The Zen Of Good Maintenance
Article By: Chris Callen
Ihave this old Sportster that has been giving me a load of trouble over the past six months. I’ve gone through all the steps to diagnose a problem with the ignition, plugs, wires, coil, ignition, carb, intake, and even performed a compression test, all to no avail. Now, when I say an old Sportster, it’s not really that old, a ‘97 to be exact, and the problem with this bike being down is that it happens to be one of my best custom bikes. As most people know, the Twisted Tea Chopper is a hand-crafted long bike with a twisted frame, twisted invader wheels, and a ton of handmade parts. It rides like a shark swimming through the water. It is definitely one of Heather and my favorite motorcycles to spend a day on. Well, as you can imagine, our life gets hectic from time to time, leaving very little room for anything extra that might come up, so when bikes need the kind of preventative maintenance that they do, mine get overlooked. I know, I know, that’s not good behavior for a lifetime motorcycle person, but hear me out.
Now, in the off-season, we do get the time to give them all a good bath, take a polish cloth over every inch, and find the loose gadgets and worn-
out gizmos. I preach the sermon of proper care and feeding on a regular because, over the years, it has been this practice through the winter that has saved my ass when I’ve noticed bad brakes, wheel bearings, or loose cylinder base bolts. Owning a motorcycle comes with a good deal of personal responsibility, and I know this. Nevertheless, my old Sporty had recently started to break up under throttle, and then it got worse. I’d fool with it for a day here and there, throwing parts at it. Then I’d have to push it in the corner until I’d get back a month later from a list of other duties in life. Then, to make matters worse, the flood happened in Mitchell, SD, and the already sick Sportster was under water. So now, not only was it misfiring, but when it did start, it blew a ton of brown slop out of the pipes and was covered in a film of silt. I was at my wit’s end. One night, I took the whole night off from everything else and decided to go beyond the basics. With the amount of dirt and rust spots starting to accumulate, I could hardly look at the bike, let alone work on it, so I broke down and went to square one. A good bath and a few hours of extreme detailing later, the bike was spotless, and I thought for sure I had found some loose wire connectors that would be the problem. I fixed them and fired it up, but I’m sad to report that this is not the story’s happy ending. The miss is still there, so we will move on to taking the heads off and see if we can identify a larger issue. But, dear reader, there is a good lesson here. The work actually became lighter once I got the basics behind me. Once that bike was shining clean and proud in front of me, I felt a renewed sense of worth about what I was doing and why it was all important.
That bike is a big part of this magazine’s story, and it needs to be in a place of honor, and by that I mean tearing ass down the road from time and again. So, at the very least, I am on the right track by starting with the basics, setting down a plan, and doing the work. So how does the story of my old Sporty play into life with the motorcycle, well, it’s funny. Like most things I talk about with the metaphysics of motorcycling, this toocanbeadapteddirectlytoyour life. Some days before you work in the shop you just need to stop everything and clean it from top to
brings a calming wave through each room. The hardest space to do this is the one between your own ears, but the same remedy applies. Sometimes, you just have to stop and clean the place up so you can move forward in an orderly and calm fashion.
Now, I’m not gonna tell you that sinceI’vecomeuponthispractice, my life is blissful and perfect, far from it in fact. Yes, there are days that the rooms are messy and chaos reigns, but I know how to deal with it, and that’s half the battle. So, head out to the garage, clean the whole place, and polish
bottom. It brings about order and sets your mind at ease. Same goes for your house. If the place is a mess, then unrest will indeed find its way to the surface faster, and the simple act of putting things away and hitting a reset
that bike. Tell me by the end that you don’t get that same sense of order I’m speaking of. You might be surprised.
TheJapanesehaveaphilosophynamedKaizenthat is used as the namesake of this motorcycle, but not without purpose. You see, Kaizen is a system of identifying problems, applying solutions, testing the outcome, and standardizing their success. If thereisabetterwaytodescribeSheltonEinerwold, Idon’t know it. In truth, however, that’s exactly what it takes to be a good fabricator. You must constantly identify problems and apply solutions. As you become more skillful at your trade, those solutions are tested and proven methods. Now, in Kaizen, the many small improvements over time
add up to an incredible achievement.
I have known young Shelton for a few years. His passion for fabricating and building custom bikes has moved into a new realm with this little beauty. He started with an ’03 Sportster that he was working on, rode it for a year or so, and showed up to Klock Werks with it in tow. He had mentioned to Brian that he wanted to find an FXR to customize, so a trade was made. Shelton’s Sporty for a clapped-out FXR rolling basket. If he was gonna learn the samurai ways of the FXR, this was gonna be the best way to start.
Right off, he tore it down to the frame, rewired it, and threw some gaskets at it to try to get it to stop leaking, which it was doing like it was its job. By then, he was off to Sturgis on it, where he found more leaks, not less. The tranny bolts had sheared off, and the primary bolts came loose, and there was also a crack in the case. All of this led to the S&S Motor. Instead of chasing problems through the old parts, he chose a new start with a V111. This would give him a square motor, meaning the same stroke and bore. It would be a high performance, have plenty of power, and still have a ton of reliability. The
Article By: Chris Callen
option to go with fuel injection and not a carb was quite simply just a challenge. Yeah, he does that. Shelton figured since he hasn’t seen very many Evo FXRs with this combination, it would give him a unique aspect to the build right from the start.
Of course, like most of us, the big ticket item came in, andbetweenworkandfinances,itwasputonhold.During an East Coast trip with Brian, the two were discussing the build and Klock lit a fire under his ass. When Shelton got back, he went right to it, cutting and grinding to make the FXR sleeker. He cut out the cross member and installed a
The Real Deal S&S V111
Probably our personal favorite thing about this build was that this cat started with a brand new S&S V111, Evolution Black Edition Engine. It came in as a long block so rather than go the route of a carb Shelton installed a fuel injection in it's place, not for any other reason than he wanted a challenge. The amount of time and fabrication involved in this
decision alone was impressive to say the least but for him, it was a chance to level up. He figured that since the case already came with an allowance for crank position sensor, why not take advantage of the reliability of the square motor and squeeze as much performance out of it as possible.
RamJet kit. While the frame was underway, he added the Klock WerksTrifecta Blocks. This gives the swingers a ton more rigidity while keeping the original look of the chassis. The FXR purist might be going mad, but he even cut holes in the frame to allow the wiring to run internally. Purist be damned, he had a vision, and it didn’t include a wire loom hanging out. Speaking of wiring, another of his achievements was figuring out how to run the Thundermax ECM behind the side cover. Shelton’s goal was to keep as many FXR parts as possible, make the bike look as close to stock as possible, and modify the hell out of it. To that end, the base plate for the circuit brakers was scrapped, and a new one was tabbed to hold the ECM and other necessary components. Another one of these operations was in keeping the stock fuel tank. Shelton cut out the stock sending unit and flipped it to the other side of the tank to make room for the M8 Softail fuel pump he installed on the left side. Shelton wanted to have his phone mount integrated into his risers. Without a second
thought, he drafted the idea for a new product from Klock Werks, the Shelton Risers. These move the bars up a bit and is the perfect location for phone use in tuning and touring.
When it came to paint, the plan was to get everything done in base and then get the bike to Jeremy at Lucky Strike for the graphics. It turned out the schedule for Sturgis would pose a problem with that. The only time Shelton would have to fire the bike and test ride would be during Sturgis. That was too soon to have the paint done and back from Jeremey and too late to just do primer. Instead, he decided to have all the base paint done, assemble it, and ride it in Sturgis, then take it apart and get it to Jeremy. This would give Seanor a week and a half with the graphics before SmokeOut, where, at this point, Shelton was a finalist in the new Garage Build-Off competition. He and 11 other builders were competing for Garage Builder
Of The Year. They were expected to show up and do a shakedown ride before having the bikes on display for the weekend. What this meant for Shelton’s plan was that he would drive the bike out to Lucky Strike, rip it down for paint, fly home, and work for the next week. Then he andAaron flew back, assembled the bike, and drove to SmokeOut. It was a hellish schedule, but in the end, it worked perfectly. The bike was amazing. It won the Dream Ride Gathering Best of Show award and the win in The Garage Build-Off.
Now, there are a ton of people involved in this build. Willy at Pro One, Dante at LePera, who killed it on the seat, Sawicki for letting him have a first run on the pipe, and everyone who came to the toy shed at one point or another for moral and late night support. Since he’s had it finished, Shelton has had several rides on it, one of which he found himself in Spearfish Canyon, obeying absolutely none of the traffic laws. The bike is fast, it’s a badass, and he is a winner! Good job, my man!
SHELTON'S KAIZEN
OWNER: Shelton Einerwold
Einerwold
Year: Model: V111
Builder: S&S
Displacement:
Front Wheel: Harley 13 Spoke
Front Fender: Klock Werks/Shelton
Rear Fender: OEM
Seat: LePera
Headlight: Baja Designs LP6
for custom or hard to find applications
Cables, just about every bike needs them. Whether it be throttle, clutch or even brake line cables, both vintage and newer motorcycles use them. Garage builders and custom bike shops typically look for betterperforming or better looking than stock cables. Some motorcycle restoration cables are just not available for purchase. So, that leads us to this month’s tech. I will go over some basics on how to make your own cables. I have always wanted to do this
but have never had the need until recently. Not knowing how to make, assemble, or where to even buy parts, I went to the good ole interweb. With some random searching online, I ran across a company by the name of “Flanders.” They have been in businessformanyyearsandhave everything you need to make and assemble your own custom cables. I spoke with John, the owner. He was extremely helpful and had a wealth of knowledge to guide me in the right direction in
doingthisforthefirsttime.Throttle wire is available in many different sizes for different applications. It is available in galvanized steel or Stainless steel. This can be purchased by the foot or a 50ft roll. Also, the conduit is available in different sizes that correspond with the throttle wire size. You can tell just by the feel that it’s a very good quality product. Cable end fittings are available in many shapes and sizes, from barrel, ball end, carb slide fittings, and Conduit ferrule, the little chrome
ArticleAnd Photos By: Daniel Donley
piecethatgoesontheendofeach cable. These are also available in many sizes and shapes to cover your unique applications. Inline cable adjusters are also available for throttle, brake, and clutch cable applications. With so many options available, choosing the correct pieces can be quite time consuming. Flanders has created a catalog that is simplified and easy to understand. You have to call to request the catalog, and he will send it by email. The catalog is well worth the time it takes to make the call. It makes the process so much easier.
After John helped me sort through and figure out exactly whatIneededtocreatemycables, the parts were ordered and on the way. This leads to the next step: a few tools are necessary to make your cables. One of them is a solder pot. These can be very expensive…. But an expensive one isn’t necessary.
After digging around, I found a small 100-watt solder pot that
would work fine. I didn’t want to spend a bunch of money because I really didn’t know how much I would use it. The solder pot I bought cost around $20, shipped to my door. It has worked out great.
