Cycle Source Magazine February 2018 by Cycle Source Magazine

CYCLE SOURCE MAGAZINE

20 YEARS AS AMERICA’S FAVORITE GRASS ROOTS MOTORCYCLE PUBLICATION

ISSUE NUMBER 251

August ‘10 CYCLE SOURCE

CYCLE SOURCE February ‘18

BIKES The Survivor

A Triumph That Was Left For Dead................................................................. 22

Tree Sized Knuck

Resurrecting A Friendship And A Bike...................................................... 40

A Little Twisted

A Sporty To 20 Years Of Hookin'&Bookin'.................................................. 58

Terrapan

51 Panhead Chopper............................................................................................ 70

Twist Of Class

Debi's Long Bike..................................................................................................... 82

Johnny

A 56' Panhead Outtta Texas.............................................................................. 90

FEATURES

Indian Larry Block Party

Bike Party, Brooklyn Style..................................................................................10

Choppers, Why We Love Them

Roadside's Take On Why Choppers Are Cool........................................ 30

Grease & Gears Garage

On Tour With Progressive International Motorcycle Shows ........ 27

First Ride On The Sport Glide

Chris Takes A Spin On Harley's Newest Offering ................................. 30

Biketoberfest

The East Coast's Last Hoorah Of 2017........................................................... 50

Rider Round Up At The Ranch

Exile Cycles 2nd Annual Shindig................................................................................. ..54

A Royal Enfield Chopper?

Sin Central Garage Reimagines A Traditional Scoot......................... 66

Art Of Our Culture

Artist Of The Year, Devil Chicken Design.................................................... 76

Chopper History

The Legendary Sugar Bear................................................................................ 86

TECH

Clutch Cables

How To Properly Adjust Them.......................................................................... 18

Springer 101

Routine Springer Maintenance..................................................................... 46

Narrowing A Fuel Tank

Chris Richardson Of LA Speed Shop Takes Us Through It.................. 78

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EDITORIAL OFFICE

The Cycle Source Magazine 118 Dellenbaugh Road Tarentum, PA 15084

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

EDITORIAL STAFF

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

STAFF WRITERS

Chris Callen, Milwaukee Mike, Jack Schitt, Pat Jansen,Will Ramsey, Xavier Muriel, Charlie Weisel, Mitch Bodine, Mark Velazquez, Amelia Rose, Daniel Donley, Joshua Elzey, Jimmy Frizzell, Roadside Marty, Scooter Tramp Scotty, Heather Callen, Rebecca Cunningham

STAFF PHOTOGRAPHERS Chris Callen, Amelia Rose, Heather Callen, Mad Stork Ken, Mark Velazquez, Carsten Fritzen, Twila Knight, Rebecca Cunningham

CONTRIBUTORS

Tyler Porter, Kayla Keoune, Michael Emanuele, Pauly White

STAFF ARTISTS

Jimmy Frizzell, Chris Callen, Seth Leibowitz

ADVERTISING

Heather Callen - Sales Manager - cyclesourcemain@comcast.net

CIRCULATION DIRECTOR Heather Callen - 724-226-2867

Product Spotlight

COPY EDITOR

Word Of Mouth On Some Of The Good Stuff Out There ...........................16 What's New On The Market..................................................................................82

In The News

Judy Duggan

LEGAL COUNSEL

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

DEPARTMENTS

From The Editor’s Desk .................................................... 8

Endless Highway ........................................................... 96 The Edge With Jimmy Frizzell ...................................104 Gut Busters .........................................................................113

The Cycle Source Magazine® (ISSN 1935-0287) is published 12 times a year by The Cycle Source Magazine with Offices at 118 Dellenbaugh Road Tarentum, PA 15084, 724-226-2867, www.cyclesource.com. U.S. Subscription rate is $25.00 for 12 issues. Canadian Subscription rate is $40.00 for 12 issues. Back Issues, when available, are $6.00 each, payable in advance. Periodicals postage paid at Tarentum, PA ad additional mailing offices. The Cycle Source Magazine® reserves the right to reject any advertising or contributions that it deems unsuitable. Opinions expressed are those of the author and not of The Cycle Source Magazine®. Nothing printed in The Cycle Source Magazine® August be re-printed in whole or part without the express written consent of the publishers. Copyright ® 2017. The Cycle Source Magazine®, A Grass Roots Motorcycle PublicationSM, Scooter Tramp ™ Wild Man™ Low Down & Dirty Rotten™ are registered trade marks.

ABOUT THE COVER

On Tour With X ................................................................... 64

Pin-Up Of The Month ....................................................... 89

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

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

Chopper Charlie .............................................................. 36

Photo Hunt ........................................................................... 68

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

251 issues ago was the fist and last time my bike was on the cover of this magazine, but this was a special occasion. For our 20th Anniversary, me and some of the guys built this beauty and with Twisted Tea as a partner, we gave it away to one lucky reader. This month we had to put it on the cover of the Choppers Till I Die special issue and close the year off where we started; dreaming of that perfect bike. February ‘18 - CYCLE SOURCE MAGAZINE 7

Article By: Chris Callen

think in some small way, at one time or another, every journalist finds themselves in comparison of Hunter Thompson. In recent years it happens in my world more and more. Not that I think I write like Hunter because I don’t. I surely don’t live like Mr. Thompson, although at one point I could have been any one of the characters in his stories. But no, there are just similarities in life, when your job is to illustrate the happenings around you through the written word, that fall into the footsteps of generations before you. Lately, this quote from Hunter kept presenting itself: “The Edge...There is no honest way to explain it because the only people who really know where it is are the ones who have gone over. The others-the living-are those who pushed their control as far as they felt they could handle it, and then pulled back, or slowed down, or did whatever they had to when it came time to choose between Now and Later. But the edge is still Out there.” The tale of this past month is one of life to the extreme and ends with yours truly balled up on a wooden floor in an Airbnb somewhere in St. Paul Minnesota. I had finally gone over the edge. My mind and body had a little sidebar and decided to unplug me before there was an further damage. Now, this crash wasn’t from any abuse of drugs or alcohol; as is the case so many times in Hunter’s work. This shutdown was purely going too long, too hard and too fast. It turns out that extreme action has as much effect on your body as any chemical. But I’m getting ahead of myself, let me go back to the begging. We left home for Texas in midOctober, after a killer time at the Lone

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Star Rally we Headed up to Carson City for a visit with Paughco and to get ready for the start of the IMS tour. After packing a bunch of product spotlights and video work into a day we parked our asses in Kiwi’s Mikes driveway to put together the January issue, and then hopped on the road and hit Long Beach for first running of Grease & Gears at IMS. We started east with a stop in Mesa for Thanksgiving with Jack and Diane, then back across the country to New York for the next IMS event. On the way to that show, I lost my business credit card one day, my personal credit card the next, and then somewhere in the Big Apple, I lost my entire wallet. This, my friends, is the part of the movie where you cringe for the main character… “What is he doing, can’t he see the killer is in the closet?” Yes, life was telling me that I needed to slow down for a second. As usual, I paid little attention and hopped back in the magic bus and pushed on. The next show was in Minneapolis, and with only a few days at home in between, I needed to get a lot done. I was ordering parts for the stage build, setting up builders for Grease & Gears and trying to put some work into the magazine since it was deadline again. With all of this chaos, I almost forgot the one item that should be at the top of the list this time of year: Christmas. I had already got one F on the old scorecard for not being at home for Turkey Day, I had to start making some plans for Christmas, or I’d be dead. At this point, we decided that Heather would stay back at the office for this show and concentrate on the magazine while me and the boys would do Grease & Gears. 13 hours later and we were in St. Paul visiting Teach Baas and his kids at the new school. I had slept

maybe four hours and was starting to feel a head cold coming on, but there was so much to do……what could go wrong? Well, by the time Friday night was over, I could tell you exactly… EVERYTHING! The stage power was wrong so no welder, the power came on and fried our compressor, tools broke in transit, no way to pump up tires on our first segment. So many little things happened at one time that the top of my head cracked open and boiled over. I finished the night looking for air compressor parts in Minnesota with no luck; I called it quits. We got back to the Airbnb, I sat on the couch with my coat on and was out cold. That’s it; my body had had enough, my mind agreed and eventually the next morning I woke up on the planks of the wooden floor in a haze, didn’t quite know where I was, a great reminder that addictive behavior is just that. Anyway, I digress, the point of this whole little rant is that the world we live in today is one that pushes us to do more and fast, get the work done and give more of ourselves but the truth is no one will take care of you but you. Having the time to enjoy the great things in life, or just to enjoy a night on the couch. No one else is gonna make sure that you have that time, it’s up to you. I had, in my ridiculous nature, not left enough time to enjoy life. Even though I have been living a dream, 8000 miles in a month, coast to coast, grand canyon, Hollywood Blvd, Manhattan at the holidays, I had put a little too much in one bag, and the bottom ripped out. This is where the motorcycle comes in. For many of us, the way we find ourselves on these machines traveling the country is that at one point or another we identify the need just to unplug, to let go and just enjoy the ride. Here’s to a great New Year and wishing you and your family a safe and happy holiday season.

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Article By: Brad Gregory Photos By: Brad Gregory & Mad Stork Ken

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y Indian Larry Block P a r t y adventure started a week prior to the event in Ohio, so I chose to include those events into this story. My trip began in Cleveland when I met up with my good brother Mikey Revolt. He loaned me his Sportster while he was on his Shovelhead chopper, and we went riding around Cleveland and surrounding areas. Mikey showed me so many rad places, abandoned w a r e h o u s e s , downtown, tons of fantastic restaurants, the Lowbrow Customs world headquarters and the location for the Fuel Cleveland Show. Every stop was filled with killer food, a few cold beers, and lengthy motorcycle discussions. Next, I headed South to Dayton, Ohio to catch Wednesday night

dirt

bike

practice

with

Pat

Patterson. Unfortunately, I showed up just as they finished but was still glad I was able to see the phenomenal trails they ride on every week. After practice, we all raced to downtown Dayton to a local pizza joint for a few adult beverages. It’s always great to hang out with Pat despite the bad decisions that followed. I woke up the next morning missing my wallet, running late, and had a receipt for a $200 bar tab. I had to catch my flight at noon from Ohio to Brooklyn, NY for the Indian Larry Block Party. Because I was running late and trying to make my trip I may have been speeding just slightly to the airport… and of course, the local highway patrol decided to pull me over and give me the shake-down. I played their games and with enough “yes sirs/ no sirs” I was on my

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way. Miraculously, I made it to the airport just in time to catch my flight. I landed in Brooklyn and headed straight to Indian Larry Motorcycles. As soon as I got to the shop, I ran into Otto and Flynn from Biltwell. We decided to do some sightseeing around Brooklyn, and as we walked down to the Bay, we ran into Ed Subias, who was getting some killer video footage of the skyline with his drone. When we headed back to ILM more and more bikes were showing up to hang-out before the official block party the next day. Someone ordered a bunch of pizzas, and we chilled outside the shop watching the sunset over the Manhattan skyline. Just then, Patrick Garvin and his brother Stephen showed up. More motorcycle discussions and pizzaeating went down outside the shop before we decided to take this “unofficial” block party preparty on the road. We all headed over to one of the random dive bars Brooklyn has to offer. The rest of the evening was filled with more and more friends showing up unannounced; the pinnacle was when Dumptruck busted in the front door, coming in hot straight from California. More partying, laughter and good times continued well into the night and early morning. The next morning I headed back to Indian Larry’s for the official Grease Monkey Block Party. I arrived mid-morning, and everything was in full swing. The full stretch of street in front of the shop was blocked off, and all of the vendors were setting up. All sorts of cool custom bikes were rolling in for the motorcycle show. New York definitely has its own style of motorcycles, very raw, very hardcore, very purpose built. You can tell they get ridden hard on the brutal streets. In addition to the bikes entered in the show, there were rows and rows of bikes parked down the side streets in all directions. Out back there was a hog roast going down, a full pig was being smoked, and you better believe I helped myself to a big slab of pork. It was great to catch up with all my East Coast friends. I ran into some of the FXR Crew from out East and had to check out their bikes. As I was walking around eyeballing motorcycles I came across an FXRT that was leaking a bit too much fluid. After closer inspection, I saw the neutral switch had backed out of the

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transmission lid. I tracked down the owner only to learn that he was from Michigan and had just ridden 700 miles from Detroit and had to ride back home the next day. I ran into the shop, grabbed some tools from John the Painter and went back out for a quick wrench session. Luckily, we found the neutral switch wedged down along the frame and were able to extract it and got it screwed back in the tranny lid and the bike was good to go. In addition to tons of cool bikes, killer food, and great people, there was also some fantastic music going down at the Block Party. A stage was set up at one end of the block, and a handful of bands jammed out all day. The highlight was Judas Priestess, an allfemale Judas Priest cover band. I’ve seen them play a handful of times and they always put on a killer performance. As the block party was winding down, I found Dumptruck who had that “it’s party time” look on his face; which I think is his usual look…so we grabbed a few friends and strolled on down the street to find a few local establishments that would allow us to continue the partying well into the evening, with no fun being had (sarcasm). Sunday morning, I met up with Patrick and Stephen Garvin to have breakfast at the famous Five Leaves restaurant. They served up some phenomenal food. I had to down a few cups of coffee to get my bearings straight from the night before. That afternoon I took the subway down to Coney Island for some sight-seeing and just as I stepped off the train I ran into Ed Subias again. It seems like he had the same plans, great minds think alike. So we spent the rest of the day checking out the freak shows, and attractions that Coney Island provides along with devouring some World Famous Nathan’s Hot Dogs. In recap, my adventure, starting in Ohio, ending in Coney Island was filled with great friends, endless hours discussing motorcycles and the industry, too much partying, and tons of laughter and a long list of memories made. And if you haven’t yet been to the Indian Larry Motorcycles Grease Monkey Block Party you really should make plans to go next year; it’s always more than worth your time.

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No-Mar Tire Changer

no more scuffed up wheels with the classic model

Article By: Chris Callen

have my strengths and I have my weaknesses. When it comes to nice shiny things, I’m just not that guy. I try to be, but sure as the day is long, I get something like a pair of shiny new wheels and if I don’t scratch them getting them out of the box, then I can destroy them just by putting the tire on. This is why I was so excited to spend some time with the guys from No-Mar at a couple of the IMS shows this last month. I had seen their set up before but never really gave it any thought until we had them up on stage to do a segment and show people how easy it was to change a tire using their equipment. It was just as they advertised, no hassle tire changing with equipment that refuses to let you scuff up your custom wheels. I was so impressed in fact, that by our third show in Minneapolis I bought one to travel the rest of the IMS tour and then live at Flat Broke Chops & Rods. The one we have is the No-Mar Classic model which is made from quality steel, UHMW Plastic and billet aluminum in St. Louis, Missouri, and powdercoated to withstand abuse. This is a tool that should last a lifetime. The Classic Tire Changer uses Posi-clamps and dog blocks to hold a wide variety of rim styles in diameters of 10-21 inches. Breaking a tire’s bead is as simple as removing the valve stem, placing the wheel atop the dog blocks to protect brake rotors, and pulling down on the bead breaker arm. For our wheels using a set of their Posi-clamps (for HD, dirt bike, and big cruiser rims) and engaging

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the scratch-free mount/demount bar. In less time than it would take to pick up a tire iron that you had thrown across the garage, the tire is off. Mounting is just as easy, and both operations benefit from

No-Mar’s lube, plus handy tools like the Yellow Thing that keep the tire in place. Once you’ve popped out the bead and set the correct pressure, put the wheel onto No-Mar’s tire balancer and set the balance to 1/16th of an ounce accuracy the job is done.

