Cycle Source Magazine June 18 by Cycle Source Magazine

CYCLE SOURCE MAGAZINE

21 YEARS AS AMERICA’S FAVORITE GRASS ROOTS MOTORCYCLE PUBLICATION

ISSUE NUMBER 255

August ‘10 CYCLE SOURCE

CYCLE SOURCE June ‘18

BIKES Deadliner Shovel

Buttera's Metal Werx .......................................................................................... 22

L-Thirty

Three Two's No Drama Evo ................................................................................ 40

The Holy Grail

Bing's Cycles In Motion Show Bike .............................................................. 58

Good Mojo Pan

Best Of Show From Laconia .............................................................................. 70

The Liberator

Chad Trayner's '42 Flathead ............................................................................ 82

Funky Five Ball Pan

Bandit's Brat Style Swap Meet Pan ............................................................ 94

FEATURES Daytona Bike Week

The Old, The New, Still The Best Way To Start The Year .......................10

Choppertime At Willie's

Best Turnout Ever For 2018 ............................................................................... 16

First Ride

Ken Takes The New Iron 1200 Around Daytona .................................... 30

Sons Of Speed

The New 45 Class Draws More Racers ...................................................... 34

South Bound And Down

Chopper Charlie From Coloroad To Key West ....................................... 55

Arai Helmet Launch

Taking Two New Lids To The Track .............................................................. 66

Art Of Our Culture

Kayla Koeune's Infrno Art ................................................................................ 76

Something From Nothing-Pt3

Rebuilding A CB750 With MotoAuct ........................................................... 88

Science Of Tires - Part 3

A Factory Visit With Metzeler ......................................................................... 90

TECH

Starter Delete

Installing An XS650 Starter Delete With Daniel .................................... 18

Quick Shop Tech

Mr. Fish Shows Us How To Work With Holes ............................................. 28

Setting Up Hidden Axle Blocks

Will Teaches Us The Steps From A To Z ...................................................... 66

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EDITORIAL OFFICE

The Cycle Source Magazine 118 Dellenbaugh Road Tarentum, PA 15084

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

EDITORIAL STAFF

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

STAFF WRITERS

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

STAFF PHOTOGRAPHERS

Chris Callen, Amelia Rose, Heather Callen, Mad Stork Ken, Mark Velazquez, Carsten Fritzen, Twila Knight, Rebecca Cunningham, Dan Venditto, George The Painter

CONTRIBUTORS Markus Cuff, Melissa Shoemaker

STAFF ARTISTS

Jimmy Frizzell, Chris Callen, George The Painter

ADVERTISING

Heather Callen - Sales Manager - cyclesourcemain@comcast.net

CIRCULATION DIRECTOR Heather Callen - 724-226-2867

Product Spotlight

COPY EDITOR

Word Of Mouth On Some Of The Good Stuff Out There ......................... 38

Judy Duggan

In The News

LEGAL COUNSEL

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

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

What's New On The Market................................................................................ 106

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

ABOUT THE COVER

Bill Dodge has been a regular in our pages for quite some time, altough it's been a while since his bikes have been featured here. This month he comes back in a big way, on our cover with a killer old school long bike that was built for one of our favorite human beings on the planet; Jeff Kelderman. The bike is a hot peice too and we're glad to have it here for your viewing pleasure.

Photo Hunt ........................................................................... 55 Endless Highway .......................................................... 78 The Edge With Jimmy Frizzell ................................... 104 Gut Busters ........................................................................ 113

The Cycle Source Magazine® (ISSN 1935-0287) is published 12 times a year by The Cycle Source Magazine with Offices at 118 Dellenbaugh Road Tarentum, PA 15084, 724-226-2867, www.cyclesource.com. U.S. Subscription rate is $25.00 for 12 issues. Canadian Subscription rate is $40.00 for 12 issues. Back Issues, when available, are $6.00 each, payable in advance. Periodicals postage paid at Tarentum, PA ad additional mailing offices. The Cycle Source Magazine® reserves the right to reject any advertising or contributions that it deems unsuitable. Opinions expressed are those of the author and not of The Cycle Source Magazine®. Nothing printed in The Cycle Source Magazine® August be re-printed in whole or part without the express written consent of the publishers. Copyright ® 2018. The Cycle Source Magazine®, A Grass Roots Motorcycle PublicationSM, Scooter Tramp ™ Wild Man™ Low Down & Dirty Rotten™ Grease & Gears Garage™are registered trade marks.

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

On Tour With X ................................................................... 34 Pin-Up Of The Month ....................................................... 54

DISTRIBUTION

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

SPARE PARTS New Products

GRAPHIC ARTISTS

Chris Callen, Heather Callen, Amelia Rose

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Article By: Chris Callen

ears pile on quickly after you hit 40 and before you know it you're starting to try to figure out a number of things. Among them are some of the complex philosophic proses like; what is the meaning of life, of course, where did the time go ... but more often there are questions like Why can't I find my damn socks, or will there be pizza today. For my own personal growth as of late I have had some great reflection and appreciation of the great men and women whom I have been fortunate enough to meet over these many years at the helm of our little magazine here. So many of them are inspirations for the younger generations, teachers for those who would look for the knowledge, the best of us, but why? I started to go over what it is about them, what qualities that make them great men and women. My grandfather was a great man. I have written about him for years and years but for the millennials who were still in diapers when I wrote my first editorial about the man, I will repeat myself. He ran a little two pump gas station after years in the coal mines of Pennsylvania, the its steel mills. He was a family man, raised me for a good portion of my life and by the end of his life hardly had a pot to piss in, but he was a great man... Why? I can remember writing the "In Memory of" about Samantha Morgan when she was taken from us tragically. That article, titled "Where do the great ones go?" gave me a chance to appreciate a woman who taught

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me so much about life from the single room of her mobile living quarters parked next to the Motordrome. She had a funky old guitar and smoked pot while she strummed it and told stories of days gone by when the Motordromes flourished in the United States. She was a truly great woman, but why? My stepfather, a half blood Cherokee Indian and full blooded Marine, Jack. Born John Nelson Myers, he was as tough on me as the world was on him. An original Paris Island Marine who taught me how to hunt by sending me out in the woods with an old Fred Bear recurve bow and a single arrow. He explained that once I came back with a squirrel I could move up to the .22. Everything I did, he made sure it was the hardest way possible and by example he proved that nothing has to stop you from doing what you want. I still remember when the transmission in the car he drove back and forth to work lost everything but reverse. He drove that car 10 miles back and forth to work for a week until he had some money to get another one. Of course DUI laws were not really heard of at the time either. I hated him for a large part of my younger years but by the end of his life we became great friends. He was a great man as well, but why? Now today, on the 24 hour news cycle you will hear the talking heads report on great people, some of them who have genuine stories of greatness, some simply over inflated to propagate the need for a constant stream of new things to talk about but as this barrage of information passes you by, do

you ever stop to realize that it is constantly shaping our culture. By telling us what is of value, who is great, who should be feared and who should be admired, they are pre programming generation after generation into thinking the way they would like you to. Ok, enough of the conspiracy theory for now, and back to my original question: What makes a man great? Unlike my contemporaries of the mainstream media I will only tell you about my own reflections on this subject, as to not be guilty of programming you with any of my bullshit. The other day Steve Broyles taught me something over the telephone, how to read a micrometer. Now, this might sound silly but I was never good in math growing up so this is something I have always shied away from, using digital measuring tools instead of manual ones. I fully intend to do a tech article about that subject and teach you what he taught me, but it made me realize that Steve is a great man, and I know why.... He gave of himself to enrich another persons life. In the few stories I have mentioned earlier in this offering I can relate that same sentiment, they all were giving people in one way or another. Yes, flawed in some ways as well, as most human beings are, but each had an appreciation for life that comes from time. Yes ,my brothers and sisters, they were older people who could teach younger people because they lived the curriculum, and the fact that they did it with such grace, that made each of them truly great, and made me grateful.

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Article By: Ken Conte Photos By: Heather Callen, Melissa Shoemaker & Ken Conte

arch is always tricky in terms of weather. How many times have I been delayed or stranded coming in or going out of Daytona, either

driving or flying? More times than I care to remember. This year marked a first: I did not encounter any delays, and I arrived in Daytona midday to weather that felt…cold. Fortunately, the nice people over at Harley and Indian had both provided me with gear I would rely on more than I wanted to, thanks to the dipping temperatures. I rolled over to the Indian demo fleet where my contact, Steve, was gracious enough to let me store my roller bag and hop on an Indian Springfield Darkhorse. (I will have a full review of the bike in an upcoming issue.) As I drove off the lot onto the sandy streets of Daytona, the chilly air gave way to a sunlit warmth. I pointed the bike north, and the next thing I knew, I

was at Hull’s Seafood on Granada, getting my fill of seafood and hushpuppies before I even unpacked my bag. If you’ve never been to Hull’s, be sure you address this oversight and indulge in their locally caught seafood and ridiculous hush puppies— it’s worth the indulgence. I’ve never been able to make every event during Daytona Bike Week, and this year, with all the bikes to test ride, I had even less time. One event I did participate in, though, was the Arai helmet launch. You can read about the specifics of the launch in my other article in this issue. For now, let me just say the coolest part of it was going to the short track and attempting some flat tracking. Once we wrapped that up, we headed north to St. Augustine via the loop. The riding immediately around Daytona is okay, but once you head north to Tomoka State Park and out to the coast, everything changes. Not just the

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scenery, but also the temperature. The loop is mostly shaded, and, as we made our way to the coast, the humidity and setting sun allowed for a brisk ride on the new HarleyDavidson Sport Glide. St. Augustine is worth the oneand-a-half-hour ride up the coast. Downtown is historic, with bricklined streets, great eateries and a very different vibe from Daytona. Our stay was short but well worth it. The next morning gave way to a beautiful sunrise as I scraped the ice off my seat. That’s right there was ice on my seat in Florida! I knew I wanted to get back to Daytona in time for Willie’s Tropical Tattoo ChopperTime Bike Show, but I wasn’t prepared for the icy air blast heading down the coast. I put on every scrap of top clothing I had, including a new Harley leather jacket and flannel—it kept my torso toasty warm, but my legs and hands began to stiffen. The cool morning breeze woke me up, but I had to stop to put on another pair of pants. Then I set the cruise control, fixed my gloved hands on top of the heads and made a speedy trip back to Daytona. I arrived at Willie’s and it was . . . Willie’s. If you’ve never been, a written description can hardly do it justice. I spoke to a builder who’d never attended, had never even heard of it, which baffled me. It is legitimately the largest bike show in Daytona, in the smallest location, all to benefit veterans. There are so many cool bikes, and it’s hard to take it all in. You also encounter so many old friends, great music, giveaways and coveted ChopperTime trophies. This year, Cycle Source’s own Heather Callen stepped in and handled registration, and, at last count, there were more than 140 bikes. Roadside Marty served as master of ceremonies, and Chris Callen and I even got to do a live Shop Talk inside the tattoo studio. It was a great day that ended with me blasting down Beach Street as the sun set in the west, on my way to the TT Flat Track race. If you’ve never been to a flat track race, I recommend hitting a TT and paying the extra money to be on the infield. TT races are good because they offer a bit more action, with both right- and left-hand turns, and there are also steeplechase-style jumps in the middle of the course. I love the Daytona TT because it is one of the first races of the season, so you know everyone is all pent up, and they’ve been thinking all winter about how they can be faster. This leads to aggressive riding and really fun races to watch. I got to spectate from the Arai box

