Cycle Source Magazine Issue 301 - July 2023

50 December‘10 CYCLE SOURCE

CYCLE SOURCE July July ‘23 7

BIKES The Decade Brian Klock's Chopper Friends Throwdown Offering ........................ 20

Burnett Triple C Cycles 1960 Panhead ........................................................................38

Family Business Eric Puglia's 1987 Softail .................................................................................. 50

The Phoenix Jay Madeiro's Triumph Born From The Ashes ........................................60

Hummingbird Andrea LaBarbara's Henderson ......................................................................74

Ryan's Recker Matt Reel's Grage Build Ironhead ..................................................................74

FEATURES Cycle Showcase STL '23 Midwest Celbration of Motorcycle Diversity ..........................................10

Museum Minute Curating The Legacy ............................................................................................ 28

First Ride Athena Checks Out The Harley Breakout 117 ........................................... 30

The Garage A Special Place For Moto Junkies .................................................................. 44

Shop Dogs Man's Best Friends & Helpers In The Spotlight ..................................... 53

Garage Brewed Bikes, Beer And The American Way In The Rust Belt .......................... 66

Reader's Ride

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Takin A Look At What CS Readers Are Riding ........................................... 70

TECH More Better CV Carb Runing With Pandemonium ........................................................... 16

The Grind Installing The Andrews C Grind Camshaft ............................................... 26

One Ringe To Rule Them All Fitting Your Piston Rings With Cycle Stop ................................................ 46

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EDITORIAL OFFICE

The Cycle Source Magazine 118 Dellenbaugh Road Tarentum, PA 15084 For Any Questions Or Comments Please Call 724-226-2867 or e-mail cyclesourcemain@comcast.net

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

STAFF WRITERS Chris Callen, Milwaukee Mike, Jack Schit, Pat Jansen, Xavier Muriel, Charlie Weisel, Mitch Bodine, Amelia Rose, Daniel Donley, Joshua Elzey, Roadside Marty, Heather Callen, Melissa DeBord, Troy Bensinger, Matt Reel, Jason Mook

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STAFF PHOTOGRAPHERS Chris Callen, Heather Callen, Mad Stork Ken, Twila Knight, Melissa DeBord

CONTRIBUTORS Jason Hallman,Dave Hull, Becky DeWitt, Leah Whaley, Anthony Cabrera

STAFF ARTISTS Chris Callen

ADVERTISING Heather Callen- Sales Manager - cyclesourcemain@comcast.net

GRAPHIC ARTISTS

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Chris Callen, Heather Callen

DISTRIBUTION Comag 5230 Finch Ave. E., Ste. 1, Toronto, ON, M1S 4Z9 Cycle Source - Dealership Direct Distribution 724-226-2867

CIRCULATION DIRECTOR Heather Callen - 724-226-2867

COPY EDITOR Judy Duggan

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

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SPARE PARTS New Products Hot Off The Rack ............................................................... 84

The Cycle Source Magazine® (ISSN 1935-0287) is published 10 times a year by The Cycle Source Magazine with Offices at 118 Dellenbaugh Road Tarentum, PA 15084, 724-226-2867, www.cyclesource.com. U.S. Subscription rate is $40.00 for 10 issues. Canadian Subscription rate is $50.00 for 10 issues. Back Issues, when available, are $7.99 each, payable in advance. Periodicals postage paid at Tarentum, PA ad additional mailing offices. The Cycle Source Magazine® reserves the right to reject any advertising or contributions that it deems unsuitable. Opinions expressed are those of the author and not of The Cycle Source Magazine®. Nothing printed in The Cycle Source Magazine® can be re-printed in whole or part without the express written consent of the publishers. Copyright ® 2023. The Cycle Source Magazine®, A Grass Roots Motorcycle PublicationSM, Scooter Tramp ™ Wild Man™ Low Down & Dirty Rotten™ Grease & Gears Garage™ Grease & Gears TV™ Grease & Gears Garage Roadshow™ ShopTalk™ Do It Your Damn Self™ Inslide Line™ and SmokeOut™ are registered trade marks.

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In The News

118 Dellenbaugh Rd. Tarentum, PA 15084

The World Report Powered by BikerNet.com .... 90

DEPARTMENTS

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From The Editor’s Desk .................................................... 8 Photo Hunt ........................................................................... 33 Art Of Our Culture ............................................................ 34 Pin-Up Of The Month ....................................................... 49 Chopper Charlie ............................................................... 80 Gut Busters ........................................................................ 98

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ABOUT THE COVER Eric Puglia, isn't a master builder by trade but he is a motorcycle lover by birth. "Family Business" represents more than a great example of a Softail, it embodies a family tradition that spans generations. For that reason and many more we are thrilled to have it grace this month's cover.

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t

hat phrase rakes my nerves.

As steeped in garage culture as the custom motorcycle thing has always been, we’ve gotten to a place where the delimiting factor of who is a bike builder and who is not has become a regular topic that carries some frustration. Let me be plain here, I don’t consider myself a “Bike Builder,” and not because I can’t do a majority of my own work now but for the simple fact that it is not what I do for a living. In some circles, that makes me a hobbyist.

At the same time, I have some 20 full-on custom bikes under my belt, so maybe a hobbyist with a serious problem, but a hobbyist nonetheless. Still, I don’t see a line between guys who do this for a living and guys who have made a lifelong commitment to the art of custom motorcycle building, so where do you draw the line?

All of this is ridiculous to me as we have slipped narcissistically into a place where everything has to be labeled today, and God forbid, you get the label wrong…

Ugh! When it comes to the word “Builder” well, that can quickly turn a conversation into an argument, even among friends. Now, on the one hand, learning the craft and having the ability to weld, machine, fabricate and mold your dreams into reality, well, that’s a very special thing, and if you are lucky enough in this lifetime to achieve that, I think, that should be reward enough. If someone else calls you a builder or comments that you

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are not, it shouldn’t even matter at that point.

Conversely, suppose you are a guy who knows what he likes but lacks the ability to do some of the work mentioned above. In that case, there is officially nothing wrong with that. Suppose you decided to spend you precious time and resources in the pursuit of your perfect motorcycle. In that case, no one should make you feel less than another person just because you may not have done 100% of your own work. That’s just dumb. It’s like the guys who design some of the best parts out there never want to sell them because they don’t think the parttime guy shouldn’t be doing any of this to begin with. Seriously? You do have bills to pay, don't you?

Maybe it goes back to where and how I grew up. The suburbs of Pittsburgh have always been economically depressed, and from the start, whether it was gocarts or mini bikes, then finally on to woods bikes, you worked with what you had and learned anything you could along the way.

Yeah, a few guys were born with a silver spoon stuck up their asses, as we used to say, but that wasn’t a real matter for contention. We all had fun and did the best we could. Later on, when I got into riding street bikes, first a Triumph Chopper, then a Yamaha before my Harley years, a custom bike was anything that wasn’t stock, and anyone who took it apart and put it back together was a builder.

Today I hear people comment that this would be an assembler. As if using a list of different parts and working with a vision of how you want the bike to look would be the same as standing in line at Harley’s production facility assembling a stock motorcycle. The whole thing is preposterous. Let’s face it, playing with custom motorcycles is not saving lives. I mean, it may have saved a life or two, but by and large, it’s supposed to be fun.

Setting a qualifying level for who is or is not cool enough is just clown shoes. In a time when we need to reinforce the community of this thing, we seem to be putting up more walls instead.

Now, as far as the people who deserve any kind of adoration for what they do, the ones who bring our community together, help with the type of support that keeps people excited and who lend a hand when no one else is looking, these are the great people among us. Wonder what their label should be? Trick question, they shouldn’t need a label. Are you paying attention here? This whole thing is a lot better without your labels, your ego, and your jealousy, man.

Take that shit on the road or roll up your sleeves, and start looking for ways you can help rather than sit back and be critical of the ones who are. Maybe then you won’t need a label either.

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Article By: Heather Callen Photos By: Heather Callen & Missi DeBord

i

t’s February 2023 in Western PA, it’s been a long build season, and Chris is at that pivotal moment of his winter project, the mid-build blues. Which meant it was the perfect time to head west for the Midwest’s answer to a motorcyclist’s w i n t e r doldrums, C y c l e Showcase STL. With my little stunt buggy loaded with fuel, some camera gear, and a change of clothes, this is precisely what Chris and I did.

Completely out of the norm for us, we arrived a little bit early.

This allowed us a sneak peek at how Randall Noldge, curator of this incredible exhibit of motorcycle multiplicity, had dressed out the space at City Foundry STL without the hustle and bustle of fellow motoenthusiasts. We were not

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disappointed in the least.

Throughout the room was an incredibly diverse display of fifty motorbikes that spanned decades, makes, models, styles, and sizes. Each machine stood

on its own riser with expertly placed lighting, lending to the fact that each creation was special in its own unique way. However, not all bikes

were visible yet. You see, through Randall’s creative vision, he made it possible for twenty-one builders to unveil never before seen motorcycles throughout the Show’s opening day. Until then, they were shrouded in black cloaks leading to m y s t e r y and building anticipation.

I’m not gonna lie. I peeked under a few skirts that night. I couldn’t help myself!

With a bit of pre-event work in the books, we headed to The Garage STL for the preparty, where we stuffed our faces with some incredible freshly made tacos from Rock Star Tacos. Trust me, they didn’t suck. Upon welcoming the masses, Randy unveiled a private label Cycle Showcase STL

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Lager from Four Hands Brewing Co, I wish I could say I tasted it, but I’m not a beer drinker. However, no one seemed disappointed in the least. From that point, the part was on as Honky Tonk Airlines took to the stage, and partygoers took to the dance floor. We opted to call it an early night and head to the host hotel, The Angad Arts Hotel, which is an event in itself.

Everywhere you look, some form of art is displayed throughout the entirety of the hotel. If you think we didn’t take advantage of the claw foot soaking tub in our yellow room, you’re wrong. I should maybe apologize for the extra bubbles on the floor…whoops, sorry.

Saturday brought the opening of the 10th Anniversary of Cycle Showcase, and plenty of people eagerly waiting to see what was in store for them. Upon entering the grand gallery, attendees could mingle throughout the display and study motorcycles brought by craftsmen from across the country.

Builders came from Colorado, Florida, Pennsylvania, New Jersey, Kentucky, Oklahoma, and beyond to have their motorcycles seen. Our own Roadside Marty was on hand with his iconic Panhead Chopper, Purple Haze.

Steve “BrewDude” Garn had his Green Hornet BMW Café racer on display. The Sturgis Motorcycle Museum and Hall of Fame even made the trip out with the 1989 FXLR from the motorcycle movie Harley-Davidson and the Marlboro Man. Daniel Heman, from Heman Fab, was on hand with a stellar Ness inspired digger. Schmitt Law had a mint hot pink GT750.

Kyle Bertsch had his carbon fiber Mustard King on display, and there was even a “jet fuel powered” psychedelic minibike complete with white shag seat!

Obviously, that’s just a smidge of what was on hand that weekend.

Unfortunately, even though I wish I could, I don’t think I have enough

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pages to tell you about all of them.

Beginning early in the day, Randy moved throughout the room, stopping every 15 minutes or so to unveil one of twenty-one hidden gems. When the spotlight stopped on the blackness, the crowds flocked to it like moths to a flame. We waited with bated breath as Noldge introduced the bike’s creator before pulling back the veil. We can only mention a few here, but one of the first was Nick Rutherford from Night Fall Customs, who unveiled his turbo-powered take on a St. Louis Derake that he fondly calls the TERAKE. Rick Dozer revealed his perfectly named “Sex On Wheels” Panhead that was named the moment Randy laid eyes on it.

Lee Ebrey and Steve Nash from PyroChop unveiled a 93 Softail Chopper to its new owner in front of the world! Good thing he loved it like the rest of us! Mike from 9Finger Fab unveiled his latest creation which you’ll see on these pages soon. The last reveal of the day was Mike Martin from Junk House Vintage with a killer St. Louis style Shovelhead Chopper.

Noldge had a few new features for 2023. One of which was an incredible sissy bar art exhibit put together by Jerry Cirqua of 812Inc. Some 20-plus artists adorned sissy bars in their medium of choice to show the world what they do. Second, later in the afternoon, there was a very special treat across the way for us.

Chopper Charlie had graciously agreed to host a session to talk about the epic journey he had just completed, circumnavigating the globe on a 12-foot-long Evo Chopper. He regaled us with tales of traveling the Road of Bones across Russia during a war.

There were trials and tribulations all along the way, but he never let that deter his plan. Having Charlie share his story of doing what many only dream of was fantastic. I know that I, for one, was inspired, July ‘23 - CYCLE SOURCE MAGAZINE 13

as I know others were too.

I would be remiss if I failed to mention one of my favorite features of Cycle Showcase. The puppy kissing booth. For the last several yeas, CSSTL has worked with local animal shelters to help raise money and awareness about the areas four-legged friends in need.

Big Randy, as many fondly refer to him, really thought of everything. For those who wanted to take home a lifelong souvenier they could get a tattoo from one of the fellas from Easy Street Tattoo that was set up. People could even watch an artist at work as Jeff Bradley hand tooled leather.