I also found my 1# bar of 50/50 lead/tin solder and flux/tinners fluid online. I cut off about 25% of the 1# bar that was enough to melt into my solder pot and get started.
I needed a couple more tools: a cable cutter and something to crimp the ferrule end. Cable cutters are no problem, but the crimpingtoolwastricky.Longstory short…I picked up a set of Knipex cable cutter/crimping pliers at my local home improvement store.
These were about $40 and well worth the money!
After trying different ways to cut the conduit, I settled on using a standard cut-off wheel. This produced the best results.
Once cut, you can slip a ferrule ontotheendandcrimpitintoplace. Atthispoint,Iusedmystockcable assembly for reference on the length for the cable and conduit. Making it shorter or longer for my new custom application.
Every cable end has a
chamfered hole on one side. When sliding onto the cable, make sure that the chamfered side faces the end of the cable. Now, you fray the end of the cable slightly. Slide the brass piece to the end of the fray. Dip the end of the fitting in the Flux/Tinning fluid about halfway up the brass fitting NO MORE THAN HALFWAY! A COUPLE seconds is long enough. YoudoNOTwanttheFluxwicking its way too far into the cable.
With your solder pot up to temperature, the solder melted. (You’ll know the solder is ready when you pull away the impurities that float to the top and reveal
shiny melted solder. (I used a small spoon).The solder needs to be shiny, don’t heat the solder any more than you have to.)
Take the cable end and dip it in HALF WAY. As soon as you see the solder at the end of the fitting, pull it out. If you leave it any longer, it will wick up the cable too far and won’t be flexible, creating a breaking point.
Making your own cables is a fun project. I found myself making cables for all kinds of stuff. I have also realized how much I don’t like buying premade cables
anymore. They are either too long, or too short, or the location of the adjuster is just in the wrong spot.Ifyou’reinterestedinmaking your own cables, get with John at Flanders. He will get you fixed up with all the quality components you need.
Pandemonium Custom Choppers Facebook- Pandemonium Custom Choppers Instagram – pandemoniumc2 happydandemonium@gmail.com www.pandemoniumcustomchoppers.com
Article By: Nate Beck Photos By: Missi DeBord And Kevin Sayers
Twenty four Years ago, a small fairground in Salisbury, North Carolina, became the host of motorcycle custom culture and the builders who live on the cutting edge of what’s possible. It was on these grounds that we got to know Indian Larry, Sucker Punch Sally, and Richie Pan. It was on these grounds that the world got a look inside the custom motorcycle world, with Billy Lane and Roger Bourget going head to head on the first Biker Build Off. It was on these grounds that the original chopper party got down and that chopper party was SmokeOut Rally.
I had barely unpacked from Sturgis when I was turning around to head east to the Rowan County Fairgrounds. Like
Sturgis, this would be my first year at SmokeOut, and I was eager to dive in head first.
I arrived on set up day, linked up with the Cycle Source crew, and was given a crash course tour of the grounds by Chris on which he was jammin’ so hard on that golf cart, I thought we just may crash. Full professional stage setup, bar, a burnout pit, vendors, Dennis Kirk Garage Build show, Legends Gallery, dirt drags, and of course, a mini bike race course. For those who haven’t been, SmokeOut isn’t an Instagram glitzy, trendy chopper show. SmokeOut is where the real deal bikers and builders get down. The transformation from a fairground to the Rally is done by volunteers who love custom motorcycle culture and bust
their ass to make this happen for their brothers and sisters. This all left me with one feeling, this shit’s about to get real.
On Thursday, day one, the grounds were bustling with last-minute vendor set-up while rallygoers lined up at the gates, ready to pick their home for the weekend. From what I understand, traditionally SmokeOut was always a two day event, but folks kept showing up earlierandearliersoafulldaywasadded to make sure the diehards had a place to grab a cold beer, lay their heads, wash their asses and listen to some tunes on the main stage. I know motorcycle rallies aren’t supposed to be about the music, but SmokeOut sure kicked it off with a killer group of young’uns that looked like they just came through a time warp straight from the 70s, DAZR, playing some deep-cut classic rock that did not disappoint.
Friday kicked off with the “World’s Strongest Biker”. This contest consisted of three events, the Tire Toss, the Motor Relay, and finally, a Deadlift. The Tire Toss was fairly self-explanatory, who can chuck two motorcycle tires the farthest gets all the points. The winner came in at a bit over nineteen feet. Pretty impressive, considering they were throwing uphill. The second event was the Motor Relay. Three different V Twin motors were lined up on one table and hadtobecarriedabout50feettoanother table and set down. First contestant to run all three motors to the next table wins. A normal Evo motor isn’t so bad, but I’d say the Sportster Evo motor caused at least one hernia. The last event was the Deadlift. While everyone had been fairly competitive up until now, the Deadlift was the determining factor. Three guys just kept going.Adding more and more plates. Even the emcee was sayin’, “Don’t kill yourself, guys we still have a whole rally ahead of us!” The finalweightthatbroughthomethetrophy and bragging rights of World’s Strongest Biker came in at five hundred pounds! That’s after chuckin’ tires and runnin’ sportster motors around. Whoever that guy is, we all need to get on his workout plan ‘cause damn.
After we crowned the World’s Strongest Biker, I headed to the Perewitz Paint Show in front of the main stage. After seeing the Perewitz Paint Show in Sturgis a few weeks prior, I was eager to see what showed up in North
Carolina. Of course, people bring their A-Game with Dave involved in a paint show. Flame jobs, metal flake, endless lines, lace, you name it, it was all there sparkling under the southern sun. I had never seen was the paint job on Coty Cavender’s bike. The base was like a metallic flaked blue/green with thick lined pink and purple flames, a flamingo, and a palm tree painted to look neon. The whole paint job had this rad Miami cocaine cowboy kind of vibe to it that was sick.
Now, I had been told SmokeOut is an old school rally by bikers for bikers and one of the best ways to find out how well someone’s bike is built is with a good ol’ fashioned kickstart contest. Naturally, this was emceed by the legend himself, Mr. Roadside Marty. It’s generally not advised to give Marty a microphone unless you want to laugh your ass off, and by the time the bikes were corralled up, I wasn’t sure if I was at a kickstart contest or a comedy show. Round one started with the typical one kick, no primes. If it doesn’t start you “Get that piece of shit outta here!” Hilariously, our friends at Lowbrow Customs were kind enough to donate tie-down straps to all theloserssotheycouldtrailertheirbikes home. A few bikes were eliminated in round one. Each round got a bit harder. Kick start your bike facing backward, get a friend to kickstart your bike, sprint to the bar to do a shot, sprint back and kick it over. With bikes dropping like flies and Marty’s gut busting one liners, it came down to the final three. What happened next, no one had ever seen in the history of kick start contests. Remember Coty with the Miami cocaine cowboy bike? Well, he also had a Panhead chopper that he had been easily kicking through all the rounds. It was going so well for him, hell, he even ran with a lit cigarette in his mouth to the bar and back in the later rounds. Heading into the final round, he positioned his bike with the kicker out versus folded in. It dawned on me that this wasn’t even close to his first rodeo. Marty gave the “3, 2, 1, run motherfucker run!” and all three guys drop, do a pushup, get up, sprint to the bar, sprint around the bar, do a shot and come sprinting back all tied with each other. Because Coty had positioned his kicker out, he ninja kicked the pedal as he was sprinting by. The bike fired right up, came up off the kickstand and began
tipping over onto the carb side. Coty did a quick turnaround, caught the bike from tipping by grabbing the throttle and revving the engine to glory winning the kickstart contest. Turns out, legends are made at SmokeOut Rally.
The Legends Gallery was now open. This year the Legends Gallery was filled with bikes that were chosen as some of the best bikes shot for Cycle Source Magazine over the past year. Curated by Randy from Cycle Showcase, the entire room was transformed into a brilliant showcase of motorcycle ingenuity, art, and heritage. One of the standouts for me was Dan Starkey’s build. What originally caught my eye was the nod to Lane brothers style handlebars, the Indian Larry single twisted downtube, and nods to Bill Dodge with the tail light, oil filter housing, and gas cap. I was lucky enough to chat with Dan about his build. Dan said “My idea for this bike was if I didn’t make it, it came from friends”. Dan created a two wheel physical embodiment of the tight knit custom motorcycle community, and that my friends, is the real deal.
With the sun beginning to set, the show bikes in the Dennis Kirk Garage Build Hall and the Perewitz Paint Show area began disappearing one by one. Since most of the people at SmokeOut were camping there, I found it odd they’d move their bike out of a custom bike gallery, but to each their own. I headed down to the flats below the stands to catch some dirt drag racing and noticed all those show bikes had just become go bikes. Not only do these guys and gals build incredible show bikes, but they also ride the snot outta them. That’s the kind of builders and bikers that make up the SmokeOut Rally. Garage Queens need not apply.
I love racing in all forms. Two wheels, four wheels, dirt, asphalt, ovals, straights, you name it I love it. To have an eighth mile dirt drag at SmokeOut was sick! Full on, two lanes, one tree, three yellows then green means go was killer. No extra safety b.s. just run whatcha brung and don’t crash. To the victor the spoils. We kicked up the dust, had a few close calls, and man was it good. We probably would have gone all night if it wasn’t for Roadside Marty and his famous nightly water attraction.
Everyone loves a good wet t-shirt contest, but I did not understand just
how much Roadside loves titties. Roadside begins by parting the crowd and bringing in his father on a golf cart front and center for the show. According to Roadside “The only person who loves titties more than I do is my father and he deserves to see every single titty here tonight. If any one of you gets in his way, I’m kickin your ass out, alright?!” God bless you Marty, that’s some quality care. Marty began the show by bringing his friends up on stage and started raising money for the pot. All while girls were coming up on stage. His limitless love of the titties amplified the energy in the room with guys reaching deep into their pockets to sweeten the pot. Keep in mind, no one has even one drop of water on them yet. Almost two thousand dollars was raised for the pot! The show kicks off, Roadside’s friends are pouring water, girls are dancing, the crowd is going wild and I look over and see none other than Dave Perewitz with two squirt guns Rambo style and the biggest shit eating grin on his face just going to town. All in all, I think Roadside’s Dad had a pretty good time. I know we did.
Cody Parks and The Dirty South closed out the night on the main stage with some good heavy southern rock. The bar was packed slingin’ drinks, and we partied with no care that the next morning we were testing a brand new drag racing style that will hopefully make it to NHRAone day.