No-Mar Enterprises LLC was established in 2005 and featured products that were developed, patented and trademarked by Stephen C. Nemish Jr. Since incorporating in 2010, the brand has grown to include No-Mar, Cycle Hill and MotoTireUSA. Their headquarters is in St. Louis, Missouri USA, and every product is painstakingly designed and manufactured in-house with the utmost in quality and care during every part of the production process. NoMar Tire Changers began making a name for themselves by developing new designs and manufacturing tools that revolutionized the tire changing industry. For the last 12 years, their distinctive brand has been sold all over the world to motorcycle enthusiasts who appreciate the intricate assembly and care that goes into fabricating each part and accessory. Their creativity and attention to detail has even earned them eight different patents in their field, including patents for their Mount Demount Bar, Cam and dog blocks, Large Wheel Cones, Spoon Bars and more. At Cycle Source we strongly endorse this product for small shops, big shops and the home mechanic. It comes in around $700 depending on your options which makes it a nice low price for a great quality product that makes your time in the shop easier. Check them out today at nomartirechanger.com

CYCLE SOURCE February ‘18

hoppers, the word stirs so many feelings and ideas when I hear it, I instantly relive my childhood. The only other words that come close for me are Harley-Davidson because for me and many others those words are synonymous with one another. I was fortunate to grow up with a father and a few uncles who built, bought, sold and traded Choppers, paint, parts, and other pieces as far back as the mid-sixties, in fact, they still do. As a kid, I remember my cousin Danny and I shooting BB guns at an old Duo Glide frame that had the tanks, fenders, shocks, swingarm and complete front end on it that was chained up to an oak tree in our yard. My Dad and my Uncle Rabbit bought it for some ridiculously low price and pulled the motor and transmission out to put in a Jammer rigid frame with springer frontend. They were done with the carcass and left it out in the yard uncovered. I can hear the groans and moans as I’m typing this, for not only leaving it outside in the elements but us shooting up original paint sheet metal haha! I remember how excited I would be when I saw whatever paint job my uncle had done for whatever bike they were building at the time. We would go the Greyhound bus station to pick up, or ship extended Harley springer front-ends and

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other parts like sissy bars and exhaust pipes, etc. as out to Brown’s Plating in Kentucky. I’m sure most of you greybeards reading this gave Brown’s Plating more than a few of your hard-earned bucks back in the 70’s! I remember how excited I got watching them crank up a new Chopper build for the first time and how much I loved it when my Dad would take me for a ride. I always thought my dad’s customers were so interesting and fun, and they always treated me like I was there own kid. They would give me cool things like sunglasses, knives, rings, patches, and hats and even throw a football with me out in the front yard of our place while my Dad worked on their chop. My mom always made enough food for everyone, customers included, whenever she was cooking. Man, those are some of my best memories growing up. I guess I’ve always loved Choppers and the people who built and rode them. Now, Choppers aren’t for everyone, and this isn’t a knock on the Motor Co, but I’ve always felt that most people that ride a Harley were influenced to do so because they saw someone riding a chopper… not a stock dresser. Notice I said “dresser” not “bagger” as most people call them today. A “dresser” meant a full dress Harley, i.e., saddlebags, floorboards, a windshield and a large seat for both and this was usually the platform

from which a chopper was created. The word “bagger” was coined in the mid to late 90’s by newer Harley riders when describing their Road King or Heritage. Originally, if you wanted a Chopper, you had to build it. It was never a turnkey affair, you went and found a stock Harley and proceeded to tear it down and then you made it your own! Some people may argue this point, but it’s widely accepted that Choppers, as we know them, originated in the land of sun and sand; California!! Legendary builders like Arlen Ness and Ron Simms in the Bay Area and Sugar Bear, Cliff Vaughs, Dick Allen and Big Daddy Roth in So Cal were influencing not only each other and their friends but bikers across America and the world! At that time, a man named Mil Blair teamed up with another man among men named Lou Kimzey who brought along a recent Vietnam veteran from the Navy named Keith Ball, better known to the world as “Bandit”, and proceeded to blow everyone’s minds with a little magazine called Easyriders... maybe you’ve heard of it. Ed “Big Daddy” Roth originally started a small digest magazine named “Choppers” that eventually failed due to a variety of reasons. Without a doubt Choppers were HOT! California wasn’t the only place that cool Choppers were being built. Dave Perewitz in Brockton Massachusetts, Ron Finch in Michigan, Lou

Falcigno in Connecticut, Arlin Fatland in Colorado, legends of our culture, were there at the height of the Chopper movement. This article would not be complete without mentioning some prominent longstanding clubs that still build and ride Choppers today as well. Everybody wanted one, choppers were, and I think still are synonymous with a certain level of badassery and a complete cool factor, at least in the rider’s mind. Heck, even Mattel Toys knew how cool Choppers are, they co-produced a Chopper toy for kids, who by the way, were chopping off the front forks of their bicycles with their dad’s tools… myself included. I even remember trying to rattlecan paint my “Chopper” with disastrous results. Hell, even Elvis had a Chopper! I remember a Kiss poster I won at the local fair that had a pic of all four members sitting on Choppers, man I wish I still had that!! According to my Dad and a few of his friends that were riding Choppers back then most of them wanted the new alternator Shovelheads in their Choppers. Sure, there were diehard Knucklehead and Panhead guys but sometimes the Factory would have a run of spare engines and would sell them to dealers. A good majority

of these ended up in Choppers. These were the days before the Factory adopted the assembly line practice of “on time production” meaning if you have ten frames you have ten motors, ten transmissions, etc. The practice of taking a factory motor and transmission and building a reliable Chopper was popular with my generation as

well. Does the name Sucker Punch Sally’s ring a bell? My good friends Jeff Cochran and Donnie Loos, along with Super Dave produced traditional Chopper looks with modern dependability in a production type environment. Having ridden a multitude of their bikes over the years, I can still honestly

say they were some of the best-built bikes I’ve ever ridden. For me, as well as a lot of others, a Chopper will always be a bike with a modified frame and front-end. With this mindset, a rebirth of Choppers happened about twenty years ago when a guy from Long Beach California started making custom fenders and frames after his day job at Boyd Coddington’s hot rod shop, Jesse James. Between the Motorcycle Mania episodes, as well as the Biker Build Off series on Discovery Channel a whole new generation of builders and riders were exposed to guys like Indian Larry, Irish Rich, Rogue, Denver Mullins, Freddy Hernandez, Mondo and Frank Kaisler and others who were riding and building Choppers long before it was cool and the popular thing to do. I know I’ve rambled on and probably left more than a few things out, but I’ve honestly tried to touch on the reasons why I believe Choppers have had such an impact on so many people. So for me, and the rest of the guys at the magazine, it's Choppers till we die!

CYCLE SOURCE February ‘18

Article & Photos By: Daniel Donley

www.pandemoniumcustomchoppers.com

was recently at an event and had the opportunity to speak with a lot of different motorcycle enthusiasts from sportbike to offroad and everything in between, and one question kept coming up was how to adjust your clutch and throttle cables. Well see, there are a lot of different ways to do a lot of different things. If the outcome is the same, it doesn’t matter how you got there. This month’s tech applies to most all motorcycles metric and American, some will vary but the concept is mostly the same. So, here is my take on proper maintenance and adjustment of clutch and throttle cables.

The bike in the pictures is a 1994 Harley-Davidson Sportster. Pictured is the clutch adjustment boot cover. This is to help protect the adjustment mechanism from weather. You will want to slide this boot in an upward motion, to uncover the adjustment mechanism.

Here you can see that the clutch adjustment mechanism is heavily rusted. Definitely a lack of maintenance here… I use a small wire brush away as much rust a possible.

Obviously, the clutch adjusting mechanism was froze up because it was heavily rusted. So, a couple squirts of penetrating lubricant might get things freed up… You got about a 50/50 chance here. Sometimes they break, and you must replace the entire cable. Other times like this one the penetrating lubricant did its job

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and freed everything up.

You will notice on the clutch adjusting mechanism that there is a nut that is jammed to the adjusting portion of the body. You will want to unjam this nut and screw the adjuster together. NO Threads showing. This makes the cable short.

With the external snap ring removed you can now remove the clutch lever pivot pin and set it aside. Next, grab the clutch cable and pull it in an outward motion to remove it from the clutch perch. Now you can remove the entire assembly. There is a nylon pin that goes through the clutch lever and the cable eyelet you will also need to remove. As you can see it has been quite some time since this has been serviced.

Now lube that clutch cable up and don’t be stingy here, lube that sucker up good. It is best to use a lubricant that is specifically designed for lubing cables. This lube works great for all cables. From your motorcycle to your kids’ bicycle.

With the clutch cable being short there is now plenty of slack at the handlebar clutch lever. Different makes and models differ at the clutch perch. All the same concept though. On the Harley-Davidson, you will need to remove the external snap ring on the underside of the clutch perch. That retains the clutch lever pivot pin. February ‘18 - CYCLE SOURCE MAGAZINE 19

Reinstall the clutch pivot pin along with the external snap ring. Make sure the snap ring is properly seated in its groove.

So, my opinion here if it moves… or pivots… or rubs… it needs lubricated. I like to use a heavy-duty grease here. This will help everything move as freely as possible.

Now it’s time to adjust the clutch cable with the adjuster mechanism I like to use Anti-Seize on the threads and pivoting points. This will keep it from getting froze up down the road.

Start unscrewing the clutch adjusting mechanism to show more threads and this will make it longer. As you are doing this, you will notice that the clutch lever will start becoming closer to the clutch perch because you are taking up the additional slack in the lever. Now that we have everything lubed up its time to put the clutch lever back into its perch. This is something I recommend being done at least on a yearly basis.

So, what we are doing here is setting the clutch cable free play you want this

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measurement to be approximately 1/16” to 1/8” this applies to most motorcycles. How I do, this is I pull outward on the clutch cable and measure the distance between it and the clutch perch. Then adjust the clutch cable adjusting mechanism to achieve this measurement. Less, threads showing makes it shorter being more free play, more threads showing makes it longer being less free play. Once you have achieved the proper adjustment, you can then lock down the jam nut on the adjuster. DON’T get crazy here as you can break the adjusting mechanism and then have to replace the entire cable.

Maybe… it is just me being me, but now I like to smear grease over the entire adjusting mechanism before you slide the boot cover back into place. This way I will KNOW for sure it won’t be a rusty froze up mess the next time the cable needs adjusted! If there is something that you would like to see me do a tech article on call or e-mail 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 info@pandemoniumc2.com www.pandemoniumcustomchoppers. com

het Hill is not sure how old he was when a Chopper first caught his interest, but he certainly remembers that he was about seven when he saw what may have been a Honda 750 Chopper. At that young age, he didn’t’ know enough to identify the make and model of that chopper. What did make an immediate impression on Chet was the look of pure joy on the riders face along with his scantily clad female passenger on the back. As soon as Chet got home, he immediately sawed the fork legs off an old bicycle. Then he proceeded to pound them onto the bottom of his newer bike. While this setup was unsafe by any parent’s standards, it still worked great as Chet proudly cruised the neighborhood trying to look cool. Chet’s new and “improved” ride lasted until he pulled the first wheelie… which resulted in the fork bottoms, the front wheel and

February ‘18 - CYCLE SOURCE MAGAZINE

Chet all flying off. This was nothing a few Band-Aids, a drill, and couple of bolts couldn’t remedy and Chet was once again cruising in chopper heaven. A few weeks later, Chet’s father customized his Sportster with some six over tubes and a naked lady mural on the tank. This summed up his two favorite things: Motorcycles and naked ladies, some things will never change! In Hill’s opinion, as he’s gotten older, choppers have gone in and out of style, and through several variations. Over the years Hill has owned many bikes and has realized that one thing remains the same to this day, no matter what, motorcycles have always turned heads and put ear to ear grins on two-wheel fans of all ages. Over time, Chet settled in a home just south of the Milan Dragway near Detroit MI. Occasionally, you can

Article and Photos By: Joshua Elzey

CYCLE SOURCE MAGAZINE - February ‘18

see him on the track with some nostalgic dragsters. Eventually his home has turned into what some would call the ultimate man cave while others would say it’s an homage to times past. In every room there are several pristine vintage early model motorcycles displayed as art. There is one special bike in the main room that takes up nearly the whole length of the wall: Chet calls it ‘The Survivor.’ This chop was built by Carlini Cycle Creations in 1972 from a stock 1968 Bonneville that the owner had purchased new. The once stock Bonneville had become a fully commissioned build using mostly Carlini parts and it might have even been painted by Carlini himself. The chrome work was done by Browns plating. The Triumph was featured at the 1975 Detroit Motorcycle Show, however, not long after, it was put into storage where it sat until it was discovered just a few years ago. Hill stumbled across this beautifully preserved piece of chopper history at the AMCA Wauseon swap meet. The bike was completely untouched, and every part on it is still original to the 1972 build. In 1972, Carlini’s shop sat on the corner of Dearborn and gained recognition in 1969 when he set out to make a name for himself by building some of the wildest choppers ever. A Carlini Honda

February ‘18 - CYCLE SOURCE MAGAZINE

CYCLE SOURCE MAGAZINE - February ‘18

THE SURVIVOR TECH SHEET owner: Chet Hill City/State: Milan, MI Builder: Carlini Customs year: 1968 Model: Bonneville value: $10,000 ENGINE Year: 1968 Model: Triumph Bonneville Builder: Carlini Ignition: Displacement: 650CC Pistons: Heads: Carb: Cam: Air Cleaner: Exhaust: Primary: TRANSMISSION year: 1968 make: Triumph Shifting: FRAME year: 1972 make: Carlini rake: stretch: forks builder: Carlini Type: Springer Triple trees: extension: 12-14 Over WHEELS Front Wheel: Size: 21” tire: Front brake: None rear Wheel: rear Wheel Size: 16” Tire: Rear Brake: PAINT Painter: Carlini Color: Black & Gold type: 70’s Fog Custom graphics: chroming: Browns ACCESSORIES Bars: Clubmans Turned Up risers: Dog Bones hand controls: Chromed foot controls: Gas Tank(s): Wassel Front fender: No Way rear Fender: Seat: Carlini Oil Tank: Chromed Headlight: Dual Squares tail light: Speedo: None photographer: Josh Elzey

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750 chopper named ‘Papillon’ featuring a multi-colored butterfly gas tank and was the first non-Cali bike to win the 1972 Long Beach Grand Sweepstakes award thus gaining Carlini the industry’s interest on a national level. This was around the time that Chet’s bike was under the knife. While Carlini moved on to other famous bikes such as the Honda Black Bart and Hanoi Hooker he also moved his shop to CA. Chet happens to have a snapshot of Detroit during this era. Chet had been looking for something unique to enter in the 2016 Detroit

Autorama, and this fit the bill, so he quickly loaded up the chopper and brought it to its new home where it could be appreciated as it was meant to be. At Autorama the bike was awarded the Bob Leppan Celebrity Choice Award as well as the Sickest Cycle award. Chet was thrilled that so many others found the 70’s time capsule as appealing as he did and plans on preserving it just the way it sits for future generations to enjoy.

o, winter is nearly covering most of our beautiful riding states in the north and projects abound. Even the holidays can’t slow down the wild dreams of the obsessive builder and the madness they live with waiting for the chance to chase down the next project bike. In an effort to bring more of the knowledge of our friends and associates from the custom industry to those ready to embark on new builds this season, we struck a deal with the Progressive I n t e r n a t i o n a l Motorcycle Shows to bring our Grease & Gears Garage to all seven of their shows across the country.

Article and Photos By:Chris Callen As I write this, we have just pulled out of the third show, in Minneapolis, and I feel like the work we are doing here is

good. Looking back at the past month we’ve already has so much great talent on the stage, and we aren’t even to the halfway

point. Names like Chris Richardson and Michael Barragan at the Long Beach Show, who brought this thing to a new level. We kicked off our War Pony project with a GSXR front end we scored right in the same neighborhood just days earlier. We had a handful of parts, including a neat little fairing from LAFCO and some shocks from Legends. It was exciting to get it going, but I was also a little freaked out since this was the first of seven shows and by the last one we have to ride the bike off stage. We did the long haul back across the country to get to the Jacob Javits Center for round two of the CYCLE SOURCE MAGAZINE - February ‘18

IMS. Evan Favaro and Nick Beaulieu gave us some great insight into everything from hand shaping a fuel tank to making performance exhaust canisters from stainless steel. Vander finished up New York City for us with a killer piece on making a custom seat from scratch, and we left Manhattan on top of the world. During our drive from the west coast, we managed to drop in on Will Ramsey to get some help with our front-end dilemma. Will helped us machine a new neck stem from stainless so we could properly mount the front end by this show. It worked, and with a quick BBQ Black spray job thrown on, it was starting to look bad ass. We had such a great line up in MN with Cory Ness and Brian Klock teaching design concepts, Dana Menefee showing us proper rake & trail and Kevin Baas building a battery box with CAD technology and CNC plasma cutting. It was a solid weekend, and our War Pony was really starting to take shape with the new Ride Wright Fat Daddy spoke wheels installed… What’ that… Spokes on an FXR? Yup! Like I said, this is not going to be your typical FXR. I’m thrilled to say that it’s keeping true to that. By the time the guys from No-Mar threw the Pirelli Scorpion ATs on those wicked Ride Wright Wheels, the bike was getting sick. We did some modification to the FLH front fender that we are using in the rear, and by the close of Minneapolis, it rolled out on its own wheels! As if this wasn’t enough for us to get our kicks with, our tech writer Daniel Donley is set up just across from us in Flo’s Chop Shop where he does daily segments on routine maintenance for everyone that stops by. In an up close and personal manner, Daniel has reached so many people who are curious about the way to get started in maintaining their bike. It’s an excellent thing for Progressive to do for the public and we send them mad props for it. Jeff Najar is heading up another year of the J&P Cycles Ultimate Builder bike shows, and each stop has impressive bikes, awards from editors of different magazines, including ours, and even the much-fabled Tortilla awards, I’m not even

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gonna tell you about these, you’ll just have to come to a show and find out. Anyway, The Ultimate Builder is giving out some mad cash, and by the time we reach the championships in Chicago I think the combined purse will be well over $50,000. To find out more go to www. motorcycleshows.com All in all, the IMS Tour is a fantastic place for the average moto nut from all walks of life to come and spend a weekend. The big manufacturers are all there, even H-D and Indian, all the top parts companies, you can have a chance at meeting people like the Ness Family, Donnie Smith, or Brian Klock. There’s always a ton happening at the Progressive Parlor where the Grease & Gears Garage Stage is set up. So, make some plans, head out to one of the four stops that are left and see what I’m talking about. Until then, get out in the garage man, Daytona will be here before you know it!