The incredible are that was found throughought was an installation

by Kevin Glazer.

After an exciting day of reveals, storytelling, and hobnobbing with fellow motorcycle lovers, Bare Knuckle Performance hosted an after-party at Pin-up Bowl.

If I know Randy, he chose the location for its uniqueness. No surprise there. It’s all about the art.

The intimate bowling alley boasts walls and display cases with a signature collection of bowling and pin-up memorabilia you won’t see elsewhere.

Unfortunately, that was a wrap for us as we had to hustle home to meet the deadline for issue 298.

Chris and I were so glad we made the trip. It was precisely the break we needed to clear our heads to get back to the build and the magazine. We can’t thank Randy enough for the hospitality and, more importantly, for showcasing the custom motorcycle scene in the heartland. I, for one, am already looking forward to seeing what he has in store for 2024.

Mark your calendars for February 10 and 11, 2024 and be sure to keep up with what he’s got on deck by following Cycle.Showcase on Instagram.

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Article And Photos By: Daniel Donley

www.pandemoniumcustomchoppers.com

j

osh is a local cat that I have known for many years. He dropped his bike at the shop about a month ago to get some new tires and brakes. After getting him fixed up on tires and brakes I did, as I always do, and took the bike for a test ride.

When I got it fired up, it was spitting and choking out the carburetor like crazy. I was thinking to myself, this thing runs like shit. After a few minutes of letting, it warm up it seemed to run better. I jumped on and took it for ride and it was still coughin and spittin out the carb. I thought… this thing is cold blooded. After getting back from the test ride I give Josh a call and told him the bike was ready. I asked him if anyone had ever messed with the carb, he replied no that it Is all stock. I told him about the issue of the coughin and spittin out the carb and he said yes, it’s done that ever since 1996 when I bought it brand new. I told him I could get that fixed up for him so it wouldn’t do that anymore and wouldn’t be so cold blooded. He said Well, I don’t know… To make a long story short Josh ended up letting me re-jet and tune his carb the way that they should have been done from the factory. For this month’s tech I am

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going to run you guys through how to re-jet and tune a CV carb. You will find out how to get rid of the lean cough that typically comes from the carb when the bike is not warmed up yet. This will also give you a little extra performance. This is a common carb found on Harley-Davidsons with evolution style engines.

Sportster guys too.

After getting the air filter assembly removed you can see that this carburetor has been here for a while and hasn’t been messed with. That’s a good thing. I don’t have to worry about anybody else’s screw-ups. We start by unhooking the fuel line and removing the choke from the upper engine mount.

This is what we are working on, a 1996 Electra glide with an 80CI Evolution engine. Also remember CV carburetors are commonly found on the evolution style engines. So, this tech is going to be good for you

Now to add some slack in the throttle cable, Just the “PULL” Cable here!

This will allow you to unhook the throttle cable from the carburetor, as you are removing it. The carburetor sits inside a rubber gasket and is a push in fit. So here, grab hold of the carburetor with a little wiggle and pull it. It will be removed from the intake.

and flip it upside down, you will notice my finger pointing to this little plug.

Behind this plug is the Air Fuel mixture screw. See Harley-Davidson didn’t want you to adjust this. That is why they put the plug over it. I am going to show you how to get past that.

At this next step, PROCEED with CAUTION!!! We must go slow! Take the carburetor and put it in a vice with SOFT JAWS. This will help hold the carburetor, don’t go crazy here and over tighten! Now what we are going to do is take our drill with a small drill bit and drill into the center of the plug. VERY SLOWLY!!! Because underneath this plug is our Air Fuel mixture screw and it is made of soft brass We DO NOT want to drill through rapidly and damage the brass air fuel screw. So as soon as you feel the drill bit penetrate the plug IMMEDIATELY STOP.

You want to know how we are going to get that plug out. Well first off, we need to get some things that are probably just laying around. You will need a drill with a small bit in it, a screw, pair of vice grips and a screwdriver. This is what we are going to use to get that plug out of our way.

Have a clean workbench, Cuz ya, know you gotta be organized here cuz we are working on carburetors. There are lots of little parts you don’t want to lose! If you take your CV carburetor

Now with our hole drilled in the plug take the screw and screw it into the hole you just drilled. Now we are going to grab onto the screw with a pair of vice grips, with a little wiggle and a little pull the plug will pop right out.

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With the plug removed you can now see the Air Fuel mixture screw. You can also see that I used a marker to show reference of the screw’s location. Let’s just see where they had the Air Fuel screw set. I turned the Air Fuel screw clockwise until it is seated. I got 1 -1/8th turns out of it. No wonder this thing was coughin out the carbs so bad. She was running way lean. Now that the Air Fuel screw is seated turn it counterclockwise from its seated location 2 full turns. This is a good place to start. Turning the Air Fuel screw in will make it lean. Turning it out will richen it up.

Now back to the workbench, remove the 4 screws that hold the float bowl on the carburetor. Set the float bowl aside. You will notice in the picture the screwdriver is pointing to the location of the pilot jet. The jet directly above that is the main jet. NOTE here, you want to use a nice sharp flat bladed

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screwdriver to remove your jets. DO NOT use the screwdriver in your toolbox that you have been using for a chisel!!! Now remove your pilot jet and your main jet. We are going to be replacing these.

These are the jets that were in the carburetor we had a #42 pilot and a #175 main with the air fuel screw at 1-1/8th turns out from seat. We are going to be installing a #45 pilot and a #185 main with the air fuel screw 2 full turns from seat.

Now reinstall the carburetor float bowl. Don’t forget to put the accelerator pump rod in. Assembly is the reverse of the disassembly. When you are readjusting the “PULL” throttle cable you adjust it to achieve full throttle on the throttle shaft. We gotta make sure we are getting all the performance out

of the ol’ girl that we can.

With the bike put back together a test ride was in order. I pulled the choke out and got her’ fired up. About 30 seconds later I pushed the choke in, and she just set and idled... I give her about another 30 seconds to warm up; we are at about a minute now.

Then I cracked the throttle, you know what, no more coughin or spittin out the carburetor.

The test ride went well, the performance difference rated by the seat of my pants was very noticeable.

So, once I got back to the shop, I let the bike run. I grabbed a small flat blade screwdriver to fine tune the Air Fuel screw. What you want to do here is turn the screw in until the bike starts to idle down. As soon as it does you start backing the screw out SLOWLY until you achieve your highest idle.

Your Air Fuel mixture screw is now adjusted. The Air Fuel screw on this bike was set at 2 turns out from seat.

This is a frequent problem with the CV style carburetor and can easily be remedied with a couple of hours of your time and about $20. Only basic hand tools are required here

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w

hen most people hear the name, Klock, they instantly think of the world’s bestselling motorcycle windshield, which is a far cry from the chopper you see here. But for those that know Brian Klock, they know his roots run deep in all things two wheels, and he is, in fact, no stranger to choppers.

Rewind back to 1990 when Brian bought his first new

bike, an FXR-P, right from the dealer. Klock promptly took that pristine police model to Donnie Smith to have the frame raked. Yep, he built a chopper, and no, that wasn’t the only one in his catalog. But you can do your homework there, just google him and see for yourself.

So, now fast forward to 2023. Brian has been at the helm of Klock Werks going on twenty-six years, and though much has changed over those

two and a half decades, his passion for motorcycles has not. Many of you bore witness to what came out of the 2022 FXR Friends Throwdown and watched it morph into the Chopper Friends Throwdown.

Brian, not being one to shy away from a challenge or an excuse to build another motorcycle, readily jumped on board and used it as the perfect excuse to finish a project that had been sitting for ten years.

Article By: Heather Callen Photos By: Chris Callen

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Klock had a classic Yaffe frame sitting on the shelves for a decade and figured this was the perfect platform to start with. For those of you not familiar, you can always tell a Yaffe frame by the little triangles at the neck and axle plates. Like many, Brian wanted to address just about everything to make it his own and, even more important rideable for his better half, Vanessa. For that, he went to the master, Rob Roehl, at Donnie Smith Custom Cycle. Rob worked his magic and added a nice touch to the West Coast Chopper Tank. For the frame, he narrowed the seat area to accommodate shorter legs and the Paul Cox Rigidaire system. From there, he widened the Biltwell bars and moved the controls up and back.

Despite it looking like a Panhead at first glance, it’s actually a Twin Cam B adorned with Panhead style rocker boxes. The motor has been fully polished with diamond cut head on the cylinders and a little added oomph in the compression. He went with a traditional Morris Magneto, a

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42mm Mikuni carb, and a not so easy to find Goodson air cleaner that his buddy Greg Wick had custom engraved for the occasion.

Brian modified a Ness Headlight to accommodate the Paughco unishock springer. Like I said before, he did everything right to make this a smooth ride for his number one. Duane Ballard covered the seat, and the sharp looking ripple pipes came from Bare Knuckle Choppers.

As for the paint, now that’s extra special. Brian knew he wanted the same color he used on his first FXR and the S&S 50th Anniversary bikes, but it wasn’t available anymore. However, big thanks to Jon Kosmoski, who mixed up this particular batch of lapiz blue base with candy purple right in his own garage to make sure Klock had the perfect purple.

Brian readily admits that “The Decade Chopper” probably wouldn’t have come to fruition without the relationships he has been fortunate

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the decade chopper Tech Sheet Owner: Brian Klock City/State: Mitchell SD Builder: Team Klock Werks Year: 2023 Model: Kustom Value: Priceless Time: 4 months ENGINE Year: 2006 Model: Twin Cam Builder: Quigley aka John Patton Ignition: Morris Magneto Displacement: 95” Pistons: HD Heads: Mild Carb: 42mm Mikuni Cam: Fueling Air Cleaner: Goodson – Hamster Version Exhaust: Rob Roehl Primary: Performance Machine TRANSMISSION Year: 2006 Make: HD Shifting: Smooth FRAME Year: 2006 Model: Paul Yaffe Originals Rake: 40 Stretch: 2” out 2” up FORKS Builder: Paughco Type: Chrome Springer w/ Shock Triple Trees: Paughco Extension: 8” over WHEELS Front Wheel: Black Bike Wheels Size:21” x 2.15 Tire: Pirelli Night Dragon Front Brake: Performance Machine Rear Wheel: Black Bike Wheels Size: 17 x 6 Tire: Pirelli Night Dragon Rear Brake: Exile Sprotor PAINT Painter: Gjerde / Pranschke Color: House of Kolors Purple Type: Candy Graphics: Zero Chroming: J+D Plating ACCESSORIES Bars: Biltwell (modified) Risers: Drag Specialties Hand Controls: Performance Machine Foot Controls: Performance Machine Gas Tank(s):West Coast Choppers Oil Tank: Rob Roehl Front fender: Rear Fender: LedSled Seat: Duane Ballard / Paul Cox pan + airride Headlight: Ness Modified Taillight: Atto Led’s Speedo photographer: Chris callen

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to have formed over his years in the motorcycle industry. Each and every step of the way, he was able to call on a friend or colleague to make this a reality. He credits his team at Klock Werks, Dani, Shelton, Ryan, and Jeff for being invested in the project and says that with their help, they had the bike together and running in just four days after getting everything back

from paint and chrome.

For those of you that always put Brian in the Bagger box, maybe you’ll think twice now and know that he’s just a guy that loves all motorcycles, and I for one am sure glad he does.

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Article And Photos By: Jason Mook

A

ndrews makes great stuff.

Period. I’ve been using their cams and transmission gears for years. With absolutely no issues. In addition to making great stuff, Andrews’ technical support is just some of the best in the business. When I have an idea for which one of their cams to use on a specific build, I call the guys at Andrews to verify I’m heading in the right direction, and they are always about helping me choose the right cam for the job. And let’s face it, the right camshaft selection is the best way to get the most out of the displacement, compression ratio, exhaust system, and other improvements you’ve done to your engine.

I love the Andrews “C” Grind Camshaft for high compression, larger than stock displacement, Shovelheads. I use them every chance I get, and always get great results on the Dyno. The “C” Grind is

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not a “Drop In” Camshaft. You must do valve springs. That’s a story for another issue…

The cam install for a 1970 to 1999 Big Twin (except Twin Cam) is basically the same, whether it be for a Shovelhead or an Evolution. First, strip your cam chest. Remove your pushrods, lifter blocks and lifters, cam cover, and stock camshaft. This is an excellent time to upgrade your plastic breather gear (if you have that in your engine) with a steel one. You

will have to use an included shim to get the end play of your breather gear correct, but again, that is a story for another issue.

Completion Time: 4.5 hours Difficulty Level: 4 (Scale of 1-5) Additional Parts Required: 1. Inner Cam Bearing (OEM #9058) 2. Cam Lock Washer (OEM #25550-57) 3. Cam Shim (part number depends on size) 4. Cam Cover Gasket (OEM #25225-70B) 5. Cam Seal (OEM #83162-51) 6. Adjustable Pushrods (your choice)

Tools & Supplies Required: 1. Basic hand tools 2. Torque wrench 3. Feeler Gauges 4. Venier Calipers 5. Straight Edge 6. Inner Cam Bearing Puller 7. Inner Cam Bearing Installer 8. Engine Assembly Lube 9. Thread locker

gasket you are installing.