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this year, which was nice, considering the 40-degree temps. I never want to see anyone crash, but the crowning crash this year was a Harley that broke its swing-arm in half, off the jump, in the middle of the race, and the rider landed the jump. The twin class was fraught with crashes and restarts, but, ultimately, reigning champion and Indian Factory Rider Jared Mees came out on top. The singles class had Dan Bromley on a KTM as the winner. Main Street was hopping that night, with the weekend crowds starting to pour in to celebrate the beginning of riding season. Friday gave me the opportunity to head to Annie Oakley’s, out by the Interstate, and celebrate custom chopper culture at the Boogie East, put on by Chemical Candy Customs, Gasshole and VNM. This is the second year for this event, and it seemed bigger than ever. The intention goes beyond recreating a backyard biker bash of yesteryear—it serves to honor a friend and mentor to Scott at Chemical Candy Customs. In the early 90s, in East Texas, Scott worked for Pete LaBarbera bricking homes. On the weekends, Pete would throw some wild biker parties and introduced Scott to Daytona Bike Week. One day Pete announced that he’d sold the business and bought a biker bar in Daytona. Scott always had the intention of heading to Daytona and visiting Pete, but he never made the trip. Then he learned that Pete had passed away. When he finally did make it to Annie Oakley’s, he decided it was the perfect spot for a backyard biker bash, Daytonastyle, in memory of Pete LaBarbera. To keep the old-school tradition alive, the bike show is open to pre-1984 bikes and featured many makes and styles, all in the tree-lined comfort of Annie Oakley’s, while Lulu Van Tuckett and The Outbound Train brought the entertainment. The party went well into the evening as many got into the St. Patrick’s Day spirit. Indian Motorcycle was gracious enough to extend my demo of an Indian Chieftain Darkhorse (reviewed soon) so I could attend the Sons of Speed race out at New Smyrna Speedway. This year saw additional classes and numerous new riders. It is hard to explain the feeling one gets seeing 100-year-old motorcycles thundering past in a pack at over 80 mph—it never ceases to amaze me. The 45” class made the race accessible to more people, thanks to 45s being more affordable and easier to find than boardtrack-era racers as well as simpler to ride. With additional practice open prior to race day, we found out our pal Josh June ‘18 - CYCLE SOURCE MAGAZINE 13

Owens, of the show Moonshiners, suffered a nasty spill that put him in the hospital with broken ribs, a tornup hand and a broken nose. Rumor has it that all he wants to do is heal up and get ready for the next Sons of Speed in Sturgis. That crash during practice runs didn’t take any speed off the racers, though. They battled it out in every heat and every class. The finals were blisteringly fast in the Hot 61” class. Matt Walksler (Harley) walked away with the Bill McCann custom trophy, and eBay Jake (Harley) found second place,

with Brittney Olsen (Harley) finishing third. The 45 Shootout saw Doug Young (Harley) winning out over Brittney Olsen (Indian) in second place and Go Takamine (Indian) in third. The early 61” boardtrack bikes that hadn’t been hopped up featured Ken Curtis (Harley) in first, Shelly Rossmeyer-Pepe (Harley) in second and Rick Petko (Indian) in third. You can be sure many of these racers will be in Sturgis at the Full Throttle Saloon, discovering what they can do with these bikes on a banked dirt track.

As Daytona came to a close, it seemed obvious to me that the custom world of motorcycles is thriving—maybe not in numbers, but in passion. There were more custom bikes than ever wherever you looked and riders who lived the culture through and through. The weedingout process has begun, and you can bet that next year the bikes will be even better in Daytona.

our bike show at the spoke maybe our best custom bike show of the past year!

he heading didn't lie, our bike show at the Broken Spoke in Daytona was quite possibly the best show we've hosted in a year. Funny, because as of two weeks before the event, we weren't gong to hold a show. Chris and I had decided that we were going to cover Daytona events as opposed to host them this year. But, then ya'll got the best of us, a few emails and calls came in from readers asking about our annual Daytona show, and I'll be damned if we were going to let ya down. The Broken Spoke has always opened their arms to Cycle Source and it's supporters and this year was no different. Not gonna lie, I was a little worried about the potential turnout with such little promotion. But Wednesday morning rolled around and when we arrived for

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set up there were already a few bikes eagerly awaiting our late as usual asses. I should have known that you guys wouldn't leave us hanging! All afternoon, bikes and people rode in to hang out and get their fill of all the wondrous two wheeled eye candy. No, I'm not exaggerating either, we were blessed with over 80 killer bikes that day. It was as if we had hand picked each and every one, there wasn't a dog in the bunch. One after another Knucks, Pans, Shovels, Triumphs, Sportster, you name it, rolled under the Spanish moss canopy to be put on display for the masses. As if we weren't lucky enough with the showing, Ms. Gloria Tramontin Struck, spent the afternoon with us as well. At 92 years young, Gloria has been

riding motorbikes for 75 years and is celebrating such with the release of her new book, "Gloria, A Lifetime Motorcyclist". We, along with the line of fans that waited to have her sign their book, were honored to have her spend time with us. Another special guest appearance was made by the head fabricator on the new TV series American Chopper, Evan Favaro. Evan has been working with us on and off through the Grease & Gears Garage tour and offered to come out and hang. Jay Allen took him up on the big stage and made sure the crowd knew he was in the house with us. By the end of the afternoon we handed out some twenty trophies with the help of Pat Jansen and Roadside Marty. I'll be honest it wasn't an easy show to judge, the competition was that good. Johnny Humphrey out of Terre Hill, PA took home the coveted Best Of Show trophy with his killer Pan and we couldn't be happier for him. I've got to tell ya this little tidbit because it makes Chris and I proud. Throughout the afternoon a number of staff from the Broken Spoke, bartenders, security, office staff made it a point to let us know that Cycle Source Bike Show day is their favorite day of the week, and not because they make money, but because the people that we are blessed to be supported by are the kindest, most chill people that come hang out all week. For that, we are greatful.

CYCLE SOURCE June ‘18

Article By: Chris Callen Photos By Melissa Shoemaker

any among our culture regard an award from Willie's Tropical Choppertime Show as the crowning achievement in our greasy little careers. To get called up on that stage and harassed by one of the most obnoxious masters of ceremony, well it just doesn't get any better than that for tramps like us. Oh sure, proceeds from the day go to a great cause, The Veteran's Support Fund and it has become a last refuge in Daytona for cheap beer, good music and a laid back day, but the trophy man....

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To walk away with the title of badest ass anything from that lot is a hell of an achievement. This year Willie asked us to step up and help out a little more and we reached out to a bunch of our sponsors for prizes to sweeten the deal. Thanks to Biker's Choice, Metzeler Tires, Fox Racing, Twin Power, Dustin' BBQ, Bare Bones Leather, Billet Proof, First MFG, Hot Leathers, Rue & Ziffra Attorneys, S100, Paper Street Customs, Bling's, SpeedKing, Lucas Oil & Twisted Tea, Guerilla Fabrication all for helping to keep this as the premier

show of Daytona's chopper scene. As in years past, it seemed as if the seas parted and made way for the perfect day to hold this show. The sun came out early and so did the people. By 11am there was hardly a spot to be had and man it only got more packed from there. By the time Roadside started to toss obscenities around, or give out awards as he calls it, the bikes entered totaled 144 but the number in attendance was a record breaker. As Ken and I walked on to the property the first people

we saw were Dave Perewitz and Keith Ball sitting on a bench in front of the shop.... I still never get used to just seeing these cats that I've looked up to for so long, just hanging out like regular moes, but that's how Willies is man. Anyway, some 34 awards were given away and if you paid attention and got your ass to the stage, your pic is here for the world to see. If not, we probably split up your prize box with Roadside after the show... See ya in Biketoberfest!

Bobber Classic - Christina

Veteran's Support Fund Choice - Don Wood

B&D Customs Award - Kevin Gomez

Support Appreication - Bill Dodge

FTW Choice - Johnny Humphrey

Tropical Tattoo Choice - Peter Woerner

Cycle Source Award - Jeff "Gilley" Gilles

Best Shovel - Brian Buttera

S&S Custom - Chaos Cycle

Speed King Award - Matt Sterling

Reverand Al's Award - Joe Miller

Moe's Image Custom - Michael Allen

Best Evo - Shawn Ponter

Best Jap Custom - Mace McMillan

Best Rat Bike - Hatch

Roadside's Choice - Garrett Maddalone

Best Sportster - Tino Periut

Best Twin Cam - Doodah

Willie's Pick 1 - Raz

Best Creative Custom - Kyle Ray Rice

Panhead - Mitch Bodine

Best Knucklehead - Mike Griffith

Willie's Pick 2 - Zach Williams

Best FLH - Ken Weber

Best Antique - Joe Lloyd

Perewitz Paint - The Shop

Blings Cycle Award - Matt Adkins

Best Flathead - George Casale CYCLE SOURCE June ‘18

Article And Photos By: Daniel Donley

www.pandemoniumcustomchoppers.com

he Yamaha XS650 has been gaining popularity over the years as an affordable, customizable motorcycle. There are many different styles that can be made from this platform including Café’ Racer, street tracker, resto-mod, or even a hardtail chopper. One of the problem areas with the Yamaha XS650 is the electric start. It is cumbersome by design and typically does not work well. Even when rebuilt, the performance from the electric start system is typically lackluster. At which point a popular modification is to delete the starter and do a kickstart only engine. So, for this month’s tech, I am going to run you through the procedure on how to delete the electric starter motor from the XS650 engine.

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The starter delete can be installed with the engine in the frame. You will want to disconnect the battery positive and negative. Put a drain pan underneath the engine. When you remove the starter, this will drain the engine oil. (Good time for an oil change anyway) Next, you will be able to remove the four bolts that retain the starter to the engine block.

Now you can remove the starter from the engine block. Make sure that your oil pan is catching the draining oil.

engine. Also pictured are the parts that need to be removed.

This is the electric starter motor seal. It seals the starter motor to the engine block. We will be removing this later.

Now on to the other side of the engine. You will remove the six fasteners that hold the starter gear cover in place.

Yamaha must have glued the starter gear covers on or something like that. They are difficult to remove. I have found using a punch or a wooden dowel from the back side through the starter motor seal and lightly tapping with a hammer to break it loose.

With the cover seal broken loose now, the cover can be removed. Be careful not to drop any of the parts into the

You can easily remove the starter motor seal with a punch and hammer. You will want to get in there and clean out any leftover seal residue. Now is also a good time to clean out any gunk or crud, for some reason it likes to gather here.

Remove any gasket material from the engine and the cover. I like to use a razor blade or an old used credit card be careful not to scratch or gouge the surface.

This side of the engine block is very sharp. Use a deburring tool and a piece of sandpaper to lightly chamfer this edge. June ‘18 - CYCLE SOURCE MAGAZINE 19

I then like to clean the area up with Acetone and a clean paper towel. This will help ensure proper sealing.

Now you’re ready to install the starter gear cover. Be sure that the locating pins are in place.

Now we can install the starter delete. I like to use some ThreeBond sealant on the sealing edge of this. We don’t need any leaks here. It is always good practice to make sure your gasket surfaces are clean. I like to use Acetone to do this. I also use ThreeBond sealant on both sides of the gasket to make sure there is a leak-free seal. This is a leak-prone area on the Yamaha XS650. If you install the gasket dry (no sealant) its more prone to leaking.

You can use a socket and extension or a piece of tubing to drive the delete into place until it is flush with the outer surface. On a side note, I have used other companies’ starter deletes that are too large, making them unable to install. I have the proper sized starter delete available. Let me know if you need one.

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Torque the six fasteners to 84-inch pounds using a crisscross sequence. This is a project that can be done in a couple of hours, and all that is required are some basic hand tools. It also will reduce the weight of your bike by 8 to 10 lbs. Even more, if you decide to get rid of your battery. So, if you need a starter delete that fits hit me up! If there is something that you would like to see me do a tech article on please call or email me with your idea. If you have any questions, please feel free to call me at the shop anytime 419-576-6812 Daniel Donley Pandemonium Custom Choppers Facebook- Pandemonium Custom Choppers Instagram – pandemoniumc2 info@pandemoniumc2.com www.pandemoniumcustomchoppers. com

Now you can install the cover; I like to use a removable thread locker on the fasteners.

Article By Chris Callen Photos By: Melissa Shoemaker

rian Buttera is the kind of man who this magazine was made for. Self-made, overcoming personal trials and tribulations through putting his own hands and mind to good use. In the end, his pursuit of knowledge and willingness to roll up his sleeves paid off in an epic run at Daytona. Brian started out as a kid on a bumpy road, some bad decisions and a hard way to come up. He bounced around the country for a while and eventually found himself entering the world of welding and fabrication. He started out with the basics, working in a steel trailer shop but has worn a lot of different hats over the 20 years he has been at it. For a while he did almost anything for money, even taking a shot a professional fighting as

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a moonlight gig from his plant manager position during a five-year stint in Cincinnati Ohio. Today, his skills put him more in the field of close tolerance pharmaceutical types of fabrication work and the pace of his life keep him out of the ring as well. It was through his work over the past ten years that Brian started to turn things around and has worked hard to make a life he can be proud of. Although he still takes full-time gigs in the industrial realm, he keeps his passion in his backyard shop called Butteras Metal Werx. There, he handcrafts industrial furniture one at a time, and it’s also the hidden workshop where he has created this beautiful motorcycle. While he has done a number of frames and some one-off parts for friends, you might be surprised to find out that this

is his very first build. It all happened very naturally, he told me. He and his wife Tina took a break from life and wound up in Austin at the same time the Handbuilt Show was going on. There, he would meet Ryan Gore of Paper Street Customs, and that chance encounter would change his life forever. He was immediately intrigued by the conversation with Ryan and fell in love with so many of the bikes at that show he knew leaving he had to build a bike. One problem, he needed to learn what he needed to know to build one. This started a yearlong chapter in Brian’s life where he read constantly and did research until he was blue in the face. He came upon a 77 Shovelhead, his birth year bike, and decided that was the perfect place to start.