CYCLE SOURCE MAGAZINE - February ‘18

February ‘18 - CYCLE SOURCE MAGAZINE

Article By: Chris Callen Photos By: Heather Callen

few months back we introduced you to Harley-Davidson’s brand new Softail platform and have been sifting through the test rides then Bam, another new model pops up: The Sport Glide. When we hit the ground in Long Beach for the IMS Show, HarleyDavidson themselves were kind enough to let us take one of these brand-new beauties for an overnighter. I was an immediate fan of the quick detach mini fairing since I am a fan of both good looks and purpose riding, but what else is it really? Well, let’s start from the ground up, as it were. Like others in the model family it has the completely redesigned Softail frame that has taken an average of 30 pounds off any comparable model. That’s free ponies right there, jack! Of course, it has the Milwaukee

Eight 107 Engine that I’ve already touted in these pages as the death of the Twin Cam. It comes stock with tons of power and torque and although the sound is a little on the quiet side, the aftermarket is working feverishly to bring more options out for that. All of this with inverted forks and a rear mono shock with adjustable preload. This gives you the ability to set your performance for riding in all types of situations and conditions. Have to go two up? Dial it in. Going solo with a heavy pack? You’re covered. Wanna take all the extras off and tear it up with the boys? No problem. The adjustability happens on a large dial at the base of what used to be the oil tank. Now, for the difference: This thing is like a Mad Max bike when you take away the bags and fairing. I believe that to be part of what Harley was looking for in a best of two worlds scenario. With features like locking quick

CYCLE SOURCE MAGAZINE - February ‘18

detachable bags, USB port built into the wiring and the quick detachable mini fairing, a person would have no problem using this thing as their A to B machine, Monday through Friday for work or what have you. As I found it to be polite in traffic and also having the power to roll on and zip around on, this would make a great commuter bike. Now, take all that detachable Mr. Good Guy going to work stuff off and leave it in the garage for the night and you have one tough looking bike underneath. Everything is blacked out, it sports a brand-new wheel design called “Mantis” that is also black and silver and the few pieces of chrome and aluminum give it just enough shine that people will wonder what just passed them on a dark street corner. For some official talking points. The Sport Glide comes in at a lean 698 pounds with a seat height of 26.5 inches off the ground making it a bike for nearly anyone. Still there is an impressive 4.7 inches of ground clearance for aggressive riding conditions. I attribute this to the Softail frame design. They have gone a long way towards keeping everything very tight, very light and with performance in mind. While the 180 rear tire does put it into the “Big Booty” range, it isn’t over done and it’s matched up with the 130 front. I found cornering to be fine with the larger rear tire and overall the stability was there. While Harley-Davidson execs have been quoted about this new model giving them further reach into overseas markets, I would be willing to bet that with another segment back in the USA there will be new interest for a bike like this. Easy to appeal to a person’s inner child when they can put on a few accessories and go out and blend into the grown-up world. Still, this goes hard to proving the Motor Company’s commitment to a ten year plan that would see 100 “High Impact” new models released for their factory. As far as this offering, they’ve killed it, and no Mr. Shovelhead owner, I don’t expect that you would replace old Jenny with this, but you might not mind parking it next to her for those days ya just wanna blast out to the coast! At $18599, it’s a whole to of bike for the money so go check them out to day at harley-davidson.com

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CYCLE SOURCE MAGAZINE - February ‘18

February ‘18 - CYCLE SOURCE MAGAZINE

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February ‘18 - CYCLE SOURCE MAGAZINE

Article By Charlie Weisel And Photos By: Aaron Sylvester, Charlie Weisel Map Art And Photo By: Kayla Koeune

our guide for hire! That’s right, I’m looking for a tour guide. I’ve been wanting to do this for a while so here we go. I have some homework for you and maybe an opportunity for all Cycle Source readers. Anyone who has ever read one of my articles should know that I certainly don’t hide my affinity for small towns, the smaller the better. Recently I’ve been on a bit of a ghost town kick, but any tiny town or odd location will do. Ultimately, I just thoroughly enjoy the relatively unknown oddities and the left behind tiny communities and ghost towns of the world. I know that the United States has no shortage of them. The assignment is this; I would love to hear from you guys, the readers, about tiny villages, unusual places or ghost towns hidden in your neck of the woods. My hope is that you will reach out, make plans to meet someplace and show me an interesting or unusual place that most people would not know about. It may be a place of natural beauty, an abandoned village or a small town with unusual history or simply a place that you enjoy and would like to share with the other readers of this magazine. The important thing to keep in mind is that it does not need be monumental or one of the Seven

Wonders of the World. The location can be as simple as a place you enjoy retreating to after a long week or a quirky little town with an interesting history. The main objective is to visit places that are off the beaten path, the forgotten corners of our country, the towns that are fading away but don’t want to be forgotten. Also, don’t shoot down your own idea without talking to me first. Don’t think that I don’t want to see someplace because most people can’t appreciate it the way you do. Know an interesting place 40 miles up a dirt road in Oklahoma? Let’s go see it! You know an off the map road to the top of a mountain in Montana? Sounds great! How about a picturesque swimming hole or hot spring in Utah? Sounds amazing. You get the point, nothing is out of the question and all offers will be considered. The whole endeavor can be as simple as a onehour tour or we could spend a night camping under the stars. Whatever you feel is appropriate is fine by me. As simple or as adventurous as you want to make it, that is up to you. In return for your time and energy spent dragging me around I will feature your favorite place right here on the pages of this magazine. Photographs will be taken, conversations will be had and lies will be told. Upon completion

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of the adventure I will write a full story about the experience including both photographs and the story about what we experienced, what we saw and how that particular location was chosen. Also, keep in mind that nothing is required in return. Nothing beyond a guided tour will be asked of you. I truly want this to be a fun and exciting time for all that partake. Hell, we can even go explore a place that is new to both of us. Maybe there is a place you’ve been hearing about that sounds interesting but want a travel companion; let’s go have a look. It is the weekend explorers that keep these quirky places alive and keep them on the map. I believe the stories should remain alive and be told for generations to come. I feel that experiences should be shared to inspire others to branch out and see the world. I believe that natural beauty should be photographed and made known to others. If this is something that is important to you as well, or you know of a place that should not be overlooked or forgotten about, I highly encourage you to extend that knowledge and give it the opportunity it deserves. Please don’t hesitate to contact me and get this adventure started. I’ll

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be honest and say that I really look forward to hearing from you guys and experience these places the way you do. On that note, the best way to contact me is either on Facebook under Charlie Weisel or on Instagram @charlietravelingchopper.Happy riding and see you on the road!

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February ‘18 - CYCLE SOURCE MAGAZINE

Article And Photos By: Twila Knight

oss Suderno and Tree, or Howard Slayton if you will, have been friends for 45 years. They both grew up in East Los Angeles, and went to rival high schools. However, when you put these two together they were anything but rivals. They met at a party in the early 70’s when Tree was riding a 650 Yamaha, and Ross was on his Shovel. The first bike they worked on together at Ross’ shop, RJS Welding, was Tree’s Yamaha. They customized it with a springer front end, a frisco’d sporty tank, and painted it white Murano pearl. As Ross puts it, “It was a trip, a big black dude on a little white chopper, and a little white dude on a big black Shovelhead.” That Yamaha build also gave them their first magazine spread. They redid the Yami once more: This time Tree showed up with a ‘58 Panhead engine and trans. They matched it to an old knuckle frame and decided to build a bike that would actually “fit” Tree. Ross say that when you see 6’4” Tree riding around on a stock

rigid frame it’s like looking at a cartoon. The second bike they fabricated was a little more suited to Tree. They did all the fab work back when all they had to work with were giant 9” angle grinders, oxyacetylene torches and stick welders. There were no jigs, frame tables, fixtures, just a measuring tape, soapstone and a flat concrete floor. That bike, with its “Tree, sized frame,” 27” extended Harley Springer front end and its 21” front wheel was slammed. It was only 2 inches off the ground, with four inches in the downtube. They were lucky to have had it featured in a magazine twice and each time they restyled it more radically. That was the first time a magazine had featured the same bike twice. It was during that build, however, that they came up with the idea for the midmount suicide shifter they called the “Treeiside,” which inspired the one on his current bike. Eventually, Ross ended

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up with a “real job” as a Welder/ Fabricator with the state of California and moved up to Ventura County. He went straight and found religion, which meant Tree and Ross went separate ways. But a friendship like theirs stood the test of time and held up to all sorts of challenges. After a time Tree called Ross, both were clean and sober now, and asked him to build another bike. Tree said he didn’t want to build a bike with anyone but him. Ross lived in a condo at the beach, had just a two car garage, and Tree lived eighty miles away in LA, but being brothers for so many years, all Ross could say was ‘Let’s do it.’ That’s when the parade of UPS trucks starting coming to my pad.” They started on the project back on 8/8/08, and it took a year and a half to build. Tree would come up almost every weekend, mostly Saturday’s,

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some Sundays. This was the first bike they built while entirely sober, and they weren’t sure it was going to work. They thought all of their creativity came from being loaded and admitted it was entirely different working without the weed breaks. One day, UPS showed up with a Santee hardtail frame, oil tank, gas tank, rear fender, Denver’s springer, Revtech Xotic 100” 1947 Knuckle replica motor and trans with a 3” belt drive. Tree bought a bike lift, and the build began. They took their time hand fabricating the exhaust pipes, that Treeiside shifter that was

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TREE TECH SHEET owner: Tree City/State: Los Angeles, CA Builder: Tree & RJS Welding & Fab year: 1947 Model: Knucklehead Replica Value: $40,000 Time: 18 Months, Weekends Only ENGINE Year: 1947 Model: Knucklehead Replica Builder: Revtech Ignition: Dinatek Displacement: 105” Pistons: SU Primo Heads: SU Primo Carb: SU Primo Cam: SU Primo Air Cleaner: TSU Exhaust: RJS Up Sweeps Primary: Rivera Primo TRANSMISSION Year: 2008 Make: Revtech Shifting: 6 Speed FRAME make: Santee Model: Rigid rake: Unsure stretch: 10” Front end type: Springer builder: Sugar Bear extension: 40 Over triple trees: WHEELS Front: Size: 21” Tire: Avon front brake: 10” Disc rear: Size: 250 Tire: Avon rear Brake: 10” Disc PAINT Painter: Jooki Pinstripe & Kustom Paint Color: Silver Type: Polyurethane graphics: Jooki chroming: Supreme Plating ACCESSORIES Bars: Custom Chrome risers: Dog Bone hand controls: Custom Chrome foot controls: Custom Chrome Gas Tank(s): Biker Alley Oil Tank: Biker Alley Front fender: None rear Fender: Biker Alley Seat: RJS & Tree Headlight: Bates tail light: Custom Chrome Speedo: Nope photographer: Twila Knight

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inspired from their previous build, the rear brake system, the seat, plus some brackets and such. But, hey, at least this time Ross had a Mig welder and some 4” grinders to work with. They started with the Denver’s springer they bought originally, it was a 21” over, but that just wasn’t “it.” They moved on to a 35” over Sugar Bear springer, but it still wasn’t perfect. They had to do a little “re-raking and ended up with the 41” over Sugar Bear springer that you see here. They also had to modify the bike lift they bought just so the build would completely fit on the lift. When’s the last time you had to extend a bike lift? I didn’t think so. They finished it off with a Kick Start and an SU carburetor, a 250 rear tire, and a 21” front: this thing truly is a beast. This bike has been to show after show, but she is NO trailer queen; Tree rides it to every show he enters. With 40 awards won, it was time this bike found its place on some magazine

pages. As you can see, this isn’t so much a story of a bike, as it is a story of two friends who have defied the odds and came out ahead. Proof of their lasting friendship can be found on the license plate on the bike. It may not make sense to you as you read it rolling down the street;” HBS RJS” stands for Howard Bruce Slayton and Ross Joseph Suderno. When Ross found out about the plate sporting both of their initials he had this to say, “Needless to say I was blown away by this gesture and I am honored to have my initials on the bike.” Tree is still riding his 11-foot chopper, and Ross now rolls around in his Model A hot rod and is working on building a ‘49 Chevy coupe. And these days they have way more fun AVOIDING jail time and hangovers.

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Article And Photos By: Chris Callen

hether you ride your springer a lot or if you picked one up at a good deal through a swap meet, basic maintenance and care can take you a long way. Most importantly, with only a few items on a springer that really wear, it’s an easy fix that can keep you safe. Since my ’49 Panhead, “The Ticket” has had very little love over these past five or six years since she was launched, it was way past the 40,000-mile maintenance interval that Paughco, the manufacturer of its springer, calls for. I headed out to Carson City to the shop and got a first-hand lesson in the proper care of my Springer from Rufino. He’s been at Paughco for over 25 years and has more than 15,000 Springers under his belt. Every one that rolls out of their door has been built by

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hand by this one man, so what he says… I listen to.

The first step is to separate the springer from the motorcycle. Now, some people will tell you that you can do this while it’s on the bike, but I like to have my work in front of me firmly placed on a solid table.

While Rufino has a snazzy jig for building and rebuilding his frontends, it can be done on a bench with a ratchet strap. Just think about what you are doing and follow the steps closely.

at a time, first the top nut, then the bottom that you should be able to do by hand, then slide the spring pack off the rod and finally the spring cup.

With the strap attached to the front axle and wrapping all the way around the top of the trees, compress the front-end until it measure 4-1/4 inches from the top of the front fork to the top of the top clamp. This will allow enough compression to work with the spring packs.

Using a ¾ socket remove the top of the two nuts holding the top spring packs on the front fork. Do one set

front-end: the rod and the spring cup. Since there is very little movement of the spring cup on the rod, it wears in a specific spot and can cause movement in the front-end.

Again, one at a time pull the spring rods out of the front fork. They are tapered on the end so once you remove the bottom nut from them, you may have to tap them out with a hammer.

Here you can see two of the main components that wear on a springer

Now you can release the compression on the front-end, and the forks will relax. This will allow you to remove the bottom spring packs. But for now, we will move to the rockers. Pic 8 – (Pic of remove rocker studs) To remove the rocker studs, you may want to apply some WD40 and let it soak in a bit. Once you’re ready, remove the cotter pins and the castle nuts from the back and then tap out the studs with a drift.

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slide the front fork and new spring packs and rods into place.

With the rockers removed and the studs out of the way, you can tap out the bushings from the rockers.

After cleaning the rockers and using a ¾ reamer to debur any material from the axle holes, install new bushings and ream them with a ½ inch reamer. Chances are you won’t have to, but this ensures perfect fitment.

Using the ½ inch reamer ream the leg holes at the bottom of the front and rear forks. Just to ensure there are no burrs before reassembly. With the forks compressed to 4-1/4 inches once more, slide in the new spring cups, the new top spring packs and install the new bottom nut of the two that sit on top of the springs. Wind them on by hand and far enough down that they sit well passed the depth of the top acorn nut. Another dab of loc-tite on the top acorn nut, install it and then back the bottom nut up to it. Starting with the rear fork, reinstall the rockers to the bottom of the fork legs. Use a large flathead screwdriver to hold the rockers in place while you tighten the castle nuts. The rocker studs are shouldered and seat themselves, so there is no torque spec, just snug them up and leave the cotter pin hole open. Repeat the same for the front fork legs as well.

Install the new rods in the front fork one at a time. A little dab of oil on the tapered section will help. Tap the new rods in and apply a dab of red loc-tite to the bottom nut and install it. Place to bottom spring collar and slide the new bottom sping pack into place.

Place a small section of pool noodle between the front and rear fork and

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Release the compression on the forks and remove the ratchet strap. Take a few minutes and clean the front-end, look over all the work and make sure that nothing is crooked or missing. From here you can reinstall your front-end onto the bike and replace the wheel. Whether your springer is a Paughco or another brand, simple maintenance can take you a long way.

Install new cotter pins and fold over the ends of them. Also, reinstall the front axle so that the forks can be compressed once more.

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February ‘18 - CYCLE SOURCE MAGAZINE

Article And Photos By: Jason Cirrito

hat happens when you have one of the biggest biker parties in the world? Well, if you’re Daytona Beach, you hold a huge bash twice a year! This year was the 25th Anniversary of the fall rally in Daytona, which is dubbed Biketoberfest. Because of the success of the March Bike Week and with the momentum p u s h i n g f o r w a r d , Daytona Beach opted for the fall rally too. If you have never been, it’s all the mayhem of March Bike Week, only with warmer weather and more manageable crowds. The rally officially kicked off on Thurs Oct 19th which was perfect since Thursday is the day of one of the greatest chopper shows on earth...CHOPPERTIME! Choppertime is held at Willie’s Tropical Tattoo shop, and it’s just about the only ‘must

do’ event during either rally. OG Patty and I saddled up and headed over to Willie’s around 1 pm; we were late

arrivals due to the typical Florida thunderstorms rolling through. As luck would have it, the skies cleared and per

usual, the Chopper Gods gave us sunshine for the rest of the day! This show never ceases to amaze me. Some of the sickest home built choppers show up from around the country for a coveted trophy, which typically comes along with your chops getting busted by MC extraordinaire Roadside Marty. The event was in full swing when we rolled in, and bikes flowed out of the parking lot and up and down the side street. Willie has got this event down to a science. The bands were killer, the beer was cold, and the crowd was upbeat. It’s even better when you figure out that the cash that’s taken in on that day all goes to charity. Thanks, Willie! We made a few laps around and caught up with our friends at Tombstone Hardware and the F#@k Up and Find Out guys who were slinging their gear all day. As the crowd thinned we hit the road for some more beers February ‘18 - CYCLE SOURCE MAGAZINE 51

and laughs out at the Iron Horse Saloon, a Daytona institution and another must see! Friday brought more great weather. We hit the road for a ride through Tomoka State Park; I’ve done this ride a million times, it never disappoints, and it’s always fun. This year it was a bit more interesting thanks to all the rain Florida was getting. Several the roads in the park were flooded. It didn’t matter though, we were out with friends, the sun was shining, and we were riding!! We hit Destination Daytona which was packed with folks and vendors of all shapes and sizes! As the day drew on, we headed over to the very hospitable Bill Dodge’s shop, Bling’s Cycles for his bi-annual shindig. The party was awesome. It was a fantastic opportunity to catch up with old friends and meet a couple of new ones! We decided to get over to Main St. to check out one of my favorite bands in Daytona, New Jersey’s own, the Razorbacks. The band plays killer rockabilly at the Bank and Blues every night during the bike events. They know how to tear the place up. If you’re looking for a good time, go check ‘em out! Saturday brought on a hangover and the Lowdown Hoedown at Hold Fast Tattoo in Port Orange. This event is only a year old and draws a great crowd riding some slick bikes. A real grassroots event, the Hoedown is a chopper show with live music, beer, and vendors. What else ya need??? I am looking forward to seeing more from this show in the future…keep a look out! The weather held for most of the day till a late afternoon thunderstorm hit, so we hunkered down at the First Turn Restaurant across from Hold Fast till the weather broke. Sunday Funday, we shipped off to Main St. again to catch some more rockabilly. This time it was Main St. Station to see the Living Deads. This band is a threepiece that is really a two piece. The drummer and bassist pick up guitar players from wherever they happen to be to play with them, but man they are tight!! We watched a set or two while Main St. was still in full force. As the day drew to a close, I headed back to my buddy’s house. While riding up A1A, I was exhausted, hungover, sunburned thinking to myself “I can’t wait to come back in March!!” Hope to see ya there.