Install the new cam with new lock washer (make sure you orient it correctly) and new gasket with the cam cover (with oil seal removed).

Torque the cam cover bolts to at least 90-100 inch/lbs. With your hands, pull the camshaft outboard until it stops. Use your feeler gauge to find out how much end play you have between the cam and lock washer.

install the cam with the shim for the last time.

Make your cam chest cavity look like this. Before removing the camshaft, I ALWAYS align the timing marks on the pinion gear, camshaft, and breather gear. Every time I install a cam, whether it be for setting end play, or final, I always align the timing marks. Every. Single. Time. I think it

Andrews recommends .010-.015 inches of end play for the camshaft.

Take your end play measurement, subtract the size of your cam shim

is just a good practice to get in to. I recommend changing the inner cam bearing every time you change the

Use blue thread locker on the cam cover bolts, torquing in a crisscross pattern to 105-120 inch/lbs. (Pic 7). Reinstall your lifter blocks and pushrods, exhaust, etc. Finally, rejet your carb for your new upgraded camshaft!

As always, but a service manual for the bike you are working one. It is the best $85 you will ever spend!

You need some specialty tools to do this job, so don’t skimp, get the right tools. Every time you twist the throttle of your bike with that new Andrews Cam installed, you’ll be smiling ear to ear! Get to wrenching!

until you get to .010”-.015” difference.

Example – You have .080” endplay with just the lock washer, you find a .067” cam shim, you have .013” of end play. Boom! You are within Andrews’ specifications.

camshaft. I also change the oil seal in the cam cover every time I change the cam. Removing the seal from the cam cover also makes it easier to check the end play of the new cam when doing the installation.

What you are doing are setting up the camshaft endplay for that specific engine with the specific gasket you are using. Different gaskets crush at different rates, so it is important to use the specific new cam cover

Verify your timing marks when you CYCLE SOURCE MAGAZINE - July ‘23 27

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Article And Photos Courtsey Of: The Sturgis Motorcycle Museum

e at the Sturgis Motorcycle Museum & Hall of Fame are often asked, “How do you acquire motorcycles and objects to display at the Museum?”

Here is some information about acquiring objects, either by loan or donation.

The Museum has a Curation Committee comprising Board Members and Museum volunteers.

Each member has experience in the motorcycle industry. Some members own or previously owned motorcycle businesses; others are in the parts side of the industry; and others build or restore motorcycles.

As you can imagine, the Museum receives many requests to loan or donate items. The Curation Committee reviews each submission and identifies motorcycles, art, and memorabilia that fit within the Museum’s vision and mission. It’s

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never an easy decision. The Curation Committee refers to the Museum’s mission to help them make decisions.

(The Museum’s mission is to collect, preserve, and interpret the history of motorcycling, honor those who have made a significant impact on the industry, sport, and culture, and pay

tribute to the heritage of the Sturgis Motorcycle Rally.)

The Museum has many objects on loan. Usually, the loan is for one or two years. The loaned item is returned to the lender when the agreement ends. The Curation Committee may ask the lender to extend the exhibit

for another year or two depending on the object, its story, and other factors.

The Museum also receives donations of motorcycles and memorabilia.

Donated objects are owned by the Museum. (It seems a little redundant, but it bears repeating). And at times, museums may choose to loan or exchange objects with other museums or to sell selected pieces to further the Museum’s mission.

Decisions to deaccession an object or motorcycle are never taken lightly, and the committee does lots of research before making a decision.

The Curation Committee also creates temporary exhibits. The changeover in the lower level of the Museum is an excellent example of this. The theme of the exhibition is motorcycle racing. It will showcase drag racing, road racing, flat track racing, motocross, desert

racing, hill climbing, and land speed racing.

If you’ve got an object that you’d like to be considered by the Curation Committee, you can email the Museum at info@ sturgismuseum.com.

Please include details about the item (What’s its story? How does it relate to motorcycling history, industry, sport, lifestyle, or culture? Is it about the Sturgis Motorcycle Rally?) and lots of clear pictures. The Curation Committee meets monthly to review all submissions.

All submissions receive a reply after the meeting.

That’s the process in a nutshell. The Sturgis Motorcycle Museum & Hall of Fame and its Curation Committee thank everyone who’s lent or donated to the Museum. Your support helps keep our Museum’s displays fresh and exciting.

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Article By: Anthena Ransom Photos By: Missi DeBord

lrighty, I was asked to ride and review the 2023 BREAKOUT Milwaukee Eight 117 while in Daytona for Bike Week. The factory has it tagged with the catchphrase, “Styling and power that lets you be seen, then be GONE,” which intrigued the hell out of me, so I wanted to put that claim to the test.

The Baja Orange paint with gloss black 26-spoke cast aluminum 21” front and 18” rear wheels, which in true Harley fashion, are embellished with traditional machined detail spoke faces, immediately caught my eye among the sea of demo bikes at the

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to have to “manhandle” this bike with its 130/60/B21 front and 240/40/R18 rear tire.

With that said, the stance of the BREAKOUT 117 is captivatingly unique at 93.3 inches long, with 4.5 inches of ground clearance, a rake angle of 34 degrees, trail at 5.7 inches, and a 66.7inch wheelbase which gives this model a slightly pitched, s t r e t c h e d profile.

The seat shape compliments the fit of the 5-gallon fuel tank, and the Softail styling of the chassis gives the hardtail lover the look desired impressions aren’t always from generations past. The spot on. Based on its look chrome fender supports, while parked, I was prepared primary and side covers, Speedway.

I am a true believer that every bike has its own personality, and first

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heat shields, mirrors, turn signals, and breather intake add just the perfect touch of bling to cover the “Be Seen” part.

Now for the “Be Gone” part…

I threw my leg over and took a seat. The shape was a bit odd looking down at the tank, as it’s longer and curved in the front but provided a nice pocket for lower back support. At 5’7”, I could firmly pick up the 683 pounds machine from the side stand. The diagonally mounted handlebar riser is three-quarters of an inch longer, bringing the handlebar and grips closer, and the 25.6-inch seat height allows for steady flat-footed maneuvering.

The polished stainless-steel handlebar has its minimalist LCD dash mounted between the clamps, which is easier to view than previous versions, and it’s starting to grow on me even though I still haven’t figured out all its informative features.

For riders with a bit longer in-seam, the foot controls may give the cramped feeling of riding a floorboard bike, it is not uncomfortable in any regard, just tight to the knees. I have faith though, that the factory will make an extended version or adapter in the future for us, if they haven’t already.

Guess what?

This Shovelhead girl is a fan of the Milwaukee Eight 117 cubic inch air/oil-cooled engine with the ESPFI (Electronic Sequential Port Fuel Injection). It runs cooler, and the fuel economy is excellent, listed at 47 miles per gallon. Upon start-up, it was apparent that the factory wanted to compete with the Hotrod muscle car rumble with the exhaust. The 2-into-2 staggard design is close but misses the mark slightly due to the catalyst in the mufflers. Thank you, EPA… not!

The specification sheet I viewed before my ride touted “OBSCENE PERFORMANCE,” and I wanted

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to find out if that was the case. With over 100 horse and 123-foot pounds of torque, the BREAKOUT performs better than I expected, reaching

speed quickly and power shifting to get through traffic in town smoothly.

Then it was time to seriously see how it would handle, so I hit the on-ramp

to the interstate. Acceleration was immediate and transitioned without any issues, and OH SHIT! The lean angle of 26.8 degrees is a moderate specification as the jug handle on-ramp allowed me to push that to an extreme. Yeah, my knee was hot! Can’t do that on my FLH Shovelhead!

I was reluctant at first because of the wide 240 rear tire, thinking it would corner like a truck, but the dual bending valve 49 mm telescopic dual-rate spring front fork with aluminum fork triple trees assisted for perfect handling while accelerating, and the “hidden” free piston, coil over mono-shock made the transition back to a vertical position easy. Speaking of acceleration… HOT DAMN! The BREAKOUT has what it takes to reach max speed immediately and the ability to shift through the powerband and smoothly downshift to throttle around other vehicles at speed with the M-8 117 power plant, the high-performance heavy breather intake, and cruiser 6-speed transmission.

Overall, I was impressed with the performance, speed, and agility of this ride. Oh! And did I mention it gets seen quickly by everyone, including the highway patrol? If I wasn’t a law-abiding biker, I could have been gone without explaining why I was going so fast. Thank you, Officer Prosset, for your understanding and the opportunity to buy you lunch. I wonder if our Editor In Chief will reimburse me for that? Kudos to H-D for the excellent upgrades in performance, engineering, and pleasant aesthetics, keeping some past styling points for the older kids and some performance upgrades for the speed demons… GREAT JOB!

1. Missing Stitching On Top Of Seat. 2. Color Of The Petcock Handle. 3. Extra Graphics In Paint On Oil Tank. 4. Lettering On Air Cleaner. 5. Longer Kicker Pedal. 6. Color of Collector On Exhaust Pipe. 7. Longer Fin On Cam Cover. 8. End Of Shifter Peg. 9. End Of Pivot Shaft On Forward Control. 10. Wire Tie On Lower Frame Rail.

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

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Article By: Killer

hen you grow up around artists, it tends to influence and change you a bit.

Whether it’s in your blood or you develop a fascination for it, it always stays with you. For this month’s artist, Hilario Lugo, it’s no different. He remembers seeing one of his uncles creating a really good sketch as a boy. He was immediately hooked and decided to try drawing too.

As a kid, finding a blank piece of paper was like winning the lottery.

Having paper without any lines to mess up his work was the best feeling in the world. When he was in elementary and middle school, students would surround his desk in every art class and wait with bated breath to see what his next creation would be. As he moved on to high school, he began creating his cartoon characters! Back then, he found inspiration from the art he saw in Teen Angel or Lowrider Magazine and wanted to recreate art just like that.

He also really liked the jailhouse-style

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black-and-white drawings.

Soon after high school, he began dabbling in tattoo work using his own homemade machine. Unfortunately, he couldn’t make enough money, or really any money for that matter, so he became a chef! He loved being a chef and continued in that industry

from the mid-nineties until 2008. That’s when he decided to quit the chef life for good and decided to become a fulltime artist, which arguably wasn’t the best move. Unfortunately, he had no idea what he was doing and struggled

for many years. It wasn’t until around 2014/2015 that his engraving work started to take off.

Lugo has been engraving since around 2009. However, his business, Lugo’s Engraving, wasn’t formally established until recently! One of the reasons he leaned so heavily into metal engraving is the limitless possibilities with each new piece. No matter what he is working on, he feels that the chances to create something new are endless. Some of his biggest inspirations come from the lowrider culture, Aztec artwork, European scrollwork, and filigree.

Between us moto junkies, Lugo kind of sees himself as a bit of an outsider in our industry. For being here as long as he has, he’s still one of our lesser-known engravers and tends to enjoy keeping to himself.

Even though he feels silly, when he goes out to events, he feels like a small-time celebrity meeting fans of his work. Social media has helped boost his reach to so many who may

not have been exposed to his work before, and he’s very thankful for that.

When he’s not engraving or working on a new project, he pretty much spends his time with his family.

His relationship with this industry started because of his art, whereas sometimes, with others, it’s the opposite. The motorcycles brought them to the art. One of his first commissions was back in 07-08, right before he quit his chef job to become a full-time artist. Lugo was at a local swap meet showing and trying to sell some of his art when this dude stopped by his booth and asked if he could engrave an Evel Knievel logo on his dash. He only charged the guy $100, which was his first and only commission. It wasn’t until 2016 when moto folks started to reach out to him about his engraving. It was then that he engraved his first complete bike, a 2011 Road King. He engraved the dash, horn button, derby cover, heat shields, you name it. That job was really what sparked his full-time relationship with motorcycles. Since then, as you can imagine, he’s engraved quite a few pieces on quite a few bikes. He definitely prefers engraving bikes over cars. He finds there’s more aluminum which he likes to work with and more variety for what he can work on.

As for riding, his first and only attempt was a massive failure. It was back in 1996 when a buddy of his offered to let him ride a little Yamaha. Lugo ended up eating it pretty good but was lucky enough to not end up in the hospital.

He’s since gained a healthy respect for riding but leaves that to his friends.

Some of them like to give him a hard time about not owning a bike, but the way he sees it, all of their builds are like his grandchildren. He gets to work on them and have fun, but then sends them home and doesn’t have to deal with any of the headaches that come with them!

When asked how he feels about his art, he said he’s really only scratched the surface. He still has so much to learn but is thankful for the people he’s met because of this journey. For the future, he just wants to continue making cool art and teach others this type of engraving he loves.

If you want to see more of Lugo’s incredible engraving, you can follow him on Instagram @lugos_engraving and @hlugo209 or Facebook Hilario Lugo.

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irst of all, if you have never been to southern Missouri (Mizur-a, as the locals say), you are missing out on some of the most beautiful roads to ride. Nestled down between the hills, hollars, and curves is where you will find Chad Collins’ shop, Triple C Cycle, located right on HWY 160 in West Plains.

Chad has been in business for 28 years since he was 20 years old, and that is saying a lot for a small

shop in the middle of Southern MO. It is here where this Panhead came to life.