Saturday morning came early but did I think SmokeOut was going to take it easy for one second? Hell no, Saturday was kicked off by Shit House Drag Races! Yes, folks you read that right. Why drag race motorcycles when you can pull a shit house and a buddy behind? Mr. Cycle Source himself told me of this idea while we were in Sturgis and hot damn, he made it happen. The shit houses were complete with flames painted on the sides to ensure speed. Bikes pulled up into the starting line, and thanks to the help of SmokeOut all-stars Brian and Doug, the shit houses were strapped to the rear of the bikes. The shit house occupant was given a chest protector and face shield because, well we were drag racing on dirt and rock and there’s no door on the front of these. Three yellows and green means go, and we were ripping down the Salisbury Dragstrip. To absolutely no one’s surprise after his kickstart contest win,
Coty Cavender and crew figured out a waytogetthatshithousestrappedtohis Miami cocaine cowboy bagger just right to get it across the line first in the finals.
Heading back up the hill covered in dirt, I headed over to the Cycle Source Bike Show. Something I love, is that the bike shows that Chris and Heather put on have tons of categories which makes people stoked to bring out a bunch of different kinds of bikes. As a lover of all motorcycles, it’s rad to be able to see the best of the best in all the different styles. Long vintage choppers, short vintage choppers, new choppers with wild fabrication, all kinds of crazy fast FXR’s, old original tank shift Harleys, Triumphs, the list goes on but at SmokeOut there was even a Vincent! Most of the Dennis Kirk Garage Build Off Builders jumped into the show. It’s crazy the level that these people reach with their builds. Hell, some of them I feel were good enough to be in the Legends Gallery. Maybe they will be in the future? The ideas, execution, fab and paint blew me away. f
I Ilove the Dennis Kirk Garage Build Off series ‘cause it really hits at the core of the custom motorcycle scene. It’s for the everyday guys and gals who just love customizing and building bikes for the love of it.They aren’t pros, they don’t get paid, they do it because they love doing it. It’s motorcycling at its core.
A riotous burnout pit and another round of Roadside Marty’s Wet T-Shirt Contest closed out SmokeOut 2024 with Texas Hippie Coalition burnin’ it down with their heavy groove focused riffs, deep bellowing vocals, and a little Texas twang on it. The days in Salisbury went by like a blur and it would take me days to get all the dirt off and not smell like V-Twin exhaust. I did, however, give up trying to get the melted rubber off the soles of my boots.Alittle reminder of just how good SmokeOut Rally is.
The big rallies are fun, don’t get me wrong, but if you want to kick it old school SmokeOut rally has to be on your list.Inanageofpoliticalcorrectness,HR rules,andcorporatehorseshit,Chrisand Heather have ensured none of that will touch SmokeOut, the original chopper party. We get to keep our corner of the industry just how we want it, loud and brash.
Article By: Killer Callen
Jeff EnsmingerINKER FOR LIFE
It’s not often we get tattoo artists gracing our pages, so I’m rather excited to introduce this month’s profile!
From an early age, Jeff Ensminger was obsessed with cartoons and as soon as he learned they were originally drawn by hand, he made it his mission to figure out how to do the same. Soon after it was comic books, then metal band artwork, and eventually tattoos. By the time he was 10, he was studying album liner notes and trying to draw all the art and tattoos he saw.
Though he’s been an art fiend since he was young, his interest in motorcycles has been more of a recent development. Of course, as a kid he rode dirt bikes and four wheelers, but they were never something he had consistent access to. A lot of his younger years were actually spent around cars, having various built-up 5.0
mustangs and getting involved in street racing and building motors. Despite having dropped out of high school, Jeff eventually went to a 2 year automotive tech school and the plan was to eventually make his way working in a machine shop doing cylinder head work. What wasn’t part of the plan was becoming a professional tattoo artist and following that path for the next 25 years, but life has a funny way of springing things on us like that.
Aside from tattooing and fine art, Jeff has also been the owner of his own custom printing company, Southern Cross Press, for the last 12 years. The idea came to him as he began delving further into fine art which in turn required him to make prints that he could sell while traveling. As he began creating more art to turn into prints, he realized that the process of getting the prints made
through outside sources was often difficult and confusing. As a tattoo artist, he quickly understood that these print companies didn’t often deal with artists like him and wouldn’t take the time to cater to his specific needs. Seeing that there was clearly a deficit in the community, he took it upon himself to buy a wide format inkjet printer and different resources on printing in the world of fine art. He slowly began making prints for his friends and fellow artists, and now is able to provide his services to tattoo professionals across the country.
Outside of tattooing, he primarily works with watercolors however he also finds himself dabbling in mixed media art that can start with markers and pencils and ends with many, many layers of paint from watercolors and acrylics to gouache and airbrush! As a younger artist, he thought every piece he did could only have one type of medium, however as he grew older and more experienced, his focus changed to using whatever paints needed to get the look he wanted.
Similar to when he was a kid, Jeff finds inspiration for his work in heavy metal. Loud, fast music and loud, fast cars/bikes tend to go hand in hand when you think about it! That’s also what drew him in towards the motorcycle industry to begin with. The whole counterculture aspect, living freely outside societal norms, who wouldn’t want that? Being open, living life how you want to live it makes perfect sense to me.
Jeff is set apart from other artists not just because he tattoos as well, but because he is incredibly well rounded. He can work with any kind of paint, markers, pencil, pinstriping, digital art, automotive paint, hell the man can even work with wood and metal to some extent. Being able to have that many options available not only opens you up to potential new clients, but it gives you the opportunity to challenge yourself and
grow as an artist, especially when you’re able to combine many of them into a singular project.
For the future. Jeff would like to actually tattoo less and start focusing more on his career as a painter/ illustrator. He’d like to be able to take on more commission artwork like t-shirts, brand designs, even album covers. He also would love to create more art for motorcycle and automotive companies.
Through his art. He has had the most incredible fortune to not only tattoo in almost every state, but to travel around the world for things like his annual trips to Japan (woah!). He considers himself incredibly lucky that people buy his art and pay him to permanently draw on them. His artwork over the years is what funded the creation of Southern Cross Press which now lets him print art for everyone. He said he truly owes everything he has to his painting and tattoo work. Without it he’d be “probably homeless or in prison.
Recently tattooing has slowed down a bit, so now you can find Jeff on his 15 acre ranch finally working on that custom motorcycle he’s always dreamed of, as well as putting more time into his fine art projects. He’s also able to focus more on the printing company. Oh, and did I mention he and his wife also raise Texas Longhorns AND chickens?!
If you want to check out more of Jeff’s art, tattoos, or his print company, you can find him on Instagram @jeffensminger and @ southerncrosspress, or via his websites
Www.jeffensminger.com and Www. southerncrosspress.com
At 70 years old, Terry Richardson’s got a lifetime of stories, most of ‘em centered around engines, wheels, and the sweet smell of gasoline. Hailing from Kansas, he’s spent his years tinkering on everything from hot rods to bass boats, drag cars
to oil rigs. But it’s those two-wheeled machines that’ve always had a special place in his heart. Terry started riding back when he was 11 or 12, hopping on a barrel Cushman just to get a taste of freedom. “So I could be all alone…” he says. No one in his family rode, but that didn’t matter.
Once he got on that thing, it was like the world opened up. He hated that old Cushman, but it set him on a path he’s still on today. First street bike? A 350 Honda. “It vibrated so bad it made my legs numb in 20 miles, but I was riding, and I was hot shit!” he laughs. A Sportster followed in the ‘70s,
and he rode it everywhere—when he could get it to start, that is.
Terry’s not one to mess around with the new stuff. He’s an old bike guy, and I mean *old*, going back to the early 1900s. He’s a regular on the Cannonball, a grueling coast-to-coast race
Article
Photos By: Heather Callen
for pre-1930 motorcycles. If you’ve seen him out there, you know he and his team know how to keep those ancient beasts running. This latest project of his? A chopper built from a Generator Shovel motor, and it all started on a napkin at his favorite eatery—one that sadly burned down. Terry didn’t just buy a donor bike and tear it apart; he hunted down parts, piece by piece, starting with an old clunker and some Delcron cases. When he finally had something to work with, he dragged it back to the shop where his mechanic was knee-deep in old Cannonball motors.
The build wasn’t easy. He’ll be the first to tell you that he learned by making mistakes. “If you make mistakes, you get to fix a lot of ‘good ideas,’” he says with a grin. Lucky for him, he had a couple of good buddies like Chris Coss and Larry Mitchell to save him from his own “good ideas.” Both are seasoned Cannonballers, and when things went sideways, they were there to help him think on his feet and get things right.
Inspiration for this bike hit Terry at the Texas Fandango. He saw the Chopper Corral, a sea
of stretched frames and chrome glistening in the Texas sun, and knew he had to have one. When buying one didn’t pan out, he figured he’d better build it himself. The design is all Terry, from the tractor-style spring seat (he’s got no love for those skinny King/Queens—”my ass is too fat for ‘em”) to the classic lines of the frame.
The biggest hurdle? Making sure it would run. Terry’s knee isn’t what it used to be, so kickstarting was out of the question. He managed to score a Cannonball starter from W&W Cycles, which was a gamechanger. That bit of new tech means he can fire it up without risking a trip to the ER.
Building this chopper took way longer than he planned—”Sorry, Luke…” he says, apologizing to whoever’s been waiting on it. But it’s no trailer queen. Terry’s put some miles on it, even if it’s not as many as he’d like.
A few folks helped him get this thing rolling, and he owes special thanks to Dennis Legget for getting him that new-fangled starter. At the end of the day, this chopper’s not just about riding; it’s about the process— the busted knuckles, the late nights, and the satisfaction of knowing he made it happen. So, if you see Terry cruising by on that Shovel, know it’s a labor of love…and a whole lot of mistakes. But that’s just how he likes it.
GENNIE
OWNER: Terry Richardson
CITY/STATE: Pratt, KS
BUILDER: Chris Cross
YEAR: 1968
MODEL: FLH
VALUE: $15,000
TIME:
ENGINE
Year: 1968
Model: FLH
Builder: Bruce Silkey & Son
Ignition: Points
Displacement: 74”
Pistons: Shovelhead Hemi
Heads: Stock
Carb: S&S Super E
Cam: Andrews #6
Air Cleaner: Paughco Tear Drop
Exhaust: Paughco
Primary: 1/2” BDL/Barnett Scorpion Clutch
TRANSMISSION
Year: 1968
Make: H-D
Shifting: Tank/Handshift
FRAME
Year:
Model: Rigid
Rake: 32 Degrees
Stretch: Unknown
FORKS
Builder: Denver’s Choppers
Type: Springer
Triple Trees: Extension: 2”
WHEELS
Front Wheel: V-Twin Spoke
Size: 21”
Tire: Firestone
Front Brake: Mini Brake
Rear Wheel: V-Twin Spoke
Size: 16”
Tire: Firestone
Rear Brake: Mechanical Drum
PAINT
Painter: Chad Ward
Color: Orange / Black
Graphics: Flames
Chroming: Unknown
ACCESSORIES
Bars: Unknown
Risers: Unknown
Hand Controls: Unknown
Foot Controls: Knuckle/Pan Rocker
Gas Tank(s): Sportster
Oil Tank: Wrap Around
Front Fender: None
Rear Fender: Modified
Seat: Heather’s Leather
Headlight:
Taillight:
Speedo: Digital GPS
Photographer: Heather Callen
Hey folks, welcome to one of our favorite times of the year at Cycle Source Magazine: The Year In Review. If you’re new here, we take our January or February issue to look back at the last year in motorcycle culture. We also announce the Source Awards. It’s our way of tipping our hats to the folks who make their living in this industry, create art from it, or help push it forward.