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Article And Photos By: Markus Cuff

017 marked year two for Exile Cycles charity run, “Rider Roundup at the Ranch” in the sunny mountains of Malibu. Last year’s event was largely a celebration of Exile’s 20 year anniversary: this year was a more successful effort to establish an annual bash that benefits The Leukemia & Lymphoma Foundation. The location, which was the same as last years’ run, was the picturesque Paramount Ranch Western Town just down the road from Russell’s Agoura

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compound. Since 1923 the Westernstyle ranch has hosted numerous movie and TV productions and is administered by the National Park Service. Jim Gianatsis, motorcycle and pin-up photographer, organized the Calendar Bike Building Championship which featured a wide assortment of makes, models, and styles. The Best in Show this year was a wild looking, long and silvery KTM Flat Tracker built in Los Angeles by Hazan Motorworks. You’ll be able to catch this bike in next

years FastDates.com Calendar. Riders traveled from many states near and far to catch some bright fall SoCal weather. What could make for a better day than riding the Malibu hills, checking out the bands, ogling over the bike show, and sampling some stellar chow and suds all while doing good? Not much, if you ask me. There was even a local winery represented, serving up a variety of tastings. Sponsor booths included Jim’s Machine, Heartland USA, Azzkikr Customs, The Speed Merchant, and

many others. It was damn cool to see some notables riding in and hanging out at one of the booths: former Guns and Roses guitar slinger Gilby Clarke, and Taime Down of Faster Pussycat. There is talk that next year’s gathering will include a V.I.P. ride through the canyons, out to the ocean on the Pacific Coast Highway with a stop for breakfast at the quirky and, yes, very old Old Place which is a mile or so down the road from the ranch. It looks like it escaped from the movie ranch, and has some hellaciously great grub. It sounds like they found a way to make an already great day even better. If you think you might want to join in next year, mark your calendar for Oct. 14, 2018. The cost of admission is minimal, and you’re bound to enjoy the scenery while hanging with Russell and the family. And you’ll help the Leukemia & Lymphoma Foundation while you’re at it. For more information about next year keep checking exilecycles.com or to make a donation directly to the foundation please visit www.teamintraining.or Instagram: Exilecycles.

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Article By: GTP Photos By: Chris Callen

here is nothing uglier than a yellow bike. It’s an unsettling color that just screams “Look at me; I’m trying way too hard!” Just wrap that obnoxious pale pigment around any custom build, and it either comes off as a piece of construction equipment or some feminine attempt at individuality. Failing miserably, it seems to turn any bike into a bird that if you saw it, you would want to hit it full force with a tennis racket. A color so foul that it can take any bike and make it a bile-inducing pile of ugly parts, a bike so nasty that if your friends saw you riding it, they would throw rocks at you and shame your family. All yellow bikes are ugly and should be systematically removed from existence to never again leave a child quivering and scared, the images of abominable ugliness that will forever taint what would have been a splendid youth. ALL yellow bikes are ugly…. except this one. When the word came down from on high, and it was time to build a giveaway bike with collaborators, Twisted Tea, it was known that the evil yellow would be the dominant color and to pull it off would be nothing short of a miracle. Starting the wheel in motion at Flat Broke Chops and Rods the build eased forward. This was

to be the bike that marked 20 years for the magazine and would end up with one lucky reader for life, so they couldn’t fail. The project started with an excellent deal on a 1998 1200 Sportster in stock configuration. Before the wheels even hit the ground the skilled monkeys that make up the Cycle Source dream team gutted the bike, sent the motor and trans to Matt The Wrench for a good going through and reseal to make sure that the bike would be a reliable runner for the fortunate next owner. The decision was made to keep the drivetrain as stock as possible, so, except for a Daytona Twin Tech electronic ignition, all mechanical parts are in their stock configuration. Turning their attention to the rest of the bike, the stock Sportster swing arm frame was cut to damn near non-existence and plans were made for their new frame dimensions. 6” up and 2” out with a 40-degree rake was the final decision, and the jig was set. Over at Flat Broke, they had been messing with twisting steel and decided they would carry that theme throughout the bike. Chris and the boys didn’t want the massive amount of attention to be focused on any single part of the bike, so they decided to sprinkle the twisted pieces

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of the bike all over to not have only that one element draw the focus. The plan was to build a bike for Twisted Tea WITHOUT a big stupid logo and still have it come off “A Little Twisted.” Small sections of twists are incorporated into the frame. One section of the seat post, two parts of the rear frame section leading to the axle plates and two sections on the down tubes. Each section is simple and understated rather than elaborate and showy. This was a solid decision because with the color chosen they were already looking at a big yellow clown caresque build putting everything one extra twist away from being cheesy. Dangerous ground. By this time the whole show was packed up and moved to RJ Powell’ss place, Cutting Edge

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Customs which became Cycle Source Central for the duration of the build, even producing an issue of the magazine from inside the shop. Along with supplying the hardtail section and kicker, Led Sled Customs had a big part of the next stage of the build, the wheels. Based on a set of Led Sled Invader type wheels, Pat worked side by side with the crew. As the rest of the team were twisting the spokes, Pat would weld them in as they were made. The wheels are surprisingly light, weighing about the same as set of stock Sportster mags. They also balanced in without a problem. To fill in the gap on the roller they went with a springer front end by Twisted Choppers. The front legs are also twisted. A seat pan was tailored to fit, which they sent to Bare Bones

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A LITTLE TWISTED TECH SHEET Owner: Twisted Tea City: Boston, MA Fabrication By: Cycle Source Magazine Year: 1998 Model: Sportster Value: Priceless Time: 3 Months

ENGINE

Year: 1998 Model: Harley-Davidson Sportster Builder: Matt The Wrench Ignition: Daytona Twintech Displacement: 80” Pistons: Stock Heads: Stock Cam(s): Stock Carb: Stock Air Cleaner: Lowbrow Customs Exhaust: Cycle Source Magazine Primary: Stock-Modified

Transmission

Year: 1998 Make: Harley-Davidson Shifting: Stock

FRAME

Year: 1998 Model:Sportster Modified Rake: 40° Stretch: 6 Up 2 Out

Front end

Type: Springer Builder: Twisted Choppers-Modified Extension: Way Out Triple Trees: Twisted Choppers

WHEELS

Front Wheel: Flat Broke Invaders Size: 21” Front Tire: Metzeler Front brake: None Rear Wheel: Flat Broke Invaders Size: 18” Rear Tire: Metzeler Rear Brake:

PAINT

Painter: Streets Customs Color: Yellow Type: Sherwin Williams/Paint Huffer Graphics: Casy-The Paint Chop chroming: Ride Wright Wheels

ACCESSORIES

bars: Rabbit Ears risers: Nope hand Controls: foot Controls: Fuel tank: Lowbrow- Modified oil tank: Led Sled-Modified Front fender: None rear fender: Trailer Fender- Modified Seat: Bare Bones Leather Headlight: Has One Taillight: That Too Speedo: None Photographer: Chris Callen

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Leather where Curt Green made it into the seat that now adorns it. The massive job of molding for paint and polishing for chrome was taken on by everyone that was working on the project as well as everyone walking through the door. Eventually, though the frame made it to Bob at Streets Customs for the paint and the rest went to Ride Wright Wheels where Sam did an exemplary job (as always) on the chroming. All the pressure in the world was on Bob Streets as he was left

with the task of making the unfortunate color choice work. “I tried everything I could think of to get Twisted Tea to change their mind on the color choice, we all did. When that failed, I took the colors they had to have and after about a week of searching and comparing I finally just used my imagination and hoped for the best.” From there it was hours of custom taping and layering by all of them to get the design right. With orange candy over silver flake top off with pinstriping from Case at The Paint Chop, the outcome looked promising. When the chrome arrived, final assembly began. The result is nothing short of inspiring. The albatross of a color choice found itself surprisingly successful. Not too construction, not too carrying a purse. Somewhere in the dark recesses of the cosmos, a proper combination has been formulated, and the rare ‘good looking’ yellow bike is seen for one of the few times ever. Heartfelt thanks is shared with everyone associated with the completion of the Cycle Source 20th AnniversaryTwisted Tea Giveaway bike. To everyone who gave their time and attention to the actual execution of this build and Bill Grotto at Twisted Tea for all the help with this build and all the things, this company has done for the motorcycling community. “GTP”

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ell, my friends its here once again, that time of year when that jolly ol’ fellow who’s belly shakes like a bowl full of jelly to make his rounds to all of you who’ve been nice. To those who’ve been naughty, well you know who you are, so don’t be shocked when you find a lump of coal in your stocking instead of that new torque wrench you were hoping for. Not only is it the Yuletide season but it also marks the end of another year, and for many another riding season has come to a close. With a little more time on your hands hopefully you also find it a time to reflect on all that’s happened in the preceding short 365 days. I’m not sure about you, but I don’t remember time flying by so fast when I was a kid. It seems the older we get, the quicker it goes by and the more I have to remind

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Article By: Xavier Muriel myself that time is precious. 2017 has been such an incredible journey, full of many accomplishments and a plethora of fond memories that I will keep close

to my heart and in the forefront of my mind coming into 2018. With each new year, I try my damndest to surpass the one before it in one

way or another. Change played a tremendous part in the last year for me. Having moved back to Texas to be closer to family has proven to be blessing and a challenge at the same time. Nothing’s the same after your gone for 14 years, my sleepy ‘lil town is now a thriving metropolis of tollways, flyovers, strip malls and more apartment complexes than you can shake a stick at. Kinda reminds me of the concrete jungle I left back in So Cal. Despite all of the changes, there is always something familiar about my town. It’s an ease factor that’s hard to replicate anywhere else. The fundamental feeling is still there; it’s just under all the hustle and bustle. Once again, I am reminded to slow down and be in the presence of what and who is front of me. They say some of the greatest things are “born out of necessity’’ and I for one truly believe that now more than

ever. Little by little, I’m setting up my shop, so I can get back to doing what I love, as well as back in the saddle with music. The oath I took for myself to take some time off from touring and music has come to an end, so now I approach both passions wide the f*#k open!!! Who knows what the future holds? After all, who ever said you can’t have it all? You just have to bust your ass to get it and know that no one is going to do it for you. I’ve been given some great gifts this year from not only my mentors in the motorcycle industry but also the music biz, the gift of knowledge and experience. I learned and now honestly believe that you only get what you put into it. Limitations are created solely by the person who puts belief in them. I’m sure anyone who’s reading this has had at least one person in their life say, “It can’t be done’’ well, I say prove them wrong! Believe in yourself and your passion, after all, there’s only one of you. So be yourself, everyone else is taken and live with passion. Until next time, God Bless and Safe riding... X.

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Article And Photos By: Pat Jansen

’m a Harley-Davidson® guy. Why? Because I’m ‘Merican, I suppose. I mean, it’s what I know, its familiar, it’s been associated with cool and its suited my lifestyle. But that doesn’t mean I can’t appreciate other brands of motorcycle both vintage and modern. Hell, my first ride was on a 1974 Norton 850 Commando. My Uncle, Pat Kinser, had to babysit me when I was like 7. He didn’t have kids and still doesn’t, so it goes without saying his childcare skills are low. He asked me if I’d ever been on a motorcycle. No. Then, “Ever been 100 mph?” “No.” “Wanna.” “Yes, sir.” He took off across a mall parking lot on a Sunday afternoon with me looking over his shoulder, so I could see that magic number and as we reached it the siren and blue lights showed up behind us. The officer came over and asked if he knew how fast he was going. My Uncle told him he wasn’t sure. I piped up and said, “I do! We were going 100 mph. It’s called the ton.” The cop smiled and asked why I wasn’t wearing a helmet. I responded, “Uncle Pepe (his nickname) said helmets are for pussies.” With that my uncle reached in his wallet, pulled out a $50 bill and inquired if the officer could handle the fine for him. The officer thanked me, and my Uncle Pepe didn’t speak to me the rest of the day. As a custom motorcycle

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enthusiast, there are a lot of platforms out there that, to me, are just begging for a little massaging and tweaking and others, like the bike we’ll discuss here, was having a full-blown tizzy fit for a complete and radical re-imagining. A couple of years ago while working as the spokesperson for Progressive Motorcycle Insurance around the country, I ran into Breanne Poland with

Royal Enfield and commented how sexy the engines were in their bikes. They reminded me of all the great old art deco British bike motors of my childhood. As I thought more about it, I couldn’t remember seeing a vintage Royal Enfield chopper much less one built out of their new motor. If any of you can find one, please post it up on Instagram and tag

me @sincentralgarage. I’d love to see them. Fast forward, and Breanne hooks me up with a Royal Enfield Continental GT to customize. I tried to let them know I just needed a motor but…I got the whole shebang. A lot of cool shops have been asked to express themselves on these new Royal Enfields. Motorelics, Analog Motorcycles, See See Motorcycles and Chop Docs Choppers just too name a few so Sin Central Garage was all about it. Given that these other guys had built cool racers and what not, I decided to be true to my heritage and keep it ‘Merican. I embarked on the challenge of bringing “Skinny Minny” to life. True to my word, I only kept the motor, built a custom, narrow, chassis to hold it, built a narrow 10” over girder to point it down the road and shoed it with a 21” spool hub 40 spoke on the front and repurposed an old 19” sporty 40 spoke on the rear. The prism tank was a must for the vibe, and the old shovelhead fender in the corner was chopped, cut and loved on to hold the glass prism taillight. The most significant modification was to the operation of the motor. The 535cc engine is fuel injected. Carb conversions are on the market for these, so I acquired

one. That got rid of some wires but not enough. So, being the smart guy I am, I decided to eliminate the computer as well, which left me with the challenge of how to time the bike since that little black box had done all that magic before I went at it with my dikes. I should probably tell you at this point that I had been given three months to complete this build but by the time I worked it into my schedule I was down to 5 weeks to go from start to finish with part-time help from my son Andrew. And it had to be photoshoot ready and ride from Murrells Inlet, South Carolina to Rockingham, North Carolina for the Smoke Out Rally reveal party. So, after all the bending, welding, smoothing, plating, painting, fabbing and bleeding was done there was math. Here was this beautiful 10-and-a-half-foot long gooseneck 6” wide 70’s style chopper and no ignition system in the world to make it run. I talked with people in India, England, Germany and the good ol US of A and eventually pulled off a miracle. A trigger disk behind the stator with a 50-degree gap, a pick up, and a custom microprocessor later and it kicked over on the first try! That little processor, a tiny battery, and a fuse live in the box under the seat neatly concealed with no wires showing anywhere. The 535 Continental GT, in its stock

trim was fun around town but lacked the oomph I wanted for the interstate, so I geared up the front sprocket and now “Skinny Minny” has no problem cruising around at interstate speeds. Big thanks to

Mike Essy for killer bodywork and Darren Williams of Liquid Illusions for the paint. In later articles, I’ll go into more tech stuff about the mystery of timing, fuel injection versus carburetors, custom sprockets for performance and aesthetics, fender modification for fun and profit, simple frame jig construction and why mixers are

unnecessary when drinking whiskey. Royal Enfield is the largest motorcycle manufacturer in the world; producing around 700,000 motorcycles a year (that’s more than Harley Davidson, KTM, BMW, Triumph, and Ducati combined). It is also the longest continuously produced bike having begun in 1901, a North American dealer network scheduled to hit 100 this year, and with profits recently going up almost 75% (not a typo) I’m proud to have been chosen to partner with this company. I’ll also be begging Matt Gardipee of Royal Enfield to put in a good word for me with Breanne Poland and Rod Copes, Royal Enfield North America President, to see if I can get my hands on one of the new Royal Enfield 650 Twins!!! Wink wink, nudge nudge. For now, if you want to see “Skinny Minny” come to the Cleveland Progressive International Motorcycle Show. It will be in the J&P Ultimate Builder Custom Bike Show right by the Royal Enfield booth, and you can find me at the stage hosting Grease & Gears Garage. Remember, different is good. Change is necessary. Challenges are opportunities for growth.

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1. Bigger Kicker Pedal. 2. More Fins On Primary. 3. Red Plug Wires. 4. Longer Break Pedal. 5. Wider Foot Ped 6. Extra Oil Line. 7. No Screws In Air Cleaner. 8. LExtra Bolts In Primary. 9. Extra Screws In Rocker Box. 10. Extra Bubbles On Tank

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

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CYCLE SOURCE February ‘18

ete Jackson lives in Downstate, NY and began his two-wheel experience riding BMX as a kid. He was also known to “borrow” his dad’s GS850 a time or two, but keep that part quiet, it’s still a secret from Pop. Some visits to the old Easy Riders shows with his uncle turned him onto choppers and he’s been at it ever since. Originally from Ohio, Pete eventually made his way to his current home in rural New York State. “Terrapan”, his ’51 Panhead, got her name from an inside joke about how slow the build would take from beginning

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to end. Back in 2013, Pete had a ’66 Sportster with a Harman front end. Some strong encouragement from his pack of friends referred to as “GoFast!” got him to sell off the Sporty pieces and move the Harman to a Panhead. He sold his ’79 Shovelhead and the rest is history. Pete has a strong and creative imagination when it comes to choppers. He had the general look and feel for Terrapan in his head for several years. Since he knows his way around a good swap meet and is somewhat of a hoarder, Terrapan was put together piece by piece and “usually pieces of a piece put

together”, jokes Pete. Up until this build, he owned Sportsters and Shovelheads and felt it was time to step up the game. He always had a thing for Panheads and this was the opportunity to make it happen. Half way through this build he also picked up his ’56 Panhead survivor chopper. Obviously, this was a good year for the Jackson compound. Pete started this build in October of 2013 with the wishbone frame and other parts he had collected. He finished it a few weeks before he rode it to Born Free in June of 2015 where he won the Born Free

Article and Photos By: Daniel Venditto

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Rider Award. Although he did the majority of the work himself, some pals had been glad to lend a hand. Rich Hutchinson helped him on the lathe with axle spacers and provided moral support along the way. His pal Joel Hauenstein, organizer of the Run 4 Your Life event in Ohio, had a huge hand in the molding and amazing paint work. He let Joel have free reign with this part of the project. Joel asked him what color he wanted, and Pete responded with “sunset colors”. A few weeks later he heard back from Joel with “Hey, I found this really cool pearl white, it POPS, but no blue hues, it’s just a super pearly white!” Joel was so stoked on it, he couldn’t say no. When I asked Pete about his favorite part of the build, I got- “The first time I rolled it into the sun. After that I was amped to get it done and ride!. Joel clearly killed it with his contribution. Pete mentioned a few others that assisted with Terrapan. Matt Rush machined the cases, as well as some head work, and Greg Olddaze went through the tranny for him. Also, the living legend Bill Holland answered a number of front end questions and assisted with getting his axle issues addressed. Clearly, a lot of inspiration for Terrapan came from ‘70’s show bikes. Pete made a few tweaks for rideability, but feels that she could easily fit in a show from that era. Pete feels the biggest challenge of this project was his first complete motor build. He built it from the ground up. He got the cases from Louisiana and

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they looked like they had been sitting in a swamp for a very long time. This was the also the first time he chopped an OEM frame. The guilt almost got to him, but he worked through it knowing someone had molested it before. He feels that it wasn’t just one thing that challenged him on this build, but more of making every piece “fit” in the bike. He didn’t just line things up a lot of staring went into this…a lot. As much as it doesn’t look it, Pete really rides her. As soon as she hit the ground he put 500 miles on her in a matter of days. He had to break her in. The plan was to ride to Born Free with his buddies who also built bikes for the trip and as usual, they were mostly all wrenching at the last minute. Then they spent the next two weeks living on the road. He describes it as the cherry on top of the build that will forever be a memory of good times. I’m sure the Rider Award made the trip even better. As I’ve witnessed, Pete gets a lot of attention when he takes her out of the

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TERRAPAN TECH SHEET Owner: Pete Jackson city/state: Catskills, NY builder: Pete Jackson Year: 1951 Model: Harley-Davidson FL Time: Should Be Done Sometime This Century value: Whatcha Wanna Give Me?