Collins originally was brought this Panhead motor by a customer as part of a basket case the customer wanted put together and customized.

Chad rebuilt the engine and quickly realized a lot more work was needed on this build, from the rusted frame to the transmission cases with spiderweb cracks. The customer

Article And Photos By: Missi DeBord

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decided to scrap the idea altogether, not wanting to put that much money into it. The customer had made a down payment, but it didn’t cover the work that had already been done, and he asked Chad if he would just buy the motor, which he reluctantly did.

Chad decided it was time to build a bike around the Panhead. So, along with his son Stone, and his good friend Ralph Burnett, they started

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making a plan. Unfortunately, Ralph was killed in a motorcycle accident before they started, and the bike became a tribute to him.

The plan was to build a custom bobber with shocks, a kicker, and Collins’ favorite, a jockey shift. He wanted it to be fun to ride, quick, cool, and have an old school look. I think he did a great job bringing that vision to life!

While Chad usually fabricates most of the custom bikes that come out of his shop, this one, he did a little different by using all new parts. He ordered a Kraftech frame with a 34” rake and 2” stretch. Assembly began.

He used V-Twin transmission cases and built the transmission using Andrews gears.

Chad had always wanted to do a bike with custom engraving. He lucked out because Fritz Haenel from a Matter of Metal in Colorado had recently relocated about 30 miles

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from Collins’ shop. He took Fritz a 39MM Stock Harley front end which Fritz shaved, then made a custom pattern and engraved it onto the front end and triple trees.

The old school style with sunbursts and lace paint was done by Liquid Kandy. Chad chose to paint the frame silver, despite everyone telling him he shouldn’t. Which, in my opinion, ended up being a nice touch. It flows perfectly and looks good with all the chrome.

For Chad, motorcycles have always been a part of his life. His Grandfather, who rode Harleys for as long as Chad can remember, was his biggest influence. At 16, Collins bought his first Harley, a stock 1981 Low Rider with 7,000 miles on it. He still has it today. However, it isn’t in that stock condition. It’s now a Swedish-style chopper. He remembers one day, his wife came in, and the frame was in three pieces, and she was in disbelief, “What are you doing?” He just shrugged in response; he was doing what he does, making a cool bike!

He and his brothers Chris and Cory always talked about opening a shop together, Customs, Classics & Cycles, and he always knew he wanted to work for himself. He went to AMI in Florida, came back, and did just that. He opened a shop.

He decided to call it Triple C Cycle in honor of his brothers and their

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burnett Tech Sheet Owner: chad collins City/State: west plains, mo Builder: triple c cycles Year: 1960 Model: Panhead Value: $18,000 Time: 60 hours ENGINE Year: 1960 Model: panhead Builder: chad collins Ignition: distributor Displacement: 86cu Pistons: S&S 11:1 Stroker Heads: harley-davidson Carb: s&S Super E Cam: h grind Air Cleaner: S&S Exhaust:twisted choppers Primary: bdl open TRANSMISSION Year: 2021 Make: v-twin, andrews gears Shifting: jockey FRAME Year: 2018 Model:kraft tech Rake: 34° Stretch: 2” FORKS Builder: Harley-davdson Type: 39mm Triple Trees: Extension: none WHEELS Front Wheel: spoke Size: 21” Tire: metzeler Front Brake: gma Rear Wheel: spoke Size: 16” Tire: metzeler Rear Brake: gma PAINT Painter: liquid kandy Color: candy blue Type: retro custom Graphics: sunburst, lace Chroming: ACCESSORIES Bars: zbars Risers: 6” Hand Controls: gma Foot Controls: gma Gas Tank(s): peanut Oil Tank: 4 speed w/oil filter Front fender: none Rear Fender: custom Seat: solo Headlight: blakc Taillight: cc bros Speedo: none Photographer: missi debord

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dream. Unfortunately, his brother Chris passed away, but it was still a family business.

Brother Cory worked for him before becoming a lawyer, and at some point throughout the years, his wife and both of his sons, Stone and Caden, have worked with him, which was only natural since they

grew up in the shop.

Stone worked in the shop, Caden in retail, and his wife did the books. Both boys have multiple motorcycles, and they ride together often. “It’s a lifestyle we live and love. It’s not just a hobby,” stated Chad.

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Article And Photos By: Anthony Cabrera

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e have all been there before…You are standing in your garage, just about to wrap up a project that you have been looking forward to completing for some time now. Suddenly you realize that you have somehow misplaced the cotter pin, the box of new fuses, and the socket extension! You then take a good look around, shout out some expletives and decide that it is time to finally clean up the garage.

However, there is only one problem. When it comes to bike and car wrenchers, our garages are not just a place to park our machines. I would argue that most homeowners just park their cars in the garage and maybe store a few items that they need quick access to. But we are not like most people, are we? For us, the garage is an anthology showcasing a lifestyle that separates us from the Average Joe. Our garages are a timeline of a life spent keeping these beautiful machines running, customizing motorcycles to separate from the rest of the pack, or to showcase our personal tastes and project bikes (that are still nothing more than an image in our head). While some people may see an old part or even junk, we see the promise of potential or a memory.

The never touched set of chrome ape hangers stir up a picture of a build that is yet to come, but you swear will be your next project. The old foot pegs that you replaced with the cool black oxidized pair, but you cannot bring yourself to get rid of them because they still have

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some life in them. Parts that you are waiting to itemize and put up for sale on all of the same sites that we have grown to love. The numerous stickers and patches bring a smile to your face as you recall the road trips that you picked them up on and the people you were with when you acquired them. Certain parts will remind you of the late night coffee fueled runs you and your brother took to some scary old man’s house who just so happens to have what you are looking for and then laughing all the way home because you thought you were ending up in some backwoods horror movie.

Good times… good times.

Let us not forget the tons of freebies we have collected over the years. The giveaways that we just could not leave the bike show or run without. You know which ones I mean. The beer koozie they gave away at the bike show, the poker chips you acquired at all of the Harley-Davidson dealerships you have stepped into across the country, stickers you just had to grab two of (one to put on the garage fridge and a back up), t-shirts, thermoses, beanies, keychains, pens, etc...

I have nothing against pictures.

I have a phone’s worth of memory filled with recent ones. However, I’ll choose a physical item over a still frame any day when it comes to stirring up nostalgia.

Holding an item will bring back specific memories, while looking at a picture will not. Consider the smell of an old tank that needs to have the inside rust removed and recoated. A photo of the tank would not have the same effect!

These items that we hold so dear also remind us of the biker family of which we have become a member.

You pick up a particular tool and pinpoint the exact moment an old friend instructed you on the proper way to use it. No one is born knowing how to weld, change the oil on their bike, or how to correctly use a torque wrench. Instead, these are skills that have been passed down to us, usually in a garage. These are skills that we are proud not only to be capable of doing but also to share with others and teach the next generation of bikers.

We look around and see ourselves surrounded by machines, tools and bike lifts that the “normal” house just does not have. We scour through parts tables and garages every time we see a sign advertising a sale just in case there is still that one item that eludes us. You recall spending time there with friends who may no longer be with us and cherish those conversations. And, of course, a cold beer always tastes best when it is enjoyed after those new straight pipes were installed.

Some will never understand, and some will say that we are sentimental.

Note I am not knocking those who do not linger as long as we do in their garage. Some people have their Man-Caves, some hang out in their She-Sheds, and others entertain in their Game rooms. The truth is that garages are sacred places to us. A place where we are able to not only showcase our skills but to connect to other people. See, most of today’s world does not make much sense to me, and I cannot relate to most people. But when I am in my garage, no matter what I am working on, even if everything is going wrong…it just makes sense, and I can relate. I sure as hell will end up in a ditch before I ask another man for directions.

Although, I will be the first to ask a brother for his hand in the garage or the first to jump at the opportunity to give a fellow rider the assistance they might need. And that is why we never really finish cleaning our garage.

We end up going off track and down memory lane. I am okay with that; you can keep your tidy sterile workplace. I would much rather have a messy garage filled with a lifetime of memories everywhere I look.

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Article And Photos By: Jason Hallman www.cyclestopusa.com

O

kay, let me apologize for the cheesy Lord of The Rings reference, but I just couldn’t help myself. This article discusses the art of filefitting your piston rings for correct fitment and a long-life cycle. When I mentioned it to Chris, he said, “I’m thinking it might be short” [for a tech article]. Immediately I agreed, but then I thought to myself: there is minimal discussion of ring end gap, and there are only a few things that I consider more critical in terms of tolerances and clearances.

Sure, pushrod pre-load is critical, but it is easily corrected when something is missed.

If not correctly installed, the rings can destroy a new build immediately and be a costly mistake in terms of both time and money.

The first thing I must say is that as your skill level increases, certain investments simply must be made. Billy Lane gives sound advice “stop paying someone to do the things you want to learn”. I think that is a sound principle and one that I have

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implored throughout my career. I will try almost any task once. If it makes sense to me, I’ll learn it correctly and incorporate it into my routine.

File-fitting your piston rings is a simple task that, once you understand the principle and process, becomes a simple and routine part of any engine

build. It requires few tools, and once you’ve done it once or twice, it really contributes to your confidence as an engine builder.

In this article, we will cover four basic things: 1-why is ring end gap

critical, 2-what tools are required to complete this task at a high level, 3-what is a “ring end gap multiplier,” and 4-How is ring end gap adjusted and measured?

Piston rings do a few important jobs, and there are two basic ring sets on your engine’s piston. The first set of rings on your piston are called compression rings, and they come in a pair. They are usually cast iron or chrome, and these are the rings we will file fit. They are not usually interchangeable, so you’ll want to keep them separate while file fitting. Compression rings seal the combustion chamber to make power and prevent that combustion from pressurizing the crankcase.

Excessive crankcase pressure can damage gaskets and contaminate the engine oil. The compression rings also keep the engine oil in the crankcase where we need it and out of the combustion chamber. A cracked or broken ring can allow your engine to burn engine oil, and when that happens, you’ll likely see blueish/ white smoke pouring out the tailpipe.

always make sure you follow the installation instructions included with your ring set. If there are no instructions, I recommend going to the manufacturer’s website and downloading them there.

To correctly measure and adjust your engine’s ring end gap, you will need the following tools:

The second set of rings are called “oil control” rings, and their job is pretty self-explanatory. They help control the oil that enters the cylinder walls and ensure there is enough oil to protect the cylinder walls and piston skirts from coming in contact and causing damage. Oil not only lubricates moving parts but also manages engine temperatures and acts as a heat sink when temperatures get too high. The oil control rings are actually a set of three rings total. One expander and two control rings. These rings are not file-fitted like compression rings, but their installation is critical, so

-Feeler gauges -Ring filer -Small flat file (like a jeweler’s file) Most of us already have some feeler gauges in our toolbox. A piston ring filer isn’t a tool that most of you already have, but it isn’t a

terribly expensive tool, and once you purchase it, you’ll likely use it more often, especially once your friends find out you have one.

Every ring set has a set of what

are called “multipliers.” These are the numbers used to determine the correct [safe] ring end gap. There are several factors to consider when setting ring end gap. As you become a more seasoned engine builder, you can experiment with ring end gap, but for now, I always recommend sticking with the recommendations from the piston manufacturer. I have

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my multipliers written in Sharpie on my build bench, and I try to save all of the installation sheets from parts as a reference tool should a set not come with instructions.

The most critical advice I can offer

is to measure the rings squarely in the cylinder bore. To do this, I use the exact piston I am filing the rings for turned upside down to square the ring in the bore. That way, I know that everything is fitted. I also never fit rings in a cylinder that they aren’t going to be used in. For instance, just because you buy a big bore kit from a company doesn’t mean there are

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tiny differences in the bore. Always use the rings and cylinder you are installing to measure the ring end gap.

The piston filing tool works exactly how you think it would. The most common mistake is that folks try to file both sides of the ring simultaneously by pinching the ring closed. DO NOT DO THIS! It is important that you file only one

side of the ring at a time to keep the ring square in the ring land. Once you have filed the ring’s gap use your jeweler’s file to chamfer the sharp edges away. The smallest bur on the end of a ring can destroy the cylinder bore, so be cautious while filing.

There you go…more information that you thought possible on a subject you may not have even known existed.

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s

o the bike you see before you is the kind of bike that was the cat’s ass for me and the boys I grew up with. You see, only over the past 15 years or so has the idea of building bikes from scratch become so commonplace that bikes like this little beauty started to become second chair, but when you really look at it, it is anything but, especially when you hear the story behind it.

Eric Puglia is the man behind this motorcycle, and at 32 years

of age, you might think he’s too young to appreciate a fine machine of this design, but in truth, he comes by it honestly.

Now the name we chose for this bike came from hearing the story about his old man’s first far-out custom that graced the pages of magazines back in the nineties with its Boyd’s wheels and the whole deal.

Bruce is his dad, and he bought this very motorcycle brand new in 1987. He’s had it for Eric’s entire life, and much like we all

Article By: Chris Callen Photos By: Josh Elzey

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did, the bike underwent many transformations. It was blue for a while, then it was red for a good long time. It had stretched tanks somewhere in the middle, and then just before Eric graduated from high school, it was black and a little more different. He and his pops made a bargain for him taking over the family business, and Eric became the coolest senior in high school that year.

