Front Tire: Avon MkII Speedmaster Front Brake: DNA Rear Wheel: 2000 Fat Boy Size: 16” Rear Tire: Avon Storm Rear Brake: DNA Painting Painter: FCR Customs Color/Type: HoK Organic Green Kandy Graphics: FCR Customs Accessories Bars: Biltwell Keystones -2”cut off Risers: I Don’t Remember Hand Controls: Biltwell Throttle Fuel Tanks: 2.5 Gallon Front Fender: Nope Rear Fender: Narrowed/Bobbed Seat: Dahigi Custom Leather Foot Controls: Demon’s Cycle Oil Tank: LedSled Customs Headlight: Cycle Standard 5 ¾ Taillight: After Hours Choppers Brass Titmouse Speedo: None Photographer: Josh Elzey

February ‘20 - CYCLE SOURCE MAGAZINE

an amazing job of setting up a custom, simple wiring harness which included the C Cell Battery and tied everything together. Her maiden voyage was the hour ride back home from Barnstorm Cycles. Seamus had never ridden a foot clutch/ jockey shift before. On that first ride, Mother Nature saw fit to send a downpour ten minutes into the ride. This made the journey home interesting to say the least. Kneeland rode the bike with flat black tins and a black seat for the rest of the New England riding season. Once the snow came, he gave his friend Tony the tins and Paul the seat. Seamus told Tony he wanted it HoK Organic Green Kandy and that he could do what he wanted with scheme. He told Paul he wanted

brown leather with brass knuckles on the back of the seat. Because they were good friends, they knew he liked the old West Coast look. What both of them gave back was above and beyond his expectations. The only other modification was to take a boring square frame DNA and transform it with the Three-Two-Choppers wishbone that Tony painted to match the rest of the bike. Russell Wilder at Russell’s Repair in Plympton, who is also a former marine and genius wizard, got the bike retimed and running like a top. After getting many miles under his belt, Seamus finally learned to ride a foot clutch/jockey, which lead to a special time, the ride next to his father.

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE 43

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE

Article By: Buell Bros & Sissters Racing Photos By: Scooter Grubb & BMST Racers

he Bonneville Salts Flats is the place to be in August! Buell Brothers racing has been going to the Flats since 1995, and we don’t see us stopping anytime soon. The Bonneville Salt Flats has been the mecca for racers for over 100 years. Anyone can ride their bikes fast on asphalt highways or sticky prepared drag strips and brag about what their ‘speedo’ is telling them. In Bonneville, you are fighting the lack of traction, wind, salt conditions, density altitude, and high altitude: on the Flats, you’re in the middle of nowhere, tuning, by yourself, all of this is happening while you are being timed accurately. Even with all these challenges, it is still the place to be when it comes to proving speed. The Bonneville Motorcycle Speed Trials are the last week of August, and it is strictly a

motorcycle event. It starts on a Saturday and ends with a banquet on Thursday night. The entire week is jammed packed with racing, grill outs, dinners, and good times. This year was one for

the books. We all had the pleasure of possibly witnessing history in the making as we watched Al Lamb and Ralph Hudson push their limits. They are the two fastest sit on motorcyclists in the world. And they were competing to see who could be the first to reach

300 mph. They set this goal many years ago and have been running towards it ever since. They even made the trip to a salt flat in Bolivia to try to make it happen. This year was the first time that they were both at BMST trying for the 300 mph. They both did a few shakedown runs to test the course. But by the middle of the week, both said no, not this year. It was such a cool experience to watch the two fastest bikes run on the salt back to back while waiting to see if history would be made that day. Hopefully, those two will be back next year and will hit the 300mph mark at Bonneville on a siton motorcycle! We all love to see the fastest bikes on the salt do their thing, February ‘20 - CYCLE SOURCE MAGAZINE 45

but for the most part, the racers at BMST are the average Joe’s. For example, Lewis and Katie of Killer Fish engineering from Ohio ran two bikes; one in the 50CC P-PC class and the other in the 500CC A/BF. They are a husband and wife team going after records together. Another racer was Jaylin Billig; she runs in the 175CC M-CG class. She has been racing at Bonneville for some time now and pushes her bike to its max every year and hits a speed of 79.495 mph! She was able to qualify for a record multiple times, but unfortunately, she was unable to make a clean return run to set the record. Getting a record isn’t easy. Kay Paterson of Washington also runs a bike in the 500cc M-CG class. She had a very trying week of pushing her bike to get a new record, as well. Fran Carpio of Colorado runs a duel engine Suzuki that looks like it is straight out of “Mad Max” in the A-CF 3000cc class. He was able to set a record of 115.089 mph! Jay Allen of Arizona runs in the A-PBG 2000cc class and was able to set a record of 192.386 mph. The Buell Brothers bikes generally land in the middle of the bikes on the salt. This year the Buell brothers pit was a bit more exciting than usual for two reasons. One was because of Ashley Woodford, who rides the Buell Sisters bike, a 95’ Buell S2 Thunderbolt that she rides in the P-PG 1350 class. She was going for her first-ever record. She tried for it last year but ended up blowing up her motor pretty bad on her return run. When it came to getting her bike back to running condition for 2019, we can only say thank goodness for the help from Kibblewhite, No Laws Motorcycles, Biltwell, Queen Creek Flat Track, Leinewebers, Twin Power, Worldwide Bearings, Powerhouse Cycles, and Andrews. This year she was determined to make it happen. Her first few runs were to check the track and see if the bike was ready to go fast after fixing it from last year. The record she was going after was 126.293mph held my B. Johns from 2018. She was able to up the record a total of four times between her 16 passes! By the end of the week, the final record ended up being 136.282!

February ‘20 - CYCLE SOURCE MAGAZINE

It was a hard week of wet salt, wind changes, heat, and figuring out the best riding position. The next big factor adding to pour excitement was Drew Woodford of Buell Brothers racing. Drew rode the half-brother bike, a modified 97’ 883 Sportster. There is nothing better than a little competition on the salt, and Keoko Kaolelopono was there to give it. The two went back and forth all week! The record started at 139.492 mph for the MPSPF 1000 class, and it went up from there. Unfortunately, early in the week, Keoki melted a piston. In true Bonneville fashion, Buell Brothers offered any assistance they needed to get him down the track. Drew then upped the record on Tuesday to 142.8 mph. Keoki, with the help of his father-in-law Chris Rivas was able to get his engine rebuilt and went out and upped it by a tenth of a mile per hour to 142.9. Drew accepted the challenge and laid down a two-way average of 146.52 mph. Keoki wasn’t going to let Drew get the record that easy. So, he got back in line to try again. Keoki was able to make a

February ‘20 - CYCLE SOURCE MAGAZINE 47

pass of 144 and blew up the motor for a second time on the last day of racing. Drew went back out a few more times trying to get a little more out of his 883 Sportster but due to the temperature and humidity, there was no way to get more speed. The bike actually was getting slower with every pass. The record ended up at Drews average of 146.52 mph. His record wouldn’t have happened without the help from Lane Splitters Garage, Pistol Pete’s Custom Cycles, Biltwell, The Chop Parlor, Twin Power, and Worldwide Bearings. As you can tell, the Buell Brother pit was busy with Drew and Ashley going after their records, but we were also working with experienced bike riders. Buell Brothers racing is dedicated to introducing the next generation of racers. This year we had four riders. They ranged from a veteran flat tracker to a rider of only a few years. They were all able to get two passes each and got the Bonneville experience. They each went over 100 mph with a top speed of 135 mph. The bike they all rode was a 00’ S3 Thunderbolt. None of this could

February ‘20 - CYCLE SOURCE MAGAZINE

have happened without the help of the crew and Twin Power, Biltwell, Lowbrow, Arlen Ness, Al Lamb’s Dallas Honda, R&B Embroidery, and The Chop Parlor. Along with the racing that goes on all week, there is also the Tuesday night Legends event. It is quite the experience. You get to hear the stories of some of the greats: Pete and Jackie Hill, Jay Allan, Tom “Clause” Anderson, Micah McCloskey, Roosevelt Lackey, Larry Coleman, and Al Lamb were the legends for this year’s event. The event is put on by our very own Tom “Clause” Anderson. Each legend will tell you how they got into racing, their achievements, learning experiences, and you can also ask them questions and truly pick their brains about racing. The night is one not to miss! After a long week of racing, there is a banquet on Thursday night and is the perfect ending. This year it was held at the newly remodeled Officers club at the historic Wendover Airport. The banquet is a pretty special event because you get to see everyone dressed up, and you get to hear what

everyone did for the week. While you are racing, you miss out on knowing what others are accomplishing, goals reached, and some still out there. This is where everyone catches up. This year a few of the awards went to Skylar Albrecht – Fritz Kott, Erin Sills – Top Speed of the Meet, Ashley Woodford – SheMoto Scholarship, Erin Okonek – Lucky Charms, Simon Edwards – Lucky Charms, and Team Shelby- Lucky Charms. There is also an auction to help raise funds for a museum to be built for Bonneville.

Hopefully, we will see this happen soon! Bonneville is one of those places that once you go, you have to keep going. It is like no other place you have ever been and the people you meet become your instant family. We can’t wait to see what next year brings, and hopefully, it will mean more records!!