ENGINE

Year: 1951 Model: FL Builder: Owner/Rush Cycles ignition: Magneto Displacement: 87ish pistons: Yep Heads: STD With Some Lovin’ Carb: S&S Super E cam: Leinweber Air Cleaner: Gasbox Exhaust: Upswept Cocktails primary: North Hollywood Tin W/ Belt

TRANSMISSION

Year: 1952 Make: Harley-Davidson® Shifting: N1 Drum

Frame

year: model: Chopped Wishbone rake: Yep stretch: Yep

forks

type: Harman Builder: Spirder triple trees: Adjustable extension: 12”

WHEELS

Front Wheel: Invader Size: 21” Front Tire: Avon Speedmaster front brake: My Foot Rear Wheel: Invader Size: 16” Rear Tire: Speedmaster rear brake: Drum

PAINT

Painter: Joel Imagel Hauenstein Color: Pearl White type: PPG graphics: It Will Set Your Balls On Fire! Chroming: None

ACCESSORIES

Bars: SS risers: Hand Controls: Nash Sticky Throttle Foot Controls: SS Bits Welded Together Fuel tank: Maindrive oil tank: Horseshoe Front Fender: Bandana rear Fender: Front Street Cycle seat: Haifley Brothers Headlight: Aries taillight:Ford speedo: The Breeze Between My Knees

Photographer: Daniel Venditto

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shop. “Is it comfortable?”, “Do you have to kick start it?”, and “Is that a Triumph?” are the usual questions he gets. He also gets a lot of questions about the front end. Regardless, Terrapan is a head turner. In addition to the Born Free Rider Award, he also took home Best in Show at the App MotoJam in the fall of 2016. Currently, Pete is working on another Panhead, this time a ’52. Even though he’s got other projects in the works, he still smiles every time he throws a leg over Terrapan.

CYCLE SOURCE February ‘18

rowing up an only child combined with moving from place to place means small hands must be kept busy. For Chris Galley, of Devil Chicken Design, the obvious thing for him to turn to was creating art. With a pencil and some paper, anything was possible. It also served as a way for him to make friends at new schools. If kids see you drawing something cool, they generally gather around to check it out. Eventually, it led to students asking for art for school projects, and in high school, kids were asking for custom stick-n-poke tattoos. Even from his youngest years, people have sought outand supported his work, which increased his confidence, sense of self-belonging, and motivated him to keep pushing forward. As his art progressed, Chris made a conscious decision to switch up his approach. He wanted to take everything he was good at or wanted to learn and put it all into the art he was creating. In one of his pieces, you can find February ‘18 - CYCLE SOURCE MAGAZINE

Article By: Amelia “Killer” Rose

multiple mediums including markers, collage, spray paint, acrylic and wheat paste. In my opinion, the best part of his hodge-podge style is that he didn’t care what anyone thought. If he liked it, it was a good piece, and I feel that more artists should have that mentality when creating their work. Another thing he does differently than most artists is that he tries to make his graphics look like digital printouts when in reality they’re hand drawn. He uses things like old boards and makes them look years older, covered in layers of posters and flyers. For Chris, the various materials and medium give the work structure as well as drive the story. His background in the arts is what Chris feels sets him apart from other artists in our industry. With a traditional foundation in media and an art degree, his first steps in the industry were nthrough art galleries and group shows as opposed to most other artists who are self-taught or came up through apprenticeships. The best part is that at the end of the day, they always fit together with

their work, the only difference being perspectives and styles. Most of the people he’s closest with met him through motorcycle shows and each city he has visited greeted him with amazing and supportive people. “It’s pretty easy to hit it off when you get around people you have so much in common with. This industry is full of talented and creative people who are always willing to share. It’s pretty incredible.”- Chris Galley As to how he became a part of the moto-art industry, it was the people that drew him in. Not to mention his business, Devil Chicken Designs first started out in the industry six years ago at a local gallery in Buffalo, NY. Since then, he has pretty much been running things from the road which has allowed him to not only travel cross country but overseas. His reasoning for going mobile is that he didn’t want to wait for an audience to happen upon him, he was going to find them first, and the motorcycle industry seemed like a logical connection between his art and theaudience he was looking for.

Not sure if he has one set “inspiration” for the kind of art he creates, Chris claims to be of the Chuck Close mindset. Chuck once said “Inspiration is for amateurs. The rest of us just show up and get to work.” He leans more towards being a motivation kind of guy with people like his wife, Jo, for example, that never let anything get in their way, as his driving force. He describes her as being Devil Chicken’s biggest supporter, being the business manager, promo team and hype man all in one. To start Devil Chicken, Chris and his wife Jo, sold their “old house in the boonies” to move into the city at that time. Jo was opening a new business, so he gave himself a timeline to get work into some galleries around the town. His plan was within the first year to have a solo show in a gallery, and his first solo shop was on the walls of a gallery after only four months. Since then it’s been full steam ahead! Chris’ plans for the future are just to keep traveling and producing more art, but his dream is to one day have his art in a museum, specifically, the HarleyDavidson Museum in Milwaukee. Currently, he lives with his wife and their 3 Boston Terriers in upstate New York. He and Jo run the Voodoo & Burned Rubber Art and Motorcycle Show. For them, it’s a great way to showcase the wonderful artists they’ve met on the road and bring together the local artists and builders in their hometown. The 2018 show is on July 7th so mark your calendars! Right now, things seem like they are really connecting and clicking for Chris who has always looked at his art career like a punk rock band. He loads up some work into his truck and drives to a city where no one knows him to make an impression. Recently, he was nominated and won the Cycle Source Artist of The Year award, which for him is an amazing recognition for all the hard work and time he has put in. To him, it means more people are starting to recognize the beautiful work he’s been putting into the world, and as a personal fan of his, he deserves every vote he received. If you know of any cool upcoming shows or want to check out more of Chris’ incredible artwork, make sure you hit up Instagram @devilchickendesign or his website www.devilchickendesign.com and support the art you love to see. Thanks for reading. Till next time, Amelia “Killer” Rose

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Article By: Chris Richardson Photos By: Chris Callen

hris Richardson of LA Speed Shop has been a friend of the magazine and me personally for a very long time now and I regard him among the best in the industry as well as a great human being. When we had the chance to get him to the IMS in Long Beach to narrow a fuel tank for our viewers, we thought this would be a great chance to bring it to our readers as well. He is known for making things skinny and bad ass, most notably his narrowing of a stock Harley Springer. The following information was pulled right from our broadcast at IMS so you can also go back to our Facebook/ cyclesourcemagazine and see it in video form.

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Normally you start with a stock Sportster tank and dissect it. This one was sent in by Paughco who makes this and the tunnels so this will be ten times easier than having to do all the advance set up work.

I like paper tape for this step. To start off you’re gonna want to find center of what the tank is. We’re at 22 at the top and mark it. Same thing at the bottom and then make a center line the whole way down the back of the tank.

Now you can decide how much of the tank you want to remove. For this tank I’m gonna take two inches out. I make small marks along my center line, 1 inch on each side, then connect them for a line to cut on.

With the two inches removed I fit the tank back together to see what kind of gap I have to identify what areas need grinding. You can see that there is a little gap in the middle.

Take the time and make your measurements good or the whole thing comes out wankee. When you’re ready, grab a cutoff wheel.

So now I can make some marks to identify where at the top and bottom I need to grind material away.

Taking a little at a time on the belt sander, one side then the other and checking the fitment from time to time.

As the gap disappears from the top and bottom of the backbone of the tank, I can check the front. Here, I make a few marks and start to work it the same way.

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Once you have close to perfect fitment, you can get set up to start tacking the two halves back together.

One tack weld at a time until you get the entire seam in order.

In order to notch the tank to sit flush on the tunnel I have to weld a piece of metal to the front and back of it so I can hole saw it. Unfortunately we can’t use plasma at these indoor events.

I start at the font and bottom with the two halves clamped in place. Here I make my first tack welds to start getting it ready for the whole weld.

Now I can go ahead and start to stitch weld about two inch sections skipping two inches in between. This will keep the metal from warping from too much heat.

I make my mark at the top of the hole say for my one inch tunnel. That will cut away the perfect amount of material for the tunnel to fit in.

With the front and bottom tacked well, I start to put tacks across the backbone. I keep it tight by doing a little at a time and dollying down the gap. By putting the dolly underneath and tapping the hammer on the gap it starts to close up. It doesn’t have to be a hard hit, just some finesse.

If you go too fast or hit it too hard, you will stretch the metal and even though you can shrink it back, it’s just a pain in the ass. So take your time and ease up to it.

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Now if we weren’t on a time limit for this show I’m not going to complete the whole weld. But after I do I would finish hammer the weld proud to smooth it all out and start to finish it. For now we will move on to the tunnel.

I’ve decided to Frisco this tank. That means a very shallow tunnel that will sit high on the backbone of the frame . I set the tank on the tunnel panel and find center once more.

With the tank sitting flush now I can mark out the shape I need to cut out for the tank floor.

With the tunnel in place I can finish weld it to the tank using the same method as welding the two halves together. Of course there is plenty more about the filler hole, the petcock and the mounting tabs but this was to give you an idea of what takes to get to this point. We can’t thank Chris enough for his time and please check him out at House Of Machines and LA Speed Shop, both of Facebook

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Article By: Chris Callen Photos By: Milwaukee Mike & Debi Holmes

ebi Holmes, owner of this long ass chopper, is the type of person that is not only an inspiration for women riders but rides hard enough that most everyone could set their pace by her. She rides so much and has ridden through all kinds of weather and lives life through the bars. Her Instagram page alone is a constant reminder to me that whatever I’m doing when her daily posts come up, I should be riding like Debi. I figured at this point, so many people have been following her dream bike build that I would concentrate more on the story of the woman behind the bike. Debi came up around bikes her whole life. She had her first ride at the age of 8 and promptly crashed it into the root system of one of those big ass trees that grow in Arkansas. Shortly after that, and still a little scabbed up, she got back on and kept the wheels turning. Growing up in a single parent household, Debi and her mom moved around a lot. Early on, she found herself in Northern California where she was exposed to the Sand Hill Ranch. Tom Anderson, who owned the place, was a friend of Debi’s mother and spent tons of time there. The guys that rode the motocross track would let her take practice laps on their bikes when they came in for breaks. She was a self-admitted tomboy and was almost destined for a life of, gas, and oil. In grade School, she lived in a pretty rough neighborhood, kind of a ghetto. They didn’t have much money, but there were always bikes around. Her mom’s boyfriend knew some of the guys in the club, and she remembers getting rides around the block from a few of them. Eventually, she got married, at a young age and to a man who didn’t believe in women, especially the mother of his children riding their own bikes. He did, however, give her a volume of hands-on information on combustion engines over their

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18-year marriage and raising of four children. They loved drag racing, and the two of them built, rebuilt and raced all the time. When they split up, Debi moved to South Carolina for a while before landing in Colorado where her story continues. Still new in town and having trouble with a ‘69 Firebird, Debi went to Car Chat, yeah... remember the AOL Chat Rooms? Anyway, on Car Chat she met Reed, the other half of the dynamic Brady Bunch Duo. Reed had three of his own kids and was also living as a single parent. They were made for each other, riding 1500 miles on his first weekend visit to her Denver home. As time went on Reed moved there and started to work at a Harley-Davidson dealership. He asked Debi if she ever wanted to ride her

own bike and not long after, the first 100th anniversary Fat Boy was being delivered with her name on it. She immediately put together a list of add on parts she wanted for it, changed some things and had it for a while but eventually sold it to expand her base for a Dyna, salvaged specifically to have more room to build on. That was the bike that changed the game. No matter what day of the week you went on social media, there would be a picture of Debi on her Dyna riding somewhere cool. Sometimes with Reed, sometimes alone, but always riding. On one of these rides they went down to Galveston Texas for the Lone Star Rally and Debi ended up having the opportunity to ride Buddy Johnson’s long chopper that had February ‘18 - CYCLE SOURCE MAGAZINE 83

TWIST OF CLASS TECH SHEET Owner: Debi Holmes city/state: Westminster, CO Fabrication By: Irish Rich Customs/Owner Year: 1991 Model: Softail time: 8 Months value: $30,000

ENGINE

Year: 2017 Model: Evp Mount Twin Cam Builder: JIMS USA ignition: Dynatech Displacement: 120ci pistons: JIMS USA heads: JIMS USA Carb: Screamin Eagle cam: JIMS USA Air Cleaner: Screamin Eagle Exhaust: Custom 2 Into 1 Primary: RIvera Primo

TRANSMISSION

Year: 2017 Make: JIMS USA Shifting: 6 Speed

Frame

year: 1991 make: Softail Builder: Irish Rich Customs rake: 45 Stretch: 4 Up 6 Out downtube: Chamfered & Twisted Owner/David Norrie Studio

front end

Type: Springer Builder: Sugar Bear Choppers Triple trees: Sugar Bear Chopppers extension: 25” Over

WHEELS

front Wheel: Invader-Led Sled Customs Size: 21” front tire: Dunlop front brake: Buell ZTL rear Wheel: Invader-Led Sled Customs Size: 18” rear tire: Dunlop rear brake: Buell ZTL

PAINT

painter: Rival Airbrush Studio Color: Cream/Turquoise graphics: Rival Airbrush Studio Powder Coat: Full Metal Jacket pinstripe: Lil Dame Stripes chroming: Custom Polish Chrome

ACCESSORIES

Bars: Harley-Davidson risers: Harley-Davidson Hand Controls: Performance Machine foot controls: Performance Machine Fuel tank: Paughco/Irish Rich oil tank: H-D/Debi Holmes Front Fender: Bandana rear Fender: Kraft Tech seat: Bitchn Stitchn sissy bar: Irish Rich/Debi Holmes Headlight: Lowbrow Customs taillight: Dime City Cycles speedo: Dakota Digital

Photographer: Milwaukee Mike/Debi Holmes

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a Sugar Bear front end on it. Ten minutes down the highway she was sold. She had the long bike bug and her wheels started to turn. By the time she got back to Colorado, Sugar Bear had left a message that he wanted to hear how she, as a woman, liked riding a bike with his front end on it. She was floored to get a call from Bear and thrilled to share her experience, the misconceptions with riding a long bike and plans to build one. Debi is not the type to sit back and let other people do things for her. She loves to learn and loves to approach things hand on. So, when it came to this bike, she worked with some of the greatest artists and craftsman

around Colorado, but she worked with the man much as possible. Starting off with the signature piece of the bike, the Twisted downtube of the frame. Debi had attended a blacksmithing school with David Norrie of David Norrie Studios so when it came time to twist some steel she called him in on the job. Since she worked at a machine shop, she brought the - inch square bar to David’s studio chamfered and ready to forge. With David’s guidance and encouragement, she heated and twisted the bar until it reached the desired look. Same with Irish Rich, Debi said that she would show up every Saturday with breakfast at 9:30 with Rich and from there the two would work until 4 or 5. At first, he had her just sit and watch and a little at a time she managed to talk her way into an apprentice type situation throughout the build. The inspiration behind the build was all about her life. Debi wanted to have parts from the bikes in those early days, the ones that blew her mind and reminded her of how cool they were. She also wanted the performance and functionality that was impressed upon her from the days at the drag race strip. The combination was a killer build that goes like hell, and it better, to keep up with her. Now paint on the other hand was all about the experience. Debi took Rene Mattei of Rival Airbrush studio a kaleidoscope, the first one he had ever had. She made him look into it as she described what she wanted from the

paint. He was overwhelmed by the idea but accepted the challenge and killed it in the end. Debi wanted to be able to express the idea of losing yourself like life through the looking glass, the sacred geometry and all the colors. Sam Jamison, aka The Louver Man, aka The Louver Man, who added the finishing touches to the copper she had hammered and blackened. Sam doesn’t really do this work for many others these days, but Debi talked him into a command performance for the Twist Of Class. Beth Kearney came in for some of the most critical finishing touches. From the copper leaf featured all over, to the pin striping, she gave it the Lil Dame Stripe seal of approval. Some of the finest details look like simple stripes, until you see them in the sunlight and they dance around and changed color. Those are actually variegated copper leaf. In the end, Debi couldn’t be happier with the bike and couldn’t be more humbled from the people that helped her create the bike of her dreams. Of course, she hasn’t slowed down enough for most of you to see it yet, but maybe by this summer she can leave it on the stand for a second or two and you’ll get a shot. Until then, feast your eyes on her Instagram, you will be inspired.