But let’s talk a little about the family business. Bruce owns

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and operates a trucking company in the northeast, and his motorcycle addiction was never kept out of sight. When the guys you roll around with on the regular have names like Dave Perewitz and the Shadley Brothers, it’s kinda hard to. So to say that Eric was born into this life is putting it lightly. In fact, even his BMX and dirt bikes used to get the full custom treatment as he worked in the same garage his old man would growing up. He started to do custom paint at the young age of 14. He took an apprenticeship at a

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local body shop where, of course, he started by sweeping the floors and then worked his way up to sand and prep work. After each stage was proven and the dues were paid, he moved up until he was masking and spraying. This also gave him a leg up with the neighborhood kids. All their helmets and bikes soon got the Puglia treatment. Nonetheless, that became Eric’s side hustle and the same one he has today. After college, he started working for the real family business at the trucking company, but still slings paint after

hours.

So, back to Bruce handing over the family right to this sweet-ass Softy. The first thing Bruce made Eric agree to was to make it a little safer, so he put some turn signals and street gear on it. They did a ride to Florida together with Eric’s brother, and other than a quick makeover, he just rode it to college. But about two years ago, Eric thought it was time to dress this old girl back up. There was something about this bike that made him remember all the good times they shared as a kid.

He still has a photo from when he was three, sitting on the tank as his dad rode him around. Now, at 32, he was ready to make some more memories. They stripped the bike down to the floor in Bruce’s garage. The motor was sent out to be polished, and the frame was reworked, as was the sheet metal.

Years of molding and bondo had to be verified before moving on. The sheet metal also happened to be some of the same original custom parts that adorned the bike back in

the day. An oil tank and stretched fuel tanks made by Mr. Perewitz himself were going back on along with the custom-made dash he originally did for it. Their buddy Bob helped a lot in the bodywork department, and he and Eric laid the base coat that would set the tone. From there, Eric wanted to step out from his subtle tendencies with paint, and he started making some bold choices in airbrush and graphics.

Meanwhile, Bruce handled the fab work and a lot of the assembly.

Eric said it was an amazing process when he reflected. Even though both men had been doing this for so long, this was their first real collaboration. Of course, there is a list of killer parts, but the real deal is that first ride on this custom, which happened to be at the motorcycle Mecca, Sturgis.

Eric and his dad tooled around the Black Hills from spot to spot, and he kinda chuckled that everyone thought it was a new build. For him, it is literally that once-in-alifetime bike and one that he will

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FAMILY BUSINESS TECH SHEET Owner: Eric Puglia City/State: North Reading, MA Builder: Eric and Bruce Puglia Year: 1987 Model: Softail Value: Time: 8 Months ENGINE Year: Unknown Model: Sputhe Evolution Builder: Shadley Brothers Ignition: Dyna Displacement: 88” Pistons: Forged Axtell 10.5:1 Heads: Edelbrock Performer Carb: Mikuni 42mm Cam: Andrews 59 Air Cleaner: Arlen Ness Exhaust: Bassani Road Rage Primary: Stock TRANSMISSION Year: Make: Jims Shifting: 5 Speed FRAME Year: 1987 Model: Softail Rake: 38 Degrees Stretch: 0 FORKS Builder: Type: Wide Glide Triple Trees: GMA Extension: 2” Over WHEELS Front Wheel: 60 Spoke Laced Size: 21” Tire: Pirelli Night Dragon Front Brake: Dual PM Calipers with EBC Rotors Rear Wheel: 60 Spoke Laced Size: 16” Tire: Pirelli Night Dragon Rear Brake: PM Caliper with EBC Rotor PAINT Painter: Eric Puglia and Bob Britt Color: Rock-It-Red Type: Tamco Graphics: Puglia Custom Design Chroming: South Shore Plating ACCESSORIES Bars: Road 6 Customs Risers: 2” HD Hand Controls: Performance Machine Foot Controls: Stock Gas Tank(s): Stretched Stock by Perewitz Oil Tank: Stretched Stock by Perewitz Front fender: Klock Werks Rear Fender: Reworked Roland Sands Design Seat: Le Pera Headlight: Bates Taillight: No School Choppers Speedo: UNKNOWN Photographer: TWiG Photography

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now also never sell.

Eric would like to thank everyone who threw in on this project this time and over the years. Dave Perewitz for the fab work, the Shadley Brothers for the killer motor they built, Bob for all the body and wiring help, and most of all his dad. If not for him, Eric may be an environmental scientist instead of a dirty old bike builder. And what would that be like at the water cooler at the “Family Business?”

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Rebel

TOny & Lora

scharff

@customcycleaccessory gang

clancy

zoey

crue

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ellie mae bagle

clutch

Pearl

duke

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f

orty-Eight-year-old Jay Medeiros was fortunate to have a dad that spent the 70s and 80s building bitchin motorcycles of the Triumph variety. That said, Jay spent much of his formative years in the shop with his old man observing, fetching tools, turning wrenches, and gathering inspiration for what was to come.

When he was just a boy, Medeiros couldn’t wait to ride a motorcycle on his own. His father told Jay that he would teach him to ride when he could start his dad’s Triumph.

Jay started riding a 1968 Tiger 650 when he was twelve. He says it was a natural instinct like he was born to be on two wheels. I know that sounds cliché, but when you grow up in that environment, what

Article By: Marie Duggan Photos By: James Jay Fortin

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else would you expect.

In 2000, when Medeiros was twenty-five, he bought his first motorcycle from his uncle, a Triumph chopper that Jay’s dad had built in 1976. It was the start of a lifelong love affair. Not long after that life-changing purchase, Jay’s buddy Big Truth stopped by the house to check out the new ride. From that moment on, Truth

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was hell-bent on building his own Triumph Chopper. Over the next several months, they, along with their friend, Ken, built Truth’s bike.

Now, here’s where they start to lay down the building blocks. 2001 rolls in, Truth calls Jay and says, “I own the rights to Choppahead. com.” In 2002, the duo teamed up to build the first of many Choppahead bikes for market.

For the first 10 years, Jay worked construction by day and built bikes at night before following his passion full-time in 2012. For 15 years, the pair built numerous rad bikes for people worldwide, mostly Triumphs, so they could keep true to their roots. It never grew old for Jay. However, it started to change slightly when Choppahead bought a new building in Freetown, MA, and the Harleys started creeping.

Jay didn’t dig it quite as much. He took his leave and started his own thing, DGB Moto & Paintworks, where he focuses mainly on Triumph restorations and lowbudget chops. It’s definitely kept him busy for the past few years.

Unfortunately, in 2022 his life

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flipped upside down when a fire struck his shop and brought things to a screeching halt. That hasn’t stopped Jay, though. He’s doing restoration work out of his home garage and his paintwork at Hutchinson Cycles. Good thing, too, because Jay had a project on deck that an old buddy, Chris Riocci, had commissioned, with only a few parameters. He wanted low bars, a fat front tire, and to pay homage to a bike Jay had built in 2014.

Having a good majority of the parts he needed on hand as he, like most moto junkies, squirreled away pieces and parts whenever possible meant Jay really only had to source the 1971 650 motor, which he scored from an old timer in Fall River, MA. Still recovering from the fire and not having a place to work, most of the fab work happened at Chainway Kustoms, who graciously let Jay use some space to work.

The frame is from a 1970 Triumph 650, which Jay raked 34 degrees. Gary at Custom Wheels built the fat 16” wheels that roll

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PHOENIX TECH SHEET Owner: chris rocci City/State: east cutty bum fuck maine Builder: jay medeiros/DGB MOTO Year: 1970 Model: triumph Value: Time: ENGINE Year: 1971 Model: TR6 Builder: Jay Medeiros/DGB MOTO Ignition: BOYER ELECTONIC Displacement: 650 Pistons: 9:1 Heads: standard Carb: amal Cam: stock Air Cleaner: british velocity stack Exhaust:triumph trophy slash cut Primary: stock duplex chain TRANSMISSION Year:1971 Make:triumph Shifting: 4 speed FRAME Year:1970 Model:TR6 Rake:34 Stretch:0 FORKS Builder: mid usa Type: harley repop Triple Trees: Extension:2 under WHEELS Front Wheel: harley Size:16” Tire: 5.00-16 continental Front Brake: tc bros disc Rear Wheel: triumph Size: 16” Tire: 5.00-16 continental Rear Brake: triumph drum PAINT Painter: Jay Medeiros Color: superior blue/black Type: axalta Graphics: chainay kistoms Chroming: ACCESSORIES Bars: drag specialties Risers: shorty 1” Hand Controls: ted cycles Foot Controls: stock triumph Gas Tank(s): sporty Oil Tank: chopphead tenderizer Front fender: Rear Fender: tc bros 5.5 smooth Seat: drag specialties Headlight: 4.5 drag speciaties Taillight: model a Speedo: Photographer: James Jay Fortin

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this baby. Jay handled friends that helped Jay pretty much everything get his garage in order, else except the powder he was able to do the coat, which he left to final assembly in his own the professionals at space. Throughout the Goodhues. Jay laid down process, Chris never laid the blue and black paint eyes on the bike until while Brian at Chainway it was time to pick it up. took care of the silver leaf To say he was thrilled and pinstriping. with the outcome is an C o n s i d e r i n g understatement, and we everything Medeiros was can absolutely see why. juggling at the time, he finished the project in just eight months. Thanks to the help of some terrific

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T

he sixth Garage Brewed Motorcycle Show was held at the Rhinegeist Brewery in Cincinnati, Ohio February 4, 2023, and the second time Becky and I attended it together. The gala features an eclectic assemblage of bikes, ranging from Honda 70 Trails to full-dressed Harleys. Since this is a magazine for riders of American motorcycles, we will focus mainly on American-made machines, and the Garage Brewed Motorcycle Show had plenty of those to focus on.

Bill Devore started Garage Brewed to raise funds for the Battle Buddy Foundation and Combat Bike Saver.

Sick Fish Cycles; Cincinnati Cafe Racer Moto Group; Iron Pony Motorsports; Tyler Richards Foundation; Kenda Tires; Lincoln Electric and Coldwell Banker are just a few of the sponsors that help bring it all to fruition. Devore deserves great praise for his work on this project. If Bill had put on a similar show as a personal profit-making venue, it would have been just as easy, or perhaps easier to carry out, and proceeds for such would have lined his pockets. Instead, this gentleman worked countless

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Article By: Dave Hull Photos By: Becky DeWitt hours without pay to help a couple of causes near and dear to his heart.

While doing that charitable deed, Mr. DeVore also brought us a fantastic bike show.

As for those charities, Combat Bike Saver has an exciting program to help vets suffering from PTSD, TBI, and/or depression. It involves the vet building a custom bike

for themselves at no cost to the veteran. The group usually has about forty motorcycles from which the perspective builder can choose. Then he/she is allowed a $2,000 budget to refurbish and/or customize that machine. After the project is completed, the builder owns that machine with no out-ofpocket cost. Tell me that isn’t the deal of the century!

The Battle Buddy Foundation

provides service dogs free of charge to psychologically or physically disabled US military vets. Good service animals do not usually come cheap but are worth their weight in gold to those needing help.

Let’s get onto the bikes. Bill Devore ensures new builders with new bikes are at the Rhinegeidst brewery every year. None of the bikes that were entered there last year reappeared this year. For those regular attendees, this assures you see different machines every visit. Most of the motorcycles at the Garage Brewed Show are scoots that real bikers would ride. They are tough looking and have as much cool factor as a 57 Chevy Belair. That’s what should be expected at real motorcycle shows.

One of the many things I love about this Cincinnati show is that the card displayed by the bikes often lists the owner and the builder as the same person. That’s the way it should be.

Too often, we see that the owner’s only contribution to the machine is reaching into his wallet and paying for it. The lion’s share of the builders/ owners at the Garage Brewed Show have poured their blood, sweat, and tears into the bikes on display and created some impressive scoots. In

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most cases, they didn’t break the bank doing so.

One of the more impressive cycles entered in the contest was a perfectly restored 1920 Douglas W-20, owned and restored by Tim O’Conner of Batavia, Ohio. Becky and I wholeheartedly agreed that this motorcycle was the show’s top dog. It perfectly exemplifies pure class and skilled craftsmanship on two wheels.

This 350cc, 2 3/4 hp, 3-speed cycle, equipped with an honest-to-goodness real clutch, exudes charm. Its carbide head and taillights add to that. It may not be American by God, but there is no doubt that it is brimming with quality. England, after all, is the land that gave us Vincent Motorcycles and Rolls Royce cars. They don’t make junk!

Moving on, we come to a 1959 XLH, owned and finely restored by Mitchell Biller of Independence, KY. Only 947 XLHs were produced in 1959. This, no doubt, is a motorcycle that is made with only American parts. No Showa shocks or Japanese electrics, just good old, top-quality American parts from top to bottom and front to back, the way it should be.

Another all-American machine would be Rocky Corsmeir’s 1939 Indian Four.