February ‘20 - CYCLE SOURCE MAGAZINE 49

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE 67

he Chopper Industry has been evolving for 80 years. Ever since the first guys started bobbing the rear fender on old flatheads, builders have aspired to develop new styles that represent the culture of their era. As the years have passed and technology has given rise to computergenerated design, inverter welders, and CNC machinery, custom motorcycles have seen an influx of new builders and new design techniques. The social media world has given everyone a voice and expedited the flow of information and subsequent learning curves. Talented fabricators all over the world are pushing the envelope and looking for new and better designs. But this rapid advance does not come without its drawbacks. Many have lost sight of, or never bothered to learn the origins of the custom culture. Idealized posted photos have taken the place of creative thoughts, and the ability to make

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE

dozens of intricate parts has overtaken the precedent of minimalism. Builders today would do well to stop and look back at the past in order to find a better future. It takes far more than just fabrication skills to be a successful builder in the custom motorcycle world today. In fact, I would argue that fabrication skills are the absolute easiest of the necessary skill sets to acquire. In order to truly develop your own style as a builder, it is necessary to understand, respect, and love the history behind custom motorcycle design. A comprehensive study of countless bike builds throughout each decade is paramount to finding the influences that can ultimately allow you to develop your own signature style. A complete builder must also have a talented eye, and this is where the artistry comes into play. The lines and balance of a motorcycle are what truly separates the top tier builders from the guys struggling to figure

Article By: Will Ramsey Photos By:Michael Lichter

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE 51

it out. This skill set is simply inherent to a true artist and although it can be developed and learned, there are some brilliant and talented fabricators who will never have the eye for design. Finally, a great builder must have a strong understanding of fabrication techniques and basic structural engineering in order to safely execute the design that has been foreseen. For 23 years, Chris Callen has owned and operated Cycle Source Magazine. To say that he lives and breathes the custom motorcycle culture would be an extreme understatement. He has had the very unique experience of interacting with nearly every facet of this industry and has processed 10s of thousands of pictures of custom builds over this time. Chris has written countless articles on the comings and goings of everything from legends and eras to the newest fads and TV celebrities. He has had his ear to the pavement for over two decades and helped pave the way for so many builders, both gracious and selfentitled. Chris’s devotion to the industry and to his magazine has afforded him a level of exposure and a network of friends which helped him develop the fabrication skill sets to accompany his deep understanding of design and motorcycle nostalgia. Although not often recognized as a “premier” builder, Chris’s vision and attention to detail puts his final work right on the top tier of the industry and has given rise to the shop Flat Broke Chops & Rods, which is owned in partnership with Chris’s longtime friend Mark Persichetti. Mark has been with Chris from the early years of Cycle Source Magazine and

February ‘20 - CYCLE SOURCE MAGAZINE

has seen every bit of the industry that Chris has. Coupled with his background as a bodyman, Mark and Chris have proven to be a very strong team over the last three years building eight bikes together during this time. When Michael Lichter asked Chris to build a bike for his Sturgis exhibit, Motorcycles As Art, Chris knew there was no way he was passing up the opportunity. He had participated in this show two previous times and felt a third invitation was just as honorable as his first. This year the show was titled “What’s The Skinny.” Many people may have simply seen this as a theme to build very narrow lane-splitting motorcycles, and that’s fine. Chris chose to go a bit deeper and viewed the theme of the show as an invitation to design and build a minimalist chopper representative of era when customizing motorcycles represented freedom of

expression and comradery amongst brothers. Choosing to return to the 70’s style chopper, which I believe has become the signature style of Flat Broke Chops & Rods, and with only 30 days to complete the build, Chris set out to step up his game while still staying true to his style and belief in designing a minimalist, functional chopper. The name Bone Daddy is rooted in the occult and pays homage to the legend of the crossroads, where Robert Johnson sold his soul to Legba (the devil) in order to play the guitar. This is certainly a story any real builder can relate to as we will walk through hell itself if it means the final bike will be just that much better. In order to bring this build to fruition, Chris acquired a 97 Sportster as a donor. The motor was pulled out and given a fresh new look before being placed in a FBCR proprietary frame with 9” up 2” out

42 degrees of rake. This stance has proven to be a go-to for him over the last few years for both the aesthetics as well as the comfortable ride position. As an artist and designer, Chris takes a very unique and theoretical approach to the fabrication and placement of each component on his builds. Employing Fibonacci’s ratio (the rule of thirds), Chris pays close attention to the negative space created or eliminated as the bike is mocked up. 70’s style choppers are characterized by long exaggerated lines and can often end up looking very unbalanced due to excessive and chaotic negative space between components. Chris’s technique allows him to consistently build 70s style chops that do not make you feel like you’re having an episode of vertigo just looking at them. To the contrary, the long choppers coming out of FBCR have a unique, balanced feel that truly sets them apart from the crowd. The development of this style has been ongoing for Chris and when asked what his favorite part of building Bone Daddy was, he told me, “in comparison to my previous builds, I can see that I have learned so much.” This was a very fast and intense build, with only 30 days start to finish, but Chris was determined to hold true to the past and find that comradery and excitement that can only be shared by working side by side with your brothers. When it came time to paint the bike Chris and Mark loaded everything up and ventured to see their old friend Ronnie

February ‘20 - CYCLE SOURCE MAGAZINE 53

BONE DADDY TECH SHEET Owner: Chris Callen City/State: Pittsburgh, PA Builder: Flat Broke Chops & Rods Year: 1997 Model: Chopper Value: You Tell Me Time: 30 Days Engine Year: 1997 Model: Sportster Builder: Harley-Davidson Ignition: Daytona Twin Tec Displacement: 1200 Pistons: Stock Heads: Stock / Led Sled Covers Carb: CV Cam: Stock Air Cleaner: Lowbrow Customs Exhaust: Flat Broke Chops & Rods Primary: Stock Transmission Year: 1997 Make: Harley-Davidson Shifting: Led Sled Jockey Frame Year: 1997 Model: Flat Broke Chopper Rake: 42 Degrees Stretch: 2 Out 11 Down Forks Builder: Paughco Type: Springer Triple Trees: Paughco Extension: 18 Over Wheels Front Wheel: Spoke Size: 21” Tire: Metzeler Perfect 77 Front Brake: None Rear Wheel: Spoke Size: 18” Tire: Metzeler Perfect 77 Rear Brake: Flat Broke / Harley Paint Painter: Ron Tonetti - North Hills Cycle Color: House Of Kolor bodywork: Mark Persichetti Graphics: Chris Callen Accessories Bars: Flat Broke Rabbit Ears Risers: Hand Controls: Nash Internal Throttle Foot Controls: Providence Cycle Worx Gas Tank(S): Lowbrow / Flat Broke Oil Tank: Led Sled / Flat Broke Front Fender: None Rear Fender: Lowbrow Seat: Bare Bones Leather Headlight: Lowbrow Taillight: No School Choppers Speedo: When I Don’t Feel Puffy Photographer: Michael Lichter

February ‘20 - CYCLE SOURCE MAGAZINE

Tonetti, owner of North Hills Cycles. An extremely talented and experienced painter, Ronnie jumped right in with the guys and spent three long days and nights on layers of paint and graphics bringing soul to Bone Daddy. As always with their bikes Casey Kennel from Paint Chop laid down the stripes that finished it off strong. This was an all hands on deck scenario; in the end, everyone involved had found that feeling from the old days when grinding out the work by hand was simply fun because of the people involved. Technology has made the world a very small place, and talented individuals are

advancing their skills at unprecedented rates. There is no stopping the advancements that influence every aspect of custom culture. But it is those individuals that remain rooted in our history that can stand tall while demonstrating that a timeless design is truly without an end. Isn’t that a crossroad worth venturing to…?

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE 55

Article By: Charlie Weisel

ou’re going to freeze to death.” “You’re insane.” “Why would you do that?”. These are just a few of the comments I heard from people when telling them my plans of riding from Colorado to Ventura, California, for the David Mann Chopperfest.... in December. These negative responses, of course, did nothing but fuel the fire. I felt more inspired than ever to make it happen as I’m always up for a good challenge. In classic Colorado form, though, it snowed nearly two feet just six days before my departure date. Things were looking grim. I started obsessively watching the road conditions from my home to south of Albuquerque, where I knew the mercury would begin to rise. I even, and this is no joke, spent hours shoveling and salting the sidewalk from my house to the main road where it was beginning to clear up. My neighbors peered out their frosty windows with puzzled looks on their faces. Our road was sealed under a six-inch layer of ice at this point, so riding the sidewalks was my only option. December 3rd came around, and it was time to bundle up and roll out. The plan was in motion. I gave myself plenty of time to reach Ventura, four days instead of the typical two, knowing that my route would be anything but direct in order to avoid ice and snow. My wife, Kayla, gave me a hug and a kiss goodbye with a look of “only you would think this is a good idea” on her face and watched me work my way down the sidewalk. I then slipped and slid my bike across the final patch of ice and onto the main road, bringing traffic to halt in the process. “Here we go,” I thought to myself, “I hope this works.” My plan was simple, ride straight south until I saw Mexico then turn right until I saw the Pacific Ocean. That’s exactly what I did. The ride from Colorado to Santa Rosa, New Mexico, the first day, was relatively straight forward. The roads were clear and dry at this point and the temperatures in the low 40’s were manageable. It was on the second day that things began to get interesting. I had found a series of two-lane roads that would take me south to El Paso, Texas, where I would ultimately pick up County Road 9 along the border. It was this ride that reminded me of why looking at topographical

February ‘20 - CYCLE SOURCE MAGAZINE

map is never a bad idea. I left Santa Rosa thinking I was in the clear, and 60-degree sunshine would soon be upon me. I couldn’t have been more wrong. Within an hour, I was reaching elevations of nearly 8000 feet under thick cloud cover and temperatures hovering around 30 degrees. It wasn’t long after this that the rain/snow mix began falling, raising concern about the condition of the road underneath me. With literally no place to stop, I had no choice but to press on. My fingers were going numb and I was conjuring the ways of the Monk to control my body temperature. “Feel no cold, feel no cold,” I kept telling myself. You would be surprised at how well this works. Soon though, the elevation numbers on my GPS began to get smaller, and it did eventually warm up to what felt like a balmy 60 degrees. There it was; the Mexico border and my cue to begin heading West. I could literally ride no further South without my passport. As stated earlier, I opted to explore New Mexico Country Road 9. I chose it purely on the fact that it traveled directly along the border; it pointed west and that I had never ridden it. If you ever find yourself in that part of the country, I highly recommend taking it from El Paso to Animas. It ranks as one of the loneliest roads I’ve been on, rivaling Hwy 50 across Nevada, and keeps you hugged tight along the border. Be warned though, the second half of this road is not rigid friendly so check your welds and your spleen in Animas. If you have a 2-gallon peanut tank, you had better carry spare fuel as well; there’s nothing out there but cactus and Border Patrol. Speaking of Animas, I had to start making real decisions about my route at this point. Essentially the road splits here and forces you either north to Interstate 10 or south to Bisbee. I was much in the mood to go through Bisbee, mainly because I’ve ridden all those roads not long ago, and I very much had Slab City on my radar. If you don’t know much about Slab City, it is essentially a lawless community along the Salton Sea occupied primarily by old hippies, uber eccentric artists, and a collection

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE 57

of not so savory individuals that have more recently moved in. There are no legitimate “houses,” most everyone lives in a trailer of some sort, the majority of which look condemned, but everyone seemed friendly and welcoming none the less. The art installations are literally everywhere, mostly made of old throwaways such as appliances, bottles, car parts, you name it, and most of which were trying to suggest a social idea or opinion of some sort, not all of which were obvious. All this, keep in mind, is