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He started with the frame, working his way up to building his own Girder front end. With nothing but his own vision guiding him Brian laid out the perfect design in his mind and went after it. With the stance precisely like he saw it, he began adding some killer touches at the mounting points. Since the frame is as smooth as glass, these choices were made carefully, as not to interrupt the long straight lines of the chassis. When it came to the motor, Tom at Red Racing in Pompano was the man. He switched that old Shovel up and made sure that nothing was left to chance. This would be crucial in

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Daytona as Brian rolled the bike up to get his award at Willies and Roadside said that it looked great, but then asked if it ran…. One kick later, the bike fired to life and Brian secretly shit his pants. You see, like most of us motojunkies, he was working around the clock, with no food, almost no sleep, just to get it finished for Daytona. Even as it sat ready to make the three-hour trip to the beach the morning he left, he toiled away at the last few details. He arrived just in time to find a few bugs that needed to be shaken out of the braking, but he had a runner, and the looks blew peoples minds too. During his time at Bike Week, he took four of the most prominent awards you can get. Starting off with our show at the Broken Spoke where he got “Best Chopper” on to Willie’s where he took “Best of Shovel” and then “Best of Show” at Boogie East. He ended the week with a “Best Bobber” at the Rat’s Hole Show, making it a clean sweep. Although Butteras is far too humble to pat himself on the back, it’s good to see someone with such a great story of being guided by the passion for what he wants to do, get such a great reception from our industry. The only part of this build other than the motor work that Brian didn’t tackle himself was the paintwork. For that, he turned to Mr. Oz Designs who killed

CYCLE SOURCE MAGAZINE - June ‘18

DEADLINER SHOVEL TECH SHEET Owner: Brian & Tina Buttera City/State: Lakeland, FL Builder: Brian Buttera Year: 2018 Model: Custom Value: unknown Time: One year + ENGINE Year: 1977 Model: Shovelhead Builder: RED Racing Ignition: Morris Magneto Displacement: 74cu in Pistons: Wiseco Heads: Harley Carb: S&S Super E Cam: Air Cleaner: Speed dealer Exhaust: Buttera’s Primary: Tech Cycle Performance TRANSMISSION Year: 2017 Make: RevTech Shifting: 4 speed FRAME Year: 2017 Model: Buttera’s Stainless Rake: stock Stretch: Forks Builder: Buttera’s Type: Girder Triple Trees: Buttera’s Extension: N/A WHEELS Front Wheel: Bob’s Cycle Supply Size: 23” Tire: Bridgestone Trail Wing Front Brake: N/A Rear Wheel: DNA Size: 18” Tire: Firestone Rear Brake: Kustom Tech PAINT Painter: MrOz Designs Color: Ruby Red Type: Paint Huffer Metalflake Graphics: Chroming: N/A ACCESSORIES Bars: Zombie performance/Buttera’s Risers: Buttera’s Hand Controls: N/A Foot Controls: Boosted Brads Gas Tank(s): Unknown modified/Buttera’s Oil Tank: Bungking/Buttera’s Front fender: N/A Rear Fender: Brass 7Metal West Seat: Jamey Jorden/Buttera’s Headlight: Speed Dealer Tail light: After Hours Choppers Speedo: None photographer: Melissa Shoemaker

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it. He was coming down to the end and thought the bike might have to make Daytona in raw sheet metal when Mr. Oz reached out to him and told him to send the stuff, and he would make it happen. It was the perfect finishing touch to really set this thing off. In closing, Brian mentioned that it has been such a blast to meet and talk with so many of the guys who he has been inspired by like Bill Dodge and

Will Ramsey. That getting to be on the inside of this thing he has admired from afar for so long now that he can only imagine that it will fuel him to push the envelope even further for his next build… And for those of us who know where that comes from, we’re counting on it!

CYCLE SOURCE MAGAZINE - June ‘18

ne thing I’ve learned in building or rebuilding bikes is that problem solving is the most useful tool you can have at your disposal. Coming up with ways to m a k e things you have work with other things you have without buying things you might not want to pay for, is king. In our case last month it was the Tokyo brake calipers that came with the GSXR front end we scored. They are killer brakes but sit just a quarter inch past the stock 12.5-inch Harley brake rotors that we had on our wheels. To ensure we have good surface to surface contact a quarter of an inch must be machined not only off the bosses for the caliper, but the counterbore for the shouldered mount must also be relieved a quarter inch.

If you’re going to work with a hole and everything has to be perpendicular and square, there are several ways to go about it. One such method you saw a few months ago when Will was

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Article And Photos By: Chris Callen helping with the top tree of the GSXR front end for the War Pony where he took an indicator to find center of the hole by chasing zero with his table on the mill. That was amazing and definitely worth the investment in the tool, but on a visit to Mr. Fish’s Machine shop just the other day he showed us a pretty slick method for lining up a hole in a part that has to be machined.

This would allow him to align the holes on the calipers using the same collet the tooling would use, ensuring center and saving some time as well.

This can be done by using an angle plate and a clamp as well but the process we were doing we were able to use the table top vise on the mill.

Earlier on, before I had arrived, Ed took a section of 1/2 inch cold rolled steel stock and turned it down on the lathe to the bore of our master cylinder mounting holes.

Once the tool is in the spindle, you can tell if the part is centered by slipping the tool into the caliper and then snugging up the vise. Once it slips in and out easily, it’s good. If there is resistance, then the table needs to be adjusted a little. We were lucky for the fact that the construction of the caliper body lent itself to simply putting it into the vise with no other clamping, meaning it had good contact on both sides and at the bottom. From here we can lock the table and start the work.

At this point, we are free to clearance the bore of the caliper. Using a little low dollar machinist dye (Sharpie marker), we can tell when we start into the cut.

A quarter inch later (250 thousandths) One whole turn on the dial is equal to 100 thousandths. We get two and a half turns out, and we are good and ready to surface the boss.

With is comparably a small amount of machining we are now able to have performance braking using GSXR forks with Tokyo calipers and a Harley wheel and rotors. With so much of this stuff out in the world today it’s a great way to get killer parts on the cheap... And isn’t all of this where choppers really started anyway?

We bring the quill down just until the tool touches the surface, if it out of square a little then just until it’s clean.

At that point, we zero out the dial on the crank and get ready for the cut.

Since the part is centered already, we can simply switch tools and go right after bringing the boss down a quarter inch as well. The same operations as before and from there we can move on to the next hole.

Special thanks to Ed Fish for always having time to take me to school and further my ability to be a broke ass chopper jockey.

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was one of those guys who dismissed Sportsters. Not because they’re “girls’ bikes” or “underpowered”—they just weren’t for me. I like the idea of a bike I can ride around town and take on a crosscountry journey, and Sportys just don’t fit that bill. What I immediately noticed about the Iron 1200, however, was the apparent homage to AMF Harley days with the paint and the blacked-out nature of the bike. It seems like the styling department at Harley has been paying attention to our cover bikes over the last year or so, because the Iron 1200 incorporates a lot of what we at Cycle Source look for in a bike. I was hanging out with some bike builders when I first saw it, and we could see the mark Harley was trying to hit, and I think they got very close. The notion behind this bike seems to be a stripped-down, brand-new 1200 Sportster that might appeal to the same guy who would consider getting an older bike with similar styling. Of course, this new bike also comes with all the modern amenities and a warranty. I am not their target audience, but this bike

made me consider it as an option to run around town on—it was that fun. What made this bike fun? Let’s start with the 19-inch, nine-spoke cast front wheel with retro exterior shock boots and black mini-ape handlebars. That combo gave the feel of a nimble cruiser that could do double duty as a bar hopper and a bike for day tripping. The other feature that makes this bike is really a personal preference—it has mid controls. This allows me, as the rider, to feel the bike beneath me and steer with my feet, which I much prefer to forward controls. The plastic headlight cowl (which they call a speed screen) is a nod to club-style bikes, and, although it serves no functional purpose, it does hide the headlight and wiring. The 3.3-gallon peanut tank is a feature that sets this bike apart—it has a subtle ridge down the middle of the tank, and it’s also set higher to expose some of the backbone, giving it a chopperlike aesthetic. I had the bike long enough to get all the comments from friends like, “What girl did you borrow that bike from?” and “You’re a little old for a millennial, aren’t you?” But I also got comments like, “Wow, that bike is pretty cool” and “I think they hit the mark.” The

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Arai Defiant X Helmet with Pro Shade - I typically ride with a full-face helmet, so the cruiser oriented Defiant X helmet was a welcome addition. It has great styling, modern ventilation and fits great. I love the fact that their sun shield is outside the helmet with Pro Shade. As the people from Arai said, “Why would you want something that could shatter that close to your eyes when you could be using that room for extra protection.” Although I found the visor and Pro Shade challenging with gloves at first, I grew to like the secure air tight closure. MSRP $695.95- $809.95

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Article By: J. Ken Conte Photos By: Melissa Shoemaker

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blacked-out color follows the lines of the bike, but with just two brushed items, the gas, and oil cap, I’m not sure why they didn’t carry that through in a few other places, like the pushrod covers and chain guard. The solo café-style seat was comfortable enough for around-town cruising. The powertrain on the 1200 Sportster has a moderate 73-footpounds of torque in a 547-pound package, compared to a Fat Boy with the M8 that has 109-foot-pounds of

torque in a 670-pound bike. That is where people get it all wrong with Sportsters. They are quick, nimble urban racing machines, not girls’ or beginner bikes. What I really like about the Iron 1200 is that, for a base price of $9,999, you get a bike that, even stock, draws looks wherever you go, and, at its core, can be the base for a great custom bike.

Harley-Davidson 1903 Applique Plaid Flannel Everyone loves a good flannel, but they are not all created equal. This Harley-Davidson flannel is made of heavy-duty cotton, has HD patches and is a slim fit with snap down collar, so it doesn’t flap in the wind. This in combination with the Hot Leathers denim and leather vest offers decent wind protection during those cool fall days. MSRP $85 at www.harley-davidson.com/store

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Hot Leathers Denim and Leather USA Made Vest I have had a few vests over the years, and although they are all functional, none got me to say “I would wear this when I ride, most of the time.” When I first slipped on the USA made Hot Leathers denim and leather vest I notice the fit. The shoulders were contoured, and the waist hit me perfectly. As I got out on the road, I appreciated the multitude of pockets and the denim made it so riding with it and a flannel in warm weather was the perfect combination. I knew that it was handmade in the USA at the Hot Leathers factory in Connecticut and that always gives me peace of mind. MSRP

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Article By: Xavier Muriel And Photos By: Heather Callen & Melissa Shoemaker

owdy Y’all, can you tell I just got back from the annual Giddy Up, in New Braunfels Texas, about an hour south of Austin. Like most events, what started out as a few guys getting together to talk and show their work off, soon grew into a must-attend gathering. Set way back off Hwy 35 in a sleepy little dusty town, is an assembly of what you would probably see in the olden days of riding. Did you ever see those old biker movies where the grain of the film matches the dirt in the hair of the actors? Well, that’s what this looks like. As a first-time attendee, I was anxious to see what the turn our would be like. Man, was I blown away. Tons of bikes yet the opposite of what I just experienced at Bike Week just a few weeks ago. Most of the bikes, not all, but most looked like they had been ridden in from the other side of the country. The