From the best builders and craftsmen to the top products, we want you, our dedicated readers, to help decide who gets those coveted Source Awards. It all kicks off with nominations from folks in the industry and our magazine, and then it’s up to you to cast your vote!
In the motorcycle industry, builders, craftsmen, and manufacturers are the backbone of the culture, each playing a vital role in shaping the community and the machines we ride. And so it is our goal to make sure they get the credit they deserve this time of year.
Builders are the creative minds who take raw materials and transform them into stunning machines. They blend engineering with artistry, crafting custom bikes that reflect their unique visions and styles. From choppers to cafe racers, builders push the limits of design and performance, often spending countless hours finetuning every detail. Their passion not only produces incredible rides but also inspires a whole generation of motorcycle enthusiasts.
Craftsmen focus on the finer points of motorcycle construction. These skilled artisans specialize in various trades such as metalworking, leather crafting, and painting. Their expertise elevates the quality of builds, adding custom touches that make each bike truly oneof-a-kind. Whether it’s hand-stitched leather seats or intricate metal designs,
craftsmen ensure that the artistry is as important as the engineering. Their dedication to quality and detail is what sets a good bike apart from a truly great one.
Manufacturers are the driving force behind the industry’s growth and innovation. They produce everything from essential components to complete motorcycles, ensuring that builders and riders have access to the parts they need. Manufacturers invest in research and development to create cutting-edge technology, improving performance, safety, and efficiency. They often collaborate with builders and craftsmen to bring new ideas to life, helping to push the boundaries of what motorcycles can be.
Together, these groups foster a rich culture that celebrates creativity, craftsmanship, and community. They share knowledge, support one another, and contribute to the ongoing evolution of motorcycle culture. Whether you’re riding a factory-built machine or a custom creation, it’s the hard work and passion of builders, craftsmen, and manufacturers that make the motorcycle world vibrant and exciting. So please, flip through these pages, head over to www.cyclesource.com, and make your voice heard for the Best ofAwards. Voting wraps up in late December, so don’t wait! The results will be in the February-March issue of Cycle Source, where we’ll announce your “Best of 2024” Awards and do our annual Year in Review.
Thanks for taking a moment to show some love to those who deserve it. Good luck to all the nominees, and a big thank you to our readers for making our Year in Review issue the best one yet!
PICK OUR 2024 TOP TEN BIKES
AND THE 2024 NOMINEES ARE...
2024 Man Of The Year
Bob Kay
Detroit Randy
Patrick Spada
Randall Noldge
Hugh Owings
Jeff Holt
Danger Dan
Steve Bramanti – Deadbeat Customs
John Jessup
2024 Woman Of The Year
Jill Parham
Jessica Antonetti – aka @Jess_rips
Emily Straley
Vanessa Klock
Becky Goebel - @actuallyitsaxel
Kalen Thorien
Cait Bergeon - @Sassy_pantss
Hayley - @haylorization
Karen Andrea
Carolina Paredes - @Madebycarolina
Alicia Maria Elfving - @Motolady
Brandi Moya
2024 Sportsman Of The Year
Jared Mees
E-Bay Jake
Jody Perewitz
Tyler Herfoss – Indian Racing
Tyler Malinky
Cory West
Jenny Bass
Michael Lange
2024 Manufactured Bike
Royal Enfield INT 650
Road Glide CVO ST
HD Diablo
Hydra Glide Revival
Triumph Speed 400
2024 Builder Of The Year
Ryan Gore
Paul Cox
Dennis Punt
Nick Bates
Koh Sakaguchi
Dan Rognsvoog
Joe Marhsall
Aden Customs
BulletProofWelder
Brock Bridges
Sean Jackson
2024 Craftsman Of The Year
Guy Salazar
Jeff Phipps
Christian Sosa
Curt Green
Johnny99
Floki’s Customs LLC
Josh Allison
Steel City Blacksmithing
4th Floor Choppers
2024 Artist Of The Year
Dana Tilling, Metalwood Garage
Eric Malotke- Open Throttle Customs
Squindo
Jessie Madera
Jeremy Seanor -Lucky Strike Designs
Barbie The Welder
Rae Ripple
Mikey Machine Paints
Atomic Cycle Coatings
2024 Event Of The Year
Cycle Showcase in Sturgis
SmokeOut
BornFree
Chix At The Crossroads
TMMR
Georgia Grundle Run
Nitty Gritty Chopper City
Fuel Cleveland
2024 Performance Product
Tab Performance 2-1 Race pipe
Sawicki RT Shorty Pipe
Trask Assault Swing Arm
Toce Perpetrator Exhaust
Brock’s Performance Billet Swingarm
2024 Custom Product
Fat Bagger Handlebars
Tropical Glitz Rattle Can Flake!
KlockWerks Shelton Riser
Lee Style Brake Pedal
Providence Cycle Worx SwingArm
Faster Moto Decals
Custom Dynamics Shark Demon Headlight
Arrow Mfg Coffin Taillight
Prism Supply Quickstart
2024 Accessory Product
Whiteknuckler Brand knives
Klock Werks Flare for 23.5+ HD Models
Cardio Packtalk Pro
Predator Seat
iOMount Essentials Kit
Klockwerks Kolor Flare for Indian Models
Mad Squirrel Bomb Proof Leather Bag
2024 Shop Related Product (tools, chemicals, etc.) Of The Year
S&S Exhaust Gasket Installation tool
Vyper Tool Cart
9finger Fabrication - Not An Oil Filter
TopCoat F11PRO
JIMSPrimaryLockingBarforM-8Softails
2024 Apparel Product
Biltwell Gringo SV helmet Cortech Riding Boot
Jayrod Jacket
Custom Destruction Helmet
NBT Clothing
Wind & Throttle’s Jessie Flannel
2024 Media Release Of The Year (print, radio, web, social media, video, books)
Cycle Source Magazine – Revamp
99% Radio Network
Bike Riders Movie
2LaneLife Highwaymen
Grease & Gears TV
Get Vertical - Andrea Tuia
If you ever find yourself cruising through Muhlenberg County, Kentucky, and you catch a glimpse of a motorcycle that makes your jaw drop and your heart race, you’ve likely seen Rick Dozer’s custom build, aptly named “Sex On Wheels.” This machine isn’t just a bike; it’s a culmination of decades of skill, a touch of madness, and the kind of creativity you only find when two
old friends are sittin’ around, sipping bourbon, smoking cigars, and sketching out ideas on a beer box.
Rick Dozer, a retired tool and die maker and former engineering manager, has been building and riding motorcycles since he was 15. His passion kicked off the first time he hopped on a 250 Yamaha that he swapped for a $100 Chevy crankshaft. From that moment, he
Article By: Lullabelle Marie Photos By: Missi DeBord
was hooked, riding the bike for 24 hours straight before realizing he needed something bigger. His first real build came later, a ‘78 Shovelhead that he bought for $2,200 in 1987. It’s still in the family and has been passed down to his son, proving that some things only get better with age.
The story of “Sex On Wheels” started just like many of Rick’s projects: over a glass of bourbon and a good cigar
with his buddy Smokie. They started sketching out the concept on the back of a beer box with a sharpie, and the rest was history. Smokie, the bike’s owner and a true gearhead, gave Rick the green light to go wild with the design. The result? A one-of-a-kind custom motorcycle that turns heads and drops jaws wherever it goes.
Rick sourced parts from all over, pulling together
components that fit his vision. Rick handled all the fabrication himself. Welding, cutting, shaping metal, you name it, he did it. While his background gave him the skills, he also credits a lot of trial and error, as well as studying old Ron Covell VHS tapes, for helping him master the art of metal shaping.
His favorite part of the process? Modding the frame. Rick stretched therearsectionthreeinches,dropped the rear axle pockets an inch and a half, raised the transmission by the same, and even hid the oil tank under the transmission, filling it through the seat post. This bike’s got more custom tweaks than a race car at the drag strip.
Every build comes with its challenges, and for Rick, it was the gas tank that had him scratching his head. But that wasn’t the only bump in the road. When he realized he was missing a springer at crunch time, he reached out to Northern Springers, who went above and beyond. They modified their jig, got his springer welded up in six hours, and even fast-tracked it through the chrome shop, delivering it in just ten days. “Check ‘em out if you need quality work fast,” Rick says, giving credit where it’s due.
“Sex On Wheels” is a rider, but it’s not exactly meant for long hauls. Rick takes it out for short trips between fillups, and every time, it’s a thrill. It took eight months to bring the bike to life, and every ride is a reminder of the hard work, skill, and late nights that went into building it.
The inspiration for the bike came from the one-piece Tracy bodies of the ‘80s, and you can see that retro influence in the sleek, flowing lines. But make no mistake, this is no vintage ride. Every inch of this machine screams custom, from the unique frame mods to the custombuilt components. Rick’s years in the industry, both as a tool and die maker
and an engineering manager, shine through in every weld, every curve, and every piece of polished chrome. Rick wants to give a big thanks to Smokie (find him at @SmokiesGarage on social media) for his support and friendship, and for letting him go all out on this project. Smokie’s got a garage full of cool bikes, hot rods, and even an NHRA Pro Modified race team, so he knows a thing or two about what makes a machine special. And, of course, to Brandy, for putting up with all the late nights
and long hours it took to bring “Sex On Wheels” to life. There’s a lot you can say about Rick Dozer and his custom builds, but maybe the best way to sum it up is that he’s a craftsman who builds with passion, precision, and just a little bit of wild. “Sex On Wheels” is a perfect example of what happens when skill meets inspiration, and we can’t wait to see what Rick dreams up next.
SEX ON WHEELS
OWNER: Smokie
CITY/STATE: Mono, Ontario
BUILDER: Rick Dozer
YEAR: 2022
MODEL: Panhead
Value: A Bunch Of Loons
Time: 8 Months
ENGINE
Year: 2022
Model: Panhead
Builder: S&S and Sawzall
Ignition: Dyna S
Displacement: 93cu
Pistons: S&S
Heads: Heavily Modified
Carb: Twin Mikunis
Cam: S&S
Air Cleaner: Nonexistant
Exhaust: Stainless
Primary: Tech Cycle/Paul Cox
TRANSMISSION
Year: ?