February ‘20 - CYCLE SOURCE MAGAZINE

in the middle of a barren desert but is accented by mountain views to the east and the Salton Sea to the west making for an incredible sunset. Slab City has been on my bucket list for years so to finally get the opportunity to spend a few hours exploring it may have been the highlight of my trip. Ventura, California, was finally within my sights after 1700 miles of dodging winter, and I was very much looking forward to seeing Kayla, who had flown in, and countless other faces I had not

seen in a long time at Chopperfest. Here’s the thing with me and chopper shows. I’ve never considered my bike a “show bike,” so if you see me parked in the show area, then you can assume that I did it for one of two reasons. Either I was asked to or because I viewed it as secure parking for the day. I’m not much for leaving my bike out in a parking lot unattended. In the case with this show, it was the latter, so you can imagine my surprise when they awarded me 1st place in the modern chopper category. As taken back as I was by this, I was incredibly flattered, so I extend a thank you to the judges for taking notice of my dirty and tired motorcycle. And just like that, one day my bike is on my side and the next it is not. The morning following the show, I immediately started having problems. I stripped the teeth off my starter ring gear, which led to a trip to the RiveraPrimo factory to grab a replacement, this held me back for a day. Two days after that, my Lithium Ion battery gave up the ghost in Mesquite, Nevada, and ultimately wiped out my entire electrical system. This is the fifth Lithium Ion battery I’ve destroyed, and it will be my last. I’m going back to a trusty lead acid battery. Through this endeavor, though I need to extend a huge thank you to a fellow named Brandon from St George, Utah who ran parts down to me, welcomed me into his home for the night and, along with another gentleman by the name of Jason, eventually helped me load my bike into a U-Haul truck. This is the second time this year; my poor motorcycle has come home in a U-Haul. As frustrating as that is, it is also the motivation I needed to finally gutt my wiring harness, where most of my issues stem from and start replacing everything with new for a fresh start. Over a decade’s worth of roadside wiring patchwork had finally caught up to me. I spent my day yesterday tearing the bike down and beginning the rebuild. I have just 6 weeks to have it ready in time for the highly anticipated Cycle Showcase show in St. Louis, Missouri. I will be there one way or the other, regardless of weather, so I truly hope to see all of there, it will undoubtedly be a fantastic event. Until next time my friends, happy trails and I see you on the road! To follow my travels in real-time and for more photos, follow me on Instagram @charlietravelingchopper

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE 59

ometimes a little routine in your life is not such a bad thing. Make it what you may, and you can always find the good in what we take for granted. For me, Brandon Cooper has become one of the many routines in my life that I enjoy. I first met Brandon at the Broken Spoke a few years back. I was asked by the boss to shoot a very cool Flatty, not knowing then that this would become pretty much a yearly ritual for Brandon and myself in Daytona. Like most winters, Cooper is home in Grand Rapids, Michigan, and I am bunkered down in New York. Phone calls, emails, and text messages with build updates go back and forth between us, along

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE

with a little politics, home life, and just counting down the days till Daytona. Like I said, not a bad routine at all. Having a lovely girlfriend who is a devoted Triumph lover, we were both very excited to hear that Brandon had a frame-up custom Triumph on the lift! When I say frame-up, I mean fame up! This was going to be the one-offs of one offs. Itâ&#x20AC;&#x2122;s not often that you will find a 250 rear tire Triumph built to race and a framed designed to make it all happen. With the help of a good friend and expert welder known only as Don Johnson Brandon, being an Aerospace engineer himself jump on his CAD system and design a frame that would accommodate the big rear tire as well as put the engine right in the middle of

Article And Photos By: Mark Velazquez

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE 61

the frame with the use of full roller bearing jack shafts. The traditional bronze bushing shafts wouldnâ&#x20AC;&#x2122;t work. Once the mockup design was done, Don built the frame to perfection for Brandon and made one for himself in the process. So, it is safe to say there are only two of these frames in the world. With the frame complete, the build began to take shape. Let it be known that all the work on this bike was done by Brandon himself. The jury is still out if visits from my buddies Jack Daniels or Johnny Walker helped or not but its highly doubtful. When Brandon

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE

builds, he builds to perfection and doesn’t miss a beat. Being the only one with his hands on the bike, Brandon knew exactly what needed to be done. The engine is truly race ready with a 5 speed 650 bottom and a 750-top end. The 650 was used on the bottom to get a shorter and stronger stroke. Of course, a big bore kit was installed. The heads were reworked race casting with Kibblewhite lightweight racing values, guides, and springs. Also, in the mix were a Donateli race cam, Joe Hunt magneto ignition, and a twin Amal 930 A carb, along with an open dry racing belt primary and clutch. And if it couldn’t get any better the killer exhaust, which Brandon did not want to sound like your typical Triumph. Cooper built a two into one exhaust accompanied by one small single baffle leading out to the main pipe. This hot rod puts out a sound like I have never heard on any Triumph before. With the engine out of the way, the final fabrication took place.

February ‘20 - CYCLE SOURCE MAGAZINE 63

GREEN VOODOO TECH SHEET Owner: Brandon Cooper City/State: Grand Rapids, Mi Fab. By: King Bee Kustoms (KBK) Year: Built In 2017 - 2018 Model: Full Custom Value: How Much You Got? Time: Too Many Engine Year: 68 Bottom End/72 750 Top Model: 650/750 Builder: PT Customs/KBK Ignition: Joe Hunt Magneto Displacement: 750 Pistons: Big Bore Kit Heads: Reworked Race Casting Carb: Twin Amal 930 A Cam: Donateli Race Air Cleaner: Venturi Tubes Exhaust: King Bee Kustoms Primary: Open/Dry Racing Belt Primary & Clutch Transmission Year: ‘68 Case/ ‘78 Gear Set Make: Triumph Shifting: 5 Speed Frame Year: 2015 Make: King Bee Kustoms Rake: None Stretch: None Forks Type: Springer Builder: H-D Extension: Triple Trees: Stock Wheels, Tires, Brakes Front Wheel: Akront Size: 21” Front Tire: Avon Cobra MH90/21 Front Brake: Swap Meet - Modified Rear Wheel: Akront Size: 18” Rear Tire: Avon Cobra 250/40R18 Rear Brake: Triumph Race Caliper / Drilled Stainless Rotor Painting Painter: King Bee Kustoms Color: Mercury Outboard Merchromic Green Type: PPG Graphics: Gold Marbleizing/ Black Base Chroming: Accessories Bars: Twisted Chopper Drag Bars Risers: None Hand: Lowbrow Customs Fuel Tanks: King Bee Kustoms Front Fender: None Rear Fender: King Bee Kustoms Seat: End: Curro Italy Foot Controls: King Bee Kustoms Mirror: None Oil Tank: Lowbrow Customs Headlight: Modidified Farm Tractor Light Taillight: 1936 Ford Modified Speedo: You Don’t Wanna See Me In A Speedo Photographer: Mark Velazquez

February ‘20 - CYCLE SOURCE MAGAZINE

The tank was “Frankensteined” from 7 tanks welded together to give a long look to the bike. The paint was a throwback to a 1957 Mercury Outboard Merchromic green complimented with silver striping. There is so much on this bike to see yet it is done with such taste that if you look to quick, you will miss all that this bike has to offer besides a ride like no other. Known as King Bee, Brandon continues to build. Before you know it, we will both be back in Daytona with his son and riding buddy Keane. I can only imagine what he has in store for Daytona in 2020. Well, I actually do, but what fun would it be to let you know now. Guess you will just have to show up at the Cycle Source bike show and seek him out… Stay tuned.

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE 65

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

hen building a chopper, there is certainly something to be said for fabricating every single part in house from scratch. Such an approach allows the builder complete control of the design and showcases a very high level of skill; however, it also consumes a great deal of time. In some cases, skill level, finances, and time constraints may dictate modifying an existing part to reach the desired goal. In truth, customizing existing parts is really where this all started. From chopping frames to narrowing gas tanks, most builders find incredibly creative ways to manifest their vison of a custom chopper. Modifying existing parts, like a fender, can allow for an extremely accurate fit and a design feature that may be beyond the ability of the builder to completely build from scratch. This month we are going to narrow and existing front

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE

fender to mount onto a springer front end. By utilizing a mass-produced fender, we can achieve the desired look that our customer wants while still staying within his budget. Although I certainly prefer to fabricate from scratch. The cost and time invested to make a fender like this would simply not be affordable for this project.

After searching the catalogs with our customer, we decided that the profile of this

fender would best fit the look he is going for. This fender is originally designed for a wide front wheel and measures 6 inches across, but we can narrow the fender to fit the narrow 21â&#x20AC;? wheel we have mounted on the customers bike.

Some basic measurements and design decisions dictates that our new fender needs to be 3 Âž inches wide. This means we will

be removing 2 ¼ inches from the center of the fender. That is a substantial amount and will greatly impact the look and geometry of this fender.

I prefer to use basic making tape to layout the cut lines on the fender. I always find it easier to pull long straight lines on compound shapes using tape rather than attempting to draw the line with a marker.

A simple 4.5” electric cut off wheel makes

quick work of splitting the fender and removing the desired amount of metal from the center.

will establish the relative alignment of the two halves. This step is extremely critical. The material must be meticulously aligned if you intend to metal finish the weld. Any overlapping or misalignment could temp the fabricator to grind the parent material down after welding. This would greatly compromise the strength of the weld joint and could certainly lead to a crack in the future. Take your time and don’t settle for anything shy of a perfect fit.

The cut edge of each half is deburred and cleaned prior to fitting the fender back together. Preparation is everything when it comes to a quality weld. Sheet metal is certainly not an area to cut corners on preparation; A cracked weld can quickly destroy a high dollar paint job.

Once fitted together, a series of tack welds

A quick planishing run in the hammer is used to qualify the weld seem just prior to welding. Again, it is this extra prep work that will make all the difference in your final product.

February ‘20 - CYCLE SOURCE MAGAZINE 67

The weld seem must be properly cleaned both mechanically with a stainless steel wire brush, and chemically with a solvent like acetone. Any contamination left on the surface will simply form an inclusion within the weld bead. An inclusion will be a point of origin for weld failure.

Planishing a weld after welding solve two very real issues. First, the stretching action of the planishing hammer will correct for weld shrinkage and qualify the surface of the fender. Second, the action of planish a weld essentially cold forms the material, which qualifies the grain structure, eliminating the stress riser common to welding sheet metal. Although back shielding a mild steel weld is not required, a full penetration weld on sheet metal does create a great deal of oxidation on the inside surface of the fender. I always use a backing tape method to catch argon and shield the inside of the weld. The result speaks for itself

Using the TIG method, the fender is welded. I prefer to use long continuous welds rather than skipping around. I certainly understand the theory that skipping around will reduce warpage. But in truth the warpage that occurs is simply a shrinking factor which is inherent to welding. This shrinking will be corrected in the hammer after welding. Skipping around does little more than offer multiple opportunities to increase oxidation and weld inclusions.

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE

If your fit up and welding technique are flawless, you should be able to produce a weld that can be planished flat and require no grinding at all. A strong case can be made for leaving the material alone at this point to maintain maximum strength. But in the age of social media everything has to look amazing. Most builders will choose to metal finish the weld. Again if the alignment was perfect, the weld technique flawless, and the planishing operation was carried out with attention to detail, you should be able to simply sand the definition of the weld bead out by hand with nothing more than some 220 grit sand paper and a block.