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ow does a custom bike builder go from marginalized to the undisputed king of springer front ends? One bike at a time. The story begins in Kansas City, Missouri, where Sugar Bear was born in 1939 and raised until 1953 when he and his family moved to Los Angeles for a better life. “The first thing I noticed was the weather. When we left Kansas City it was 6 degrees,” said Sugar Bear. He got a track scholarship to UCLA, and, after graduating, if there had been money in it, he would have been a professional runner. But there wasn’t money in it, so he hired on with the Los Angeles County probation department, working with troubled teens in forestry camps. One day while working, he noticed all the kids singing a familiar jingle: “Can’t get enough of the Sugar Crisps.” He told them they needed to keep it down, but the kids kept singing the jingle over and over. He pulled a boy aside and asked what it was all about, and the boy said he reminded them of Sugar Bear in the commercial, because he would go into a chaotic situation, deal with it and walk away like nothing had happened. You can Google Sugar Crisps Sugar

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Bear 1970 and get a good sense of what I’m talking about. Later, while driving down a highway, he looked over and saw a woman on the back of a chopper, leaning against the sissy bar, reading a paperback at speed. She noticed him and flashed a peace sign—that was all he needed to get hooked on choppers. He immediately

bought a bike and chopped it—and he didn’t even know how to ride. He experienced the somewhat typical story where he started building his own bikes, and then people he knew

saw them and started asking if he’d do work for them. Sugar Bear’s mentor was none other than Benny Hardy, know as the “King of Bikes.” Hardy, along with Cliff Vaughs and Larry Marcus, built the infamous Captain America and Billy bikes for the movie Easyriders. Benny stressed to Sugar Bear that he would never get credit or notoriety for what he’d done, but that his work would speak for itself. “Do your work, do it well and you will always have work,” was what Benny used to say. Benny never had business cards, didn’t advertise, but was one of the most sought after mechanics. He did a lot of work for 1% clubs, even though many of them had neo-Nazi regalia and sentiments. His work spoke for itself, and Sugar Bear modeled his own after that work ethic. He rarely advertised, kept his shop location virtually a secret and built his business one front end at a time. In 1972, Street Chopper put Sugar Bear on the cover with one of his bikes, which resulted in the influx of the most negative letters they’d ever received. Because an African American was on the cover. He wouldn’t grace another magazine cover until 1996, but he had a thriving custom

Article By: J. Ken Conte

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business and was known for his sweetriding long springer forks. In the same year Street Chopper put him on their cover, he started selling his own brand of springer front ends—but not until he’d done a sufficient amount of R&D and ridden one for almost a year. He wanted to make sure it was perfect, and he knew the construction that currently existed wasn’t safe. Today, almost all of the parts he has are interchangeable with his originals: down through the years there have been very few changes to Sugar Bear’s springer front ends. In the early days, Sugar Bear wasn’t credited with many of the ideas and concepts he developed, and others actually stole the spotlight. Today, the industry has changed quite a bit, is much more accepting of builders, no matter their race—their work speaks for itself. But there is still racial tension. We see it with swastikas and SS lightning bolts on bikes, as well as German-style helmets and war eagles. “When I see guys with swastikas or German-style helmets, I just shake my head,” said Sugar Bear. “They’re either ignorant about what those things mean or they wish that Germany had won.” When you look at his logo, you see a heart and shield. Back in the day, in order to get a bar and shield patch, you had to ride a certain amount of miles. Broken wings were reserved for those who went down. When Sugar Bear earned his bar and shield, he had no interest in promoting the motor company, so he came up with his own logo: a bar and heart logo, because his chopper is his heart. Today, Sugar Bear has a shop at his house; he is the sole employee. He still works all day, sells his front ends and builds custom bikes, but he is also heavily involved in protecting the history of choppers. He bought 100 acres in Sturgis, just north of the Full Throttle, and plans to open Choppertown Chopper Museum. It will be dedicated to custom motorcycles and their history. This year at Sturgis, he’ll be set up for people to see historic custom bikes, take in the scenery and learn about custom motorcycle culture. For those who want to be early members, you can purchase a picnic table for $300, and it will be inscribed. For more information on the nonprofit chopper museum project, go to www. sugarbearchoppermuseum.org or mail a check to P.O. Box 399, Springville, CA 93265. Be sure to stop by Choppertown in Sturgis and learn all about chopper culture; you can hear the whole Sugar Bear interview/podcast at 4E2W.com.

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teve Bates better known as “Choppa” is a garage builder from the Saginaw section of Texas. An area that has become very rich in the underground chopper scene. In a place where you can pretty much build and ride 12 months out of the year, your bike and what you do around it can keep you sane and at times truly help you find your inner self. Having been a builder for almost 15 years now, Steven once worked on

building fat tire show bikes with his dad and brother back in the day, only to discover one day that his true calling was to cut ‘em up and build them chopper style. With a new calling, Steven took to his garage to build for himself and with friends, his circle had grown from this sharing of knowledge. Going back to the way they did things back in the day garage life was his escape from the modern world. With loud blues blasting and old school handtools taking the place of the more modern-day tools was how Steven would get things done.

And when not chopping things up, the local scene was a welcome spot to just be another builder where he could chill with no stress. I was lucky enough to meet Steven through a mutual friend, Robert Clague, who is quite the builder himself and has been featured in this lovely rag. Rob had first called to tell me about a new show, Boogie East, that would be going down in Daytona this past year. It was being put together by himself & Scott Hoepker of Chemical Candy and would be held over at Annie Oakley’s. Just those two namea alone

Article and Photos By: Mark Velazquez

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told me that this would be a can’t miss event… I wasn’t wrong. When I get to the show the boss here tells me that that I have to check out this sick chop out of Texas and hell yeah shoot it. As I walk toward the bike, not knowing Steven at all, the first thing that popped to me is the tank, sporting the head of John the Baptist on a plate. “WTF, I thought, “was I going to shoot this guy’s bike and then have him toss me in a dumpster? This would be interesting for sure.” And then I meet Steven, who happens to be the coolest laidback Texan I have ever met! Chillin’ in his brimmed hat and just laying low, he let me do my thing. As I spoke to him during the shoot I could understand why he ran with the likes of Scott and Rob, a builder that totally gets it and doesn’t care if you do. Wondering about this bike and the journey to build it? Well, here is the story as told to me. What you see in front of you is a killer 1956 Panhead. A bare bone, ground up build. The engine was rebuilt by East Bay with a displacement of 74cu, stock heads, and S&S Super E carb topped off with a 4 speed RevTech tranny. As for that killer custom exhaust, made by Steven himself is one of my favorites that I have seen. Speaking of fabrications, those handle bars, controls, and gas tank are all works of Bate as well. And the frame, well let’s just say, chopped, chopped, chopped. Now, of course I can’t wrap this story up without talking about this tank. With everything that is cool and so perfect on this bike sometimes you have that one element that brings everything together with meaning. The bike is called Johnny, after our

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good friend John the Baptist. John was not the first choice for this tank of controversy. The paint on this bike was done by Jakes Custom paint which is based out of the Chicago area and a friend of Stevens. The original image was slated to be an afro-punk chick to give it that throwback look but one night Jake and Steven were on the phone going over the paint scheme whe Steven told Jake he found this off the wall killer image of John the Baptist’s head on a platter. After taking a look that was all that was needed and off with his head and on to the bike it went! A true head turner and one of a kind. Stepping out of one’s comfort zone is truly what pulled this bike together. Steven set out to push the mainstream aside. Showing that garage building is truly where it’s at. There are a thousand ways to skin a cat but that can also be said about chopping a bike, however the roots will never change, and we sometimes need people like Steven to remind of just where it all came from. With the good comes the bad so let this be my final thought. After this build Steven loss his Mother in a terrible car

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JOHNNY TECH SHEET Owner: Steven “Choppa” Bates city/state: Saginaw, TX Fabrication By: Steven “Choppa” Bates Year: 1956 Model: Panhead time: 6 Months value: 20 Bucks & Your Mom

ENGINE

Year: 1956 Model: Panhead Builder: East Bay ignition: Displacement: 74” pistons: heads: Stock Carb: S&S Super E cam: Stock Air Cleaner: BCM Exhaust: Choppa Primary: Choppa/RKB

TRANSMISSION

Year: Make: RevTech Shifting: 4 Speed

Frame

year: 196 make: Harley-Davidson rake: Stock Stretch: None

front end

Type: 41mm Builder: Triple trees: extension:

WHEELS

front Wheel: Size: ” front tire: front brake: rear Wheel: Size: 16” rear tire: Firestone rear brake: Cheapo

PAINT

painter: Jake’s Custom Paint Color: White & Weird graphics: Custom molding: Jake’s Custom Paint chroming: Some Guy

ACCESSORIES

Bars: Choppa risers: Choppa Hand Controls: foot controls: Choppa Fuel tank: Choppa oil tank: Choppa/Harley Front Fender: None rear Fender: Cheap-o/ Choppa seat: Choppa Headlight: Cheap-o taillight: Yep speedo: None

Photographer: Mark Velazquez

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accident and 5 days later fell into a divorce which is pretty much coming to its end. He wanted these moments shared because from dark times come better days and since then he has been blessed to be asked to attend the next Michael Lichter show out in Sturgis as well as Fuel Cleveland with a new build. Without the motorcycle world around him and the builds that keep him busy, those days may have led to an unknown path which we just don’t know or care to know. A true example, the bikes define us just as much as we define them.

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Article and Photos By: Scooter Tramp Scotty Photos Courtesy Of: machinegunpreacher.org

he Mid-March air was moderate in the Texas suburb. The little neighborhood road wandered past manicured yards that sat before upper-middle-class houses that lined either side of the street. Sometimes folks worked in yards or walked dogs. In one garage my Electra Glide sat beside an older Volvo. The four-bedroom home’s fenced backyard offered a swimming pool while inside the kitchen, two espresso machines waited beside a refrigerator stuffed to capacity. Near the living room’s cushy furnishings, a big flat screen hung over an electric massage chair. The bedroom’s king size bed offered separate heaters for each side. For over a month, I’d enjoyed the

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unaccustomed luxury of this place. It was a suburban adventure. Although I’d lost track of Toni Girl 20-years ago, we’d recently reconnected. She’s always had uncommon intelligence and, although far from wealthy by using her natural abilities coupled with hard work she’d created this sanctuary singlehandedly. But my bike had been sitting for too long. An extended weekend ride seemed appropriate, and I planned accordingly. The Giddy Up Vintage Chopper Show would begin on Thursday in New Braunfels some 130-miles west, and this seemed as good an excuse as any to move out. That Saturday the Machine Gun Preacher would also hold a poker run in a nearby town. I’d heard of this guy and seen the movie as well. For those unfamiliar with the name San Childers, or “The Machine Gun Preacher” here’s how the film portrays his story: Sam was an outlaw biker/drug dealer/collection agent with violent tendencies who’d spent a lot of time in prison. Upon release from one particular stretch, Sam learned his wife had become a Christian. Eventually, Sam accompanied her to church where he gave himself to Christ. He cleaned up, and things changed. With uncommon earning capacity, Sam built a construction company that enjoyed considerable success. He also built a beautiful house for his family, and eventually a church nearby. On the day of its opening, the preacher failed to show, and Sam was forced to give the sermon himself. In time missionaries, recently returned from Africa, came to speak. Intrigued, Sam decided to see that country himself. Upon arrival, Sam found Southern Sudan in a state of civil war. The Lords Resistant Army (LRA) would often ride through poor villages, shoot everyone, and take young

boys for use as child soldiers. Families sometimes sent their kids to sleep in the woods for safety. The war between Northern and Southern Sudan had left millions of children orphaned, maimed, homeless, starving, and dead. Shocked by these atrocities, Sam built an orphanage in the middle of a war zone. But the LRA burned it. Sam rebuilt, and when they come again, working with the Sudan People’s Liberation Army (SPLA), he fought back. In time, Sam took part in armed missions to rescue children

from the LRA. He got the name Machine Gun Preacher while working in the dirt with a machine gun slung over his shoulder. Sam’s controversial exploits have expanded to now help thousands of children. This controversial yet intriguing character can easily be billed as, God’s violent angel. “Preacher Sunday” would be my real excuse for this excursion. It was late morning as I entered New Braunfels.

This mid-sized town sits in the Texas Hill Country; an area I’d not visited before but is undeniably some of Texas’s most beautiful. The River Road led away from town, and I was soon surrounded by large hills forested in various hues of striking green. Houses became sparse. The River Road Ice House came into view, its lot already filled with motorcycles. The Ice House and one local campground was the location for the majority of this rally. Finally, the campground to which my directions led me appeared and I turned in. The tiny road wrapped along the hillside under cover of heavy trees. Old motorcycles with tents set nearby littered the grounds. These were the unrefined bikers. I put in camp. The next day, at the River Road Ice House, I ran into old buddies from Southern California and Austin Texas, and we spent the day together. In the morning, I rode out to catch the preacher’s gig in nearby Sequin. I pulled into the church parking lot to meet a smaller crowd. Late model bikes and a more refined crew stood bullshitting in small groups. Behind them sat a beautiful truck with long boxtrailer, both offering the same fancy MACHINE GUN PREACHER paintjob. I parked among the other bikes of this mostly Christian charity group and was made to feel welcome straight away. Besides Sam’s trailer, a donated chopper was being raffled. Supposedly, the money would go to Africa. Checking cash in pocket, I found very little. Although seldom used, I have a debit card and would just have to hit an ATM later. With no interest in the chopper, I donated the majority of my cash. Next came the poker ride. With no real interest in that either, I decided to accompany these guys to the half way point then split off, hit an ATM, and return to the church to wait for the February ‘18 - CYCLE SOURCE MAGAZINE 97

sermon. After all, that’s mostly what I’d come for. Bikes lined up, and we headed out. At the ATM, being unfamiliar with use of these cards, I screwed up three times in succession and the machine shut me off. A call to my bank’s central office revealed that the card could not be rebooted till Monday. It was Saturday, I had thirteen bucks, a hundred and thirty miles to travel, and was hungry. Well, if I didn’t eat, the money would probably buy enough gas for the return trip. As we piled into the church for the sermon, two women handed out snacks. Trying to appear inconspicuous, I grabbed extra. Eventually, Sam took the podium. The first thing that became apparent was that this guy’s grammar was horrible. In fact, he tended to speak like some backwoods hillbilly. I found this unpreacherly conduct entertaining. I learned that Sam now lives in Africa but makes forays around the word to raise money for his cause. Interestingly, he bragged about being a bragger. It seems Sam owns quite a few businesses in the U.S., one of which is a motorcycle shop. This, he said, accounts for his nice bike. Also, sponsors like HD and others give him fancy leather jackets, etc. In time he got around to the business of Africa. Using a slide projector, Sam showed how he’d dug almost 30 fresh water wells. His ministry also feeds about 8,000 people a day, and he’s got a 2,000-acre farm with two tractors on Sudan land from which locals work to grow food. Sam said many children live/starve in the streets and engage in the sex trade to sustain themselves. The orphanages take some in then expel them when they turn 15. “And what are they gonna do now?” he went on, “Without no skills, they just fall back into the sex trade. And who’s fault is that? It’s the church’s now ain’t it.” We were then shown slides of a six-story structure he’s building. This place is proposed to offer separate businesses on different floors. Two floors will be a hotel, while a hair and beauty salon, restaurant, and others, will occupy adjacent floors. The idea of this self-supporting business is to allow kids opportunity to learn honest skills that can be used in the real world. And there was more; all of it pretty inspiring. Next, Sam said, “I figure anyone’s askin’ me for money I outta be able to ask him any question I want. So, I’m gonna give this mike out for anyone to ask me anything even if it’s personal.” Interesting proposal. After all, this guy’s a very controversial character. Among other missionaries, his violent methods are sometimes viewed as antiChristianly. I read that one aid worker deemed Sam, “Batshit insane.” Another account calls him a “Douchenozzle.” There are also those who’ve tried to discredit him, yet no one seems to have

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succeeded in producing real proof. It’s all kind of a mystery really. I asked for the mic. “Sam,” I said, “I saw your fancy rig out there. Pretty high dollar set up. Too bad things gotta be like that,” he replied, “But if you don’t, no one will take you seriously.” “True enough,” I conceded, “You know, a couple of years back the four largest organizations raising money for cancer were all busted. NONE of the money went to cancer research. The investigation revealed they all had big houses, fancy cars, vacations to Tahiti, etc. There’s been others too. For many charities, very little money ever sees its intended purpose. In light of all this tell me...why should I trust a rich man like you?” Sam smiled, “Good question. First off, I got my own business, so none of the charitable money goes to me. From my businesses I take $65,000 a year salary an,’ I think that’s a lot. Last year I donated $11,000 of that to the kids. There’s some around here today that comes to Africa to help work with the kids. Maybe ask them. You can research me some more if you want.” Interesting answer. I handed the microphone back. After the sermon, Sam and I spoke for a few minutes outside. He admired my packed up bike, then invited me to another “Africa” rally in Ohio later that summer. But everyone wanted the preacher’s attention, and he soon turned to them. While hanging with some of the other guys I met the man who’d donated that raffle chopper and asked if he thought Sam legit. He said, “I think so, but if not that’s on him. I legitimately donated this chopper to feed hungry kids. I think that’s all God would ask.” I liked his attitude. I then got to talking with a tall, 70-yearold, lifelong motorcycle enthusiast who still spends several months of every year riding the country. While talking, I mentioned my earlier escapade with the ATM. The guy pulled $100 from his pocket and handed it to me. I assured him I had enough to get home, but he insisted. The man said he never donates money to overseas causes and prefers to help those nearby. I thanked him, then stashed the bill in my pocket. After dinner at a local restaurant, I began the long ride back. As the old Harley’s beat its rhythm against the lonely pavement I couldn’t help but reflect on recent events. The time and impact of the words from those involved here left me much to think on. I’d heard it said that what you give will always come back to you three times over. Well, that’s exactly what just happened. Although I’ve no interest in religion, truth is truth, and so I had much to ponder.

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Visit lichterphoto. com and tell us what you think! --Michael Lichter

Hey, I reached out to some brothers about 2018 and which way to turn. What the hell do we do, correct, fight or walk away from? This would be a good topic for Tony Sanfelipo. I feel like the message needs to be Facebook simple and direct. I listen and read a lot. We are going in lots of directions as you will see portrayed in the news from time to time. I suppose we need to find a way and find a message that will cause young and old to spring to life and fight for Freedom once more. Let’s hit the news. An All-New Michael Lichter - Photography website dedicated to custom motorcycles and the biker culture is now available-- After more than 20 years on-line, this is our first total website redesign. There are 100s of bike features and loads of events including lots of new content from the past few years. New features include a search function, the ability to buy prints on-line (just in time for Christmas!), a “lightbox” to store images you like and plenty of ways to share photos. New (and old) content is being added every week, so keep checking back as well.