Make: Harley-Davidson
Shifting: Hand
FRAME
Year:
Model: Straightleg
Rake: 30°
Stretch: In The Rear
FORKS
Builder: Northern Springer
Type: Shiny
Triple Trees: Yep
Extension: Shortened
WHEELS
Front Wheel: Spoke
Size: 21”
Tire: Avon
Front Brake: Nope
Rear Wheel: Spoke
Size: 18”
Tire: Rubber
Rear Brake: Stock Drum
PAINT
Painter: Exacta Solutions Powder Coat
color: Candy Red
Graphics: None
Type: Powder Coat
Chroming: None
ACCESSORIES
Bars: Silver Back Moto
Risers: Biltwell
Hand Controls: Led Sled Throttle
Foot Controls: Dozer
Gas Tank(s): Dozer
Oil Tank: Dozer
Front Fender: None
Rear Fender: Dozer
Seat: Dozer
Headlight: FNA
Taillight: Gusher Cycles
Speedo: None
Photographer: Missi DeBord
piston Cooling Jet Pressure Tester Block
Iwill admit it, I’m a gear guy. Maybe it stems from things I did in another life, or maybe it is because when I started my shop, I had NO money and had to make a homemade version of a specialty tool to get a job done. Fast forward to today, and I have a huge toolbox with thousands of dollars of specialty tools in it, and I am okay with that. I love me a good tool. When it comes to proper engine building, you can’t skimp on the tools. Feuling Parts out of Oceanside, California recently came out with another killer specialty tool to help you do the
job right. So, for this tech editorial, I thought it would be cool to spotlight Feuling’s new Piston Cooling Jet Pressure Testing Block. Leave it to the boys over at Feuling to be so meticulous and to create a tool for ensuring your piston oiling jets are functioning properly.
This tool allows you to test all Twin Cam and M8 piston cooling jets. Leaking piston cooling jets can send too much oil into the crankcase, causing high engine oil sump levels. Clogged cooling jets can reduce or eliminate lubrication to the pistons and cylinders. The 9070 tool
from Feuling helps diagnose or prevent issues prior to finishing up an engine build. The 9070 Toolisdesignedtobeusedwith Feuling’s 9010 Cam Support Plate PSI Tester, or is available in a stand-alone version, Fueling Part #9071. Since any shop worth its salt probably already has the Feuling 9010, they can save some money just by buying the 9070. And yes, it is all that and a bag of chips!
9070 Tool with required 9010 Tool and piston cooling jets for
Twin Cam & M8 models.
In the past, when I would split the cases on a Twin Cam or Milwaukee 8, I would of course remove the piston oiler jets, clean them, test them with low pressure air for obstructions, and reinstall with new o ring (Twin Cam) or gasket (M8).
WiththenewFeulingTool,Ican properly test the PSI pop-off of all the piston cooling jets we come across when rebuilding Twin Cam and Milwaukee
8 motors. The piston jet is operating properly when the pop-off is between 12-18 psi (pounds per square inch). I start by installing a new 11140 o ring in the Twin Cam piston cooling jet.
I like to apply just a LIGHT coat of clean engine oil to the o ring before installation. Using a T20 Torx Driver, install the piston oiler onto the Feuling Tester Block with the OEM screws (Part #68042-99). Twin
Cam piston oiler is installed
Secure the 9010 Tool in a vise and use the included ¼-20 socket head cap screws to install the 9070 Block onto the 9010 Tool.
With the air pressure regulator turned all the way down, attach an airline to the fitting on the 9010 Tool. Slowly increase the pressure on the regulator, until you hear or feel the piston oiler pop-off. Again, pressure should be between 12-18 PSI.
Once you’ve verified the oiler is working properly, reduce the pressure of the regulator down
To be thorough, we are showing both piston oiling jets.
Remove the Twin Cam piston oiler and install the M8 oiler and new gasket with the same hardware (the screws are the same in a Twin Cam as an M8)
The M8 Piston Oiler is ready for testing.
Test the M8 Oiler in the same manner, slowing increasing the pressure on the regulator.
Closing: Feuling has done it again, manufacturing a specialty tool that makes proper engine building easier, and gives you the piece of mind that you are doing the job right! Check out everything Feuling has to offer at www. FeulingParts.com Get to wrenching! - Jason Deadwood Custom Cycles DeadwoodCustomCycles.com
Stacy McCleary, known around the moto community as The California Cowboy, has been riding since he was 10, but it wasn’t until he was 15 that he got his motorcycle license. He’s retired after 42 years in construction, but that
doesn’t mean he’s slowed down. Born, raised, and still living in Manteca, California, Stacy spends his time doing what he’s always loved: building bikes. It started with a 1962 Cushman Scooter, and over the last 24 years, he’s built more than a
Article By: Heather Callen Photos By: Michael Lichter
few motorcycles—mostly Harleys—but his latest project took him down a different road.
This particular build began with a promise. Stacy’s friend Willy had a daughter, Sarah, who reached out after Willy was killed in an accident.
ShewantedStacytocomeoverandseewhatWilly had left behind—a treasure trove of old Harley parts and chopper pieces that had been sitting in a rusted 10x10 metal shed for years. They found a Triumph engine, transmission, and frame among
the dust and rust. Willy had always wanted to build it into a chopper but never got the chance. So, Stacy made a deal with Sarah and decided to finish what Willy started.
Stacy’s the kind of guy who likes to figure things out on his own. Everything he knows about fabrication, welding, and metal shaping, he taught himself in his own garage. He’s built
plenty of bikes over the years, but this was his first time tackling a Triumph. “I usually work on old Harleys, so this was a bit of a challenge,” he admits. But that didn’t stop him. He dove in, determined to make it work, with a few buddies—Steve Turmbuel and Gerald Casey—giving a hand when needed. The biggest challenge? “Being a Triumph,” Stacy says with a chuckle. But he pushed through, taking
about six months to get it done. The bike turned out to be more than just a project; it was a tribute to a friend’s memory. Sarah’s name is proudly painted on the rear fender, and the bike rides like a dream. “It’s like riding a Sting Ray bicycle on steroids,” he says. That’s high praise coming from a guy who’s spent decades building and riding choppers.
The finished chopper is definitely a rider, and Stacy makes sure to put some miles on it. There’s one memory that stands out from this build— getting used to the Triumph’s setup. “Shifting on the right, braking on the left… I almost crashed it!” Stacy laughs. But now, he’s got it dialed in, and he’s out there cruising, keeping Willy’s dream alive.
Stacy gives a lot of credit to his wife, Danell, who’s been by his side through it all. “She’s always been my biggest supporter,” he says. And, of course, he’s grateful to Steve and Gerald for their help. But more than anything, this build is about honoring Willy. “We made the deal, and I built this chopper to honor Willy’s life,” Stacy says.
This isn’t just a bike; it’s a tribute, a story, and a piece of history. It’s about the freedom of the ride, the thrill of building something with your own hands, and the promise to keep a friend’s dream alive.
SARAH
OWNER: Stacy B. McCleary
CITY/STATE: Manteca, CA
BUILDER: Stacy McCleary
YEAR: 1961
MODEL: Bonneville
VALUE: Not For Sale
TIME: 6 Months
ENGINE
Year: 1961
Model: T120C
Builder: Zen House (David)
Ignition: Magneto
Displacement: 650cc
Pistons: CP157
Heads: Stock
Carb: Twin Amals
Cam: E3325
Air Cleaner: Velocity Stacks
Exhaust: Stacy McCleary
Primary: Chain
TRANSMISSION
Year: 1961
Make: Triumph
Shifting: Right Side 1 Down 3 Up
FRAME
Year: 1961
Model: Hardtail Added
Rake: Stock
Stretch: None
FORKS
Builder: Stacy McCleary
Type: Springer
Triple Trees: Stacy McCleary
Extension: -4”
WHEELS
Front Wheel: Sport
Size: 21”
Tire: Avon Speedmaster
Front Brake: Triumph
Rear Wheel: Spoke
Size: 18”
Tire: Avon MKII
Rear Brake: Triumph
PAINT
Painter: Jerimiah – Outlaw Paint
Color: Outlaw Gold/Vintage Cream
type:
Graphics: Denise – Corbett Grahics
chroming: West Coast Chrome
ACCESSORIES
Bars: Stacy
Risers: Throttle Addiction
Hand Controls: Stacy McCleary
Foot Controls: Stacy McCleary
Gas Tank(s): Wassel Deep Tunnel
Oil Tank: Round Aluminum
Front Fender: None
Rear Fender: 5” Flat
Seat: old
Headlight: 4”
Packard Spotlight
Taillight: Crocker
Speedo: None
Photographer: Michael Lichter
The search for and the need to be in the company of people crazier than ourselves is the candle I light at both ends. For most people, the very idea of attending a motorcycle event with loud music, alcohol, latex painted women, and every type of home-engineered motorcycle on display or racing in the dirt would be enough. Nope, some of us like to pile on just a little more, like a writer who feels more able to function in a state of sleep deprivation.
Long Road is the brutal connection between“normallife”andSmokeOut: for better or ill, it is where we function best. Without constant distractions from “normal life,” we begin to relate to each other as “people” rather than whatever the media tells us we are.
It is our 16th year, and after a few years of two-night stops, we returned to the simple and pure, the one night at each stop format. Almost like a beast in the forest, all we needed for one week were the basics— eat, drink, sleep and ride.
The backroads are where the adventure of the ride is the most enticing. Following a good West-byGod-Virginia curvy road next to a river while wearing the same clothes for the third day makes us feel alive and gives us that break from civilized expectations.TheLongRoaddoesn’t just wander through a different map
every year on the way to Smokeout. It’s an ongoing event that sometimes revisits routes and stops from the past. These are the connections we develop that give this ride meaning. There’s nothing sentimental about doing a 430-mile burn across Kansas on I-70.
Long Road 2024 kicked off on September 1st at Cherry Hill Campground in Darien Center, NY, about an hour from Niagara Falls. A few of us got up there a day early and madethetriptoseethefalls.“Ristpin,” Billy, Todd, and I had to shoehorn our bikes into one parking space. This is when I got my first close-up look at Todd’s 800 lb, six-cylinder Goldwing. It was an absolute gnarly beast. For the rest of the week, every time I was close enough to hear it run, I questioned half the choices I’d made in my life. We caught a little rain on Sunday evening after most of us had already had the tents up. This may have been the closest we came to having rain on the ride since 2020 when we got soaked riding from “The Roadhouse” to the military armor museum in Danville, VA. After the rain, a group of us rode out to “My Saloon” for some fine bar food and Yuengling.