Rocky hails from Cincinnati, Ohio, and his beautiful, orange Indian has not one un-American part on her. Indian produced these gems from 1927 to 1942, and in all those years, and all the years since, none of their owners were ever heard to say, “I wish I would have bought a Honda instead.”

Due to the recent passing of Robbie Knievel (and the fact that it’s a cool bike), I need to mention an XR750, Evel Knievel tribute bike built to honor Robbie and his dad. The bike was built by Joseph Say to look just like some of the Harleys that Evel used to perform crazy jumps and some horrendous crashes on. Pete Hedges of Centerville, Indiana, wrote a check for the project. Evel may have been an alcoholic, self-centered liar, and a piss-poor father and husband, but he was an excellent entertainer on two wheels. As for Robbie, he wasn’t the entertainer his dad was, but he was a much better human being. Rest in Peace, Robbie.

At this point in the article, I feel compelled to salute the folks who rode their motorcycles (and at least one scooter) to the Rhinegeist Brewery show. It was 16 degrees when we left my farm and started the three-hour trip to Cincinnati. I wasn’t going to risk

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getting Becky’s cute little nose frostbit, so we left the bikes in the garage and instead took our biker station wagon (AKA a Cadillac Hearse). Finding a parking space in Cincy, large enough to accommodate a hearse, isn’t an easy task, but we managed, and the sixhour round trip was a very comfortable one, with no risk of frostbite.

Oh No! I almost ended this article without mentioning the beer on hand at the Rhinegeist Brewery. There are literally huge vats of it there available for your purchase. As for me, I might be the only biker of German descent who doesn’t like the taste of beer. A good 85% of the folks at the brewery seemed to have a cup of it in their hands, and judging by the amount of it consumed on that cold-ass Saturday, it must have been the kind of brew that beer lovers love. It’s a shame that the Rhinegeist folks aren’t also into moonshine production, as some good shine is an excellent human antifreeze for a cold Winter Day. Next year I’ll have to bring my own mason jar full.

Enough words for now. RIDE FREE!

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Adam Ridgers

@tattoosbyhawk

Brian Carson

brian williams

Adam Kexel

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Andy Walker

Art Dunnier

Buck Ryan

Cooper Custom

Dan Dziuban

Robert Wayne July ‘23 - CYCLE SOURCE MAGAZINE 71

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W

hen Andrea LaBarbara was eight, her parents were going to get her older brother a motorcycle. Even at that early age, Andrea wasn’t going to stand for that. She was getting a motorcycle too.

So, Andrea got a 1975 Honda MR 50. She loved to ride, but eventually, the bikes were left with family that had more room

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to ride them. The MR 50 may have been gone, but the love was still there.

Move ahead several years, and Andrea is an adult figuring out she’s not made for the 9-5 office life. Andrea scrolls through the Yellow Pages, that’s a big book of businesses and their phone numbers people used before the internet and finds a number for a flight school

in Daytona Beach. Andrea received her flight ratings and Aviation Degree there and then became an instructor for three years. Andrea later moved on to be a pilot for a major Airline.

In 2001 Andrea was attending Daytona Bike Week. Yes, that love of motorcycles was still there when she met her now husband, Bob. Obviously, meeting at Bike Week,

Article By: Matt Reel Photos By: Josh Elzey

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motorcycles are a big part of Bob’s life too. In their 22 years together, Andrea and Bob have collected some bikes. There are Dirt Bikes, Baggers, Pro Street Bikes, and there’s even the 1974 Honda MR 50 that Andrea learned on that Bob found and restored. Even with all these, something was missing.

Something Vintage.

Now, when I say “Vintage,” I do not mean something to just sit back

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and stare at but don’t touch. No, sir, Andrea wanted something to ride, and I mean really ride. So, in 2016 Andrea and Bob tried to get something together to compete in the Motorcycle Cannonball. Sadly, things didn’t come together that year. In 2018, however, things worked out differently. Their friend, Dave McGraw, helped out and put Andrea in touch with Mark Hill of Forth Coast 4’s.

Forth Coast 4’s specializes in American made 4-cylinder motorcycles such as Henderson, Indian, and Ace. Mark was willing to help Andrea, but first, she had to prove herself. Mark sent her out on a shakedown ride with Vern Achors. After a ride to get lunch and Andrea had Vern’s approval.

Andrea then spent every weekend learning the ins and outs of the 1913 Henderson you see here. If you’re unfamiliar with the Motorcycle Cannonball, this race would average 250-280 miles a day from Portland, Maine, to Portland, Oregon. This may not seem like a lot at first but remember this is

on a motorcycle that is over 100 years old. The only parts available are what has been collected and stored away over the years or what has been handmade.

Andrea’s biggest warning was, “Don’t hurt the clutch,” and “We can fix anything but the clutch.”

The Henderson is a single-speed motorcycle, so there’s not much shifting going on. To help save the clutch even more, Andrea would time traffic lights so she wouldn’t have to stop for red lights, and the occasional stop sign may have gotten rolled through.

So, how did Andrea do her first time out? Did she finish? Did the clutch survive? Well, her first time out in this kind of endeavor, and she tied for 2nd. Then in 2020, she returned and tied for 3rd. So, yeah,

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HUMMINGBIRD TECH SHEET Owner: Andrea LaBarbara City/State: Foxboro MA Builder: Tom and Bill Henderson Year: 1913 Model: Model B Value: 100K + Time: Rebuild time, 2 years ENGINE Year: 1913 inline 4 Model: B… Builder: (rebuild) 4th Coast Fours, Waddington, NY Ignition: BOSCH Magnito Displacement: 57CI Pistons: Traum with Carrillo rods Heads: cast Carb: Schebler Cam: 4th coast fours Air Cleaner: None Exhaust: ceremic coated manifold and single exhaust Primary: none TRANSMISSION Year: single speed with clutch engagement Make: Detroit Henderson Shifting: Clutch only FRAME Year: 1913 65” long frame Model: B Rake: stock Stretch: stock Forks Builder: Henderson Year: 1918 Triple Trees: Extension: none WHEELS Front Wheel: Sun Size:90/90/21 Tire: Avon Road Riders Front Brake: Honda Drum Rear Wheel: Sun Size: 90/90/21” Tire: Avon Road Riders Rear Brake: Band Design PAINT Painter: Color: Dark Blue Type: Graphics: wet slide decal Chroming: Nickle plate ACCESSORIES Bars: stock, GPS bicycle speedo Risers: stock Hand Controls: stock Foot Controls: none Gas Tank(s):custom fabricated Oil Tank: internal Front fender: stock Rear Fender: stock Seat: Headlight: battery bicycle Taillight: battery bicycle Speedo: stock cable driven PHOTOGRAPHER: Josh Elzey

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I think she has the Henderson figured out.

Currently, as I’m typing this, Andrea is testing a 1934 Indian that she will be riding in the 2023 Great Race.

The Great Race will go from St. Augustine, FL, to Colorado Springs, CO. This is the first year that motorcycles were invited to compete with the antique cars, and Andrea and her Indian were one of the

honored three invited.

If this isn’t a story of “you can do anything you put your mind to,” I don’t know what is. So, go get your kids a dirt bike, and encourage their dreams.

Maybe they’ll be the next big name in motorcycling.

But even if they aren’t, they’ll have stories to tell and memories to share.

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Article By: Charlie Weisel

i

n just a matter of days I will be making my way back to Mexico, my second time there in the last six months. I enjoy going to Mexico. The food is some of the best in the world, the people are friendly and the terrain is beautiful.

There is everything from mountains to beachfront at your fingertips. Its not that you can’t find all of that here in the good ‘ol’ US of A, or anywhere in the world for that matter, but the convenience of Mexico is hard to ignore.

If you have the itch to do some out of country motorcycling it is the obvious destination. My reason for going this time, is the El Diablo Run which takes place every other year in San Felipe, Baja. In my opinion, I consider Baja to be “Mexico light”. You still get the international experience but in a very, very palatable way.

It’s basically southern California with fewer people. If you truly want the “Mexico” experience I encourage you to visit the mainland.

The first question people typically ask me when I tell them I am headed to Mexico is “is it safe?” My answer to that has changed subtly over the

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years of venturing down there but has always ended with saying that yes, it is safe. More recently however, the tone to my answer has changed. It used to be that I would say something about making smart decisions while

down there, or using common sense and avoid known dangerous areas. But more and more I find the question increasingly difficult

to answer without my true feelings on the matter coming out…which they are about to do. To truly answer that question in an honest way we need to be honest with ourselves and assess the safety of our own backyard before casting judgement on someone else’s. The United States is one of the most violent countries in the world, 4 of our cities make the top 25 list for most dangerous cities in the world. Mass shootings take place almost weekly in places that are typically, and should be, regarded as safe. They are not confined to the “bad neighborhoods”.

They are happening in grocery stores, in schools, at nightclubs, children’s birthday parties, concerts and the list goes on. There is no agenda behind most of these killings other than wanton violence.

They aren’t targeting other gangs, or a rival drug dealer. They are targeting whatever unfortunate old woman happens to be in the room, or child clinging to her mother. They are targeting literally anything that moves. You are far more likely to find yourself in this scenario than any threat of violence in Mexico,

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or any other country for that matter.

The United States has managed to become known around the world for excessive and indiscriminate gun violence. That is the reputation we have and what we are known for outside of our borders. We are no longer viewed as a “safe country to visit”.

Tough words to hear, I know. Tough words to write as well. But sometimes the truth needs to be heard. So, is Mexico safe? Answer these questions to determine that answer for yourself. Are you a cartel member or a drug dealer? Do you intend on buying drugs while there? Do you hang around sketchy neighborhoods well after dark? If you answered yes to any of these questions then yeah, Mexico is dangerous. The same applies to the United States but we get the added bonus of never knowing where the next pissed off, gun yielding mass shooter is lurking.

Which boils it all down to this - Mexico is plenty safe if you don’t participate in illegal activities. Period. That feels like it should be common sense. So, the next time you feel the need to question the safety of any particular country I encourage you to open the newspaper to catch up with the most recent acts of violent crime in your own backyard. This could easily segue into a conversation about what we should do about the rampant violent crime in this country but this isn’t a political column. This also isn’t a column about trying to solve the world’s problems. This column is, and always will be, about traveling; about seeing the world in all of its glory and with all of its stains. If you take anything away from this, let it not be that I am anti American because that could not be any further from the truth. Let it be that, although we are a great country, we are not the only great country. My hope and intention of saying all of this is to encourage you to visit places with an open mind and to not be held back by what you hear in the news. Form your own opinion of a place based on firsthand experience.

So, El Diablo Run. Interestingly, I had actually told myself that I wasn’t going to make it this year but like everything, that changed. My friend Jon-Luc from New Jersey reached out to ask if I was going, then my other friend Jason brought it up and with a little applied pressure from both I changed my tune and decided to go. It’s a great event, but I’ve

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been twice before and didn’t see a need for a third time, but here we are. As I sit here clacking away at this keyboard Jon-Luc is battling the wind somewhere across the Great Plains making his way to my house and Jason is preparing his bike to join us at my house as well. The three of us will navigate our way south, across the Rocky Mountains, into Arizona where we will most likely cross the border at Lukeville, then work our way southwest to what will surely be a bustling San Felipe. I intend on stuffing my face with tacos for two days before we begin our journey back north and return to out prospective homes. This ride will be relatively short, maybe 8 or 9 days total, but is sure to bring many lasting memories. I leave you with that, because my motorcycle is currently asking for my attention, but I implore you to hear me when I say to never be afraid to leave the comfort of home and explore foreign countries.

I’ve said it so many times that I almost annoy myself when I hear it but it is true. here are good people everywhere, go meet them.

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Flare™ Windshield for H-D Low Rider ST Klock Werks is proud to bring their original Flare™ Windshield styling to the Harley-Davidson® Low Rider ST motorcycle. This groundbreaking Harley-Davidson deserves the style and air management that Klock Werks is known for. Much like the Road Glide windshield in 2006, this Flare™ Windshield improves air management at highway speeds over the stock application. $249.95 Get yours today https:// getklocked.com/products/flare-windshield-harley-davidson-low-riderst

Steadfast Blocks The Drag Specialties Control kit comes with a brake master cylinder and hydraulic clutch control assembly. Both are made from aluminum and come in a bright chrome finish. They fit the 2015-2016 FLTRX/FLTRU models. The kit comes with a suggested retail price of $443.95. https:// www.dragspecialties.com/search;q=0610-2186;r=eJyrVkrLzClJLSpWs oqOrQUAJusFKA%3D%3D

Grand National 2-1 Performance Exhaust System for Indian Scout Models

The power hungry crew over at S&S seem to be pumping out performance parts for the Indian brand more than any other aftermarket companies have and keeping with that momentum, recently shared their two into one exhaust for the Indian Scout. Clean lines and a commanding sound combine nicely with added power on their Grand National exhaust system. The fully shielded exhaust features a stainless header, aluminum tip and a removable dB reducer that allows you to tune the exhaust for sound and power. S&S also uses a unique coating they call Guardian black that makes the deep black finish stay that way. The venerable Scout deserves a proper exhaust and we’re glad to see S&S bring their brand of performance to this popular platform. Get yours directly from S&S or your favorite dealer and check out the details and sound clips at https://www.sscycle.com/feature/indian-motorcycles/grand-national-2-1-exhaustsystem-for-indian-scout-models

z1r nightfire cammo vest

Z1R introduces the new men’s Nightfire camo vest. Combining a durable ripstop camo chassis with denim panels offers a trending new style vest. This vest also has full grain leather accents, two hand warmer pockets, two chest pockets, a polyester mesh liner wicks moisture and improves comfort, easy access to the back panel for adding patches and conceal carry pockets. Available in sizes S-5X. Suggested retail $124.95.Z1R produces helmets and apparel for the street, off-road, and snow enthusiast. For more information visit us at www.Z1R.com.