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deter people from showing up in droves either. The day was too bitchin for that. There were plenty of vendors on hand, and one lucky person won a Knucklehead built by my buddy Matt Jackson of Jackson’s Choppers. Talk about worth the price of a ticket! It looks like Texas is adding another awesome bike event to its already long distinguished roster. The Giddy Up will only continue to grow in size because after all, Everything Is Bigger In Texas! So, now let’s move back in time a bit and to the east coast. Daytona, I was there for Bike Week 2018. Once again Daytona outdid itself. I showed up two weeks before to help Billy get ready for the fourth running of Sons of Speed Vintage Bike Race but before I get into that let me tell you a little bit about my time in Daytona. By Wednesday the bikes and trailers were already rolling in. The locals say you can judge a promising rally based on how early people start showing up. Main Street during the first weekend was slammed with bikes and folks who were there to blow off a little steam. I wasn’t partying with the rest, but I was fortunate enough along with Arlin Fatland and Billy to visit Carl of the world-famous Carl’s Speed Shop before they closed the doors for retirement after many decades of builds and salt flat records. Talk about being in the presence of greatness; Carl invented the Typhoon carb. If you know anything about anything, that carb looked menacing and was built specifically for high horsepower applications. If you were fortunate enough to own one of those back in the day you were a bad mofo! To walk around his shop and listen to Arlin and Carl talk about the good ol days was not only a glimpse into where it at all came from but a lesson in nostalgia like no other. Billy and I were in awe of their stories. As a staple in Daytona and an icon of motorcycling Carl’s presence will be missed, but like he said, “It’s time to let someone else take it from here.” I would be remiss if I failed to mention that I popped a cherry in Daytona this year, my own. I, for the first time in all the years of being in Daytona during rally, I was attended Willie’s Choppertime. Yep, I finally did it. For years, I heard about what an epic day it is, and I’ll be damned I have to agree. I stood there in a sea of choppers, my head spinning as it tried to take in one killer bike after another. It was like a who’s who in the East Coast custom scene. I’m not gonna lie, at times it was sensory overload with the throngs of people, BBQ outback and the cool rockabilly music filtering its way through but after that one afternoon, I know why it’s a staple of Daytona and that I won’t miss it again. This year’s Sons of Speed was off the chain. In only one years’ time, it has grown from eight riders to well over 30. I have to believe a large part of that growth is greatly due to the addition of the 45 June ‘18 - CYCLE SOURCE MAGAZINE 35

class. This was a smart move and a huge success. There was a whole new group of riders that were experiencing the thrill for the first time. The bikes were fast as hell, some considerably faster than others and at times the leaders from that class were ten seconds or better ahead of the pack, after lapping them. It made for some exciting racing and gave us all a few moments where we held our breath as well. As Sons of Speed progresses, it’s kinda neat to see that not only the images of a time gone by are being relived but all the ideology that was probably what it was like back then too. What I mean is this: looking across the pit area you could see some class separations. You had the privateer guys who were down and dirty and not nearly as polished as some. The upscale teams, with very finely finished machines and then the corporate racer or two who had pit crews with uniforms and everything matched from their bikes to their outfits. Once the green flag came out, those social politics mattered nearly not at all. It was the pure adrenaline filled passion that drove every single racer on that track and fans took it all in, heat after heat. The women on hand expanded from last year’s Brittney Olson and Shelly Rossmeyer, who were back for year two but also welcomed land speed record holder Jody Perewitz into their stable. In true racer form, Jody was out there giving it hell, like it was something she had been doing for years. Along with other veterans running their tried and true machines, we did see a few new riders among the men as well, one of whom was Tom Keefer from Franklin Church Choppers. Tom was my pit guy in 2017 and made the jump to rider this year. Not only did he build his racer himself, but he raced it and did exceptionally well, he should be proud of his first race. It was awesome to watch the excitement and dare I say a little bit of fear in his eyes as he took what not only was a beautiful machine but one hell of a fast bike around the track for the first time. It never ceases to amaze me to watch these 90+-year-old motors do what they do, but also each rider is reminded of the inherent dangers these machines possess. Like back in the day, the chances of a rider going down is always at the forefront of not only the pilot but everyone involved. Moonshiner Josh went down on practice day and was hospitalized. As we go to print, I can very happily report that he is out and recovering from seven broken ribs, a punctured lung, and surgery for his injured hand. Josh is no novice to racing and realizes that it’s all part of the sport. He’ll be back stronger and more determined to secure that checkered flag in October. All of us live to race another day, and that’s what’s important. As for the victor of the day from the old bikes, it was Matt Walksler

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from Period Modified who took home the trophy, handmade by Bill McCann, and the title of 2018 champion. In the new 45 class, Doug Young took home the inaugural championship. This was a killer addition to the program and one we hope see continue to grow. All in all, it was a full day of racing, and by the end of it, we were all ready to grab a shower and head to Giuseppe’s Steel City Pizza where Big Joe and JoJo had a spread laid out for all the racers and crews. These guys took care of all of us all week long, and we can’t thank them enough. I closed out my week in Daytona doing what we all love. Riding. Thanks to Chris for letting me borrow “A Little Twisted” I along with, Billy from Twisted Tea, Jay Allen, Ray Ray, the guys from Yard Ratz, Kissa Von Adams and Michael Lichter spent a glorious afternoon rolling along under the ancient oaks covered in Spanish moss. It couldn’t have been a better way to end my time in the Sunshine state. Well, my Brothers and Sisters, I bid you adieux. Ride Safe and be kind to One Another God Bless X.

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road testing with patrick saddlemen tailbag - Pack Half What Think You Need, Take Twice the Cash

’m not much of a bagger guy, even though I’ve spent a fair amount of time on company baggers I gravitate to smaller rigs even on cross-country trips. I’ve ridden across the country on Sport bikes, Softails, Dynas and yes even a few baggers. But there is one standard piece of equipment that I’ve shared between each bike. My Saddlemen Tunnel Tail bag. Over the years I’ve learned to pack light, living by the adage of “pack half of what you think you need and take twice the money.” With that being said, the Tail bag has probably somewhere in the neighborhood of 30,000 miles on it since purchasing it five years ago. It’s not the biggest bag, and I generally use one other small bag with it. But over the past five years and numerous trips across the country in almost every direction, it

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Article By: Patrick Garvin www.jpcycles.com has become my staple. It has enough space to get two changes of clothes in plus numerous internal and external pockets for tools and small gear. It has small d-rings around the top of the bag that I attach my cargo net to and stash my rain gear on top. As the name suggests, the middle of the bag is tunneled out and fits over almost every style of seat (everyone I’ve ever tried) and keeps a nice low profile on the back of the bike, so you don’t have to worry about it tipping or blowing off. Luggage can be the difference in an enjoyable trip vs. a miserable one. My Saddlemen bag has ensured many of successful trip for me, and it will be packing along behind me for many more.

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Article By: Jimmy Frizzell Photos By: Chris Callen

or Jimmie Lee and JC Coen, it’s been motorcycles from day one. Their ability to work seamlessly together as both partners and family has allowed them to fine-tune the way they make motorcycles and parts. Two Three choppers started in 2004 as the full-time job after the full-time job with a goal of simultaneously building two show quality bikes in the time full shops would only produce one. It was their way of making a statement and declaring their intentions of staying for the long haul. Since then, they have strategically made the proper advances to move forward in

the cutthroat industry that all but devours the independent motorcycle builder. Their first builds allowed them to set firm roots with a quality reputation showing that you don’t necessarily need to follow the masses to develop a strong customer base. While some builders still depend on repairs and customer fabrication work, these brothers solely rely on the builds themselves to drive Three Two into the future. Jimmie Lee, a former 3-D animator, was able to sever the chains of his full-time gig in 2011 and JC a computer scientist held out until 2016 making the fulltime ongoings of the business

become their only distraction. Since then they have moved on to developing affordable wishbone/ hoop conversions for Paughco springers and similar knockoff competitors. On top of the conversions, five years ago they acquired Redneck Springers and now produce roughly twenty front ends annually, always ready for custom orders. In 2015 a former customer returned looking for his second Three Two bike. It needed to be built for a smaller framed rider with a reliable, reliable drivetrain to match. The Coen brothers designed a drop seat frame using 1” tubing that would

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cradle an S&S 80” Evo motor with a matching Primo trans. The bike would be based off of the Three Two El Segundo frame with a 30-degree rake. This model would be named the L30. The idea was to have a nice tight bike that someone could easily throw around and that handled like a dream. Three Two are entirely in-house from frame to sheet metal. They let their strong mathematics background be the foundation for every build because they know that if the math is dead on so will the handling of their products. Both JC and Jimmie Lee have their strong points, and they check the egos at the door; letting each other do what they are best at and allowing the other to double check the work. There is only one way anything leaves the shop, and that’s if it meets their standards and if each piece can stand on its own. There are no digital machines, no CNC to fall back, on everything is done entirely by hand and attacked with surgical precision. The L30’s rear fender was a vintage piece that was altered and fabricated to be accepted by the drop frame. The gas tank was made in-house, and a Moon Eyes oil tank was installed to compliment. The bars and risers which consist of 6-8 individual pieces welded solid are also Three Two Choppers along with the exhaust, and it goes without

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saying that there is a deraked Redneck Springer leading the way. About 75% of the way through the build, the customer visited the shop to see how progress was moving. Three Two was in the middle of a 71 Triumph Daytona 500 build that was also roughly 75% complete. The customer expressed interest in the trumpet do to a family history with the same bike. A deal was struck, hands were shook, and a trade was made. The Triumph was now going to a new home, and the little Evo wasn’t going anywhere. The trade allowed the brothers to finish the bike how they saw fit. The build in total took somewhere in the range of eight or nine months; it’s hard to say with the ongoing distractions of everyday shop dealings and only the two brothers at the helm. But they wouldn’t have it any other way with no employees they also have no

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L - THIRTY TECH SHEET Owner: Brent Rehm City/State: Minnesota Builder: Three Two Choppers Year: 2017 Model: L30 Value: $30,000 Time: 518,400 Minutes Engine Year: 2017 Model: Evo Builder: S&S Cycles Ignition: Super Stock Displacement: 1340cc Pistons: S&S Heads: S&S Carb: S&S Super E Cam: S&S Air Cleaner: S&S Exhaust: Three Two Choppers Primary: 2” Open Transmission Year: 2017 Make: Primo Shifting: Standard Frame Year: 2017 Model: L30 Rake: 30° Stretch: Forks Builder: Three Two Choppers Type: Redneck Springer Triple Trees: Extension: None Wheels Front Wheel: Pickard USA Size: 21” Tire: Avon Front Brake: PM 2-Piston Rear Wheel: Pickard USA Size: 18” Tire: Avon Rear Brake: PM Paint Painter: Other Side Customs Color: Black & Gold Type: Spray Graphics: Scallops Chroming: None Accessories Bars: Three Two Choppers Risers: Three Two Choppers Hand Controls: PM Foot Controls: TR Gas Tank(S): Three Two Choppers Oil Tank: Moon Eyes Front Fender: None Rear Fender: Vintage Hinged Seat: Ranger Leather Headlight: V-Twin Tail Light: Three Two Choppers Speedo: Dakota Digital/Three Two Choppers Photographer: Chris Callen

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quality issues or unneeded drama. Three Two Choppers sat on the bike for a little while with no real need to sell it when someone visiting their website inquired about the L30. The Evo finally found its home in Minnesota. Three Two Choppers is a fully functioning family business run top to bottom

by the Coen brothers; they don’t need to answer to anyone and their blood and sweat ensure that every customer gets the absolute best they have to offer.

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

his month’s tech article illustrates a specific part relating to chopper frame construction. Although this particular set up may not be relevant to everyone, I have chosen to take this opportunity to discuss both precision work on manual machines, and the process of thinking through a design, to accurately produce a part that fits into a set up. It is important to understand that precision is essentially infinite and to some this entire process may seem like over kill, while others may make note of certain procedures that could be far more precise. It is up to you as a designer, and as a craftsman, to determine the level of precision that both you and your design require. I personally enjoy the pursuit of precision and often find myself taking things a bit farther than necessary. Admittedly this is often done for personal pride and gratitude. It is also responsible for a great deal of frustration on certain days, but without frustration there can be very little learned. I always encourage those around me to strive for a bit more precision in their work in order to determine what they believe to be enough.

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The Axle locator is designed to secure the rear axle in the axle block and allow for adjustment in order to align the rear drive train. This diagram illustrates the specific design of this part. Although there are no tolerances listed, we are going to proceed with a fairly high level of precision in order to demonstrate precise measurement and procedures on manual machines.

out material in order to allow for precise machining to follow. However, in the case of a clearance hole for a bolt a drill is well within acceptable tolerance.

As the guide centers the tool on the drill hole, the cutting face of the endmill squarely removes material to allows clearance for the head of the bolt. This process is more precise than drilling, but it is not as precise as using a boring bar.

Starting with a slightly oversized piece of 304l stainless steel, the diameter is turned down to 1.375”. Although we could start with a piece of 1.375 mill finished round bar, the process of turning the diameter allows for both greater precision in the diameter, and a nicer finish.