The final product should be something you are proud of and possess a unique look that will leave everyone questioning where did that fender come fromâ&#x20AC;Ś He must have made it himself. As always if you have any comments, questions, or concerns, please feel free to call the shop to talk to me directly. Thank you for your support! -Will

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE 69

t’s not every day that you get to talk to someone who works in casting and foundry work, but apparently, December is my lucky month because I had the fantastic pleasure of getting in touch with Dale Thompson, who has been in foundry work for almost his entire life! From a young age, Dale has found himself working with metal. His dad was a welder and watching him work was like seeing magic happen. He knew then that it was something he’d want to try later on in life. Watching his dad work is really the whole reason he turned to the world of custom fabrication in the first place. In high school, he was able to take classes in foundry that really helped to stoke the flames of his interest. He excelled at both the arts and welding while in school so

February ‘20 - CYCLE SOURCE MAGAZINE

Article By: Amelia “Killer” Rose it made sense that he would find a happy medium in foundry work

Though having sold his various parts online for the past 10 years, his business Freedom Casting Co

has only been in operation for a little over a year now. His main focus has been working on chopper parts, primarily point covers, though he dabbles in other projects on occasion. The possibilities of casting are really only limited by what you yourself can imagine. Once you have a basic understanding of foundry work, all you need is a vision and dedication to make it all come to life Being a child of the 70’s, Dale finds a lot of his inspiration from the art of that time but especially from the underground comic artists of the time like Irons, Spain, Wilson, and Crumb. He has vivid memories as a child of long choppers, custom vans, and seeing large groups of bikes riding down the freeway. Those memories, more than anything is what inspires his

work today. Unfortunately, due to a severe injury ten years ago that has caused some health issues, riding is no longer something he is able to do, but creating art and pieces for them keeps his passion alive and kicking. Another reason Dale has been going strong for this many years is the incredible amount of support he has received from people who appreciate and purchase his art. For someone to want one of his parts on their bike is one of the greatest compliments he can receive. Thompson feels that a custom bike is one of the truest forms of personal self-expression one could think of, especially in our industry. As an artisan, what sets him apart from the crowd is that each step of the process is something he does himself. The sculptures, patterning, casting, finishing, and even polishing are all done by his own hands, which is something that not every foundry worker can say! It can also be said that through Dale’s work, he has had some incredible opportunities to meet and make lifelong friends. From rock stars and famous bike builders to the home builders and garage junkies, each person he’s met has, in some way, shaped and molded his art and the awesome inspiration behind it. As for his future, Dale just wants to keep making chopper parts and watch his style evolve and grow! He’s recently been working on some rad designs for air cleaner covers and will soon be starting some custom foot pegs as well. He is constantly looking forward to seeing what he can come up with next. Lastly, when I asked him if he had any advice to give to the younger craftsmen in our industry, all he had to say was, “Stay true to yourself. Don’t follow trends, be a trendsetter. Don’t get discouraged by your mistakes, learn from them, and keep going till you get it right!” If you want to check out more of Dale’s incredible work or even commission a piece for yourself, you can head to his website www. freedomcastingco.com or check out his Instagram @freedom_casting_ co.

February ‘20 - CYCLE SOURCE MAGAZINE 71

pring weather was warm beneath the northern Florida sun as two motorcycles began their slow journey north. Only six hundred miles lay between us and the Myrtle Beach, NC motorcycle rally that would begin in less than a week. Since we were in no hurry, we chose to meander through the thickly forested back roads that headed towards Georgia. Behind my Electra Glide, Joe’s heavily loaded little 300cc Ninja kept a steady pace. The guy seemed an anomaly. He left his home in Virginia only weeks ago, with almost no money, and on that tiny bike, a friend had sold him for $1, and yet Joe already seemed more at home out here than many I’d known. Still, he was nervous. After all, the guy had done very little traveling and certainly had done nothing like this in his short 36 years on the planet. But, with all the years of road life, I have laid down, there is certainly some security in traveling with me. Behind us was Panama City and the Thunder Beach Rally that had ended only days ago. We’d both worked

April ‘19 - CYCLE SOURCE MAGAZINE

Article By: Scooter Tramp Scotty that show and would do so again in NC. As is often my MO, we had left the beaches by early afternoon and would have to find a suitable spot to set up camp before long. For now, however, I was content to watch the scenery roll by. As evening approached, we began our search. In short order, we saw an abandoned strip mall. The huge parking lot’s far end held a big-ass building set some distance back from the highway. Once parked, I saw that the strip mall’s roof was extended to cover its concrete walkway as it passed the many entrances of forgotten businesses. After dismounting, I split off to walk the road that trucks had once used for deliveries to back doors. Weeds grew through the pavement and it was obvious that this place seldom saw action. I saw a secluded spot along the building’s side but hoped not to have to use it. Although it would work, there were two inconveniences: First: I saw that the heat of the direct morning sun would blow us out early, therefore, leaving us no option to lounge with coffee. Second: with no

roof or overhang to stave off nightly dew, we’d wake up to wet camps. I moved on. A nearby dirt road led from the lot into the woods. It would work as well, but the road was dirt (clean concrete is always preferable) and a host of mosquitoes lived back there. Just then, the phone rang. Her name was HDLiz. We’d never met. She was following Joe’s regular posts on the internet. She invited us to her place for the night. Checking the map, I realized we were half an hour past her house. “Well,” she countered, “I may come up and take you guys to breakfast in the morning.” That sounded great, and I told her so. Not really believing she’d come, I offered only vague directions to our little strip mall. Meeting Joe back at the bikes, I said, “What do you think about making camp on that walkway underneath the eve? We can be seen from the road in the distance so it’s a bit risky, but there’ll be good morning shade and no dew.” “It is a little sketchy. What do you think?” “Well, worst that can happen is the cops boot us in the

middle of the night, and we have to move back into the woods. But this is the best spot. I say we risk it.” The decision was made. Next order of business was supper and we decided to ride to the nearby grocery store for hot chicken dinners from the deli. After that, we laid out camp. I slept exceptionally well that night. When I unzipped the door, the sun had already been up for a good while. As I looked out, I was stunned by the vision of an old orange Shovelhead parked in front of my tent. I saw woman sitting in my camp-chair talking to Joe, who stood beside her. She was a little older and was very attractive. This was certainly not something I had expected to see when I had gone to sleep the night before. Introductions passed quickly and the conversation fell into an easy rhythm. Liz had taken half the day off work to make this visit. Eventually, she asked if we were ready for breakfast—her treat. Camp was packed up and we followed the old Shovel to a nearby I-Hop. I was curious about her interest in us, so I prodded Liz for a history lesson and got it. In the 70s, she and her boyfriend had enjoyed an almost constant stream of runs and rallies aboard his Panhead. After him, she’d purchased the Shovel and began traveling alone. As we sat down to breakfast, Liz told stories (I might have prodded a little) of far off adventures, rallies, friends, and breakdowns along the way. She’d obviously spent a lot of time on the road. Some years ago, Liz had taken a job in Tallahassee and was mostly settled down now. I wondered if she missed it. After breakfast, Liz led us to a gas station and filled both tanks. When I asked why, she replied, “I’m working and have some money. You guys are on the road and I know what it’s like.” From there, Liz turned south while we continued our journey north and east. I love the back roads of Georgia, the weather was good and, although they can’t all be, this was an exceptional ride set at an easy pace. For me, when it comes to making time, cars are infinitely superior to motorcycles, but for the pure pleasure of travel, motorcycles are light years ahead. Therefore, I seldom try to make a motorcycle do a car’s job. After all, I’m not getting paid by the

February ‘20 - CYCLE SOURCE MAGAZINE 73

mile. Also, in the effort to experience the country and its people rather than pass quickly by, I stop often for just about anything that piques my interest. More than most areas, Georgia is littered with abandoned buildings. I find these places akin to museums because they always make me wonder what happened to them. Unable to pass up one interesting old abandoned factory, we stopped for a tour. We entered the building through the front side which was open to the world. We were in a room filled with pallets of expensive, brand new tile. There was stuff for kitchens, bathrooms, and floors. Some had been imported from Spain. We prowled around for a bit and when our sense of exploration was complete, we set out on the road again. As I watched country towns and forests roll past, the day gradually waned. Road weariness is a thing all travelers must endure. It’s an integral part of the game. For a weekend trip, a month, or even a summer’s travel, this irritation is no big deal. However, I had found road-weariness as a wayof-life absolutely intolerable but also refused to stop traveling. Concessions had to be made. I began seeking ways to minimize the hardships while maximizing my time in the sweet spot—the point at which I’m still truly enjoying the ride. In time, I’d learned to employ 100 little tricks to achieve that ideal. Uninterested in riding past the point of pleasure, it would be an early evening. It had been 1½ days since our last shower, and I wanted clean up, eat, and then relax at home with a book or movie on the tablet. The cell phone told of a truck stop some 50 miles ahead, and I decided that would be the evening’s destination. Truckstop showers run $12 to $15. However, a purchase of 50 gallons of fuel or more entitles the purchaser to a complimentary shower. Pulling onto the lot, I led us around back to park between the building and pumps where trucks fuel. After eyeing our packed up bikes, the first trucker I’d asked gladly offered us two shower tickets. A half-hour later, clean and in fresh clothes, I stood near the bike with coffee in hand. My eyes soon caught sight of a small road leading off from the lot’s far side. With Joe still in the shower, I decided

74 February ‘20

- CYCLE SOURCE MAGAZINE

to take a short walk. The little road dead-ended ¼-mile back at the site of three homes. But long before the houses a seldom, if ever, used dirt

road led into the woods. I took it. Just past the roads only corner, a small house came into view. It boasted a covered carport with a concrete floor. The place had obviously been unoccupied for a long time. Closer now, I noted a pickup truck parked nearby with a man

sitting in the driver’s seat. His window was already rolled down so I walked up for introductions then told him my intention. “That place has been vacant forever,” he said, “I work for the truck-stop and the guy recently sold that place to my boss. They’re gonna tear it down. No one gives a shit if you guys camp on that porch.” I thanked him. As he drove away, I walked over to inspect our accommodations. Back at the truck-stop, I told Joe of the find. After riding into town for yet another inexpensive meal, we were soon traversing the dirt road to our new home. I took the best, most spacious spot and Joe set his camp near the front door. This place had a clean concrete floor, the promise of a completely dry night, and a breathtaking view of the forested front yard; this place was perfect. The morning brought no hurries, and we hung at camp a long time talking and swilling coffee. Joe decided on a walking exploration of the area while I went to work on the internet for a while. Joe soon returned to inform me of a pond behind our house. Grabbing the camera, I followed him. He was right, and it was a beautiful place. As Joe did one of his frequent meditation practices I snapped a few photos. By late morning both bikes were again on the road. It was late afternoon when we finally reached Myrtle Beach. For some years, the owner of a beautiful “camping resort” had been letting a few of us set camp in his wonderful establishment, free of charge. I have no idea why. Anyway, Joe and I set in a more permanent camp before heading into the rally. For ten days, we’d work like dogs before splitting up to regain the highway’s solo freedoms. More of a natural at this road life gig than most any I’d known, Joe would spend the entire summer (and is still on the road) out here while putting 35,000 miles on the little Ninja. He returned home for only a week’s time to liquidate all of his humble assets. We’ve traveled together numerous times since.