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Harley-Davidson Has A New ProblemIt’s bad enough that Harley-Davidson is in the midst of a two-year slide in U.S. motorcycle sales, but it may have a new headache to contend with. Indiabased motorcycle maker Royal Enfield is introducing a new big motorcycle to the Indian market, a move that could lead to Harley-Davidson losing its dominance overseas. It could also create headaches here

at home. It’s possible you’ve never heard of Royal Enfield, or associated it only with the famed rifle of the British army, but it is today the world’s

largest motorcycle manufacturer located in the world’s biggest motorcycle market. It has a largely negligible presence in the U.S., and its bikes typically have small engines compared to the big bore bikes Harley produces, but it was founded in 1901, giving it a lineage older than Harley-Davidson (and as old as Indian Motorcycle), and now it looks like it wants to take on HarleyDavidson wherever it does business. Earlier this month, Royal Enfield introduced in India its first big twinengine motorcycle -- two of them,

actually -- the Interceptor INT 650 and the Continental GT 650, bikes that will compete head-to-head with Harley’s Street 750. Right now, India only accounts for around 2% of Harley-Davidson’s total sales, but it owns 60% of the big bike market there and a local player with a vastly larger distribution network could create problems. Royal Enfield is owned by Indian car manufacturer Eicher Motors and completely owns the mid-size 250 cc to 750 cc bike market with a 95% share. In fiscal 2017, which ended last March, it sold some 666,000 motorcycles, but wants to produce some 950,000 next year. To put that in context, HarleyDavidson sold 260,000 bikes last year and is expected to sell at most 250,000 units worldwide this year. In fact, Royal Enfield’s sales are equivalent to the global sales of Harley-Davidson, KTM, BMW, Triumph, and Ducati -- combined. According to reports, the new Enfield motorcycles will be priced at around 300,000 rupees (about $4,600) versus the 500,000 rupees a Street 750 goes for. While that alone would make it a competitive alternative, Enfield has about 700 dealerships in India whereas Harley has just 30, meaning it would take very few Enfield sales at each of the dealerships to outstrip Harley sales. Soon, Royal Enfield may also make a play for the U.S. market. The dealer situation here is the reverse, with Harley-Davidson having around 700 dealerships and Enfield having just a few dozen in the U.S. and Canada. That said, Enfield’s bikes could strike a chord with the emerging domestic motorcycle buyer. It’s a well-publicized fact HarleyDavidson’s core customer has become something of a dying breed. The middle-aged male just isn’t buying the same number of bikes as he used to. Instead, young, urban riders, many of whom are women, are the key demographic to motorcycle growth. Although the Street 750 (and the 500) are targeted toward this new

rider, Enfield’s strength here is in the 500cc bike and at an attractive price point. Now it is introducing its new Himalayan 410cc bike aimed at those who want to ride trails and dirt tracks. When arguing recently that Harley-Davidson should make the bold move of acquiring ATK Motorcycles, the only U.S. manufacturer of dirt bikes, I noted that it’s from this market where young riders get their first taste of motorcycling and it is they who will eventually be upgrading to the street bikes Harley sells. Harley-Davidson has said it wants to cultivate young riders, and it wants to bring 2 million new riders to the Harley brand, but now with Royal Enfield entering the market, it seems to make it more imperative that the iconic bike maker move soon. The U.S. heavyweight motorcycle market has been declining for several years now. As the industry leader, Harley-Davidson has felt the impact most. With the Indian market set to explode even further over the next few years, Harley may have a committed competitor in more places than just at home. --www.msn.com I don’t agree with this report at all. Harley-Davidson doesn’t have a problem, all Americans do. We need help from the economy. And we need our government to support Freedom and happiness over control through safety and climate initiatives. But what the hell do I know?-Bandit A ride celebrating the power, freedom and unity of American women on the The Suffragettes Centennial Motorcycle Ride 2020 – A femalecentric multi-route cross-country motorcycle ride. The primary routes depart from the West Coast and arrive in Washington, D.C. approximately three weeks later. Major cities across the country will be announced as starting points for rides that will join

into a single large group as they roll towards Washington, D.C. The ride will benefit several charities that service female interests across the US, and will be broadly shared via social media and editorial coverage. Riders will have the option of registering for a nearly all-inclusive three-week tour, with other options for shorter rides. Each ride will feature unique points of interest, historic locations and will wrap itself in the majestic scenery of the United States. SCMR2020 is being announced early to inspire women to brush up on riding skills, learn how to ride and to set a goal to join what will surely be an legendary group making a powerful statement. The event is being managed by Alisa Clickenger of Women’s Motorcycle Tours in partnership with Robert Pandya of SpokesPeople LLC. “I have been hosting rides and events for women for many years after discovering the freedom and sisterhood of riding, and I am humbled and inspired by the Suffragettes,” says Clickenger. “Two summers ago I produced the Sisters’ Centennial Motorcycle Ride to celebrate the bold American attitude and confidence of the legendary Van Buren Sisters ride in 1916. The Suffragettes Centennial Motorcycle Ride is intended to honor and increase the appreciation for

how far women have come, and how far we will go.” “I have been involved in women’s riding initiatives for my entire professional career,” says Pandya. “SCMR2020 is going to be a great and meaningful event, and will arrive in Washington, D.C. with the strength and power that only a women’s ride can deliver. I know that this ride will be transformational for every participant and I know it will inspire women for generations to come.” Registration will start in 2018. Interested organizations and companies can connect with the SCMR2020 team at Info@CentennialRide.com and www.centennialride.com “This is an exciting and epic idea! It’s going to have a lot of moving pieces,” says Clickenger. “I know that our team will deliver a unique and historical ride that will ignite women across the country. I am so excited to once again ride with mothers, daughters and sisters who share the vision and who choose to live an inspired life!” -Robert Pandya Motorsport Aftermarket Group MAG Group Restructuring-- Motorsport Aftermarket Group (“Company” or “MAG”), a leading independent manufacturer and distributor of branded aftermarket products and online retailer for the powersports industry, today announced it is implementing a comprehensive, consensual recapitalization to eliminate approximately $300 million in debt through a debt for equity exchange supported by in excess of 90 percent of the principal amount of the Company’s prepetition first lien secured lenders, and its assetbacked lenders. “Through this process, which we

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have been working very hard on with our key lenders to accomplish over the past month, we will de-lever our balance sheet allowing us to more effectively compete in today’s evolving powersports market. MAG’s businesses will continue to operate unaffected and the Company has sufficient liquidity to fund operations. “Customer service and sales will continue, employees will receive wages and benefits as before, and vendors and suppliers will be paid in the ordinary course of business going forward,” said CEO Andrew Graves. To implement the recapitalization, the Company and certain of its affiliates have filed voluntary petitions for relief under Chapter 11 of the United States Bankruptcy Code in the District of Delaware. The Company expects to move through the process quickly, and emerge in the first quarter 2018 as a stronger, better capitalized and competitive company. To support operations through this process, MAG has secured up to $135 million in debtor-in-possession (DIP) financing from certain of its current secured lenders. “The U.S. Powersports market has been in persistent decline for the past few years. In response, MAG has been working diligently to adjust to the changing landscape and has implemented many initiatives to parallel today’s market. Unfortunately, the Company’s long-term debt continues to be an impediment to success,” added Graves. “As such, we believe that by availing the Company to the chapter 11 process, MAG has chosen the most efficient and expeditious way to right-size our balance sheet for the long term so that we remain an industry leader for many years to come. We and our key creditors are committed to what will hopefully be a short bankruptcy case.” Monomoy Capital Partners, BlueMountain Capital and Contrarian Partners will lead the new owners group, and have deep experience in consumer products and lifestyle companies including distribution, retail and manufacturing. “We are encouraged to have access to the resources the new owners bring, by their passion for the powersports industry, and for their shared vision for MAG’s future. Looking forward, MAG will be able to more aggressively capitalize on market and growth

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opportunities given our strong balance sheet post recapitalization,” said Graves. Motorcycle Riders Foundation Announces Recipients - Legislator of the Year Awards- Congressman Tim Walberg (Michigan) and Senator Ron Johnson (Wisconsin) will be awarded the 2017 Motorcycle Legislator of the Year Award, it was announced this month by the Motorcycle Riders Foundation. Since the organization’s inception in 1984, the Legislator of the Year Award annually recognizes lawmakers for their commitment to advancing policies that support motorcycle riders across the nation.

The announcement came after careful consideration from the Board of Directors for the Motorcycle Riders Foundation at their annual conference. Congressman Walberg, who represents Michigan’s 7th District, was one of the leading sponsors of a proposed resolution addressing the profiling of motorcyclists (H.Res.318) introduced in May. If passed, the legislation would increase public awareness on the issue, as well as encourage state law enforcement officials to include statements condemning motorcycle profiling in written policies and training materials. Congressman Walberg was also supportive in other motorcyclerelated legislation, supporting the RPM Act and leading the charge in addressing concerns over the lack of motorcycle representation on the reestablished Motorcycle Advisory Council. Walberg himself is an avid motorcyclist and co-chair of the House Motorcycle Caucus. “Tim has always been a great friend to the motorcycle community, said Vince Consiglio, Executive Director of ABATE of Michigan and member of the Motorcycle Riders Foundation, “We know we can count on him to make sure our voice is heard in the halls of Congress.” Also honored as Legislator of the Year in the Senate, is Wisconsin’s Ron Johnson. Senator Johnson was

the lead Republican in sponsoring the Senate companion to the profiling resolution, working across the aisle with Senator Jeanne Shaheen from New Hampshire. He continues to support the riders in his state through working to ensure motorcyclists’ perspective on automated vehicles policies and EPA emissions issues related to racing. “We continue to be impressed with Senator Johnson’s commitment to riders in his state and across America,” said Kirk ‘Hardtail’ Willard, Chairman of the Board for the Motorcycle Riders Foundation as well as an active leader for ABATE of Wisconsin. “We can think of no better recipient of this award than Senator Johnson,” he concluded. His efforts related to the anti-profiling measure help reinforce the First and Fourth Amendments as cornerstones of the Bill of Rights.” With a network of more than 250,000 motorcycle riders and supporters nationwide, the Motorcycle Riders Foundation is the nation’s premier motorcycle rights organization. They provide leadership at the federal level for states’ motorcyclists’ rights organizations as well as motorcycle clubs and individual riders and are dedicated to serving as a national advocate for the advancement of motorcycling and its associated lifestyle. Both Senator Johnson and Representative Walberg will be presented with a personalized leather riding vest with their names inscribed at an upcoming event in May. Royal Enfield Finally Steps Up To Build A Twin -These two new Enfield bikes are made to the highest specifications applicable in USA, Europe and Asia Pacific. They meet all the safety and quality standards matching the best anywhere on Earth. They meet the strictest emission rules. And the twin engine is ready to rock the highways and give you classic stride on your daily commute in the city. Royal Enfield Interceptor is a 650cc parallel twin engine redesigned from the original 1960s Interceptor brand of Enfield. It is THE California Cool of motorcycles. Bright colors add to the summer of 69 memories of freedom, pleasure, beauty and rebellion. The Cafe Racer culture was revived by Enfield with the Continental GT and now with the 650cc dual tone Continental GT you have a cafe racer

THE CYCLE SOURCE WORLD REPORT - POWERED BY BIKERNET.COM

to tour all the cafes in your state and across borders. Really remarkable bikes and a huge step or rather a gigantic leap forward by Enfield Motorcycles. A Company making motorcycles since before Indian Motorcycles or HarleyDavidson motorcycles ever hit the road. The chassis and engine are the same for Interceptor 650 and Continental 650. They weigh within 200 KGs. Lot of accessories tested and available. These bikes will launch first in Europe and then rollout globally. Expected date to hit the market is April 2018. The engine is oil and air cooled. Real fun bikes for everyday folks for everyday riding. Not huge bulky hogs and not speed demons. Just a motorcycle for the gentleman who takes pride in class and comfort. -Ujjwal Dey, Bikernet Trikes

ABATE of Wisconsin - Continues to demonstrate why it is successful in achieving many of its goals. Since its inception in 1974, ABATE of Wisconsin has always taken a proactive stance on matters affecting its membership and other motorcyclists in the state. Whether fighting for the right to choose on matters concerning personal safety, or pursuing legislative relief from laws that were detrimental or inequitable, ABATE has always taken the high ground to achieve victory. In the ‘70s, it was repeal of the mandatory helmet law. In the ‘80s, ABATE challenged motorcycle confiscation problems. In the ‘90s, it was successful in overturning a Supreme Court ruling that punished injured riders for not wearing a helmet, even though there was no mandate for adult riders over 21 with a valid M endorsement. Recently, right of way violations against motorcyclists were on the rise and ABATE sought a just remedy through a comprehensive motorcycle bill, Act 466, that included sanctions and an education element for motorists who violated a rider’s right of way. Through a quirk in legislative drafting of bills, many right of way violations were defined as something else, even though in essence they were still right of way violations. That loop-hole allowed many violators to escape from the sanctions imposed by Act 466. ABATE has been working to rectify that problem since 2006, without success. Even though both houses of the state legislature supported what ABATE was proposing, the bills continued to stall legislative session after legislative session. Tired of wasting time and political

capital through several consecutive sessions, ABATE took a bold step forward, reminiscent of huge protest rallies that brought 50,000 bikers to Madison, Wisconsin in 1977. On October 12, over 100 ABATE members rode to the state Capitol to remind legislators that they did not appreciate lip service without legislative action. The defiance seemed to awaken in lawmakers the knowledge that ABATE wielded considerable clout and had been effectively working with the state to reduce injuries, alcohol related crashes, and unlicensed riders. Very soon after ABATE’s storm had ceased, the Assembly voted to pass the new legislation expanding the definition of a right of way violation. The Senate still has to take up a vote, but ABATE received word that it was going to do just that before the sessions ends. - Tony “Pan” Sanfelipo, Hupy and Abraham Investigator The Bikernet Motorcycle World Bank Quarterly Report- Indian Motorcycle unit retail sales up +16 percent in Q3. Polaris Industries Inc. has reported third quarter 2017 sales of $1,478.7 million, up +25 percent from $1,185.1 million for the third quarter of 2016. Adjusted sales, which excludes the impact from Victory Motorcycles net sales for the third quarter of 2017, were $1,480.3 million for the 2017 third quarter, up +25 percent. Scott Wine, Chairman and Chief Executive Officer of Polaris Industries, said: “Our emphatic return to profitable growth in the third quarter was a testament to the power of the Polaris brand, the strength of our dealer network and the competitive drive of the Polaris team. During the quarter, strong retail growth in both North America and nearly all of our international markets drove record sales and highlighted our ongoing product innovation, improving product quality and sharpened execution. “We delivered North American unit retail sales growth of +13 percent and overall company sales growth of +25 percent, about half of which was organic, while lowering North American dealer inventory seven percent year-over-year. Results were strong throughout our portfolio, led by Indian Motorcycles’ exceptional performance as they accelerated share gains and outpaced a declining North American motorcycle market, while also delivering strong growth in Europe, Australia and Asia. “I am particularly proud of the improved performance from our Off-Road Vehicle business, which

was fueled by a well-planned and executed factory authorized clearance sale and the strong reception of our model year 2018 introductions. Encouragingly, RZR retail sales were especially strong in the quarter, and we had our best ATV retail quarter in two years. “Most importantly, strong total company sales growth translated to bottom-line improvement. Despite higher than expected costs for warranty and re-work and complications from Hurricanes Harvey and Irma, we delivered significant operating profit growth and earnings per share expansion for the quarter,” said Wine. Motorcycle segment sales, including PG&A, totaled $155.1 million, a decrease of -14 percent compared to $181.2 million reported in the third quarter of 2016, which included $39.4 million of Victory Motorcycle whole-good, accessory and apparel sales. Indian motorcycle whole-good sales increased in the low twenty percent range in the third quarter driven by new product introductions and improving brand awareness. This increase somewhat offset lower Slingshot sales. Gross profit for the third quarter of 2017 was $10.4 million compared to $20.3 million in the third quarter of 2016. Adjusted for the Victory Motorcycles winddown costs of $7.6 million, motorcycle gross profit was $17.9 million, down from the third quarter last year due primarily to lower Slingshot volume. Gross profit increased 40 percent to $364.0 million for the third quarter of 2017 from $260.8 million in the third quarter of 2016. Life is amazing and crazy. Don’t forget to join and support the motorcycle rights group of your choice and if you need a news fix more often slip over to Bikernet.com. Ride Free Forever, --Bandit

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DEATH OF RELIGION AND THE LEAVES OF CHANGE

he world is louder and crisper as the temperature starts to drop and the wind has no barrier to slow it down. Riding doesn’t come as frequently when you have to strategically plot the optimum layer combination that will still fit under your leather. Eventually, you just throw on the Carharts and a pair of welding gloves and go for broke. No bad days. While the fallen leaves have pretty much vacated the side of the roads to the point, they won’t cause much of a riding nuisance my backyard is riddled with a nice thin blanket of tree rot, and it annoys me to no end. I hate leaves, they hide the dog shit, and metaphorically speaking this world has too many leaves. It seems to me that there is less of an emphasis on the goal and more on the perceived process. Everyone wants to be a rockstar and no one wants to do the work. The sheep fall prey to a delusion of grandeur and fail to look past their new plastic idol’s bullshit persona. It’s a popularity contest, and the biggest pile of crap catches the most leaves. Now, my problem is that I’m stuck in a god damn excavator talking to myself for the better part of the day. After I get home and the kids are passed out, I bury my head in an art project or a piece of my bike; I spend the entire day stuck in my own head. The result, stupid analogies about dog poop and maple leaves. I f I did drugs,

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it may all be just that much more romantic. I hate images and most of all I despise the idiots that fall for them. For me, Motorcycles and art go hand and hand. The chaos and the beauty of both are inviting, ritualistic and healing. I want to be in my own head laying paint or carving roads. I don’t want life to interrupt that process, and the destination or the finished piece of art is the final product. It doesn’t matter how I got there; it doesn’t matter how anyone gets there. Let what you have done stand for what you are capable of. No one cares about the struggle until you’ve succeeded and the only thing the world loves more then a rising star is a falling one. The art of being selfish is a dying enigma lost to the politically abiding mutated socialites pandering to the mass appeal of a Stepford wife ideology. Selfishness is the great motivator, you succeed only to satisfy what burns deep inside you, and you’re only able to go as far as it drives you. When you pander to the masses, you tarnish your own vision to obtain tainted merit. Nobody knows what the f#@k you want, they golf clap your existence away because they don’t want to be rude and the dick next to them just follows along because the food chain thrives on mouth breathers, the chain reaction of socialization distributes false accolades until the smiles are spread like Ritalin in an elementary school. The masses grade on a curve, they always have. Selfishness and originality go hand in hand like beer and pretzels. You don’t have one without the other being in the mix. And quite possibly breaking away from the norm and creating something that is hated shows that you’re actually doing something right for a change. Go in a thousand percent with your fist to the pavement and show the world how much of a f#@k you don’t give, but actually mean it.