The next step is to drill out clearance for the 3/8” bolt. A drill is not a precision tool, it is used for roughing

The design for the axle locator calls for a counter bore that allows the head of a socket head cap screw to sit just below the outer surface of the part. In this operation a tool specific to this operation is employed. The counter bore tool is essentially an endmill with an indexing guide.

The dimension we are most concerned with in the counter bore is the depth. Since the tailstock is not as precise

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and measurable as the carriage on a manual lathe, it is important to manually measure with a depth micrometer and adjust accordingly.

After completing the counter bore a boring bar is used to simple cut a small chamfer using the cross slide. There is really no precision in this operation. It is done to break the sharp edge and give the part a more finished look and feel.

Although a parting tool can be used to cut the part to length, I have decided to rough cut the part in the band saw before returning to the lathe to face the part to length.

The next step in the design diagram is a counter bore for the axle to index. This operation is performed with a boring bar. It is always best to use the shortest and thickest boring bar in order to reduce tool flex. Tool flex is the crux of boring and is a process certainly worthy of its own tech article.

There are many ways to accurately measure the diameter of a bore. A set of bore gauges can make the process very fast and extremely accurate. The ability to “feel” the final fit makes the bore gauge set invaluable in certain situations.

An on-size .375” endmill is used to machine the hole. In order to accurately obtain depth, the quill is locked and the knee is advanced along the Z axis.

Our final part is inspected and checked for fit with a high strength alloy bolt used to secure the axle. It can be quite gratifying to maintain a level of precision that you intend using a manual machine and then hold the finished part in your hand. This is where the passion and the reward are discovered.

With the lathe procedures complete, the part is moved to the knee mill in order to cut the hole for the axle adjuster to index. The Center finder is used to find the center and the outside edge of the part.

The length of this part is fairly critical as the design calls for it to sit just .005” behind the cover plate. In order to obtain this length accurately it is important to use a quality micrometer and adjust the facing operation accordingly.

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Once the spindle is centered over the edge, the mill table is moved .438” along the Y axis per the dimension listed in the diagram.

Although the final part is covered once the entire set up is assembled, the functionality of the part will still remain directly correlated to the accuracy and precision with which it was machined.

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Article And Photos By: Charlie Weisel

arly March in Colorado is not typically considered a great time to embark on a multi-day motorcycle adventure. In fact, it’s a risky time for most parts of the country which is the main reason why I’ve never bothered with the Daytona Rally in Florida...or should I call it the Greater Daytona Area Motorcycle Get Together? I’ll get back to that later. The likelihood of bitter cold temperatures, spring rains, and

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even snow are well beyond possible, it’s almost guaranteed, and this trip would prove that multiple times over. My departure from home was about as expected, better even, with temperatures in the mid 40’s and a gale force westerly wind I was thankful that the thermometer had clipped north of 32 and the roads were dry, but this would all change on me soon enough. Eastbound on I-70. I chose to blaze across Kansas as quickly as humanly possible, I’ve learned from previous experience that back-roading Kansas

doesn’t gain a person much but added hours of wheat field viewing. I’ve already checked “see 1000 wheat fields” off my bucket list so the interstate it was. My unofficial destination for the day was somewhere in southeast Kansas but with my late start I chose to aim for Marion, Kansas where I knew my friends Roger and Pam would have a warm meal and bed for me, they are good people like that and my next morning’s experience would further prove that stop to be priceless. You see, I had set my alarm rather early to

get a jump on the sunrise as I hoped to ride from sun up to sun down that day, but my plan was foiled when all my bike gave me was some pathetic half-assed attempt to start itself when depressing the starter solenoid. Crap. My bike has a funny way of doing that; it runs like a champ for 500ish miles to Rogers house then decides it wants to sit put for a day. Maybe she partied all night in the garage with the other motorcycles and was too hungover to do anything but sit, who knows, but she was sounding a little puckish. But, like so many times in my life, I was wrong, and it turned out, after a few of hours of head scratching, that my starter had gone bad. This resulted in a roasted battery and my feeling guilty for accusing my beloved motorcycle of having a substance abuse problem. Miraculously, the Harley-Davidson dealer down in Wichita had a new starter so off we went on the 180-mile round trip drive to procure said item. Meanwhile, Dylan of DFS Moto in Canton, KS, who made a house call to Rogers place I might add, removed my old starter. At this point in the game, I thought that if we got this fixed quick enough, I could still hit the road that day, wishful thinking on my part, especially considering that I had a perfectly pleasant place to stay for a second night if needed. Upon our return with the part, Dylan had it installed in no time and problem solved. I chose to stay another night and leave in the morning as it was approaching 6 pm at this point and another night with friends is not something one should pass up. 6 am alarm, again, felt a bit like Groundhog Day except that this day my some-what trusty steed would

fire up beautifully and I would be on my way. The downside was that it was dramatically colder than the previous morning with my departure temperature being a mere 23 degrees and no signs of it warming up

anytime soon. It wasn’t until noon that I regained feeling in my fingers, somewhere in Arkansas if memory serves, but my brain resembled something like a snow cone at that point, so I can’t be held responsible for remembering any details before 1 pm that day. Regardless, Arkansas is always a treat with its endless supply of snaking tarmac, grand vistas of the Ozark Mountains and a plethora of roadside oddities. The kind of roads that make you want to twist the throttle

a bit more and test the limits of your tires, and I did. Pushing my way down roads that barely resembled roads at all and leaving me wondering if I was even going the right direction, I finally arrived in Hot Springs, Arkansas where I decided to call it a night. The sun had dipped below the horizon at this point, and that roadside Hibachi Grill food truck was calling my name. Day 3. I was excited; I knew that I might actually find some warm weather, and I did, well, warmer anyway. Someplace near Jackson, Mississippi, the temps started to creep into the 50’s, the skies were clear, and the southern drawl was thick in the air. I could sense that I was starting to get somewhere and that’s always a good feeling. This is also about the time my mind began to clear, the stresses of everyday work life began to shed its weight, and I could really sink into the rhythm of travel. Typically, this only take a few tanks of fuel to achieve but work life has been beating me into submission like never before and losing a day in Kansas didn’t help. Southbound and down I went, deep into the heart of Dixie, and now hellbent on making the always oh-so-good Cycle Source chopper show, I cranked out the miles. 300, 400, 500 and upwards to 780 miles for the day. This was my target number for no other reason than I knew it would put me within 200ish miles of the show and it’s 11 am opening the following morning. I was raised with a military father, so punctuality is thick in my blood. If you aren’t 5 minutes early, you’re late. I made it by noon, an hour late...oh well. This is where things started to get weird, but keep in mind I’ve never been June ‘18 - CYCLE SOURCE MAGAZINE 51

to the Daytona “Rally.” I expected to roll into Daytona and be greeted by an onslaught of thousands of bikers, complete with scantily clad woman strapped to their Street Glides and Def Leppard blaring from there onboard stereo systems, but no, not at all. I did however almost immediately get taken out by a group of riders that chose to blindly change lanes in front me as I approached in the left lane, so that made it feel more like a rally, but that was it. Where was the event? I thought to myself as I pulled into the Broken Spoke Saloon. It still felt like I was on the outskirts of town. I pulled in, parked my bike, and after making all the appropriate greetings, I inquired as to where the rally was. Turns out, and many of you may already know this, that the “rally” is spread out over 20 miles...that’s dumb, and almost immediately killed my enthusiasm for the entire thing, not that I’m much into big events anyway. So, on that note, I chose to stay for the show, one of 4 main reasons why I came to Florida in the first place and enjoy the company of great people I only get to see once in a great while. Wait, four main reasons for going to Florida? Yes. The Cycle Source show was one, seeing my friend Lee ride the wall in the Wild Wheels Thrill Arena was two, getting to Key West to seal the deal on having choppered to both ends of Hwy 1 was three and visiting my buddy Fletch in St. Petersburg was four. I would successfully accomplish the tasks but let’s not get ahead of ourselves. The immediate next step from the Broken Spoke Saloon was to find my way to the Cackleberry Campground where I would meet up with the aforementioned Lee, witness him whip that vintage Indian around the wall of death and spend a night inside the motordrome, or sleep with the legends as they say. As I crawled into my sleeping bag and closed my eyes I could feel the history in the air, the distant cheers of crowds of days gone by and the smell of those old bikes, just feet away, calling out to be ridden. I’ll leave you with that for now and continue the saga on the next go around until then, go out and create your own stories, live the life you dream of, explore the world around you. For more photos of this trip and others, visit me on Instagram @ charlietravelingchopper

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1. Extra Graphic On Tank 2. Turned The Gas On 3. Missing Fuel Filter 4. Removed The Welds From The Front Pipe 5. Oversized Timing Plug 6. Oversized Shit Knob 7. Removed All The Holes From The Pressure Plate 8. Moved Shit Arm In Front Of Chain 9. Oversized Front Motor Mount 10. Hidden Head Bolt On Rear Cylinder

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

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hen Jeff Kelderman decided he wanted to build a long bike he contacted his longtime friend Bill Dodge, of Bling’s Cycle. Although this would not be the usual build to come rolling out of the doors of the Daytona Florida shop, Bill had just the frame to start the project. Hiding in the rafters, Bill had an old ’40 – ‘41 Knucklehead frame that, back in the day, had been chopperized. The first thing Bill needed to do was to debastardize the frame and set it up for the 20” over Denver’s front end. With 5 ¾” up and 1 5/8’ out the bike sits nice with a 49-degree rake. The front end is an original Denver’s 20” over that was in a sad state of affairs. It was well used and had been

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put away wet and the springer was in need of a major renovation. Repairs were made using pieces from a ‘71 Maco dirt bike and a resurrected set of Sugar Bear rockers. With an 18” Sportster rear wheel and a 21” spool front wheel the bike sits nice and level with around 4 ½” or less of trail making a stable chassis that is hands-free at highway speeds. The tank is a swap meet pair of tanks that were destroyed. Bill axed ‘em and made the cool tank perched above the backbone. The rear fender was a blank from Bare Knuckle Choppers that had been sitting around the shop for a while and was originally stamped for Kiwi Cycles for an Indian configuration. The final piece of the sheet metal is the original Pan oil bag massaged to incorporate a reversed

Article By: George The Painter Photos By: Melissa Shoemaker

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Trans Am style scoop (a dig to Jeff who is a diehard Mopar fan). The paintwork was handled by Willy, and he slathered the tins in a thick coat of blue pearl enamel. The seat pan was built at Bling’s and was covered by Duane Ballard. The motor, a 1967 slab side Shovel was rebuilt and stroked to 88 cubic inches by Bacon of DC Choppers. It’s a four ¾” stroke with a stock bore which is as big as you can go without whittling away on those already fragile cases. Aside from the stroke, the motor is a mild build using stock heads, an Andrews “A” grind and an S&S Super “E,” and just to make things easy and reliable there is mini ham can air cleaner by LC Fabrications.

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A stock 67 HD transmission was also rebuilt by Bacon and incorporates a hand shifter and foot clutch. The motor and trans are connected sans great plate and run a Bare Knuckle Choppers open chain drive just to keep things dicey. The thing that separates a Bling’s build from many of the other operations is that Bill prefers to do the majority of the work inhouse. The little bits and pieces that would be easier to buy are built out of stainless in Dodge’s shop. That includes the bars and risers,

exhaust, foot controls and hand shifter, and a plethora of odds and ends. The adjustable (stroker) carb support and taillight are both from Fn’A, and the headlight is a found 3 ½”. There are subtle touches on the bike that you will see if you ever get a chance to see it in person. There are little markings on the bike such as the stainless sissy bar that designate the dates of certain events in Jeff’s life like his Dad’s birthday and the starting date of his business. It’s these touches that can really make a bike feel personal.