CYCLE SOURCE February â&#x20AC;&#x2DC;20

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE

Article By: Daniel Donley Photos By: Marcus Cuff

ogart is a 56-year-old hairstylist, lead singer in a rock band, deep-sea fisherman who grew up in Minnesota and also the owner of the fine machine you see on these pages. Michaels has been riding since he was old enough to drive.. legally. Right after Bogart got his driver’s permit, he didn’t have enough money for a car, but he did have enough for a bike. At the time, he really wanted a new Triumph, but being a teenager,

funds were a little slim. So off he went to buy his first bike, a stock 1978 XS650. Minnesota riding season is short..too short, but all through high school, he rode the “Sweet 69” back and forth to school and to his band gigs. He also used to ride to get groceries and do other errands for his family. As a young adult Bogart to California and traveled quite often to Japan. Those trips blessed him with a beautiful daughter of Japanese descent, which thankfully allows him many

visits to Japan. He fell in love with the culture and began going to several car and bike shows where Michaels immersed himself into the custom scene. Bogart has a vast variety of hobbies and has done many different things and has seen many different places. He was a Captain on a Deep-sea fishing boat named after his daughter “Tiger Lily.” During that time, he lived in Puerto Vallarta Mexico. He has been in several different Rock bands over the years and is

February ‘20 - CYCLE SOURCE MAGAZINE

still today the lead singer for “The Bikini Killers.” Among his many different passions, he decided that it was time to build a bike like he truly wanted. This began the fiveyear journey of building the “Saki Bomb.” He said the hardest part of this build was not knowing anything about metric bikes and not being a mechanic at all. Everything about the entire build from top to bottom he learned along the way. Bogart said that with the help of technology today he was able to learn everything he needed to know about building his perfect motorbike. With the will and desire and todays technology, you can do about anything you want. Bogart will tell you that being a hairstylist, he looks at shapes and colors and that’s how he knew what shape he wanted the frame and the overall aesthetic of XS to be. Needing to start somewhere and knowing what he wanted, he scribbled down the shape and took it to an engineer to have it officially drawn up and blueprinted. Michaels was adamant that he didn’t want this bike to look like all the others and wanted to give it his own little twist. The gas tank lines and shapes draw your eye down the tank to the seat. Bogart

February ‘20 - CYCLE SOURCE MAGAZINE

painted the bike in his backyard in a homemade paint booth to ensure that the lines and shapes of the bike were accentuated. This bike is very unique in many ways, from the rear fender to the Cannondale bicycle shock under the seat. The exhaust that has side exits and a big LED light on the end. It even has a little key stash box from a vintage train which houses the electronics under the seat. Those are just a few of the little pieces that give the Yamaha it’s uniqueness. Bogart wasn’t after a highway cruising bike; he just wanted something to bomb around the California streets on;

February ‘20 - CYCLE SOURCE MAGAZINE 79

SAKI BOMB TECH SHEET Owner: Bogart Michaels City/State: Encino, CA Builder: Owner & Mark Dupp Year: 1978 Model: XS650 Value: $10,000 Time: 2 Years ENGINE Year: 1978 Model: XS650 Builder: Yamaha Ignition: Boyer Displacement: 750cc Pistons: Wiseco Heads: Stock Carb: Mikuni Cam: Stock Air Cleaner: Foam Exhaust: 1 Of A Kind Custom Primary: TRANSMISSION Year: 1978 Make: Yamaha XS650 Shifting: 4 Speed, Wishing For A 5 FRAME Year: 1978 Model: Yamaha XS650 Rake/Stretch: Custom, Requested 6” Forks Builder: Hard Body Type: Springer Triple Trees: Extension: +2 WHEELS Front Wheel: Size: 22” Tire: Dunlop Front Brake: Disc Rear Wheel: Size: 17” Tire: Dunlop Rear Brake: Drum PAINT Painter: Bogart Michaels Color: Black & White Type: ACCESSORIES Bars: Custom Risers: None Hand Controls: Electric Start Foot Controls: Gas Tank(S): Cole Foster Oil Tank: Internal Front Fender: None Rear Fender: 1 Of A Kind Acrylic Seat: Cannondale Nitro Shock Headlight: Junkyard Find Taillight: Multiple LED’s Speedo: None Photographer: Marcus Cuff

February ‘20 - CYCLE SOURCE MAGAZINE

hence, the Saki Bomb was born. During the process of building the Bomb, Bogart discovered through all the desire and hard work that he created more than a hunk of metal on 2 wheels. It became part of him; it has meaning and soul. Michaels said that there is no amount of money that would make him give up this motorcycle. Bogart can feed you fresh fish, rock out with the best on stage, style your hair and can now add bike building to his resume. He now has a five-year-old toolbox full of tools just waiting for him to dream up his next project. We’re looking forward to it too!

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE 81

eason’s Greetings! Yeah, I know by the time you get this, it will all be over with. Just think of it as holding on to the joy of the Holiday spirit. First, if you participated in any way in the Cycle Source Reader’s Poll for the Best of 2019, from the bottom of my heart, I am truly humbled to be recognized by you as well as my peers. The distinct honor has reignited a drive in me to learn more, share more and work harder to hone my skills. I thank you, not only because of the fact that I was chosen as your pick for 2019 Builder Of The Year, to which I’m so extremely honored and grateful that I can’t possibly properly express my gratitude for the recognition; but because I’m so thankful that you, along with the other readers of this rag, took the time to engage in keeping something alive that is dying by the year! Our culture. Many of you don’t know all the

February ‘20 - CYCLE SOURCE MAGAZINE

Article By: Xavier Muriel ins and outs of this industry or don’t realize that all of the massive changes the motorcycle world is undergoing

are eating away at what we love. It’s sad to think that the culture our Chop Fathers worked their balls off to create is losing ground to shit that

has nothing to do with “the culture” they started. Yes, I know some of you are saying “Well, X change is inevitable” and while I do agree, I wonder at what cost that change will come. Like so many things in this world that we love if we don’t stand our ground and fight for them, then we have no one to blame but ourselves. When the traditions fall by the wayside and the brotherhood that made us fall in love with this scene fade away and die, all we can do is look to ourselves and one another. An old-timer recently told me that he can’t get into the “new stuff” because it has no soul, to which I replied “But what about new technology?” he said, “Boy, there’s nothing that sounds like a Panhead, the new stuff sounds kinda like it, but it will NEVER have the soul that a Pan does.” I rode away thinking about his words and had an epiphany. Why do you think that all the vintage bikes, cars, clothes, guitars, drums, etc. are so damn expensive now? I’ll

tell you why, because anyone who knows anything about those things know that they will never be made the same way again. They don’t make things the way they used, one at a time by the hands of a blue collar guy or gal doing what they loved. They are rolling off the assembly line by the thousands, assembled mostly by robotics. Now don’t me wrong, there is a place for all the riders and their perspective chosen bikes, we need that diversity now a days. My point is that there are enough old enthusiasts and new guys and gals to keep the life and culture alive. But not if we don’t take action. We need to embrace the old and the new, we need to welcome young riders and heck recruit them into our ranks. It’s our job to reach out to the kids and teach them why

this community is so great. It’s our job to keep filling the funnel of the core rider. Remember all the big companies didn’t start out as big companies, they all started in a shed

or someone’s garage. That’s where the soul comes from. To cap off this lil rant, thank you for supporting this magazine and all the people involved in it. Thank you for keeping the

wheels of this motorcycle thing we do spinning. Thank you for inspiring us to share our passion. The 2020 season will be before you know it, and there are so many things to look forward to at the start of the new decade. I’ll have my newest build in St. Louis at Cycle Showcase Feb 1-2. What a great way to kick off the 2020 circuit. I’m excited to report that the Black Smoke Sinners will be playing at multiple events starting with Daytona Bike Week. If you want to catch us out on the road, be sure to give us a follow. I hope you closed out 2019 with all that you wished for and that you remember that the real things in life that matter are doing and spending time with the things and people we love. So, be kind to one another and God Bless. See ya on the road. X.

February ‘20 - CYCLE SOURCE MAGAZINE 83

Article By: Tyler Porter Photos By: Savannah Rose

f you remember last month’s InSLIDE Line, we walked through the basics of AFT’s new “Super Twins” class. While I’m not fully on board with the concept, like many things, I’m willing to sit back, enjoy the show, and hopefully, this move does progress the sport that I love so much. I’ve noticed a lot of similarities between the new “buy-in” program with the Super Twins and the launch of the Indian FTR-750 race bike. When the Super Twins pricing was announced, we all ran screaming for the hills. “NO ONE HAS THE MONEY TO DO THIS!” However, just like when the FTR750 was released to race teams at a price of about $40,000, racers wanted to and did find a way. It’s pretty much like how I always manage to have

February ‘20 - CYCLE SOURCE MAGAZINE

enough money to buy that next piece of shop equipment on Facebook Marketplace that I can’t seem to live without. Where there’s a will, there’s

always a way. It seems that every Indian FTR750 was scooped up before its initial season’s end, but believe it or not, the top 14 spots for the 2020 AFT