Builds are beginning to clone themselves with art and culture a close second. Shit’s getting too safe and vanilla. People are too afraid to put their feelings in front of everyone else’s and that shits getting stale. Long live the assholes that say fuck all and bury themselves in the build completely losing touch with reality only to emerge pale skinned, emaciated, teeth stained of cigarettes and coffee completely batshit crazed over what they just conquered. Fallow the vision and screw the etiquette. We are all going down one way or the other it might as well be on our own terms, by our own actions. Stop being polite, start being honest, bring back the edge, because the world only falls in love with assholes. There’s are a hundred and one people doing it the right way, the safe way, the popular way, someone has to go against the mold, fallow their own path because without them, nothing will ever change and the leaves will blow endlessly.

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Newest Addition To The iconic S&S® Teardrop Air Cleaner line

Created in 1975, the S&S Teardrop Air Cleaner has long been the iconic shape of v-twin performance. Adding to that legacy, the new Mini Teardrop is a compact version designed around the S&S Stealth high flow air cleaner system for a simple install and, in most applications, emissions compliant as well. A natural for the HD® Sportster® and Street®, but looks and performs great on Dyna®, Softail®, and touring models as well. Available in chrome or gloss black as a full air cleaner kit or a retrofit cover for existing Stealth air cleaners. Available direct from S&S or through your favorite distributor. Visit sscycle.com/mini-teardrop for more information.

H8, H9, H11 & H16 LED Headlight Bulbs

LED FOR YOUR SLED! Headwinds, the leader in custom headlights, introduces their all-in-one, hi-output LED bulbs for dual bulb headlamps on Road King (‘14-on), Street Glide (‘14-on), Street Glide Screaming Eagle & CVO (’12-on), V-Rod & Muscle and later Police Models. These powerful energy efficient bulbs produce whiter & brighter light than halogen, a 6,500° K color temperature and 4,000 Lumens. You may never have to replace another bulb with these solid-state LEDs that withstand shock & vibration! Now sold in pairs and easy-to-install, just plug and play! Contact Headwinds @ 626-359-8044 or sales@ headwinds.com. Website www.headwinds.com.

Build Your Own Custom Pipe Kits

Paughco recently introduced a “Build Your Own Pipe” program that not only allows you to do-your-own-thing, but is also a real problem solver. These comprehensive kits include all the pieces required to custom fabricate your own 1 ¾ inch exhaust system. Paughco engineers gathered a combination of bends, straight pieces and flanges for most all popular models that provide the basics while leaving the end result to your imagination. Available for Iron Sportsters, Pans, Shovelhead and STD heads, EVO Big Twin, late Sportsters and TC machines, these unique kits retail for just $254.95 and are available by calling Paughco direct at 775-247-5738 or catch them on line at www.paughco.com

Cutthroat Leather Jacket

JIMS® Milwaukee Eight® Wrist Pin Remover Adaptor

The Milwaukee Eight® uses different wrist pins compared to other Harley-Davidson® engines. The JIMS® Wrist Pin Remover Adaptor (Part No. 5805) assists the technician in easily and quickly removing the wrist pins in these new engines. We were able to save toolbox space and make it at the low cost of $69.95 (MSRP) by making it compatible with our existing wrist pin tool No.1276. For more information please call us at (805) 482-6913, email us at sales@jimsusa.com, or visit www.jimsusa.com.

Andrews ‘bolt-in’ M450 cam

Combining top-grain leather with cool styling, the Cutthroat leather jacket from Black Brand is sure to be your first choice for a new jacket this season. They feature YKK® zippers, rolled collar, functional vents and a snap-out quilted liner. Also included is a six-year warranty against manufacturer’s defects. A great alternative to what everyone else is wearing, they make their own vintage statement. The purchase of the Cutthroat also benefits injured returning vets thanks to Black Brand’s partnership with Homes for Our Troops. Available in men’s sizes M to 3XL, the Cutthroat Leather Jacket retails for $300.00 and can be ordered through your local Tucker Rocky | Biker’s Choice dealer.

The Andrews ‘bolt-in’ M450 cam is perfect for 107” engines and for riders looking to add excellent low end touring power. Our testing has shown 14% increases in power with stock air cleaner and pipes and little if any tuning required. Please visit, www.andrewsproducts.com or call 847-669-0190 for more info.

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APEX Foot Levers for Sportster & Dyna

You Sporty and Dyna guys just hit the jackpot if you’re looking to replace your stock levers. PM took their successful APEX family design ques and engineered a set of foot levers to replace the OEM ones for a nice custom touch down below. Choose between three standard finishes of Quality Chrome™, Contrast Cut™ and Black Ops™. The APEX design family consists of a handful of custom, bolt-on parts to help bring a consistent aesthetic theme to your machine. This design was inspired by the old Hot Rod tradition of lightening parts by drilling holes for top speed results – but in this case we modernized that theory to a slotted series of holes within a bevel in-cut. Engineered based on PM’s popular APEX design; Direct replacement and quick install; Tacky pedal rubber for positive connection between rider and machine; Available in Quality Chrome™, Contrast Cut™ and Black Ops™; Fits 2006-2017 FXD and 20042017 XL. visit www.performancemachine.com.

DRAG SPECIALTIES CAM CHAIN TENSIONER

Upgrade to better performing product with a Drag Specialties Cam Chain Tensioner. This tensioner replaces stock replacement hydraulic cam chain tensioners, providing consistent and steady tension for higher performance. Sold as a primary/secondary 2-piece set for 07-17 Twin Cam and 06 Dyna models, the suggested retail price is $74.95. www.dragspecialties.com/products/?productId=467972 or contact your local Drag Specialties dealer.

DRAG SPECIALTIES FRONT FENDER FOR DYNA WIDE GLIDE

PYTHON 3 ½” SLASH-CUT SLIP-ON MUFFLERS

Make it your own with a raw stamped steel front fender. This fender is predrilled and mounts with OEM hardware. Available for 06-17 FXDWG models, replacing OEM number 60141-06. The suggested retail price is $79.95. www.dragspecialties.com/ products/?productId=428325 or contact your local Drag Specialties dealer.

Add Python Performance to your Bagger with 3 ½” Slash-Cut Slip-On Mufflers. These mufflers produce outstanding performance gains with their high-velocity shielded cores that offer extra protection from heat discoloration, and feature removable baffles for convenience. The ends are slash-cut for a great appearance, and have the Python logo on top of each muffler. Sold in pairs, these mufflers include instructions and all mounting hardware for 17-18 FLHT, FLHX, FLHR, FLTRX and FLTRU models. The suggested retail price is $374.95. Visit pythonperformance.com or contact your local Drag Specialties dealer

Drag Specialties Seats PREDATOR SEATS FOR XL

Experience a ride like never before with Predator Seats from Drag Specialties Seats. Seats feature a custom-molded polyurethane foam interior over a 3/16” ABS thermoformed seat base for a perfect fit. Wrapped in high-quality automotive-grade vinyl for long-lasting durability, seats have rubber bumpers and a fully carpeted bottom protects your ride’s paint from wear and tear. Made in the USA, these seats include all mounting hardware to be fitted to 82-18 XL models. The suggested retail price range is $221.95$223.95. For more information, go to http://seats.dragspecialties.com/ or contact your local Drag Specialties dealer.

Twin Slash Staggered Black Designed for the game-changing Yamaha Bolt, Vance & Hines introduces its Twin Slash Staggered 2-into-2 Power Chamber exhaust system. Inspired by the Bolt’s “old school style meets modern performance”, Twin Slash Staggered takes the classic looks of long and low drag style pipes with wraparound headers, and applies the modern features of full coverage heat shields for a durable matte black finish and the Power Chamber hidden crossover for more responsive performance. Delivering an aggressive and throaty exhaust note for the Bolt’s 950 cc v-twin, the versatile oversized mufflers of Twin Slash Staggered can also be refitted with optional competition baffles. Available for both the standard Bolt and Bolt R-spec models, Twin Slash Staggered is the first upgrade to launch any Bolt customization project. MSRP $599. 95 Visit www.vanceandhines.com for more information.

DRAG SPECIALTIES SIDE HINGE IGNITION SWITCH & SADDLEBAG LOCK KIT

Protect your investment with a Side Hinge Ignition Switch and Saddlebag Lock Kit from Drag Specialties. This kit provides a convenient way to lock your saddlebags with the same key that is used for your ignition switch. Kit includes two chrome saddlebag locks and one chromed side hinge ignition switch that are identically keyed. Available from 94-13 FLHR models with hard saddlebags, the suggested retail price is $69.95. www. dragspecialties.com/products/?productId=467971 or contact your local Drag Specialties dealer

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Badlands ILL-IND-01 for Indian Big Twin models

With our Badlands ILL-IND-01 for Indian Big Twin models and our ILL-IND-S rear, run, brake and turn signal modules, our brand new ILL-IND-FR front running light module is 100% Plug-n-Play using OEM connectors and works with any LED, even stock! Installs in minutes and adds the running light feature to front turn signals. Added visibility means added safety along with the custom look everyone is looking for. The leader in lighting modules since 1990! NAMZ/Badlands products are available through Drag Specialties, Parts Unlimited, Tucker Rocky, Mid USA, J&P Cycles, V-Twin, Parts Canada, Motovan, Les Importations Thibault, Parts Europe, Custom Chrome Europe, Motorcycle Storehouse, W&W, Zodiac, Rollies Speed Shop, Wildrider International Pty Ltd or directly from our website at www.namzccp.com. NAMZ provides the best selection and support for OEM & dealers all over the world. or give us a call at 1-877-277-NAMZ

NEW 116-CUBIC-INCH STAGE 3 BIG BORE KIT

With the Indian 116-Cubic-Inch Stage 3 Big Bore Kit, riders will experience 15 percent increase of torque and a 20 percent increase in horsepower when compared to the stock Thunder Stoke 111. Priced in the U.S. at $1,999 plus installation, the new 116 Stage 3 Performance Kit will be available for order from dealers in December. The 116-CubicInch Stage 3 Big Bore Kit joins Indian’s lineup of performance upgrade kits. Indian’s Stage 1 Performance Air Cleaner and Thunder Stroke High Flow Air Cleaner creates more power and improves acceleration with added air flow, while the Stage 1 Slip-On Exhaust Kit delivers a deep throaty exhaust sound in an all-in-one kit for a powerful tone. Additionally, the Stage 2 Performance Cams enhances throttle response and increases greater power across the powerband. For more information about Indian Motorcycle and its complete line of accessories, visit IndianMotorcycle.com

namz wire rack

We spend a lot of time in the shop testing and perfecting our parts, and sometimes it’s only fitting to come up with a better way to deliver what we sell. To finally find a wire rack to hang our spools was no exception. Customers have been asking for years now and we have an inexpensive, space saving option coming your way! Available now, these compact metal racks are gray in color, can sit on a bench or hang from a wall, hold (12) 100-foot spools on each rack, (2) racks per box. (24) colors used on ALL 1996 through 2013 bagger or non-bagger motorcycle. Order yours today! Visit our website at www. namzccp.com or give us a call at 1-877-277-NAMZ for more information.

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OFFICIAL POWDERCOATER OF FLAT BROKE CHOPS & RODS

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ADVERTISERS INDEX AMCA ............................................39 5 Ball Racing Leather................. 109 Bare Bones Leather.......................39 Battery Outlet..............................111 BikerNet.com..................................52 Bikers Choice..............................2,68 Billet Proof Designs........................79 Kiwi Indian....................................37 Cycle Source Gear.........................85 DEI..................................................65 Dennis Kirk....................................9 DK Custom Products....................111 Dirty Bird Concepts.......................79 Daytona Bike Week........................17 Drag Specialties............................15 Dutchman....................................111 Faith Forgotten Choppers.............81 Feuling..........................................111 Fox Creek Leather..........................65 GEICO............................................27 Grease & Gears Garage.................95 Harbor Freight...............................49 Hardtail Choppers........................110 Harley-Davidson............................34 Hijinx Apparel..............................110 Hot Leathers.................................105 Hydroclutch..................................110 I Draw Flies...................................109 Indian Larry Motorcycles................4 Inferno Art...................................110 International Motorcycle Shows....75 J&P Cycles.....................................63 Kearney Rides................................56 Kiwi Indian....................................29 LC Fabrications............................109 Led Sled Customs...........................69 Lutz Leather.................................110 Lucas Oil .......................................21 Metzeler..........................................33 Nash ........................................... 112 National Motorcycle Museum......110 New Air-A Vape Shop...................110 Pandemonium................................67 Paughco.....................................37,57 Progressive Insurance.....................3 Russ Brown...................................45 S&S Cycle.....................................116 Sick Boy Motorycles.......................34 SpeedKing.....................................53 Sporty Parts.................................111 Steel City H-D..............................115 Tech Cycles....................................29 Three Two Choppers.......................47 Tropical Tattoo.............................113 Twisted Choppers............................5

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February ‘18 - CYCLE SOURCE MAGAZINE

February ‘18 - CYCLE SOURCE MAGAZINE 113

He replied in disgust, “I’d rather be savagely raped by brazen whores than let liquor touch my lips.” The cowboy then handed his drink back to the attendant and said, “Me too. I didn’t know we had a choice.”

Pat

limited memory and cannot learn new applications quickly. You might consider buying additional software to improve memory and performance. We recommend! Food 3.0 and HotLingerie 7.7. Good Luck, Tech Support

Rabbi Bernstein was in a terrible accident, and his “manhood” was mangled and torn from his body. His doctor assured him that modern medicine could give him back his manhood, but that his insurance wouldn’t cover the procedure, since it was considered cosmetic surgery. The doctor said that the cost would be $3500 for “small,” $6500 for “medium,” and $14,000 for “large.” Rabbi Bernstein was sure that his wife and he would want at the least, a medium ..and perhaps even a large. But the doctor urged him to talk it over with his wife before he made any decision. The rabbi called his wife on the phone and explained their options. The doctor came back into the room, and found the rabbi slouched over in the chair looking quite dejected. “Well, what have the two of you decided?” asked the doctor. Rabbi Bernstein answered, “She’d rather remodel the kitchen.”

Nick

Steve

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

Dear Tech Support, Last year I upgraded from Boyfriend 5.0 to Husband 1.0 and noticed a distinct slow down in overall system performance -- particularly in the flower and jewelry applications, which operated flawlessly under Boyfriend 5.0. In addition, Husband 1.0 uninstalled many other valuable programs, such as Romance 9.5 and Personal Attention 6.5 and then installed undesirable programs such as NFL 5.0, NBA 3.0, and Golf Clubs 4.1. Conversation 8.0 no longer runs, and Housecleaning 2.6 simply crashes the system. I’ve tried running Nagging 5.3 to fix these problems, but to no avail. What can I do? Signed, Desperate - Dear Desperate, First keep in mind, Boyfriend 5.0 is an Entertainment Package, while Husband 1.0 is an Operating System. Please enter the command “! http: I Thought You Loved Me.html” and try to download Tears 6.2 and don’t forget to install the Guilt 3.0 update. If that application works as designed, Husband 1.0 should then automatically run the applications Jewelry 2.0 and Flowers 3.5. But remember,overuse of the above application can cause Husband 1.0 to default to Grumpy Silence 2.5, Happy Hour 7.0 or Beer 6.1. Beer 6.1 is a very bad program that will download the Snoring Loudly Beta. Whatever you do, DO NOT install Mother-in-law 1.0 (it runs a virus in the background that will eventually seize control of all your system resources). Also, do not attempt to reinstall the Boyfriend 5.0 program. These are unsupported applications and will crash Husband 1.0. In summary, Husband 1.0 is a great program, but it does have 114 February ‘18

- CYCLE SOURCE MAGAZINE

Santa

went down the Chimney and started putting presents under the tree. He went to leave and noticed the most beautiful red headed women laying there in her naughty nighty. She said “Santa, do you wanna stay and play, He said HO, HO, HO, Gotta go, Gotta Go, gotta deliver presents to the kids. Ho, HO. So he went to leave again and she said once more, “Santa don’t you want to stay and play?” as she took off her nighty and was laying there in a sexy G-string, He said HO, HO, HO, Gotta go, Gotta Go, gotta deliver presents to the kids, dont you know! So he went to leave one last time and the women said again, “Santa stay and play” and when he turned around she was laying there completely naked, The most beautiful thing in the world spread eagle. He said “Hey, hey, hey, gotta stay, can’t go up the chimney with my pecker this way!

Mikey A

minister was seated next to a cowboy on a flight to Texas. After the plane was airborne, drink orders were taken. The cowboy asked for a whiskey and soda, which was brought and placed before him. The flight attendant then asked the minister if he would like a drink.

We’ve all heard about people having

guts or balls. But do you really know the difference between them? In an effort to keep you informed, the definition for each is listed below. GUTS - is arriving home late after a night out with the guys, being met by your wife with a broom, and having the guts to ask: “Are you still cleaning, or are you flying somewhere?” BALLS - is coming home late after a night out with the guys, smelling of perfume and beer, lipstick on your collar, slapping your wife on the butt and having the balls to say: “You’re next.” I hope this clears up any confusion on the definitions. Medically speaking, there is no difference in the outcome since both ultimately result in death.

Diane

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Cycle Source Magazine February 2018

Articles inside

A 56' Panhead Outtta Texas

The Legendary Sugar Bear

Debi's Long Bike

Artist Of The Year, Devil Chicken Design

51 Panhead Chopper

Sin Central Garage Reimagines A Traditional Scoot

A Sporty To 20 Years Of Hookin'&Bookin'

Exile Cycles 2nd Annual Shindig

Resurrecting A Friendship And A Bike

Routine Springer Maintenance

A Triumph That Was Left For Dead

How To Properly Adjust Them

Bike Party, Brooklyn Style

The East Coast's Last Hoorah Of 2017

On Tour With Progressive International Motorcycle Shows