With the 25-tooth front chain sprocket, this bike is a freeway flier even though they don’t have freeways in Florida. According to Jeff, the bike is both stable at speeds and agile. The bike has “handsfree” at speed but also doesn’t suffer from ‘flop’ when toolin’ around in a parking lot. The bike is everything Jeff hoped it would be with good looks, a long stance and enough power to point that long front end to the sky. There is nothing on this bike that is revolutionary, and that’s just fine. There are only so many things you June ‘18 - CYCLE SOURCE MAGAZINE 61

HOLY GRAIL TECH SHEET Owner: Jeff Kelderman City/State: Iowa Builder: Bling’s Cycles Year: 1967 Model: FL Value: Priceless Time: 3 Months Engine 88” Gen Shovel Stroker Year: 67 Model: Fl Builder: DC Choppers Ignition: Morris Mag Displacement: 88” Pistons: S&S Heads: Factory Carb: S& S Super E Cam: A Grind Air Cleaner: Mini Ham Lc Fab Exhaust: Stainless Bling’s Primary: BKC Transmission Year: 67 Make: Harley-Davidson Shifting: Hand Frame Year: 1941 Knuck Model: Fl Rake: 49 Stretch: 5 7/8 Forks Denvers 70 Builder: Denver’s Repaired By Bling’s Type: Springer Triple Trees: Denvers Extension: 20 Over / Sugarbear Rockers Wheels Front Wheel: Spool Size: 21x1.60 Tire: Avon Front Brake: None Rear Wheel: Sporty Mag Size: 18x2.50 Tire:Bridgestone Rear Brake: Brembo Paint Painter: Willy Color: Blue Pearl Type: Pearl Graphics: Willy Chroming: Spacecoast Plating Accessories Bars: Stainless Blings Risers: Stainless Blings Hand Controls: None Foot Controls: Stainless Blings Gas Tank(S): Handmade Blings Oil Tank: Pan Heavily Modified Front Fender: None Rear Fender: Handmade Blings Seat pan: Blings. Cover Duane Ballard Headlight: Old Found 3.5 Tail Light: FNA Speedo: None PHOTOGRAPHER: Melissa Shoemaker

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can do to a bike that will still leave the bike efficient and reliable with all the style you need. From a design standpoint, a simple configuration is always better than an overworked, overengineered monstrosity that tries too hard to flash you with gadgets and gizmos. To take a simple design and manipulate it in a fashion that just looks right is something Bling’s is known for. Go check it out at Blingscycle.com or if you’re in Daytona go visit the shop…”GTP”

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new swap app cycle dope heather takes some time to check out this new app

hen it comes to the pursuit of parts for projects or restorations, we are constantly on the hunt for leads to a new swap meet, website or now app. To this end, the folks at Cycle Dope have released a new app designed to bring the community of parts havers to the community of parts needers. Heather has spent this month using the app to give our readers a full report. To start off with, the possibilities of Cycle Dope are exciting. There seems to be some good pricing on some hard to find parts. It’s very easy to post your items for sale and that seems to be its strongest feature. Within a few minutes you can quickly upload a pic, description, price, etc. without much more effort than making an Instagram post. Here is where it gets a little

bulky though, as far as end user features go. When you evolve from seller to buyer, the search

functionality is the biggest complaint. When you get to a post of a part you are looking for, there is no simple back button that takes you to the results from your original search. Instead you have to start your search all over again. That and, many parts that come up in the original search string present a SOLD icon only once you select the post and click through to it. By then, yup... You have to start over looking for that part again. All in all this is still a great app, or at least the beginning of one. With some small tweaking it would be a very useful tool for the parts junky end of our culture. Check them out today in the app store CYCLEDOPE. And hey, still looking for that original 49 Panhead speedo, just in case you’re holding!

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Article By: J. Ken Conte

elmets have become an accessory for a lot of riders, showing off new fancy paint jobs or an oldschool aesthetic. Essentially, though, helmets are meant to protect, and what I discovered at the Arai launch is that not all helmets are created equal. Arai is a family-owned company, started in 1926 by Hirotake Arai, who was a hat maker and also a motorcycle daredevil. He developed the first helmet in Japan, and Arai took off from there, but it has always been a family-owned business. They pride themselves on hand-laying the complex layer construction of fiberglass, which

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makes their helmets unusually strong and resilient. Each shell has the signature of the person who laid

the glass and can be scrapped by the maker or the shell inspector. They aren’t completely old school,

though; they employ the use of modern technology when possible, like precision cutting for the face openings. After we got through the history and some hellacious crash videos showing the strength of their helmets, even with multiple impacts, we moved on to the helmets Arai was unveiling for the cruiser market: the Defiant X and Classic V. What took me about the helmets was the snug— but not uncomfortable— fit, the adjustability of the fit and the thought put into all aspects of the helmet, from safety to styling. The Defiant X is a fullface cruiser helmet, with aggressive styling, smooth lines and ventilation like no other. The styling of this

helmet doesn’t scream cruiser, but it has a more aggressively styled chin bar to give it a non-sport-bike look. Many helmets have all sorts of fins and ridges, but the Defiant X has the typical Arai shape, so if an impact occurs there is less chance for the helmet to catch and cause a neck injury. Arai was the first helmet company to offer ventilation in, so you can imagine they take great pride in offering multiple ways to ventilate the Defiant X. I found the air circulation remarkable with all the vents open: I didn’t notice air circulating, just that the helmet was cooler. The visor on the Arai is different from other visors in the way it locks in place (providing less wind inside the helmet) and has an optional Pro Shade. The Pro Shade hooks easily onto the outside of the helmet, leaving the interior free for additional padding and protection and bringing the face of the helmet closer to the rider’s face, which helps mitigate distortion. It took a bit getting used to the mechanism of the Pro Shade, but once I did, I saw that riding with this helmet provided peace of mind, in addition to comfort and styling. The Classic V is Arai’s modern take on the classic three-quarter helmet. What makes it different is

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the hand-laid shell, plush interior, and vents. Why would you need vents on a full-face helmet? Have you ever sat in traffic in a no-vent helmet? There’s nowhere for the air to go, and your brain starts to cook. The venting allows channels and rear venture-exhaust ports to force cool air over your scalp and out the back, putting this three-quarter helmet a notch above the rest. After hearing the tech talk, we went to the Daytona short track and got outfitted for some flat track lessons and training by 10 Training owner Johnny Lewis. The track was very dry and slick, almost like talc. They had some TTR 125s, a Husquavarna and a few Alta electric bikes. I’ve done a few days on a flat track before, but I still consider myself a novice. After the brief safety overview, I hopped on the 125 and got a few laps in immediately, so that I didn’t have too much time to analyze the situation and scare myself. Part of life, for me, even at 45, is doing things that make me uncomfortable, and—trust me—getting on an unfamiliar bike, on an unfamiliar track, with unfamiliar gear in front of my peers ranks right up there. After that (because we had limited boots), Johnny hooked me up with Gary Kinzler of Light Shoe, and I got boots with an accompanying hot shoe. I started to feel like I knew what I was doing, so I hopped on the Alta. It is direct drive, quiet and with a ton of torque! I went easy on the first lap, but then started breaking it loose a bit, and the weight, combined with my inexperience, made for some hair-raising sideways moments that I ultimately pulled out of. After 25 to 30 laps, I finally had my fill, and we headed out on the bikes to St. Augustine. The ride up was great, and I finally got to experience the Arai Defiant X at speed and experiment with the vents and Pro Shade. I adjusted quickly and found it to be a great fit, with no hot spots and very good visibility. I started closing up the vents as it got colder and marked the good heat retention. That night found us in downtown St. Augustine, which is beautiful and worth the trip. I called it an early night and left at sunrise the next morning, heading back to Daytona in time for Willie’s ChopperTime.

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Article And Photos By: Mitch Bodine

ob Timko had been doing this biker thing for well over 40 years; probably twice as long many of you reading this have been alive. Timko grew up not very far from Laconia NH. Every year during his teen years Timko would check out all the bikes riding into this country’s oldest running rally. Bob was hooked and quickly started buying all the biker magazines he could get his hands on, Easyriders, Iron Horse, Street Chopper and whatever else he could get. For years Bob kept every rag he had bought as a kid, daydreaming about the time when he would have his first chop. Years went by and in 72 he and his family moved to New

Jersey. And finally, just a few short years later Bob scored his first scooter, a brand spanking new 77’ Ironhead Sportster®. Bob had borrowed some cash from a co-worker to make the deal happen. Not unlike many parents, Bob’s dad was completely antimotorcycle. Bobby had to push his bike down the street to start it and when he was heading home he would shut it off down the street and hide it in the bushes. Despite his parent’s lack of enthusiasm, Bob started chopping that Sporty up pretty quick, he couldn’t help himself. He kept that first chop for a decade. All the while he was collecting parts for Flattys, Knucks, Pans and Shovels. He paid a measly

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$1500 for his first Knuck, a 19389,(hell, ya probably can’t get the grease off a Knuckle for that kinda change these days!) Over the years, including the Panhead featured on these pages, about twenty-five motorcycles have gone through the doors of Timko’s garage. This 48 Panhead started when Bob’s son scored the frame for him. Bob went about collecting parts for the project starting at Nick’s Custom Cycle in Williamstown, NJ. Believe it or not he scooped up the motor on E-bay. Thanks to some heavy hitters in the horsepower world, Baisley High Performance out of Portland Oregon and Mario and Mike from Standard Cycle Company, the powerplant plays a beautiful rhythm. Timko relied on the metal magician in the NJ area, Mike at 47 Industries, for the quality framework and fabrication. Another of Bob’s “go to’s” for quality is Mara Polishing and Plating, as always, they did flawless work on this project. For paint he went to another of his reliable sources, Rick’s Super Paint in Marlboro New Jersey. As you can see here it is beautiful paint work. The seat

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was done by Ed’s Trim Shop out of Hainesport New Jersey. Bob finished up the Pan project in 2016, just in time for Panstock, where, in a very stout group of Panheads, it took home the award for Best Pan. It was definitely a good mojo win for Bob. You see, he and Richie Pan had known one another since before Richie started tattooing. Bob was especially proud of the trophy he received that day; 47 Industries had built it from parts straight out of Richie Pan’s own shop! That same summer, he also won Best of Show at the Cycle Source bike show at the place that started it all, Laconia Motorcycle Rally & Races! It is with a heavy heart that we tell you Bobby passed away in December due to complications from surgery. His lifelong friend Paul Bruno, shared the story of their beginnings with us. It started like this: 40 years ago, when I was 17, I started working at Midas Mufflers in East Brunswick, NJ. I was a little intimidated working with a group of guys older than I, but I was confident in my work due to the fact I had been working on anything and everything that had a motor for a few years. I met Bobby Timko when I started at Midas and we clicked immediately. The first thing he said to me was “Good to meet ya man, I want to wrestle you.” Seemed strange to me, but he was the next youngest guy there. He was 4 years older than me so I just said, “Let’s go.” Well, I pinned him, and I guess gained his respect and from then on we were best friends. Even better, we were more like family! We spent Holidays,

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good mojo pan tech sheet Owner: Timko Family City/State: Philadelphia, PA Builder: 47 Industries Year: 1948 Model: Panhead Value: NFS Time: 3 Years Engine Year: 1948 Model: Panhead Builder: Cycle Standard/Bob Timko Ignition: Morris Magneto Displacement: 74ci Pistons: Heads: 1948 Carb: S&S Super E Cam: Andrews Air Cleaner: Heckman Customs Exhaust: 47 Industries Primary: Belt Drive Transmission Year: 1965 Make: Harley-Davidson Shifting: Frame Year: 1948 Make:Harley-Davidson Rake: Stock Stretch: None Forks Type: Springer Builder: Visionary Cycle Products Extension: 4” Triple Trees: Wheels, Tires, Brakes Front Wheel: Twisted Spoke Size: 21” Front Tire: Avon Front Brake: Rear Wheel: Firestone Size: 16” Rear Tire: Firestone Rear Brake: Harley-Davidson Disc Paint Painter: Rick’s Super Paint Color: Graphics: chroming: Mara Polishing & Plating Accessories Bars: Donated By Timko’s Son Risers: 3” Hand Controls: Custom Fuel Tanks: Alien Front Fender: None Rear Fender: Custom Ribbed Seat: Ed’s Trim Shop Foot Controls: Harley-Davidson Mirrors: Oil Tank: Stock Harley-Davidson Headlight: Repop Taillight: Fab Kevin Speedo: Photographer: Mitch Bodine

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vacations, road trips and bike weeks together. We went out to eat at least once a week. Every time we got together, it was inevitable that we would get to the subject of motorcycles. 90 % of what we did revolved around the motorcycles. What do you think if I changed this or that? And it went both ways. 40 years is a long time to have a friend like that, one that you talk to every day. Bob had been looking forward to seeing his bike grace the pages of Cycle Source Magazine. He showed what would be his last project, at Cheap Thrills and the Harley Rendezvous. In his honor I’m proud to be putting two of his bikes in both shows for him. Bob was proud of his accomplishments and I know he’ll

be watching over his bikes as others appreciate his hard work. He was one of the hardest workers I know, wanting to provide for his wife Larisa, son Rob and daughter Jessica. I’m blessed to have called him a friend for most of my life. RIP old friend and see ya in the future. I miss the hell outta ya! Paul It is our sincere honor to have Bob Timko’s Panhead on these pages and we send our deepest condolences to his friends and family. Thank you for letting us share his story.