Super Twins season are in and while there’s no official word, I’ve got REALLY good sources. That’s right, a little over 3 months before the season kicks off, all 14 spots are filled. Let’s look at the list: 1-Briar Bauman 4-Bryan Smith 9-Jared Mees 12Jay Maloney 17Henry Wiles 20Jarod Vanderkooi 27-Rob Pearson 37-Bronson Bauman 62-Dan Bromley 67-Davis Fisher 69-Sammy Halbert 79-Daulton G a u t h i e r 92-Brandon Price 95-JD Beach This is quite an impressive bunch, and will no doubt give us an amazing race season, but it still leaves a few key people out. Springfield Mile winner and fan favorite, Jeffery Carver, has already said that he will just do

wild card entries for the season. My biggest question, however, concerns Jake Johnson. The multi-time Grand National Champion has, at the time this goes to print, no ride. Jake won a race in 2018 and was one turn away from winning one in 2019 until his bike expired. I can’t believe that a rare winning talent might possibly be sitting on the bench! Will Jake ride off into the sunset? Will he find a wild card ride on good equipment? Will he saddle up and do battle in the production twins class? It might seem that I’m focusing a lot of attention on Jake Johnson, but I will tell you that there’s a lot of rider’s in that same boat right now, and they might all be scrambling come March. It’s obviously a massive adjustment in the sport. How will the fans react to these changes? Will we shift our focus as “typical Americans” and cheer for the wild card underdogs? Will AFT go out of their way to tell us who is the wild card entry for each event? Just like many of my past columns, of course, there are more questions than answers right now, and I think that’s what makes going into the 2020 season so exciting. We are literally sliding into the unknown. Will this move, in an effort to create established superstars, actually do just that? Or do we have too many die-hard, resistant-to-change fans that aren’t in with the “promised spot

in the main event” premise? I can see both sides of it. I can remember how many articles I wrote on my now-defunct website about rider’s “earning their number” once they made their first Grand National Main event. Now? Well, they pay for their number upfront. That does take some magic and mystery away from

it, but at the same time, the new way establishes a foundation for riders and teams to market themselves. Now I’ve mentioned marketing! AFT’s whole basis for the new format is to help the riders and teams promote themselves. I certainly hope they’ve hired a fleet of marketing

professionals because getting some of these riders and teams to do more in terms of marketing will be like pulling teeth on a horse. A horse that has been marching through Columbian fields. Trust me; I’ve tried working with some of these racers. I’ve volunteered my services to them in hopes that they would attempt to promote themselves even a little. It’s tough. They just want to race, which is commendable for sure, but that’s not the way the world works now. You’ve got to be equal parts racer and Personal Relations expert. It’s a lot of work. It’s annoying to constantly be posting updates when all you want to do is wear your race face, but that’s how things are done now. We’re an influencer driven society whether we like it or not. Are the racers up to the challenge that AFT has set before them? I think that’s the biggest question of all. While visions of sugar plums are dancing in my head as I type this, the teams are bolting on number plates and booking hotels in Florida. To all of us, we can only wonder what lies ahead, but to the 14 racers that AFT has hitched up to its 2020 sleigh, I’m hoping we’re in for one hell of a ride.

February ‘20 - CYCLE SOURCE MAGAZINE 85

Hey, Can you believe it’s 2020. Yesterday, we were looking to celebrate the year 2000. Imagine, if your spouse got pregnant in 2000, your kid would be turning 20 this year. Holy shit. Okay, let’s get serious. I have one call-to-action request for 2020, maybe two. First register to vote and vote. And second, join your local or national motorcycle rights association. I don’t care which one, just get involved in keeping the motorcycle industry free. Let’s hit the news: American Teams Take Three Titles In Six Days -As impressive as the Club Team title was, Team USA enjoyed a near sweep as three U.S. ISDE teams took top honors in their respective classes at the 94th FIM International Six Days Enduro. After heading the field going into the final day, American teams successfully defended their leads in the World Trophy, Women’s World Trophy and Club team divisions. The U.S. Junior World Trophy team finished second place in class. Leading Australia by just over two minutes, the four American World Trophy riders (Steward Baylor, Taylor Robert, Kailub Russell and Ryan Sipes) simply had to ride conservatively in Day 6’s motocross-style competition. The Aussies tried their best and actually beat the American team for the day by 17.18 seconds. But Robert winning the last E2 moto gave the U.S. squad a final advantage of 1:45.34 seconds over Australia in the World Trophy standings.

February ‘20 - CYCLE SOURCE MAGAZINE

“All four of us were really consistent, especially the three scores that counted every day, we were really tight,” said Robert after the win. “I think we got three guys in the top seven overall every day which is unheard of for us. So, that felt really good.” The United States won its first World Trophy crown in 2016, and all three of its Trophy teams finished runner-up in 2018. The oldest competition on the FIM’s extensive calendar had been the exclusive property of teams from Europe until the United States got its first World Trophy title four years ago in Spain. Robert and Russell also were members of the World Trophy-winning 2016 team. - By Mark Kariya for AMA. https:// americanmotorcyclist.com/americanteams-win-three-titles-at-2019-isde/ AMA Legislative NewsArizona -Out-of-state residents who want to legally ride their off-highway vehicles in Arizona must buy an OHV decal. The new decal was approved during the 2019 legislative session and was signed into law by Gov. Doug Ducey. Money raised

through decal sales is to be used for OHV trail maintenance, education and law enforcement efforts. Both resident and nonresident OHV decals cost $25 (plus a processing fee) and are good for one year from the purchase date. Those caught riding without a decal may be fined. Georgia - The Department of Driver Services’ Georgia Motorcycle Safety Program received a $83,464 grant from the Governor’s Office of Highway Safety to help reduce motorcycle fatalities, increase driver awareness of motorcycles and educate motorcycle riders about safety initiatives. The grant allows the safety program to continue promoting state and national safety initiatives. The GMSP promotes driver awareness of motorcycles on the highways, rider education at 40 locations across the state and motorcycle safety initiatives. The GMSP operates motorcycle training for new and experienced riders. Classes focus on riding a motorcycle legally and safely. “We want to ensure everyone has access to proper rider education,” said Holly Hegyesi, GSMP Program Manager. “Motorcycle safety classes are essential for new and experienced riders, alike. Almost one third of motorcycle fatalities involve a rider without a valid license.” Maine - A battle is brewing in Maine over the use of dirt bikes on trails.Some members of an ATV task force formed by Gov. Janet Mills want to prohibit motorcycles on trails used by ATVs, UTVs and side-by-sides. If the task force declines that proposal, a group of Maine residents plans to seek a change in the state law that would remove motorcycles from the legal definition of an ATV. Such a change going into place would

effectively prohibit dirt bike use on ATV trails. The AMA is working with Maine riders and task force members to retain the rights of motorcycle riders in Maine. The governor’s task force is scheduled to report to the Legislature in January. Minnesota - A new ATV trail connects the cities of Virginia, Eveleth and Gilbert via the Tom Rukavina Memorial Bridge on state Highway 53. The 550foot connector provides a link to the Iron Range Off-Highway Vehicle State Recreation Area in Gilbert. The state Department of Natural Resources plans to double the size of the OHV park in 2020, and officials expect the number of riders to increase dramatically. Beth Pierce, Iron Range Tourism director, said ATV riders are “enthusiastic trail explorers who are able and willing to spend money in communities.” There are an estimated 268,000 registered ATVs in Minnesota. Iron Range Resources & Rehabilitation provided a Regional Trails grant which helped pay for construction, signage and a culvert for the new connector. Other project partners included Minnesota DNR, the city of Virginia, Iron Range Tourism Bureau and Quad Cities ATV Club. Missouri - Motorcyclists in Missouri will be required to wear helmets while riding, at least for another year, after the state legislature declined to overrule Gov. Mike Parson’s veto of a bill that would have repealed the current motorcycle helmet law. Parson cited safety concerns raised by the state Department of Transportation in issuing the veto. Freedom of the Road Riders supported the bill, which would have provided riders and passengers 18 or older the option of going without a helmet, if they carried health insurance. Ohio - Four miles of All-Purpose Vehicle trails have been opened at Pike State Forest, according to the Ohio Department of Natural Resources Division of Forestry. The new trails are on a 144-acre property acquired in 2015 with State Recreational Vehicle funds. The 4 miles of new trail bring the Pike APV State Forest trail system to nearly 20 miles of trail. The new area includes a designated highway crossing, a two-acre novice riding area, a shelter house with a roof and a kiosk with a trail map. The SRV fund is made up of APV registration money and is used to

support the expansion, development and maintenance of state APV trails. APVs include four-wheelers, dirt bikes, side by sides and dual-sport motorcycles. Oregon - The Klamath County Board of Commissioners is considering allowing all-terrain vehicles to be driven on county roads. Officials said people ride ATVs from Klamath County to Idaho. By allowing ATVs on all county roads, more of those people will contribute to the county’s tourism economy. The commissioners planned to devise safety restrictions before approving the proposal. Washington - The Snohomish County Council voted 4-0 to expand the network of roads where people can legally ride ATVs. The change affects roads with a speed limit of 35 mph or slower. Under state law, an ATV rider must wear a motorcycle helmet, unless the ATV has seat belts and roll bars or an enclosed

compartment for the operator and passengers. The state requires safety features such as headlights and turn signals. Operators must be licensed, and their ATVs must be registered. Several cities in the county allow ATVs on their streets. The Ten Best Motorcycle Museums In America1. Barber Motorsports Museum - The Barber collection includes more than 1,400 restored motorcycles and cars; over 600 bikes are on display in the museum. Established to preserve motorcycle history, the collection represents 216 different manufacturers from 20 countries. Barber is generally acknowledged as the preeminent motorcycle museum in the U.S. 6030 Barber Motorsports Parkway, Birmingham, AL, (205) 699-7275, www. barbermuseum.org.

2. Wheels Through Time - Located five miles off the Blue Ridge Parkway, the Wheels through Time Motorcycle Museum collection showcases rare, vintage American motorcycles and memorabilia. The 300 historic American motorcycles span numerous genres, including board track racers, hill climbers, military bikes and more. Historic American automobiles are also on display. 62 Vintage Lane, Maggie Valley, NC, (828) 926-6266, www.wheelsthroughtime.com. 3. Harley-Davidson Museum - The main exhibit areas focus on aspects of Harley-Davidson history and culture. For example, Clubs & Competition explore board track racing and hill climbing competition. The Engine Room has an interactive wall that features the company’s various engine designs. The motorcycle galleries chart H-D evolution from 1903 to the present. 400 West Canal St, Milwaukee, WI, (877) 436-8738, www.harley-davidson. com. 4. Motorcyclepedia Museum - The goal of this museum, with its collection of over 450 bikes and memorabilia is to educate the public about the history, culture, and changing technology of motorcycles. The museum includes 85,000 square feet of space, featuring an international collection of motorcycles dating from 1897 to the present. 250 Lake St, Newburgh, NY, (845) 569-9065, www.motorcyclepediamuseum. org. 5. AMA Motorcycle Hall of Fame Museum - The AMA’s Motorcycle Hall of Fame Gallery celebrates individuals who have promoted the sport on tracks, roads, trails, and in the halls of government. The museum also currently displays a collection of Indian motorcycles. 13515 Yarmouth Dr, Pickerington, OH, (800) 262-5646, www.americanmotorcyclist. com. 6. Solvang Vintage Motorcycle Museum - This extensive private collection of vintage motorcycles emphasizes racing machines. Marques in the collection include AJS, BMW, Ducati, Gilera, Matchless, Moto Guzzi, Velocette, Vincent and others, which range from 1910 to the present. Bikes on display from the collection are rotated periodically. 320 Alisal Rd, Solvang, CA, (805) 686-9522, www.motosolvang.com. 7. Lone Star Motorcycle Museum