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DRAG SPECIALTIEs SPIN-ON OIL FILTER Contaminants in oil such as metal filings, dirt and combustion residue can damage your engine and shorten its lifespan. Keep your oil clean the easy way with the Drag Specialties Spin-On Oil Filter. This high-quality spin-on filter is a dependable replacement for your stock filter and is easy to install and remove during your oil change. Available in black for 21-23 RH1250S Sportster S, and 22-23 RH975 Nightster models and replaces the OEM #62700280.

Suggested retail price is $12.95. https://www.dragspecialties.com/ search;q=0712-0648;r=eJyrVkrLz ClJLSpWsoqOrQUAJusFKA%3D %3D

DRAG SPECIALTIES SEATS PREDATOR III SEATS

Make your bike eye-catching with a uniquely styled Drag Specialties Predator III seat. This seat features a 7” tall driver support that gently slopes down to the passenger seat area and is also designed narrower at the front for better leg clearance. Constructed with a high-quality automotive-grade vinyl cover and molded polyurethane foam for maximum comfort and styling. The 3/16” thermoformed ABS seat base gives the perfect fit while the carpeted bottom protect your bike’s paint. Fits with most Drag Specialties and H-D sissy bars. Available in Smooth or Double Diamond stitch w/ black, red, or silver thread for 18-23 FLSB, FXLR, FXLRS, and FXLRST models. Suggested retail price starts at $410.95.

Made in the U.S.A. https://seats.dragspecialties.com/ products/?productId=510425

DRAG SPECIALTIES SINTERED METAL FRONT BRAKE PADS

Get the reliable stopping power you need with Drag Specialties Front Sintered Brake Pads. Sintered metal brake pads are second-to-none in their stopping abilities and wear characteristics, while still providing an excellent reduction in noise and dust compared to other compounds. These pads are proudly made in the U.S.A, and are asbestos, nickel and lead-free. Available for 2023 Challenger/Dark Horse/Dark Horse Limited, and 23 Challenger Elite and 22-23 Pursuit Limited models that come equipped with Brembo calipers and cast wheels. Also available 18-23 FTR 1200, FTR 1200 Rally, FTR 1200 S, FTR 1200 R Carbon, and 19-20 FTR 1200 S Race Replica. These pads have a suggested retail price of $24.95. https://www.dragspecialties.com/search;q=1721-3373;r= eJyrVkrLzClJLSpWsoqOrQUAJusFKA %3D%3D

DRAG SPECIALTIES OIL PRESSURE SENSOR

Oil is the lifeblood of your engine, and knowing when something is wrong with the oil pressure can mean the difference between rolling down the road or damaging your engine. Protect your engine with the Drag Specialties Oil Pressure Sensor. The sensor is an accurate reproduction of the OEM sending unit, and is precision calibrated. Available for 99-16 FLHT, FLHR, FLHX, FLTR, and FLTRX models and replaces the OEM part number 74438-99A. Suggested retail price is $43.95. https://www.dragspecialties.com/ search;q=2212-0872;r=eJyrVkrLzCl JLSpWsoqOrQUAJusFKA%3D%3D

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Article By: Lullabelle Rose Photos By: Chris Callen

w

hen full-time career firefighter, Matt Reel, isn’t putting out fires or rescuing kittens, you can find him in his garage tinkering on something with a motor, whether it be of the twowheel or classic four-wheel variety. Growing up in rural West Virginia, like most young boys, Matt started on mini bikes, graduating to dirtbikes until he hit driving age. Then it was all about cars. What youngblooded teenage boy doesn’t want a cool old car? Reel came up with a father and brother that were into cars, so naturally, Matt fell into it too. For a good bit, he let the motorcycles fall to the wayside. That was until, as a young fireman at the Clarksburg

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FD, he saw his Lieutenant roll in on a 1957 Panhead Chopper that was the epitome of cool and almost instantly lit a fire in Matt to get back on two wheels. That was over 20 years ago, and it’s one fire he’s never been able to extinguish.

The Ironhead on these pages was born out of need. Matt “needed” a shop truck, and his buddy Ryan “needed” a cool custom. Just so happens that Ryan had a 68 C10 pickup that needed a little love and attention and an old Sportster that needed the same, just a little bit more. After BSing for a bit, the two made a sweetheart of a deal. Matt would take the Sporty and build something cool in exchange for the truck.

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RYAN’S RECKER TECH SHEET Owner: Matt Ryan City/State: Belington WV Builder: Matt Reel MTW Customs Year: 1981 Model: Sportster Value: Time: 1 year ENGINE Year: 1981 Model: Ironhead Builder: H/D Ignition: Daytona Twin Tec Displacement: 1000cc’s Pistons: Stock Heads: Stock Carb: Keihin/Screaming Eagle Butterfly Cam: Stock Air Cleaner: H/D Exhaust: Paughco Primary: Stock TRANSMISSION Year: 1981 Make: H/D Shifting: Foot Shift/Hand Clutch FRAME Year: N/A Model: Hard Tail Rake: unknown Stretch: unknown Forks Builder: Moto Iron Type: Springer Triple Trees: Extension: 2 over WHEELS Front Wheel: Harley Spoke Size: 21inch Tire: Dunlop Front Brake: Ultima Rear Wheel: Harley Spoke Size: 16 inch Tire: Dunlop Rear Brake: Ultima PAINT Painter: Matt Ryan Color: Flame Red Type: Base/Clear Graphics: HOK Gold Pearl Chroming: Someone who doesn’t deserve recognition ACCESSORIES Bars: Drag Specialties Apes Risers: Drag Specialties Hand Controls: Drag Specialties Foot Controls: TC Bros/MTW Customs Gas Tank(s): Modified Sportster Oil Tank: Bung King/MTW Customs Front fender: N/A Rear Fender: TC Bros Seat: TC Bros Headlight: Harley Softail Taillight: TC Bros Speedo: N/A photographer: chris callen

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How can you not love the barter system?!

The Ironhead was a little rough but came with a few odds and ends, including a rigid frame of entirely unknown origin, but what’s that matter anyway? It was sturdy and well-made, so why not use it. Since this project was going down, resources were hard to come by at times, so he looked to his friends when he couldn’t find what he needed or just needed a helping hand. RJ at Cutting Edge Customs made the battery box, and Terry Summers helped him clean up and rebuild the original carburetor. We all know that finding a set of tires and wheels during the pandemic was about as easy as finding a unicorn, so those same two fellas hooked him up with the wheels too.

Knowing how an old Ironhead can shimmy and shake and not wanting to be wasteful, Reel rubber mounted a tank from a fuel-injected sportster he had lying around that he had modified by putting a flat bottom on it and

filling the tunnel to make it work with this project. Matt sourced the seat, fender, and forward control builders kit from the crew at TC Bros. Again, due to supply issues, he pilfered the short sissybar from his personal bike, which fits perfectly. Ryan wanted to get his hands a little dirty on this project, so with some experience in the paint booth, he decided to handle laying down the color. Matt admits that

he wasn’t overly confident when he heard the plans to paint the frame and tins red, but he was super happy with how it turned out.

After a few months of wrenching, pondering, and tweaking, both guys ended up with precisely what they wanted; Ryan with a timeless Sporty chop and Matt with a sleeper of a bitchin shop truck.

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Hey, What a wild year. Folks are shooting each other, riding fast, and fighting with their babes. The government is on fire. Some bastards want to ban everything including humanity. All we want to do is to build cool shit and ride free. Let’s hit the news, quick: An Act To Amend Title 21 Of The Delaware Code Relating To The Rules Of The Road - Currently, every adult operating or riding as a passenger on a motorcycle is required to have a helmet in their possession and wear eye protection while operating or riding a motorcycle and every person up to 19 years of age must wear a helmet and eye protection.

This Act requires that everyone who obtains a new endorsement for a motorcycle on or after the effective date of this Act, or someone riding with the newly endorsed person, to wear a helmet and eye protection for the first 2 years after the newly endorsed person receives the endorsement.

In 2022, Delaware experienced 10 motorcycle fatalities where the rider

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was not wearing a helmet. Over the last 5 years, among crashes involving a Delaware licensed motorcycle rider, 25% of fatal and serious injury crashes involved a rider in their first 2 years of having a motorcycle endorsement.

Helmets and eye protection are

already required for those operating with a temporary motorcycle instruction permit as required under § 2703 of Title 21 of the Delaware Code and no passengers are allowed.

Nineteen states and the District of Columbia currently require all motorcyclists to wear a helmet.

According to research from the National Highway Traffic Safety Administration, helmets are highly effective in protecting motorcycle riders’ heads in crashes and significantly reduce deaths and serious head injuries in crashes. (But do they prevent crashes or cause them) This Act creates a civil penalty for violation of the helmet law, both the existing law and the law created by this Act. Senate Environment, Energy & Transportation Committee Members: https://legis.delaware.gov/ CommitteeDetail?committeeId=610 All States Call To Action - BOLT requested that I contact all BOLT Brothers and Sisters to enlist their or any other Freedom Fighters’ participation in stopping this bill in committee before it goes any farther by filling the email in-boxes of the committee that will hear this bill.

Senate Environment, Energy & Transportation Committee Members: https://legis.delaware.gov/ CommitteeDetail?committeeId=610 Senate Bill 86 Introduced on: 4/19/23 https://legis.delaware.gov/ BillDetail/130207 -Jimmy Ray Teaser Of The Month--HarleyDavidson Introduces All-New Cvo Motorcycles Limited Mid-Year CVO Street Glide and CVO Road Glide Models Will Debut at Harley-Davidson Homecoming and 120th Anniversary Events Since 1999, Harley-Davidson Custom Vehicle Operations (CVO) motorcycles have been an aspirational collection of limitedproduction motorcycles that deliver the ultimate in refinement of styling, design, craftsmanship and attention to detail, along with top-of-the-line performance.

Today, Harley-Davidson announces two new 2023 CVO motorcycles with

exclusive and dramatic new visual designs, advanced technology, and dynamic performance, the details of which will be announced on June 7, 2023, with the official premiere of the all-new 2023 CVO Street Glide and CVO Road Glide. For more information, visit www.h-d.com/ ourfutureisreal.

2023 Harley-Davidson CVO Street Glide- The all-new batwing fairing featured on the 2023 CVO Street Glide model offers an evolved profile exhibiting a faster overall gesture and more swept windshield.

Undercuts beneath the headlamp are more pronounced, and turn indicators are integrated as opposed to external units.

While the iconic “T” shape of the batwing fairing is retained, the silhouette and graphic outline have been modernized with updated surfacing, and the new fairing integrates in design with the fuel tank, side covers and saddlebags. The “Omegashaped” signature light provides instant recognition of the new model and turns signals are seamlessly integrated into the left and right lamp elements.

2023 Harley-Davidson CVO Road Glide - The all-new CVO Road Glide model fairing presents an aggressive update to the MY22 “sharknose” design and integrates with the fuel tank, side covers and saddlebags.

The single LED headlamp has a wide, horizonal shape, yet appears to have twin elements, recalling a key feature of all previous Road Glide model fairings and turn signal lamps are integrated within the outer portions of the signature lighting.

Both models feature: Dramatic new visual designs; New MilwaukeeEight® VVT 121 engine; All-new suspension; All-new infotainment system; Offered with two paint/finish options Further details will be announced on June 7, 2023. For more information, visit www.h-d.com/ourfutureisreal.

FUEL CLEVELAND Is Back For Its 8th Year In 2023, And This Time, It’s A 2-Day Event! - Come party in NE Ohio with us at Fuel on Saturday & Sunday, July 29th & 30th. Fuel Cleveland is a free event, as always.

Spread the word, arrange your posse and roll deep. See you there! Fuel CLE is brought to you by Lowbrow Customs, Forever The Chaos Life and The Gasbox. We couldn’t do it without support from Biltwell, BMW

Motorrad, Whiteknuckler and W&W. KAWASAKI Celebrates Powersports Pioneer in the U.S - Kawasaki Motors Corp., U.S.A. is saddened to share the news that former Kawasaki executive Yoji “George” Hamawaki passed away on April 18, 2023. Mr. Hamawaki established the Kawasaki brand in the United States, brought Kawasaki production to America and helped shape models for the US marketplace

including the iconic Kawasaki H2 and Z1.

In 1966, Mr. Hamawaki established American Kawasaki Motors Corp. and began working closely with Alan Masek to develop the Kawasaki dealer network across America with comprehensive policies, advertising materials and service training. While building the dealership and sales network, Hamawaki and Masek also studied the consumer needs and model features and communicated that information back to Japan.