The Monday morning ride to Port Matilda, Pennsylvania, was all blue skies on the sweet backroads of NY. My cousin, Ben Franklin, met us at
Godspeed Camping and Events. Ben had suggested it as a stop, and it didn’t disappoint. The owner was on hand to check us into the various lodging choices. We spread out on the property between tents, the bunkhouse, and a few motellike rooms. Some of us rode up the road to meet Ben at a brewery on the edge of State College, PA. Returning to “Godspeed” with saddlebags full of beer, we lit the bonfire for another classic Long Road night of beer around the fire.
Tuesday morning, I took off on my own because my route to Moundsville, WV included a tour of Frank Lloyd Wright’s “Falling Water.” Growing up in central Pennsylvania, I had always wanted to see this house. After catching up with the rest of Long Road in Moundsville, we made another beer run and had dinner at “The Avenue Bar and Grill.” A few of us also checked out the West Virginia State Penitentiary, which is no longer active, so they give tours and use it to train prison staff by staging mock prison riots.
There don’t seem to be any boring routes to take in West-by-GodVirginia, so a few of us followed the recommended route suggested by Brian “Uncle Ben” Sauer to Rifrafters Campground near the New River Gorge Bridge. Great route, but we didn’t get there in time to do much other than set up our tents, do a beer run, and make necessary plans for getting a fire going.
We stopped at “The Roadhouse” in Woodlawn, Virginia on Thursday night. John andTracy Devonshire are both riders of several previous Long Roads. They own The Roadhouse and do it up right. The Roadhouse is home to the ultimate Long Road artifact, the ten-foot-long red table
that had been the centerpiece of the notorious yet tasteful Long Road Lounge during the Rockingham SmokeOut years. If The Roadhouse isn’t booked during Long Road week, we make sure to include it as a stop. It’s listed as an Airbnb, so look it up if you need a place to stay for the next group ride. On Friday, the last stop is SmokeOut, so ‘chillin’ with a beer at the Long Road Lounge with our Long Road family is a must.
Saturday, at the lounge, we recognized our two newest family members, Ron Zirashi and Todd Shook, by awarding them the highly coveted Long Road Medallions.
Brian “Uncle Ben” Sauer, Jacques, and Jen Ducote were recognized for having been on ten or more Long Roads. Congratulations are also for Barry Franklin, who picked up a “best trike” trophy at SmokeOut and Alex Wilson, who received the “Carolina’s
Full Throttle Choice” award for his sweet chopper build.
If you’re interested in joining the Long Road ride to SmokeOut next year, stay tuned to the “Legion of the Long Road” Facebook page and search for it on Instagram. It always starts the Sunday before SmokeOut
weekend and, of course, ends at SmokeOut. Word around the Long Road campfire is to plan on Natchez, Mississippi, for a start point and to run north along the Mississippi River for a day. See y’all next year!
Ididn’t have much of a plan in my head other than to leave my house and head West into the mountains, so we started up our bikes and crept slowly out of my neighborhood towards Nelson Road. As we sauntered our way along what is basically a direct shot from my hometown of Longmont, CO to the base of the Rocky Mountains, I decided that a casual spin up Left Hand Canyon towards the little village of Ward would be a nice way to set the tone. It wasn’t but a short 15 minutes later and we were weaving and winding our way through the canyon gaining elevation with every mile, the eastern plains and foothills quickly retreating in our rearview mirrors. I was determined to give my friend Pascal a ride worth remembering.
Pascal is a chopper nut from SwitzerlandwhoImetwhileattending a show in the Netherlands. People had been telling me that I needed to meet this guy and within minutes of shaking his hand I understood why. Having traveled extensively on his lovelyrakedoutHarleywehadbotha lot in common and a lot to talk about. That was almost three years ago so fast forward to now. He reached out to me a month or so back and said he’d be traveling the United States by motorcycle for a period of 8 weeks and was hoping to stay at my house
for a few days. “Of course!” Is the only correct answer to that question. A few weeks later he came rumbling into my driveway on a bike he had purchased in Dallas, Texas upon his arrival. Now, you understand why it felt important to show Pascal some nice stretches of road and picture worthy scenery.
After nearly 15 miles of curves and 4,000 feet of elevation gain, we entered the crusty village of Ward, CO for what I was hoping would be a coffee break at the village’s only store. Not surprisingly, the store was closed for some random reason, so wesettledforacoupleofquickphotos while I gave him my take on the town. I find Ward to be both charming and trashy. Quirky and trashy. Quaint and trashy? Basically, any positive descriptor followed by trashy. At nearly 10,000 feet in elevation, Ward is the highest town in Boulder County in all senses of that word. The residents of the area seem to take zero pride in their properties and the only saving grace is the location. Plop this village anywhere else and it would be a ghost town in 5 minutes. That all being said, I’m often drawn to it and can totally picture myself living there. It’s those positive descriptors that get me every time. After leaving Ward still uncaffienated, I decided we should work our way along Peak to Peak Highway towards Allenspark,
Park. The ride down Peak to Peak Highway is incredible, world class in my opinion. Running from Black Hawk to Estes Park you traverse the Rocky Mountains for 55 miles taking in some of the best views the state has to offer. The section that we were on is some of the best. In Allanspark we would stop and finally get that cup o Joe we had been looking for and Pascalexpressedhisappreciationfor the landscape which I took with great pride knowing that he comes from one of the most beautiful countries in the world. After downing our coffee, we climbed aboard our bikes and continued working our way North.
Almost immediately we were dwarfed by the overwhelming height of Mt. Meeker and Longs Peak just over our left shoulders. I insisted that we stop to get a photo. No matter how many times I pass by these two mountains I still marvel at their beauty. At just over 14,000 feet Longs Peak is one of the tallest mountains in Colorado and one you can see from a great distance, even from my home in Longmont. We kept the photo op short, though, as I wanted to keep the train moving. In the back of my head, I wanted to see if we could get ourselves into Rocky Mountain National Park without the required reservation. Entrance to the park would mean access to the highest continuous paved highway in America, Trail Ridge Road.
It was 1:30 in the afternoon when we approached the entrance to the park, signs for miles had been warning us that a reservation was required. I asked the gate attendant if there was a way in without a reservation and she explained that after 2:00pm a reservation was not needed. That was only a half hour away and well worth the wait. I explained the situation to Pascal and we both agreed that waiting it out was the smart decision, so we parked
along the roadside and watched the minutes tick by while swapping tales from the road. At exactly 2:01 we were through the gates and on our way to the summit at 12,183 feet, well above tree line and into the tundra.
Trail Ridge Road is arguably one of the most grand and picturesque roads in the world and I don’t say that lightly. As someone who has actively searched out spectacular roads around the globe, I can honestly say that Trail Ridge is easily in the top 5. Pascal seemed to agree with me. It takes a while to get to the top partially because of other tourists but mainly because its splendor encourages you to slow down and take it all in.
There is no reason to rush this sort of thing.As you climb in elevation the air gets thin, you can feel it in your chest, and the temperature plummets but neither of these things would dampen our spirits or detract from the postcard views we were standing in. If anything, I think it adds to the
experience. If you are anywhere near this area, I implore you to take the time to visit, I promise you won’t be disappointed.
With the shadows growing long we decided to start our journey back towards home, taking in the last of the views along the way. This ride meant a lot to me in a number of ways. Primarily because I love
showing people where I live but also because it was such a great reminder of why I love motorcycles and the community within. It’s been a bit of an odd year for me when it comes to motorcycling and this was just what I needed. It was the kick in the butt to get back out there and start exploring again, to see the world and share it with anyone who will listen.
Many riders believe that the FXR is the best motorcycle HarleyDavidson ever made, and once I acquired my 1982 FXRS Shovelhead, I started to understand what all the hype was about. However, like manyotherbikesofthatera,theShovel’s lightingsystemleavesalottobedesired. The headlight was weak, as was the taillight, making me unwilling to ride that bike at night if I really didn’t have to. In addition, the wiring on the Shovel was original—over 40 years old. It was brittle, torn, patched, and held together in several places with different types of tape.
I put in a call to my old friend Jeff Zielinski of NAMZ Custom Cycle Products, a company known for its excellence in all things wiring. Based on the motorcycle year and model, Jeff recommended the NAMZ Complete Bike Harness, Part #NCBH-01-B.
The NAMZ kit contains color-matching harness with self-canceling turn signal module, a fuse block that holds a replaceable starter relay and three ATO fuses, and a 30-amp circuit breaker for the regulator/charging system. The harness provides turn signal functions to front and rear turn signals. It also contains handlebar switch wiring, headlight wiring with headlight socket and terminals, front turn signal connectorsandterminals,andrearfender harness with connectors and terminals. Also included is key switch wiring with ring terminals, coil wire with ring
terminals, tachometer, horn, oil sending unit, and brake switch and neutral switch wiring with terminals. The kit even contains sections of appropriately sized heat shrink and heavy gauge power and ground wires with terminals for battery connection.
Wiring isn’t my forte, soAlan Magyar of Creative Performance in Wall, New Jersey, did the entire project. Although the basics of wiring a bike are fairly straightforward, there are several methods to achieve getting power to where you want it. In the installation instructions that come with the kit, it’s recommended to come up with a plan for routing the wires before starting the project, regardless of whether original wiring is being replaced, or it’s a custom build from the ground up. So before any work began, Alan took a good look at the current wiring, investigating further as he went through all the steps necessary to begin. (Note that the photos
Article by Marjorie Kleiman
Photos by Marjorie Kleiman and Alan Magyar
and descriptions below are the main steps of the job; there are many other miscellaneous actions that need to take place.)
After disconnecting all battery leads and removing the battery, Alan removed the stock headlamp and the front turn signals, using a pin extractor for the power connector blocks in the headlamp bucket. He pointed out some common points of failure regarding the bus block which distributes power, such as poor connections, overheating, and corrosion.
Then he removed the speedometer/ tachometer and bracket to get at the headlamp eyebrow, and removed the eyebrow and headlamp bucket. Inside wasarat’snestofwiring,lotsofelectrical tape and zip ties on top of zip ties.
After removing the fuel tank,Alan set up the harness for installation, pre-routing the labeled wire “bundles” along the
bike. One harness is for the oil light, brake light, and neutral light. Another is for the front lighting (headlight, turn signals), switches, and the tachometer and speedometer.And the third is for the ignitionandthetachwiringfromthecoil.
Alan used fir tree push-mount cable ties a.k.a. “Christmas tree” ties designed to go into holes in the frame for attaching wires.Andasaprecaution,whilerunning the wires along the bike, he used splicing tape on the wiring junctions to ensure that they stay watertight.
The stock configuration uses four circuit breakers, and the NAMZ kit replaces three of them with fuses and introduces a new circuit breaker for the battery/starter connection. Alan removed the rivets holding in the brackets for the circuit breakers, and drilled the plate to accept the new fuse boxes.