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Article By: Amelia “Killer” Rose

Article By: Amelia Rose

e’ve been lucky, these last few months, to interview artists that were born with a love for art deep in their veins, and Kayla Koeune is no different. Growing up in small-town Wisconsin, she was drawn to art at a very young age. Like most other kids there, she spent her time hanging out in taverns, though instead of reading books or playing video games, she always wanted to draw and paint the world around her. So, while there, she would spend her time trying to draw the bar flies that hung around, all from the comfort of a fort she made out of stools. As she grew older, her love for art grew as well, and she decided to pursue a BA in Fine Arts at the Milwaukee Peck School Of The Arts. What inspired her then was the challenge of the naked human form and trying to capture the real and raw emotions of everyday life. Following graduation, Kayla did what apparently most kids with art degrees did joined… the Wisconsin

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Army National Guard. Right after the completion of her training, she deployed to Baghdad, Iraq, where connections and friends were made that would soon change her life. It was there that she was informally introduced to the loud, dirty, fantastic world of motorcycles and the diverse people that ride them. Now, her formal introduction was a bit different. Life had turned a corner, and she was introduced to some wonderful people. She met Mario Sanchez, Ben Marx, Dave Cook and Milwaukee Mike while working as a general manager for a restaurant that, coincidentally, Mike had made the sign for, and happened to be around the corner from the shop Ben worked at. The guys were regulars, so it didn’t take Kayla long to get to know them. After that, she began hanging around with them outside of work, which is where the motorcycles came in. Milwaukee Mike took her on her first motorcycle ride, and Mario helped her pick up her first bike, a

sweet little Honda Rebel. Soon they started suggesting that she do some paintings of motorcycles, showing her tons of pictures of various bike art and asking her if she could do it. At the time, she was a city artist that showed portraits and nudes but meeting them and learning more about motorcycles changed her whole career. In February of 2012, Kayla painted one of her first motorcycle pieces, and by June she was showcasing them. That same year was when her current business, Inferno Art Studios, was founded, and since becoming involved in the crazy culture that is moto-art, Kayla has been lucky enough to travel crosscountry, and connect with some of the biggest names in industry art; Michael Lichter, Richie Pan, and David Uhl to name a few. A favorite experience of hers was years ago when she, Chris, and Richie Pan all painted on one canvas together. Despite the fact

that their brushes only briefly touched the canvas, it was the sense of a community of artists working together that was truly awe-inspiring. To create the beautiful pieces you see in this article, Kayla has a few favorite mediums she likes to use. Ink, because line is the most expressive detail in some of her work and the ability to change thickness and shape gives it a certain elegance. On the other hand, she also favors, like most artists, including my dad, oil paints. It dries slowly and allows for multiple layers that give physical and implied texture to the piece. Alongside her favorite mediums, she also uses the “unforgiving,” watercolor and enamel. These mediums are harder to work with because once you lay them down, they won’t move, which tests the artist’s ability to think ahead and plan out their approach. Lastly, Kayla works in acrylics, because they can do things others can’t, while also being limited in comparison to oil and ink. “I guess I work in all mediums because I like the challenge of learning new skills of making art and really enjoy working in them all. Each medium provides a different platform of expression, so I try not to striclty confine myself to one... but it sure is a lot more work learning how to do them all well.” Drawing from the things that inspire her (outdoors, travel and adventure) Kayla is currently working on the first of a collection of works, a book called “100 Colorado Landscapes”. Following that will be almost 1,000 paintings on the road that will be released in increments over the coming years. The future goals are to start publishing more of her incredible work and to hopefully, someday soon, host small group art classes at her studio in Longmont, CO. “I’m really enjoy where my art is going. I have a lot of shows booked for the next year, and I have learned from show to show what works and what doesn’t and how to continue to improve. I have gotten to travel all over showing work, and I believe if you dream big and work hard things will happen the way you want them to.” If you guys want to check out more of her work, and you really should, you can find her on Instagram (KaylaInfernoArt), or head on over to her website (InfernoArtStudio.com) to see more of her amazing artwork. Thanks for reading. Til’ Next Time… Amelia Rose

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he rally was over, and Sturgis had rapidly reverted back into a little nowhere South Dakota town. It was time to go. My next destination would be the Veteran’s Rally in Cripple Creek Colorado, about five hundred miles south. Some of the guys who’d stayed with us at Camp-5 were already in route. I’d see them there. Summer’s sunshine warmed the air as the small road twisted through the beautiful forests of the Black Hills. After all the rally noise, it was good to be free and on the road again. For many years I’ve enjoyed exploring abandoned houses while in route. Each is like a living museum of a life that’s over now. A couple of ancient log cabins lay alongside this highway and, although I’d ridden past them for years, I’d never stopped to explore them. This was the day. It had always seemed possible that I might run across a dead body in one of these places, yet never had. That was about to change. I entered the tiny home to find its interior a complete shamble from many years of

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neglect. In one bedroom an old bed stood near the wall. In it lay one large skeleton. Freaky. A closer look revealed it was just a large animal that had settled there to die. A strange sight to be sure.

Eventually,I came to the town of New Castle. From there I took Highway 85 South and the Great Plains quickly opened up. A few miles later, an old one-room schoolhouse came into view. It sat alone in a vast sea of

prairie. The first year I’d stopped to explore this place was 2003. Back then, its interior had been as perfect as the day class had been in session. Upon entering, I’d leafed through a stack of learning magazines dating back to the 80s. As I moved on I saw how so many other abandoned schoolhouse explorers had written their names and dates of passage on the blackboard. I was moved to do the same. Since then, stopping to add a new date every year had become tradition. Last year, however, I’d noted that the extreme winds that are typical to this land had blown one wall in and the building was starting to come apart. Exploring these old places has always vividly affirmed the stark realization that all the ‘things’ in one’s life serve as only the backdrop necessary to make the human movie possible. When the people leave, Mother Nature systematically, immediately (by her ledger), and completely, destroys everything left behind. This always reminds me that, although my possessions are very important, they are not the reason for my existence. When I leave this earth, the only thing going with me will be what’s inside that makes me alive, and that

which is inside everyone else to make them alive as well. We’ll be leaving together, while everything left behind immediately turns back into dirt. So, as I see it, the only thing real in this world is the spirit. Therefore, what seems of greatest importance is how my soul is changed (hopefully for the better), and how I affect the spirits of others. If this philosophy seems crazy to you…well…consider the source. After a night’s camp near the roadside, I came to the town of Boulder, Colorado. From here I would climb into the Rocky Mountains then travel through their stunning beauty until I eventually reached my destination. Evening was again falling when I arrived in the town of Florissant. Florissant sits just 20-miles from Cripple Creek, and Panhead Billy, a full-time motorcycle drifter of 33 years, had invited me here to stay with him and a few friends who make camp behind a local biker bar. Behind the saloon, I found a few motorcycles and RVs already set up. The folks were uncommonly friendly, and I sat to enjoy a lengthy bullshit session. Billy showed up just after dark. Upon his arrival, a fire was built as a band played inside the bar. The party lasted well into the night, and it was very late when I finally set camp farther away to avoid the noise. After repacking in the morning, I set out along a forgotten road lined with the pine forest beauty of this place. Eventually, Cripple Creek came into view. This little mining town sits at an altitude of 9,500 feet, which

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makes it one of the highest communities in the country. Many of the houses appeared painfully weather-beaten; for way up here the winter storms are often quite severe. I headed for the little town’s main drag, which is Bennett Road. I believe it may be because the mining industry played out years ago that this street is now lined with the many casinos that occupy ancient buildings and create income for the town. Quite a few bikes already lined the road, but the rally would not begin for a day or two. I watched as vendors scurried around setting up their tents in anticipation of a big crowd. My first concern when entering any new town is locating a place to set camp. After checking the campground and finding it too expensive. I took a short ride out Shelf Road, whose dirt surface winds out of town and goes on for many miles, and soon found a suitable spot. That done, I headed back into Cripple Creek. On the Bennett Road again, I spotted the parked motorcycles of my campmates from Sturgis. Pulling to their curb, I saw that everyone was sitting on a nearby bench. It was good to see this rag-tag pack of wayward wonderers again. There was Chip, who’d recently moved onto his bike permanently. Back in Sturgis, he’d teamed up with Mike who, although not permanent, had no time constraints and would return home whenever the spirit moved him. Then there was Jed— just out for a while. And Cody, the quiet young guy who’d grabbed his ancient, falling apart, 500cc Honda then came to camp with us at Sturgis. Everyone was traveling on financial fumes, taking camp wherever they found it, unconcerned with luxuries or convenience, and merely following any adventure to wherever it led. This seems an uncommon thing in this day and age, and I was reminded of my roots. Handshakes and hugs went around. Their enthusiasm was infectious. I knew these were times that would never be forgotten, and possibly become stories passed on to grandchildren. The guys had already nailed down all the stupidly inexpensive meals the casinos had to offer. I took note as they laid out the details. We hung out a long while, but the boys were anxious to go burn off some tire rubber. I remembered those days. In a big hurry to see the world. Great times, but for me that was long ago. So they mounted up and scurried off. After all, this place did offer an unlimited supply of fantastic riding. Checking the cell phone for info, I soon learned of the town’s recreation center. It was located just one short block away. I walked over, bought a 3-day pass, then ambled upstairs to use the gym, shower, and throw on clean clothes. I’d long ago learned that road-life is often made up of inactive, or even dull, times broken up by often outrageous adventures. If one is unable to master the art-of-hangingout, I don’t see how he can last long out here. So the day passed easily as I walked the streets, ate casino meals, sat in coffee shops, and explored the town by bike. Although tough to get a big motorcycle into,

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my Shelf Road spot was a very comfortable camp. By morning I sat home drinking coffee and worked on the computer for hours before eventually making ready for the ride into town. Having long ago become accustomed to staying on the land rather than paid campgrounds, my equipment is always repacked by morning, then re-erected in the evening. With practice, this had become a quick, if not pain-in-the-ass, routine. Today, the town was crowded with people and all manner of motorcycles lining the streets. Noting Panhead Billy’s bike, I parked beside it. He and Tater, who’s always at Sturgis working for vendors, occupied one of the nearby benches. I sat to hang with them for a while. Folks constantly stop to gawk at Billy’s beat up, loaded down, Panhead and this makes for almost constant conversation with passers-by. Eventually, my Sturgis campmates showed up. Later in the afternoon, they’d be attending a little concert held by Rosanne Cash, eldest daughter of the late Johnny Cash, at a bar in the nearby town of Victor. I was invited. After a few hours of carousing Cripple Creek, we saddled up for the short five-mile ride. The ride in revealed that, as are most in the Rocky Mountains, Victor is a tiny town. The little bar was packed with bodies as Rosanne, and her band played for hours. It was near dark when we decided to leave the bar and Chip invited me to camp with them that night. I agreed to check it out… The little road running back to Cripple Creek wound high along the side of a mountain. At its cliffside was a large paved turnout and we pulled in. The view was breathtaking as it rolled across the hills to the setting sun. Having checked the internet, the guys had chosen this spot because it’s legal to camp here. Chip showed me how, for the last few nights, they’d been simply stretching a tarp over the guardrail, staking it out like a leanto, and then sliding sleeping bags beneath. I thought of all the snoring and farting that would be going on under there. Didn’t seem appealing so I opted out, then offered an invitation that they try a spot on Shelf Road sometime. With that, I went home. Next day the rally was winding down. I passed the time with friends, food, my favorite coffee shop, some riding, gym, and a shower. All in all, it was an easy time. After calling Chip the next morning, I took a short jaunt farther down Shelf Road and found the guys set up in a nice turnout. This was the day of departure, and all would be going separate ways soon. Chip and Mike were bound for California, while Jed went for Fort Collins. This left Cody and I to team up for an easterly ride across Kansas. Cody, I thought, the quiet guy on his falling apart 500cc Honda. I’ve hardly come to know him. That was about to change. By the time all the packing, casino breakfasts, and goodbyes were finally over, late afternoon had settled in as Cody, and I set out through the mountains…

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ake a good look at the bike on these pages, you’d never know by looking at it now, but this 42 WLA went by the nickname of The Liberator by the soldiers who rode them in WWII because of the sometimes brutal punishment the bikes were put through. As a matter of fact, a lot of returning soldiers, sailors, Marines, and airmen picked up surplus WLA’s and enjoyed them upon their return home. The Motor Company made these in large quantities for the Lend-Lease program that President Roosevelt created to help the Allied

war effort. Some went to Canada as well as Russia, just a quick tip the WL’s that went to Canada were labeled as WLC’s. These bikes also saw a lot of time on the tracks as Harley-Davidson was very active in the racing field for many years. This particular 45 belongs to Chad Trayner. Like many before him, Chad had dreams of this being a racer. Chad started out like most people, in his early 20’s he got a 1990 1200 Sportster, and, in his words, he was hooked! After a few more bikes and just as many years in between he met up with the