That feedback was instrumental in Kawasaki launching the 1969 Kawasaki H1 and later, the iconic “New York Steak” 1973 Kawasaki Z1 900, which solidified Kawasaki as a superbike brand not only in America, but across the globe.

Mr. Hamawaki was the foundation for the Kawasaki brand we know today, having pioneered the brand as the Good Times Company. Mr. Hamawaki departed Kawasaki in 1978 and went on to become President of BMW Japan, President of Japan’s Digital Equipment Company and was inducted into the Japan Automotive Hall of Fame.

Wisconsin Anti-Ban Legislation -On April 13th, the Wisconsin State Assembly Committee on State Affairs voted to pass AB141 and AB142 out of committee and on to the floor for a full Assembly vote to be scheduled. These bills would prevent any state government, local government, or agency, from banning the sale or use of combustion engine vehicles or devices.

ABATE of Wisconsin presented this proposed legislature during our annual Lobby Day in March of this year. Although this is a big win for protecting motorcycling as we know it, the vote was not unanimous as we did not have support from the Democrats on the Committee.

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THE CYCLE SOURCE WORLD REPORT - POWERED BY BIKERNET.COM vehicles as well as ATV’s, snowmobiles, small engines, and farming machinery is very important to us until technology advances enough to give a consumer confidence that an alternative fuel driven device will satisfy what they need the device for.

Please help us protect our combustion engine motorcycles by using this link to let your legislators know that this legislation is important to you as a constituent. The letter is drafted, all you need to do is add your name and address and a letter will be sent on your behalf. -Steve Panten, ABATE of Wisconsin – Legislative Committee Chair West Virginia Governor Signs Antique Fleet Program Into Law West Virginia Governor Jim Justice signed into law the SAN-supported “Antique Fleet” Plate Program (H.B. 2310), whereby the owner of five or more antique vehicles will be able to use a single registration plate.

The owner would be required to register every antique vehicle upon which the plate will be displayed. The bill was sponsored by Del. Gary Howell, who is Chairman Emeritus of SEMA’s State Automotive Enthusiast Leadership Caucus.

Congratulations to everyone that supported this win! -SEMA Indian Motorcycle Delivers Sophisticated Style & BestIn-Class - Crafted as the Ultimate in American V-Twin Style & Exclusivity, Indian Pursuit Elite & Chieftain Elite Combine Eye-Catching Style with Premium Componentry Indian Motorcycle, America’s First Motorcycle Company, today introduced the Indian Pursuit to its limited-edition Elite class of motorcycles and announced the return of its ultra-premium Chieftain Elite. Featuring premium componentry, each Elite model is crafted as the ultimate in American V-Twin style and exclusivity.

“When we first introduced the 2018 Chieftain Elite, we wanted to create an offering that was not just limited in quantity, but exclusive in nature with custom details straight from the factory,” said Aaron Jax, Vice President of Indian Motorcycle.

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“Today, with jewel-like finishes, our Elite line of baggers and touring models truly represent the best-ofthe-best and deliver a statement like nothing else on the road.”

Indian Pursuit Elite n- With only 150 units available worldwide, 2023 marks the debut for the Indian Pursuit Elite. Known as the most capable and refined American touring machine on the road, the Indian Pursuit Elite offers sophisticated style and unparalleled comfort and performance. Designed for riders who value the journey as much as the destination, the Indian Pursuit Elite is packed with premium amenities and advanced rideenhancing technology to achieve a more comfortable ride.

Sophisticated Style - The Pursuit Elite’s premium Super Graphite Metallic and Black Metallic paint

with Shadow Bronze Chrome accents exude sophistication. Colormatched Elite badging and premium components complete the bike’s beautiful design.

Best-In-Class Performance Taking center stage of the Indian Pursuit Elite is the 108 cubic-inch, liquid cooled PowerPlus engine.

With best-in-class 122 horsepower and 128 ft-lbs. of torque, the Indian Pursuit Elite delivers incredible V-twin touring performance with unmatched passing power.

Premium Amenities & Ride Enhancing Technology - The Indian Pursuit Elite allows riders to enjoy long, epic rides in comfort and style. Electronically adjustable rear suspension preload from Fox® allows riders to adjust their preload

for optimal comfort and handling under varying conditions. Whether riding solo, two-up or carrying more cargo – the electronically adjustable rear suspension preload is managed from the convenience of the bike’s infotainment system. Plus, the Indian Pursuit Elite offers Smart Lean Technology using a Bosch® Inertial Measurement Unit to tune traction control, ABS, and torque for even more control and unsurpassed handling.

Backlit switch cubes improve the rider’s ability to see the bike’s controls at night, while the Pathfinder Adaptive LED Headlight combined with Pathfinder S LED driving lights and saddlebag lights deliver improved visibility and more eye-catching style in dark conditions. Providing a luxurious ride experience, both rider and passenger get a heated seat with adjustable controls on the seat and infotainment system, and premium styling.

Chieftain Elite - Designed for riders who demand the best of the best and want to stand out from the crowd, the 2023 Chieftain Elite features meaner and more aggressive styling with custom-inspired details straight from the factory. With only 175 units available globally the Chieftain Elite is a limited build and highly exclusive.

Custom-Inspired Style The new Chieftain Elite’s eye-catching paint scheme featuring Super Graphite Smoke is complemented by premium Shadow Bronze chrome finishes and Indian Motorcycle headdress floorboards.

Offering an even more custom look, the Chieftain Elite’s open fender showcases a new 10-spoke precision machined front wheel. Standard to the Chieftain Elite is fender-tofender, as the Adaptive Pathfinder LED headlight and rear saddlebag LED lights provide head-turning style at night. An adjustable tinted flare windshield raises or lowers to the rider’s preferred position with the push of a handlebar-mounted button for ultimate comfort.

Metzeler Appointed as the Official Tire of the Isle of Man TT - Metzeler Will be the Sole Official Tire of the Most Iconic Motorcycle Road Race Until 2027 The Metzeler tire brand has

THE CYCLE SOURCE WORLD REPORT - POWERED BY BIKERNET.COM been selected by the Department iconic competition characterized do not take place on circuits but on for Enterprise of the Isle of Man as Official Tire with a sponsorship contract for the TT Races for the fiveyear period 2023-2027.

Paul Phillips, Head of Motorsport - Isle of Man Department for Enterprise “Metzeler are a welcome addition to the line-up of official sponsoring brands for this year’s Isle of Man TT Races.

Our commercial objective is to work collaboratively with our Official partners to add value to the TT experience for everyone involved in the event. Metzeler is already integrally associated with the TT and is the tire of choice for many teams competing in the event, with a proven performance track record.

We are sure that this will be a successful partnership that will grow in strength over the years to come.”

The Tourist Trophy has been run since 1907 on the road circuit of the Snaefell Mountain Course, a 60.720 km track on the Isle of Man. Over the years it has become an

by charm, tradition, glory, passion and adrenaline, values also shared by those choosing Metzeler tires, a brand that boasts a history of over a

century and a half full of motorsport successes and technology.

The Metzeler RACETEC RR tires already used by the riders have been developed thanks to Metzeler’s experience in Road Racing competitions which, as is known,

roads which are open to the public throughout the year and where all the situations that any motorcyclist may have to face on a daily basis can be found. And it is precisely for this reason that road racing has always been the testing and development ground for Metzeler tires. Thanks to its participation in Road Racing activities and to the acquired know-how, Metzeler tire range has enriched by giving life to successful tires, including the sporty SPORTEC M9 RR. There You Have It—All the wild news fit to print.

Between building cool shit, don’t forget to join your local motorcycle rights group. If you need more rapid, turbocharged reports head over to Bikernet Weekly for the latest news.fast and free forever, -Bandit

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ADVERTISERS INDEX 5 Ball Racing Leather.............95 AMCA......................................69 Battery Outlet.........................97 BikerNet.com..........................18 Chop Cult................................94 DB Custom Leather................94 Dennis Kirk.............................99 Denver’s Choppers................33 Donnie Smith...........................71 Drag Specialties.......................9 Drag Specialties Seats...........15 Dream Rides...........................72 Dutchman...............................97 Feuling....................................95 Good Times............................73 Grease & Gears TV................67 Hardcore Cycles.....................43 Hijinx Apparel........................95 IO Mount.................................73 Iron Horse Saloon .................37 Kiwi Indian...............................27 Law Tigers................................2 Led Sled..................................55 MC Creations..........................97 Mikuni......................................57 No School Choppers..............69 Pandemonium.........................17 Paughco.............................13,79 Progressive Insurance.............5 Buffalo Chip............................59 Kiwi Indian..............................27 Klock Werks...........................65 S&S Cycle.............................100 ShopTalk................................48 SmokeOut................................3 SpeedKing..............................97 Sporty Parts............................97 Spectro Oils............................25 Sturgis Motorcycle Museum..29 Tech Cycles............................27 Twin Power................................4 Twisted Choppers...................19 Veritas Vintage Motors..........43

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Heard A Good One Lately ?

Then Send It Along To Us At: 119 Dellenbaugh Rd. Tarentum, PA 15084 Or E-mail To cyclesourcemain@comcast.net

A

n old physician, Doctor Geezer, became very bored in retirement and decided to reopen a medical clinic. He put a sign up outside: “Dr. Geezer’s Clinic. Get your treatment for $500 - if not cured, get back $1,000.”

Doctor Young, who was positive that this old geezer didn’t know beans about medicine, thought this would be an excellent opportunity to get $1,000. So, he went to Dr. Geezer’s clinic complaining that he’d lost all taste in his mouth.

Can you please help? Dr. Geezer: “Nurse, please bring medicine from box 22 and put three drops in Dr. Young’s mouth.” “Aaagh!

This is Gasoline!” Dr. Geezer: “Congratulations! You’ve got your taste back. That will be $500.” Dr. Young gets annoyed and returns days later, figuring to recover his money. Dr. Young complains, “I have lost my memory.” Dr. Geezer instructs the nurse, “Please bring medicine from box 22 and put three drops in the patient’s mouth.” “Oh, no, you don’t! That’s gasoline!”

Dr. Geezer happily responds, “Congratulations!

You’ve got your memory back. That will be $500.” Dr. Young (after having lost $1000) leaves angrily and returns after several more days with the complaint, “My eyesight has become weak. I can hardly see anything!” Dr. Geezer: “Well, I don’t have any medicine for that, so here’s your $1000 back” (giving him a $10 bill). Dr. Young looks

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and exclaims, “But this is only $10!” Dr. Geezer smirks and says, “Congratulations! You got your vision back! That will be $500.”

Moral of the story: Just because you’re “Young” doesn’t mean you can outsmart an “old Geezer.”

Walt

A

man and a wife were having dinner in a fine restaurant. Their waitress, taking another order at a table a few steps away, suddenly noticed the man slowly sliding down his chair and under the table, but the woman acted unconcerned.

The waitress watched as the man slid all the way down his chair and out of sight under the table. Still, the woman dining across from him appeared calm and unruffled, apparently unaware that her dining companion had disappeared. After the waitress finished taking the order, she approached the table and said to the woman: “Pardon me, ma’am, but I think your husband just slid under the table.”

The woman calmly looked up at her and replied: “No, he didn’t. He just walked in the door.”

Joey

A

mother is driving a little girl to her friend’s house for a play date. “Mommy,” the little girl asks, “how old are you?” “Honey, you are not supposed to ask a lady her age,” the mother replied. “It’s not

polite.” “OK,” the little girl says, “How much do! you weigh?” “Now, really,” the mother says, “those are personal questions and are none of your business.” Undaunted, the little girl asks, “Why did you and Daddy get a divorce?” “That is enough questions, young lady, honestly!” The exasperated mother walks away as the two friends begin to play. “My Mom won’t tell me anything about her,” the little girl tells her friend. “Well,” says the friend, “all you need to do is look at her driver’s license. It is like a report card. It has everything on it.”

Later that night, the little girl tells her mother, “I know how old you are. You are 32.” Surprised, the mother asks, “How did you find that out?” “I also know that you weigh 140 pounds.” The mother is past surprised and shocked now. “How in heaven’s name did you find that out?” “And,” the little girl says triumphantly, “I know why you and Daddy got a divorce.” “Oh really?” the mother asks. “Why?” “Because you got an F in sex.”

Rob

A

n elderly couple, Roy and Bessie, are “seniors” in Wyoming. Roy always wanted a pair of authentic cowboy boots.

Seeing some on sale one day, he buys them, wears them home, walking proudly. He walks into the house and asks his wife, “Notice anything different about me?”

Bessie looks him over: “Nope.”

Frustrated, Roy storms off into the bathroom, undresses, and walks back into the room completely naked except for the boots. Again, he asks, a little louder this time, “Notice anything different now?”

Bessie looks up and says: “Roy, what’s different? It’s hanging down today, it was hanging down yesterday, and it’ll be hanging down again tomorrow.” Furious, Roy yells: “And do you know why it is hanging down, Bessie? It’s hanging down because it’s looking at my new Boots!” To which Bessie replies: “Shoulda bought a hat, Roy. Shoulda bought a hat!”

Kirk

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