February ‘20 - CYCLE SOURCE MAGAZINE 87

THE CYCLE SOURCE WORLD REPORT - POWERED BY BIKERNET.COM

- Located in the Texas Hill Country, the Lone Star Motorcycle Museum is also a limited menu eatery with its tables spread among the collection of motorcycles. Bikes on display represent an international mixture dating from the early 20th century. 36517 Hwy 187, Vanderpool, TX, (830) 966-6103, www. lonestarmotorcyclemuseum.com. 8. National Motorcycle Museum - This privately owned, non-profit museum has over 450 bikes on display, many of which are on loan from private collectors. Current staged exhibits include a barn find, a completely restored 1920’s Shell Gas Station, and several antique motorcycles. There is also an extensive collection of motorcycle memorabilia, antique toys, photos, and posters. 102 Chamber Dr, Anamosa, IA, (319) 4823982, www.nationalmcmuseum.org. 9. The Rocky Mountain Motorcycle Museum and Hall of Fame - The museum’s primary focus is on pioneers in the historic development of American two-wheeled transportation. The bike collection includes over 75 vintage and antique motorcycles, including Harley-Davidson, Excelsior, Ariel, and others. 5867 N Nevada Ave, Colorado Springs, CO, (719) 4878005, www.themotorcyclemuseum. com. 10. World of Motorcycles Museum  (aka Kersting’s Cycle Center) - Set in an unusual location, surrounded by fields of active farms, Jim Kersting’s motorcycle dealership and motorcycle museum features a collection of almost 100 machines, including brands from eight countries, and spans nine decades of motorcycle history. 8774 W 700 N, Winamac, IN (4 miles north of Judson on Hwy 39), (877) 537-7846, www.kerstingscycle.com/visit-our– museum. -from Roadrunner.travel

SCMR2020 Women’s Ride Registration Is Now Open! - July 31 - August 23, 2020 www.CentennialRide.com We’ve got over 20 different ways for you to take part in our 2020 crosscountry motorcycle riding event for women. Whether you join for 1 day, 1 week, 2 weeks, or 3 weeks, there will be Epic Awesomeness for Everyone (my personal motto when I am organizing these massive events). There is truly something for everyone, for every budget, and for every time-abundant or time-scare schedule. The three cross-country routes start in Los Angeles, San Francisco and Portland, Oregon. You can join at any of the Star Cities (Start Cities) on the purple map above and ride a segment or ride with us or all the way to D.C. Or visit with us only on each coast - that’s an option as well. What you don’t want to miss is the final

February ‘20 - CYCLE SOURCE MAGAZINE

celebration in Washington, D.C. We’ve organized a women’s motorcycling “event within an event” with 3 days of women’s motorcycling conference + educational seminars, an outdoor festival at the historically significant Workhouse Arts Center (home of the Lucy Burns Women’s Suffrage Museumand where the Suffragists were actually jailed 100 years ago), motorcycle demo rides, a very special ceremony for the cross-country riders, a big banquet, and of course our epic ride-in to Washington, D.C. and the group photo. The Washington, D.C. Grand Finale Celebration Experience is 4 days and 3 nights of fun! Secrects Revealed From MRF Board Meeting - SIX Main Legislative Priorities:1. Profiling-profiling a target as a tangible win. 60-70 cosponsors and are at 86 currently. The MRF lived up to our end of the bargain to Wahlberg.160 meetings/3 bad ones: 1 staffer was dismissive, 1 staffer made suggestions

to Waco, 1 staffer referred to drug traffickers. Law enforcement passed in the Senate, suggested a 1 pager to what they should be doing in Wahlberg office. 2. Definition of a motorcycle-MRF are not the only folks concerned with the definition of a motorcycle. Autocycles do have to meet crash standards. Appropriation bill letter to NHTSA on what’s going on with the classification. 3. Autonomous vehicles-Sent a combination letter with MRF, Harley Davison and AMA on concerns of the AV. Senate had our language House did not. Now working on updating the language. 4. Consumer Education – Ethanol (HR1024)-may not be going anywhere mostly a Consumer Ed. Bill. 5. Transportation Bill “wish list”-Wish list needs to be made known. NHTSA lobbying ban, definition of a motorcycle, profiling, checkpoints, replenish safety funds, MAC mandate AV recognizing motorcycles, all band on lobbying of other government agencies. 6. Motorcycle Caucus-keeping the seats

of folks who know about motorcycles and motorcycling. Thanks for sending the Board Meeting Minutes. Just some crazy comments regarding the future of the MRF and Motorcycling. I would like someone to step up against the Doomsday Environmentalist movement. It’s one of the biggest if not the biggest threat to motorcycling and freedom. I could go on and on about this topic, but I won’t. Are you afraid? -Bandit Worldwide Motorcycle Sales Projected To Increase- The annual global demand for motorcycles, including electricallypowered machines, was forecast by market researcher Freedonia Group to expand 4.4% per annum through 2022 to 121.5 million units, when industry revenues were projected to reach $120 billion ($10.8 billion in the US). The Asia/Pacific region, which predominantly utilizes small and inexpensive motorcycles, will continue to dominate demand, representing 84% of all units sold in 2016. E-bikes will account for the overwhelming majority of new electric product demand, as they continue to capture market share from conventional motorcycles and bicycles. Both developed and industrialized nations are expected to register strong growth as the availability of reliable electric models increases. The lower upfront and operating costs and environmental credentials of these machines – compared to ICE (internal combustion engine) motorcycles – also enhances their appeal. Governments around the world at both the national and local levels will continue to support the transition toward e-bikes through subsidies and tax breaks, ride-sharing programs, and additional investment in the public charging infrastructure. About a dozen countries and about 20 cities around the world have proposed banning the future sale of vehicles powered by fossil fuels within the next two decades, including India, China (the largest auto market globally), Japan (the third largest auto market globally), South Korea, Taiwan, the EU auto market nations of Denmark, Sweden, Norway, Germany, France, Ireland, the Netherlands, Spain, and Portugal, as well as Costa Rica in Central America. -Bill Bish, NCOM Yeah, I know. This news was amazing. So much is happening, so fast. If you need a quicker news fix, hit it over to Bikernet.com weekly for the last, earthshattering news. In the meantime, ride fast and free forever. -Bandit

1. Seat Is Longer 2. Missing PushRod Tube 3. Extra Clutch Cable 4. Missing Fuel Line 5. Different Points Cover 6. Different Air Cleaner Cover 7. Different Oil Pan Cover 8. Differnt Inspection Window On Master Cylinder 9. Extra Bolt On Oil Filter Mount 10. Missing Voodoo Doll

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

February ‘20 - CYCLE SOURCE MAGAZINE 89

REACH OUT AND E N O E M O S K C A M S

ith my head leaning against the passenger window, I blankly stare out the salty glass. As I peer into the personal space of the cars around me the evidence that no one is really driving anymore anyhow is all too apparent. The dashboard’s glow illuminate climate-controlled eco chambers completely sealed off from life in general as meat bag drones devoid of all sense of danger ignore the reality of high velocity speed. Wrapped in a security blanket of hairpin triggered nitrogen pillows hidden behind faux leather dashboards the sense of invincibility has polluted Darwin’s divine theory. They’re slowly trying to murder us all. Mouth breathing simpletons gathering spittle in the corners of their mouths while trying to beat brain cells together long enough for their enlarged hearts to push a nest of Dorito fueled fat cells through diseased capillaries. The cloned byproduct of materialist gluttony march in unison like cattle to the slaughter infesting asphalt thoroughfare toward destinations of monotony with only a paycheck as a reward. Everyone’s distracted, disgusted by their one pathetic lives feasting on the distorted realities of complete strangers. We are product of distraction. All too often, I catch myself standing with

February ‘20 - CYCLE SOURCE MAGAZINE

the wind to my back, head tilted to the sky allowing my senses to absorb my surroundings. There’s no greater importance than taking inventory of your life as you pray for the sweet caress of a nuclear holocaust to rid the world of the human scourge that’s contaminating your precious oxygen supply. A more natural smile couldn’t decorate this adorable, fun-loving face. Being a hell-bent throttle happy post-apocalyptical juggernaut kissing the hard side of 80 miles per hour on these vacant blistered asphalt roads may seem like a pipe dream, but as you brush the human ash from your hair the vast sense of freedom might just eclipse the dire sense of hopelessness. The sudden impact of a dumbeddown existence would be an invited change of pace in this cutthroat world of a failed social experiment. I just want to ride with the security of empty streets and a wasteland at my disposal and nothing less. I’m stuck behind a slab of wood staring at a computer blinding me with senseless busywork until a workman’s comp peon deems me suitable to dig holes once again all because some less the competent virus couldn’t stay off their god damned phone. I hadn’t fully come to grip with my hatred of the human race until that the shitty compact human showed its inept ability to color between the lines as it came careening in my direction. And to my dismay without the common decency of

a reach around. While my eradication of the human race may seem like an unwarranted pipe dream, it’s rooted in a well-fertilized bed of disdain. I don’t enjoy it when a situation is heaved upon me that forces me to question riding a motorcycle even for a split second. And now watching all of these drivers pass before me, I’m honestly a little more than disturbed. The nature of the beast is the same, but the surroundings are constantly changing and my wall of ignorance is wearing thin. I could care less about what the rest of the world does, but once your dog starts shitting on my lawn, the screaming steamer of vengeance haunts me.

The world has become too safe and separated from danger and we are left with a boil of complacency. The world needs a healthy dose of danger, a resurgence of bullies, and maybe drink the dairy a day past the expiration on occasion.

Without cause, there is no effect and the safety net has made the world dull and blotted. I’m not going to stop riding because the cattle has lost all survival skills. It’s just a f****** crime that bikes are forced to take the extra risk because a self-absorbed asshat

can’t stay off their damn phone. It’s a simple concept that falls on deaf ears, so screw me right….well, this time it did.