Alan connected the Hot Box (part of the NAMZ wiring harness) that controls the turn signals. Harley-Davidson turn signals were not self-canceling until the
early 1990s, and I had to keep my thumb on the turn signal to keep it activated. The Hot Box contains a self-canceling turn signal module, making my ride a whole lot safer because I’d previously quit using my turn signals, preferring hand signals instead.
Next was installation of the starter relay and the three fuses, followed by terminating the tach and ignition connections at the coil. We were able to retain the original wiring for the gauges because it was still in very good condition.
It was time to solder the left turn signal switch and horn switch inputs together. Then Alan used a strain relief connector for the front wiring harness so that the wiring doesn’t pull between the handlebars and the headlight. He then terminated the new wiring at the factory wiring for the indicator and dash gauge lights.
Then he terminated the handlebar wiring connectors using waterproof Deutsch
connectors, followed by crimping the headlight wiring female spade terminal.
Alan inserted the headlight wiring connector, and using a power probe, confirmed that the high beam, neutral light, and oil light wiring was connected
properly. He soldered the dash light wiring, then he soldered the ground for the headlight bucket to the main ground for the bike. It turns out that part of the reason my OEM headlight was so dim andweakwasbecauseofpoorgrounding. We’ll pick up with part two of this upgrade in the next issue.
You could say he was born into the world of motorcycles. Growing up in Bend, Oregon, he was surrounded by the hum of engines and the smell of gasoline. With his mom and stepdad as avid riders, it was only natural that, at the age of six, he found himself on a Yamaha PW50, ripping through the dirt with a grin that probably never left his face.
Fast forward a few decades, and that love for bikes hasn’t wavered. These days, when he’s not flipping burgers at Midcity SmashedBurger or pouring drinks at Hosmer Bar, you’ll find him in the garage, wrench in hand, working on whatever two-wheeled project has caught his eye.
His first build was an ’84 Honda Nighthawk, a bike that taught him a lot about what it takes to turn a pile of parts into
somethingthat’snotjustrideablebutuniquelyhis.Sincethen, he’s worked on a 2003 Road Glide and a 2004 Sportster, each project teaching him something new, pushing his skills a bit further.
But this latest build—this one’s different. It started with a simpleidea:heneededadailyrider,somethinghecouldstunt around on without too much worry. He snagged the donor
By:
By:
bike from Brandon Sorel, and from there, the journey began. He’s not a fabricator by trade, so he leaned on the skilled hands at 6Volt Cycles in Bend for the minimal fabrication work needed. They were a huge help, and he can’t thank them enough.The inspiration for this bike, though, came from somewhere deep—his mom. She was the one who got him into riding in the first place, and when she passed suddenly
Article
Heather Callen Photos
Missi DeBord
in 2006, it felt like the wind had been knocked out of him.
This build took 3.5 years—longer than he’d planned, but life has a way of throwing curveballs. The biggest challenge? Wiring the fairing and getting everything dialed in just in time for The One Moto Show. It wasn’t easy, but with the help of 6Volt Cycles, Legion Moto Co., and ZigZag Kustoms, they
made it happen.
And now, every time he fires up that engine,he’sremindedofher.Hismom’s ashes are in the frame, her name is on the bike. It’s not just a machine; it’s a daily reminder of where he comes from and why he rides. It’s a tribute, a way to keep her with him on every journey.
So yeah, he rides the hell out of it. This bike isn’t just for show; it’s a rider,
just like it was meant to be. And every mile he puts on it, he knows she’s right there with him, pushing him to go a little faster, lean a little harder, and enjoy the ride.
This bike isn’t just metal and rubber; it’s family, memory, and heart all rolled into one.
DARLA
OWNER: Mike Aldridge
CITY/STATE: Bend, OR
BUILDER: Mike Aldridge
YEAR: 2001
MODEL: Lowrider
VALUE: To Much
TIME: 3.5 Years
ENGINE
Year: 2001
Model: H-D Lowrider
Builder: Baisley’s
Ignition: Dynatek
Displacement: 95”
Pistons: Wiseco
Heads: Stock, Ported/Polished
Carb: Mikuni 42
Cam: E-211
Air Cleaner: Mikuni
Exhaust: Sawicki RT
Primary: Trask
TRANSMISSION
Year: 201
Make: H-D
Shifting: Baker N1 Shift Pawl kit
FRAME
Year: 2001
Model: Lowrider
Rake: Stock
Stretch: Stock
FORKS
Builder: Ceriani/Storz
Type: 55mm Inverted
Triple Trees: Ceriani Mid Glide
Extension: +2
WHEELS
Front Wheel: Jade Affiliated
Size: 21”
Tire: Metzeler
Front Brake: Brembo/Galfer
Rear Wheel: Jade Affiliated
Size: 18”
Tire: Metzeler
Rear Brake: Brembo/Galfer
PAINT
Painter: ZigZag Kustoms
Color: Red/Gold
Graphics: Flames, Lace, Gold Leaf
type: 70’s Bass Boat
Chroming: 24kt everywhere
ACCESSORIES
Bars: ODI high bend
Risers: Archetype Mfg
Hand Controls: Elite Mototech & Bremb
Foot Controls: Thrashin’ & Pro1
Gas Tank(s): Stock
Oil Tank: Stock
Front Fender: Stock
Rear Fender: Stock
Seat: LePera
Headlight: Holley RetroBright
Taillight: Custom Dynamics
Speedo: SBDO parts
Photographer: Missi DeBord
Hey,Is life nuts or what? Let’s hope after the election Freedom, Honesty and Integrity have returned to our country. Or at least the fad has faded and Freedom it considered again. Let’s hit the news:
Brembo Acquires The Other Guys
- In a deal valued at $405 million, Brembo signed an agreement with Tenneco, a portfolio company of funds managed by affiliates of Apollo Global Management, Inc., for the acquisition of a 100% stake in Öhlins Racingtoday.“Öhlinsisastrongfitfor Brembo,” explains MatteoTiraboschi, Brembo Executive Chairman. “It is a world-renowned brand, with a solid business and an unrivaled reputation, both on the racetrack and the road. With this addition, we take another stepforwardinourstrategytoprovide integrated intelligent solutions to our customers, leveraging synergies across key technologies in the vehicle’s corner.”
40th Anniversary Motorcycle Riders Foundation Recap - The last weekend in September, Freedom of Road Riders hosted the 40th Annual
Motorcycle Riders Foundation (MRF) Meeting of the Minds, in St. Louis, Missouri. This annual event allows motorcyclists’ rights advocates the chance to share the legislative accomplishments of their states, shape the MRF’s federal legislative agenda and learn from leaders in the movement about how to be effective voices for motorcyclists.
As Fred Harrell, MRF Director of Conferences and Events stated at the event opening, “We are getting better with age, as we embrace the future.” Part of that history and forward vision is a growing belief that building and maintaining partnerships across the motorcycling community is vital. An impressive number of groups were represented at the conference, including 40 state motorcyclist rights organizations, the American Motorcyclist Association, Harley-Davidson Motor Company, the Independent Motorcycle Aftermarket, the National Coalition of Motorcyclists, the National Council of Clubs, the National Council of Informed Riders, the Specialty Equipment Market Association, and hundreds of freedom fighters who all
have a shared passion for defending our lifestyle.
These partners participated in developing and strengthening our federal legislative agenda for 2025. This agenda ensures that we are fighting for the priorities that matter to you in Washington, D.C.
Thank you to the Missouri Freedom of Road Riders for hosting this year’s event and to the Missouri Council of Clubs and Soldiers for Jesus Motorcycle Club for providing extra resources. Finally, thank you to the hundreds of bikers who journeyed to St. Louis. - MRF
SEMA Applauds Newsom Veto of SB 961 - The Specialty Equipment MarketAssociation (SEMA) applauds California Gov. Gavin Newsom for his decision to veto Senate Bill 961 (Wiener), a bill that would have fragmented national vehicle safety policies by mandating a state-level standard that could have conflicted with ongoing federal safety efforts and preempted national vehicle safety regulations. Under SB 961, certainnewvehiclessoldinCalifornia would have been required to come equipped with a passive speed notification system.
SEMA, representing over 7,000 primarily small businesses nationwide, including over 1,500 in California, had expressed serious concerns about SB 961, citing its potential to disrupt the wellestablished federal regulatory framework governed by the National HighwayTraffic SafetyAdministration (NHTSA). –SEMA
Team USA Takes Shape - A trio of top-flight motocross racers will represent the United States at the 2024 Fédération Internationale de
Motocyclisme (FIM) Motocross of Nations, which was held at Matterley Basin in Winchester, U.K.
Team USA has recovered nicely after a pair of injuries held out original team members Chase Sexton and Chance Hymas. Joining Open Class rider Aaron Plessinger on the team will be Eli Tomac (MXGP Class) and Cooper Webb (MX2 Class).
The United States will once again be led by motocross legend and team manager Roger DeCoster, who competed on six victorious FIM Motocross of Nations teams during the 1960s and 70s. Since his retirement from racing, DeCoster has remained an integral part of the sport as a team manager for several AMA Supercross and Pro Motocross teams. DeCoster has led the United States to 21 FIM Motocross of Nations team victories. – AMA
42,000 Road Glides - Street Glides recalled. Electrical Issues On September 11, Harley-Davidson filed a voluntary safety recall report with the US National Highway Traffic Safety Administration for several 2024 Street Glide, CVO Street Glide, Road Glide, CVO Road Glide, and CVO Road Glide ST motorcycles.
The issue is a wiring harness routing that could rub against the front corner of the crankcase and could, over time, chafe the wiring insulation away. If this were to occur, the exposed wiring could then cause a short to ground, which could blow the 60-amp main fuse.The bike could lose power and be unable to restart, thus increasing the risk of a crash.
Approximately 41,637 total motorcycles could be affected, according to Harley’s records. This represents approximately one percent of the population. Read full
story at MSN. -Bandit
Troy Herfoss Crowned - 2024 MotoAmerica King Of The Baggers Champion S&S Cycle / Indian Motorcycle rider Troy Herfoss clinched the 2024 MotoAmerica King of the Baggers Championship with a win in the final race of the season. A damp track set the stage for two races during an intense weekend, placing teammates Troy Herfoss, Tyler O’Hara, and Harley rider Kyle Wyman on the second row for Saturday’s race.Anticipation ran high among fans and racers, eager to see who would push through the pack to claim the top spot.
Despiteachallengingstart,Herfoss found himself in 5th place after the first lap. He steadily worked his way up, overtaking Tyler O’Hara, James Rispoli, and Kyle Wyman to climb into second place. Once there, Herfoss and Landers separated themselves from the field, leaving the others behind. Herfoss finished Saturday’s race in second, transforming a 2-pointdeficittoWymanintoa2-point lead heading into the final race of the season on Sunday.