February ‘20 - CYCLE SOURCE MAGAZINE 91

DRAG SPECIALTIES SEATS EZ-ON SOLO SEATS FOR 18-20 FLFB/FLFBS

The EZ-On Solo seat from Drag Specialties features an internal rubber mount/stud system that allows for easy installation and removal with no tools required. Made from high-quality automotive-grade vinyl with select seats featuring solar-reflective leather in the seating area and automotive-grade vinyl on the sides. All seats have a molded flexible urethane foam interior for maximum comfort and styling. Seat is made narrower up front, has a 3/16” ABS thermoformed seat base for a perfect fit and a fully carpeted bottom with rubber bumpers to protect paint. Available in Smooth vinyl, Smooth solar-reflective leather, Scorpion stitch, black thread and Scorpion stitch, silver thread and are compatible with fender skins, which are sold separately. Made in the U.S.A. Sug. Retail starting at $255.95. For more information, go to http://seats.dragspecialties.com/ or contact your local Drag Specialties dealer.

corbin Wall Saddle

We call this “The Wall” because of the vertical back support. The taller and more vertical back area holds the rider in position more aggressively and provides excellent support. Works extremely well for hot rodded bikes and cafe racers where a less reclined posture is desired. Available with the option of electric seat heater for an added bit of luxury. Wiring easily to your Challenger, the Corbin seat heater is controlled via a conveniently located switch along the rider seating position on the left side. You just wire in the Corbin supplied pigtail and enjoy the warmth on those chilly morning rides. The Wall saddle installs on your bike like stock using the fender bracket at the rear and two mounting tabs at the front (under the side covers). Made In The USA. For more information visit: http://corbin.com/

ALL-NEW J-CRUISE II From Shoei DRAG SPECIALTIES 33/8” PROGRAMMABLE ELECTRONIC SPEEDO

Whether you need a new speedometer for a custom bike build or a replacement for a bike restoration, the 33/8” programmable electronic speedometer from Drag Specialties is a great option. Programmable for easy calibration and can replace a wide variety of OEM speedometers. Features a digital odometer with trip reset and OEM-style gauge indicator lights. Universal speedometers feature a black face with black bezel and are available in mph or kmh. Requires splicing of wires for installation. Please note that mileage cannot be reset on speedometers. Fits 95-98 FXD/XL models and universal/custom applications. Sug. Retail is $199.95 For more information, go to www. dragspecialties.com or contact your local Drag Specialties dealer.

February ‘20 - CYCLE SOURCE MAGAZINE

Not your average open-face helmet, the J-Cruise II is compact, lightweight, aerodynamic, and packed full of innovative technology. Featuring a lengthened internal sun shield for optimal sun-glare protection, all-new “first position” shield opening for advanced ventilation and defogging, enhanced aerodynamics, ventilation and noise-reduction technology, and the ability to seamlessly integrate with the SENA SRL/SRL2 Communication Systems, the J-Cruise II does it all while keeping you safe and connected with the road ahead. To learn more about the J-Cruise II’s innovative features visit https://www.shoeihelmets.com/?SID=tsbq0nh02b54ie nvbmrots7605

DRAG SPECIALTIES BRAKE/MECHANICAL CLUTCH CONTROL KIT

Stand out from the crowd by adding brake/mechanical clutch controls from Drag Specialties. Feature OEMstyle clamps and a matte black finish for a clean look. Master cylinders accept OEM-style rebuild kits and have clearance for all 11/4” handlebars. Fits 08-13 FLHX/FLHT/FLTR/FLHR models with 15mm master cylinder. Sug. Retail is $275.95. For more information, go to www.dragspecialties.com or contact your local Drag Specialties dealer.

DRAG SPECIALTIES FRAME-MOUNTED HEAT DEFLECTORS

Frame–mounted heat deflectors from Drag Specialties offer an innovative and simple upgrade to improve your ride comfort. Mounts to the frame just under the front of the seat and directs heat away from you on hot summer rides. These deflectors have a tough black plastic construction and are easy to install with all hardware included. Sold in pairs and available for 09-16 FLHT/FLHR/FLHX/FLTRX and HD FL Trike models (not for use with CoolFlow™ fan); repl. OEM #58002-09A or 01-08 FLHT/ FLHR/FLHX/FLTR and HD FL Trike models (not for use with H-D adjustable ride backrest); repl. OEM #58022-07A. Sug. Retail is $54.95. For more information, go to www.dragspecialties.com or contact your local Drag Specialties dealer.

DRAG SPECIALTIES 18” TOURING APE HANGER HANDLEBARS

JIMS® Forceflow for Milwaukee-Eight® Softails®

Allows the JIMS® Forceflow to be installed on all Milwaukee-Eight® Softail®. The JIMS® Forceflow has a streamlined design that will keep your engine running cooler on those hot summer days, or in stop and go traffic. This proven cooling system drops your cylinder head temperature by as much as 100 degrees. The cooling fan can be controlled manually or by a thermostat. This kit is highly recommended for performance engines to help extend engine life. This bolt in kit includes the high-powered fan, housing with incorporated horn, thermostat, coil relocation kit with plug wires, all necessary hardware, wiring, and detailed instructions. This kit comes in Hog Black $565, or Chrome for MSRP of $595. visit www.jimsusa.com

Drag Specialties is now offering a great custom upgrade option for touring handlebars that adds style and comfort. These Ape Hangers have seamless 1” steel tubing that is notched for electronic throttle control, slotted for internal wiring and knurled. Features an 18” end rise, 32” width, 8” center width and 6” pullback. Available in chrome or gloss black for 08-13 FLHT/FLHX and FLHTCUTG models. Made in the U.S.A. Sug. Retail starting at $119.95. For more information, go to www.dragspecialties.com or contact your local Drag Specialties dealer.

Z1R-Mill GLOVE

The brand new Mill glove. Premium fit meets protection in the all new Mill glove from Z1R. Utilizing a spandex, stretch fit performance backhand combined with pre-curved fingers, this glove fits better than anything you’ve worn before. The texturized Clarion® palm with an extremely high grip overlay will allow for maximum control. We have also added touch screen capability to the index and thumb fingers. With the added D30® Impact Protection in the knuckles, this light-weight glove certainly packs a punch. Sizes S-3X. Suggested Retail $29.95. www.z1r.com

February ‘20 - CYCLE SOURCE MAGAZINE 93

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE

OFFICIAL POWDERCOATER OF FLAT BROKE CHOPS & RODS

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE 95

ADVERTISERS INDEX 5 Ball Racing Leather................... 92 Bare Bones Leather......................94 Battery Outlet..............................97 BikerNet.com..................................18 Bikers Choice..................................2 Blue Grass Engraving...................31 Chop Cult......................................94 Choppertime..................................69 Cycle Source Gear...........................4 Cycle Showcase STL .....................91 Dennis Kirk.....................................9 Denver’s Choppers........................59 Drag Specialties.............................19 Dutchman.....................................97 Faith Forgotten Choppers.............37 Feuling..........................................94 Flat Broke Chops & Rods..............81 GEICO..............................................3 Harbor Freight...............................29 Hijinx Apparel................................48 Hot Leathers..................................89 I Draw Flies....................................97 Inferno Art.....................................94 Kiwi Indian....................................67 Led Sled.........................................65 Lowbrow Customs..........................19 MC Creations.................................93 Metzeler.........................................55 Mikuni...........................................35 Motion Pro.....................................85 No School Choppers.......................97 Pandemonium................................93 Paughco......................................13,75 Progressive Insurance...................33 Providence Cycle Worx...................49 Russ Brown...................................25 S&S Cycle.....................................100 SpeedKing.....................................27 Sporty Parts...................................97 Steel City H-D..............................99 Tech Cycles....................................67 Tropical Tattoo..............................48 Twisted Choppers............................5 Zipper’s Performance.....................49

February ‘20 - CYCLE SOURCE MAGAZINE

February â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE 97

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

little bird was flying south for the Winter.It was so cold the bird froze and fell to the ground into a large field. While he was lying there, a cow came by and dropped some dung on him. As the frozen bird lay there in the pile of cow dung, he began to realize how warm he was. The dung was actually thawing him out! He lay there all warm and happy and soon began to sing for joy. A passing cat heard the bird singing and came to investigate. Following the sound, the cat discovered the bird under the pile of cow dung, and promptly dug him out and ate him. Morals of the story: 1. Not everyone who shits on you is your enemy. 2. Not everyone who gets you out of shit is your friend. 3. And when you’re in deep shit, it’s best to keep your mouth shut! Joe

uring camouflage training in Louisiana, a private disguised as a tree trunk had made a sudden move that was spotted by a visiting general. “You simpleton!” the officer barked. “Don’t you know that by jumping and yelling the way you did, you could have endangered the lives of the entire company?” “Yes sir,” the solder answered apologetically.

98 February ‘20

- CYCLE SOURCE MAGAZINE

“But, if I may say so, I did stand still when a flock of pigeons used me for target practice. And I never moved a muscle when a large dog peed on my lower branches. But when two squirrels ran up my pants leg and I heard the bigger say, “Let’s eat one now and save the other until winter’ - that did it!” Matt

truck was traveling through town. When the driver stopped at a red light, A blonde jumped out of her car, ran up to the driver of the truck, and said, “Mr. you’re losing part of your load.” She jumps back into her car and follows the truck to the next light. She jumps out of car and runs up to the driver’s window, “Mr. you’re losing part of your load.” The same thing happens for 7 stops, finally the 8th stop, the blonde came running up to the truck driver’s window, before she could say anything, the driver said, “Ma’am, this is winter in Maine,I’m driving a salt truck!” Guy

ishing in a frozen lake It was a cold winter day. An old man walked out onto a frozen lake, cut a hole in the ice, dropped in his fishing line, and waited patiently for a bite. He was there for almost an

hour, without even a nibble, when a young boy walked out onto the ice, cut a hole in the ice next to him. The young boy dropped his fishing line, and minutes later, he hooked a Largemouth Bass. The old man couldn’t believe his eyes but chalked it up to plain luck. Shortly thereafter, the young boy pulled in another large catch. The young boy kept catching fish after fish. Finally, the old man couldn’t take it any longer. “Son,” he said, “I’ve been here for over an hour without even a nibble. You’ve been here only a few minutes and have caught a half dozen fish! How do you do it?” The boy responded, “Roo raf roo reep ra rums rrarm.” “What was that?” the old man asked. Again the boy responded, “Roo raf roo reep ra rums rarrm.” “Look,” said the old man, “I can’t understand a word you’re saying.” The boy spat the bait into his hand and said... “You have to keep the worms warm!” Clive

young boy had just gotten his driving permit. He asked his father, who was a minister if they could discuss his use of the car. His father said to him, “I’ll make a deal with you. You bring your grades up, study your Bible a little, and get your hair cut; then, we will talk about it.” A month later, the boy came back and again asked his father if they could discuss his use of the car. His father said, “Son, I’m really proud of you. You have brought your grades up, you’ve studied your Bible diligently, but you didn’t get hair cut!” The young man waited a moment and replied, “You know Dad, I’ve been thinking about that. You know Samson had long hair, Moses had long hair, Noah had long hair, and even Jesus had long hair.” His father replied, “Yes, son and they walked everywhere they went!” Pastor Pat

January â&#x20AC;&#x2DC;20 - CYCLE SOURCE MAGAZINE 99

PROVEN PERFORMANCE Made in the USA • sscycle.com • @sscycle DISCLAIMER: FOR CLOSED COURSE COMPETITION USE ONLY. NOT INTENDED FOR STREET USE.