On Sunday, Wyman had a strong start, but Herfoss quickly caught and passed him. Maintaining the lead for the remainder of the race, Herfoss secured the championship, finishing the season 11 points ahead of Wyman. This victory marked Herfoss’ seventh win of the year, and his 14th podiumfinishoutof18races,capping an extraordinary rookie season on the S&S Cycle / Indian Motorcycles Bagger.
Reflecting on the season, Herfoss shared: “It’s been an incredible journey. Twelve months ago, I was on top of the world in Australia, but uncertain about the future of my
racing career. This opportunity to race for a new motorcycle brand in the King of the Baggers series arose, and I wanted to step out of my comfort zone—and that’s exactly what happened. From the banks of Daytona to the world championship crowds at COTA, and even through the gravel trap at Brainerd, it’s been a wild ride.
Kyle Wyman has been an amazing competitor—truly a professional in every sense. On his tough days, he kept himself in the fight, and on the good days, he made me work for it. It was thrilling and stressful, and a career highlight for me. Last year’s Superbike Championship in Australia was a major milestone after recovering from a significant injury, but I wasn’t sure if I could achieve this at the start of the year. That’s what makes this moment so special.” –S&S, sscycle.com
Nominations For The Hall Of Fame Are Being Accepted - That’s right, check out the new Sturgis Museum Website and if you have a candidate, you feel strongly about, fill out the form and get all your buds to step up and nominate him or her. This is a very special place for accomplished individuals who continue to support motorcycling, the Sturgis Motorcycle Rally and Sturgis Motorcycle Museum.
the thief struck was hot and sunny. Young Josh nd Rebecca Caldwell were tending a lemonade stand outside their house in Chesapeake NEVER GIVE UP - And never give in. If you need a more rapid news fix head over to Bikernet.com weekly. If you have content or news you want to share, don’t hesitate to drop me a line to Bandit@bikernet.com. Ride safe and free forever! -Bandit
Running TANGO Manufacturing, a roto-molding plant, by day and building bikes by night, James Patience has carved out a life around his passion.
Married with three kids, James considers himself lucky to have a supportive wife, lovingly nicknamed “The Unicorn” by his buddies—because, let’s face it, finding someone who fully supports a “harem” of custom
motorcycles is rare.
His family wasn’t filled with riders; his brother-in-law introduced him to the world of two wheels, and that’s all it took. James hopped on his first street bike at 15. The draw to motorcycles wasn’t just about riding. It was about building, creating, and getting his hands dirty. “I wanted to build bikes, so I guess I had to also ride them,” he says.
His first bike was a ‘73 Suzuki GT250, but the bug really bit with his first full build—a ‘98 Fat Boy that he stripped down to the frame and rebuilt from the ground up. Since then,he’sworkedonabout50bikes,rangingfrombaggers to Softails, FXRs, and a few old-school choppers. This particular project began with the Chopper Friends Throwdown. James got the invite and knew right away he
had something special sitting in the corner of his shop—a bike he’d bought from a close friend who, tragically, took his own life. After his friend’s passing, the bike sat untouched for a couple of years, but with the Throwdown on the horizon, James decided it was time to bring it back to life.
Heknewthebuildneededtomeansomething,especially
Article By: Killer Callen Photos By: Chris Callen
because the bike was destined for the Bikers Against Bullies USA program, where it would be shown to kids at schools across the country. The program teaches self-worth and empowerment, tackling youth suicide head-on, and James saw this build as a way to carry his friend’s spirit.
James does almost all the work on his bikes himself—design, fabrication, metalwork, bodywork, paint, and wiring. This build was no different. Once his plan was clear, the community stepped in. Flash, Rick Bray, Xavier Muriel, Led Sled, and Paughco offered parts and support. With their help, James had a solid foundation, and the bike began to take shape.
“Everything I know, I taught myself,” he says. “A lot of mistakes combined with a few calls to guys much smarter than I am.” He learned to shape metal the hard way—sitting on a stool in his shop next to a bin overflowing with scrap.
James didn’t have a traditional mentor; instead, he drew inspiration from the pages of bike magazines he poured over as a kid, learning from a distance until he finally met his heroes face-to-face. “I think the best bikes kinda create themselves,” he explains. “The hard part is the base point, but I was able to start with a beautiful chassis, and the rest of the bike already made sense. I just had to let it take the shape and style it wanted.”
The biggest challenge on this build? Time. James had his hands full between running TANGO Manufacturing, customizing other bikes, creating art pieces for charity events, and being a husband and dad. But he got it done in less than 30 days with the help of his son, Jaxon. “Him and my son Dexton have been in the shop with me since they were three. I am so fortunate that they love to create things as much as I do.”
The finished bike isn’t just a
showpiece—it’s a rider. James takes it to schools as part of the Bikers Against Bullies USA program. It doesn’t get as many miles as some of his other bikes, but it still sees about 3,000 miles a year.
One memory stands out from the project. “As we were rolling out of Winslow,AZ, I had my son on the back, cruising about 80 mph, thinking about how great the whole experience was. That was the moment.”
For James, building bikes is more than just putting together cool machines. It’s about community, family, and teaching his kids the value of
hard work. “I know you guys do an incredible job at inspiring people to love the bike world. That is all I want to do, too,” he says. “I want my kids to see that hard work has its rewards and that there is no culture as tight as the bike culture. The lessons and experiences we gain while workingonbikeswithourfriends arethesamelessonsthatcreate decent human beings.”
Ultimately, it’s all about building more than bikes— it’s about building character, relationships, and memories that will last a lifetime.
CHOPPER LESSONS
OWNER: James Patience
CITY/STATE: Idaho Falls, ID
BUILDER: James & Jax Patience
YEAR: 2022
MODEL: Custom
VALUE: More than $12
TIME: 30 Days
ENGINE
Year: 2005
Model: Ultima
Builder: Ultima
Ignition: S&S
Displacement: 127
Pistons: Stock
Heads: Machined by James Patience
Carb: S&S
Cam: Stock Air Cleaner: Just A Custom Screen
Exhaust: Custom Built / Short Fishtails Primary: Custom Cut 3’’ DBL
TRANSMISSION
Year: 2005
Make: Ultima
Shifting: 6 Speed Foot Shift
FRAME Year: 2022
Model: RB Kustom Speed
Rake: Stretch: 4+4
FORKS
Builder: Paughco
Type: Springer Triple Trees: Integrated Extension: +12
WHEELS
Front Wheel: Led Sled Invader
Size: 21”
Tire: Michelin Commander
Front Brake: Sketchy Choppers Don’t Have ‘em
Rear Wheel: Led Sled Invader
Size: 16”
Tire: Michelin Commander
Rear Brake: Custom W/ Tokiko Calipers
PAINT
Painter: James Patience
Color: Ground Zero Teal Over Chrome Flake
Graphics: James Patience
Chroming: None powder coat: TAG Coatings
ACCESSORIES
Bars: Chrome Bootleggers
Risers:
Hand Controls: Chrome Vintage
Foot Controls: Billet Dirt Bike Pegs
Gas Tank(s): Narrow Sporty
Oil Tank: Curt Owen
Front Fender: None
Rear Fender: Ribbed Bobber
Seat: Springer
Headlight: Aluminum- Modified
Taillight: Swap Meet - Modified
Speedo:
Photographer: Chris Callen
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Then Send It Along To Us At: 119 Dellenbaugh Rd. Tarentum, PA 15084 Or E-mail To cyclesourcemain@comcast.net
In a trial, a Southern small town prosecuting attorney called his first witness to the stand -- a grandmotherly, elderly woman. He approached her and asked, “Mrs. Jones, do you know me?” She responded, “Why, yes, I do know you, Mr.Williams. I’ve known you since you were a young boy, and frankly, you’ve disappointed me. You lie, you cheat on your wife, you manipulate people and talk about them behind their backs. You think you’re a big shot when you haven’t the brains to realize you never will amount to anything more than a two-bit paper pusher. Yes, I know you.” The lawyer was stunned. Not knowing what else to do, he pointed across the room and asked, “Mrs. Jones, do you know the defense attorney?” She again replied, “Why yes, I do. I’ve known Mr. Bradley since he was a youngster, too. He’s lazy bigoted, and he has a drinking problem. He can’t build a normal relationship with anyone, and his law practice is one of the worst in the state. Not to mention, he cheated on his wife with three different women. Yes, I know him.” The defense attorney almost died. The judge asked both counselors to approach the bench, and in a hushed voice, he said, “If either of you bastards asks her if she knows me, you’ll be jailed for contempt.”
Earl
Rather than taking the final, they decided to explain to their Professor why they missed it. They said that they visited friends but had a flat tire on the way back. As a result, they missed the final. The Professor agreed they could make up the final the next day. The guys were excited and relieved. They studied that night for the exam. The next day, the Professor placed them in separate rooms and gave them a test booklet. They quickly answered the first problem, which was worth 5 points. Cool, they thought! Each one, in a separate room, thought this would be easy ... then they turned the page. On the second page was written... “Which tire? Worth 95 points…
Vanessa
Abiker & his wife are celebrating their 50th anniversary. That night, the wife approaches her husband, wearing the exact same sexy little teddy that she had worn on their wedding night. She looks at her husband & says, “Honey, do you remember this?” He looks up at her & says, “Yes, dear, I do. You wore that same negligee the night we were married.” She says, “That’s right. Do you remember what you said to me that night?” He nods & says, “Yes dear, I still remember.” “Well, what is it?” she asks. He responds, “Well honey, as I remember, I said, “Ohhhhhhh Baby, I’m going to suck the life out of those big tits & screw your brains out.” She giggles & says, “Yes honey, that’s it. That’s exactly what you said. So, now it’s 50 years later, I’m in the same negligee I wore that night. What do you have to say tonight?” Again he looks her up & down & finally replies, “Mission Accomplished.”
Jack
Four sophomores took chemistry, and all had an ‘A’ so far. These four friends were so confident that they decided to visit some friends the weekend before finals and have a big party. They had a great time, but after all the hearty partying, they slept all day Sunday and didn’t return to school until early Monday morning.
On little Larry’s first day of first grade, he raised his hand when the teacher entered the room and said, ‘I don’t belong here. I should be in third grade!’ The teacher looked at little Larry’s records and told him to take his seat. Not five minutes passed when little Larry stood up again and said, ‘I don’t belong here, I should be in the third grade!’ Larry did this several times before the principalcamealong,andtheteacher explained Larry’s problem. The principal and the first grade teacher told little Larry that if he could answer some questions, they could decide in which grade he belonged. They soon discovered that Larry knew all the state and country capitals the principal could think of. The teacher suggested they try some biology questions... ‘What does a cow have 4 of, but a woman has only 2?’ asked the teacher. ‘Legs!’Larry immediately replied. “What does a man have in his pants that a woman doesn’t?’ asked the teacher. ‘Pockets!’ said Larry. The teacher looked at the principal, who said, ‘Maybe he should be in third grade, I missed those last two questions!’
Mark