Shadetree crew in ‘07 and things have only gotten crazier. This bike actually came to be because one of the Shadetree guy’s (Dave O) entered his WL in The Race of Gentlemen in Wildwood, NJ under the Shade Tree Racing banner. Dave and Chad had a friendly rivalry going between themselves, so Trayner decided he would enter a bike in the next TROG. The only problem was that he really didn’t have a lea on a ride. But as luck would have it one of the other Shadetree guy’s in Indiana, Scotty Murnan had recently scored this 42 WLA, but like most of us,

Article By: Roadside Marty Photos By: Melissa Shoemaker

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he really doesn’t like parting with stuff. It wasn’t until a party back in October 2016 that Chad and Scotty haggled back and forth over the bike around the campfire. Finally, he was able to convince Murnan how serious he was about the race and he agreed to sell Chad the bike. Just a month later Chad made the run to Indiana to pick up what would be the WL. This gave him just about six months to sort it out, make a racer and get accepted into the 2017 race. Chad really lucked out when he bought the bike. Most of the hard to find parts were already there; the frame, motor, transmission and springer front end. A trip to Dave O’s shop, 76 Cycles in

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North Carolina, to trim it down was next up. The motor was left alone except for the magneto they used to cut down on weight by eliminating the battery, and the stock 3-speed transmission was left alone. The rear fender was trimmed down just like racers used to do. Chad says only the finest shade of Rustoleum paint was used in the building process. The only other change was to a 19” front wheel. Even though his stock motor was no match for some of the other competitors he still had a blast and had to admit he was hooked! As fate would have the Shadetree World Party was held shortly after that and Maddog had built a flat track at his house, and after a few laps, Chad knew he’d never sell the bike. Since then, he says the motor is getting

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THE LIBERATOR TECH SHEET OWNER: Tight Wad Chad Trayner CITY/STATE: Lexington KY BUILDER: Shadetree Racing & Choppers YEAR: 42 MODEL: WLA VALUE: Increases Everytime I Look At It TIME: Not Long ENGINE YEAR: 42 MODEL: Flatty BUILDER: Harley IGNITION: Mag DISPLACEMENT: 45 CU For Now PISTONS: Stock HEADS: Polished Aluminum CARB: M51 CAM: Stock But Not For Long AIR CLEANER: Kool EXHAUST: PRIMARY: TRANSMISSION YEAR: 42 MAKE: 3 Speed SHIFTING: Tank Shift FRAME YEAR: 42 MODEL: WLA RAKE: Stock STRETCH: Stock FORKS BUILDER: Harley-Davidson TYPE: 42 Springer TRIPLE TREES: EXTENSION: WHEELS FRONT WHEEL: SIZE: 19 TIRE: FRONT BRAKE: What Front Brake REAR WHEEL: SIZE: 16 TIRE: REAR BRAKE: PAINT PAINTER: Owner COLOR: TYPE: Rattle Can GRAPHICS: CHROMING: ACCESSORIES BARS: Factory RISERS: HAND CONTROLS: FOOT CONTROLS: GAS TANK(S): Stock 42s OIL TANK: FRONT FENDER: HAHA REAR FENDER: Chopped SEAT: Was Hanging In My Garage HEADLIGHT: TAIL LIGHT: SPEEDO: None PHOTOGRAPHER: Melissa Shoemaker

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a few go-fast modifications so that he can be a little bit more competitive at the next race. Also, now that Sons of Speed has included a 45 class for Chad hopes to be a part of that. I was lucky enough to ride this bike in Tennessee at Loretta Lynn’s ranch during the first TN Motorcycle and Music Revival, and it was an absolute blast! Try to imagine an old slow dirt brake with lousy brakes and a tank shift, haha!

Cha would like to thank Dave O and Sawzall for all of their help, as well as trading parts in true Shadetree fashion as well as his wife Sara, Maddog, Dozer V, Brandy and all of the Shadetree family for everything they do! Be sure to look for a green and yellow 45 lapping other bikes in a race near you! Roadside Marty

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n our last article, Jason Delacroix and Jason Williams, co-founders of Motoauct.com, had rebuilt the motor on their CB750, cadmium plated all the bits and welded on the upswept tail section from Dime City Cycles. While the tins were off at the paint shop, the Motoauct.com guys put the finishing touches on the chassis and engine. The carbs had been meticulously cleaned, rebuilt and jetted for the new exhaust system and mini-pod air filters. They worked feverishly to get the bike up and rolling after getting the frame and wheels back from powder coating. The powder coated wheels had all new bearings from All Balls, new spokes, and new drum brakes, all wrapped in a fresh set of Metzeler Tourance tires. The calipers were completely restored on the front wheel, with new rotors, hardware, pads, and a rebuild kit for the hydraulics. Now that the frame was back, they mounted the ignition components and got the wiring done. With the engine now safely in the chassis, they started in on getting the flatblack aftermarket exhaust mocked

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Article By: J. Ken Conte Photos Courtesy Of MotoAuct

up. It was a bit of a struggle, with four pipes heading different ways, but they wrestled them on and were pleased with the final results. Jason Delacroix found a cool headlamp with an amber lens to start out the slick-looking front end. They used the stock trees and tubes, put some retro shock boots on, and modified the upper clamp and handlebar mounts to suit the build. They then mounted the new blackedout hand controls and bars, ensuring the CB750 will have a low stance with great ergonomics. They still need to fab a bracket for the new speedometer and button up the wiring for it to be a runner. The paint shop provided imagery of primed tins and also some suggested color palates. The final installation next month will show this as a feature bike, painted, ready to go to the Quail and be auctioned off live on Motoauct.com.

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Article By Chris Callen Photos By: Heather Callen

ast month we picked up on part 2 of our Science of Tires segment where we visited the world headquarters of Metzeler Tires. As usual when I get to do something cool, we had to cut it into another part so we are picking up as we headed into the Dynamic Testing area of their labs. The Dynamic Test Department: In contrast to that indoor procedure, on the outdoor track, they have a live action test where they test both wet and dry conditions. On the wet, they have a glass area where a motorcycle passes over cameras underneath. The glass area is covered in a solution of milk and water, and an image of the contact patch is captured as it passes. By increasing the speed, they can change the dynamics of the testing. On the other side of this area, they also provide feedback for dry conditions in a similar manner. As the motorcycle passes, it goes over a computerized mat that reads the contact patch and transfers the image to the computer screen. In the same way, they change the dynamics by varying the speed at which it passes. In all of these

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outdoor tests, they are factoring in a lot of parameters. Obviously, the weight of the machine and the weight of the rider are the first two. The results of these tests provide a molecular look at how the tires composition and design are utilized. The idea of this testing is to identify the ideal balance of pressure, load, contact patch shape and uniformity. This is an important place to talk about chopper guys and the age-old practice of running a tire at low pressure to give extra suspension. You see, tires today are not made the same way and manufacturers are doing all this testing and research to know how a tires sidewall and contact patch will stand up under a known weight at a known pressure. When you run a modern tire at a lower than suggested pressure you violate the structural integrity of how the tire was made. It becomes an incredibly dangerous proposition in handling, longevity; the whole deal goes out the window. In the old days tires were basically balloons with tread glued to them; you could do whatever to them and very little changed. Today you are better off running within

the manufacturer’s suggested range and taking advantage of their all that their scientific testing provides you. You see. In contrast to car tires, a motorcycle tire is very lightweight in structure so much smaller amounts of influence can affect how they displace pressure. The amount of inflation, the amount of weight, the rim width, all are factors that must be kept in close arrangement to what the manufacturer suggests. If not, failure of the tire will result, one way or another. While the Static Department has to deal with modeling to predict how a tire will react to different road surfaces, the Dynamic track environment has several different asphalt patches that put those models to a real-world testing, and that’s just at the Vizzola test track. Metzeler has many tracks where they test real conditions from all over the world (where they gather this information??). It would be nearly impossible to build a track that would give you all the conditions you needed and if you did, the waiting list to get on it would be ridiculous. While all this testing is going on, the

science of tires carries knowledge, and if changes are to be made, this is the time to make them because all of this is happening with prototype tires. That was the next question. What is a prototype tire and what does that mean? Well, it turns out that the cost of manufacturing a mold to put a single tire into production is enormous, more than we can convert into dollars. To make sure that they have the perfect solution for a new tire, no mold is made until the prototype proves to be perfect. But how do they make a tire without a mold? Well, all tires start the same. There is a given chemical composition that the carcass, side walls, and tread are made from. The three components are brought together and other than the tread pattern that is the tire. Since the tread pattern is so important, especially in modern tire technologies, this is where a company’s true craftsmanship plays out, and their dedication to the process shines through. You see, they may go through a hundred tires in pursuit of a concept and a final prototype. Each one of these needs to have the desired tread pattern and to achieve that they are cut by hand. Yes, that’s right, each one is given a 0.1mm cut outline of the tread pattern by a computercontrolled laser, and the design itself is cut by hand, by one technician with a heated blade. Rarely, they get a special project, a limited-edition tire, where they can show off their artistic abilities, for the most part they are in charge of consistency. I can’t even imagine the number of hours that go into a single tire, let alone to numerous copies that must be exact, during the life of a single concept tire as it travels through testing. We were told that some can take 1 to 3 days depending on the design of the tread pattern and in the end, you can’t identify a hand cut design from one out of a mold. An Autopsy of A Tire: The testing they perform on prototypes aren’t over when the outside testing is complete. They actually take the used prototypes and dismantle them to test the compounds on a microscopic level to see how it stands up through the testing. Every aspect of the sidewalls, the belts, and the carcass are rigorously examined as the development of the prototype continues. This again provides an opportunity to review the original compound or structural design. If need be, the whole process starts all over. And The World Spins Madly On: So, you might wonder why these manufacturers have so much investment in furthering the science of tires. It comes down to the fact that nothing stays the same. Not only are new models being introduced every year, design perspective changes also. Additionally, the amount June ‘18 - CYCLE SOURCE MAGAZINE 91

of performance we demand from vehicle manufacturers change and the way we drive does as well. It’s a daunting task, to say the least, and requires a company like Metzeler to be ever vigilant as to what comes next. As motocross riders jump higher, go faster, superbike racers brake harder and cut deeper into the corners and touring riders push the boundaries of elements and civilization itself, Metzeler has to meet them at the moment they need a specific tire, of a specific size, and having done all the research ahead of time, they will be ready to provide them with a solution. That’s like a place where a crystal ball might come in handier than a lab coat.

Tire Sizes Explained dennis kirk takes us to school on Choosing Motorcycle Tires

n my persuit to build some different kind of motorcycles as of late I am always looking for reference about things like tire sizing. Dennis Kirk has a great article that I thought all of you should have on hand that breaks it down in simple but thorough form. There are several things to consider when selecting the correct motorcycle tires. Size, dimensions, and other factors will affect the performance and safety of your bike. While there are a lot of aspects to making the best choice, it doesn’t have to be difficult. Here, we’ll guide you through each step in determining motorcycle tire

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sizes, explained so that you can go ahead and hit the open road! There are five main aspects to determining the ideal motorcycle tire sizing: width, aspect ratio, speed rating, tire construction and rim diameter. Let’s take a look at each: WIDTH The first number or second letter in a tire size represents the nominal width. Width is measured in a straight line from the furthest point on one sidewall, across the tread, to the furthest point on the opposite sidewall. If there is any question whether or not a larger than OEM tire will fit your bike, you’re encouraged

to call Tech Service. The different size numbering systems specify widths in different measurements. You can view a width cross reference table TOP RIGHT. ASPECT RATIO You use the aspect ratio to indicate a tire’s cross-sectional profile. A smaller number means a lower profile, and the height-to-width ratio is shown as a percent. For example, if the aspect ratio is 90, that means that your tire’s cross-sectional height is 90% of its width. If the tire has the metric, alpha or low-profile inch numbering system, the aspect ratio will appear immediately after the

In closing, I would like to thank our gracious hosts Salvo Pennisi (22 Time World Record Holder), Piero Misani (5 Time World Record Holder) Gianluca, Diego, Tyler Porter and everyone involved with the Metzler program for not only providing Heather and I with an amazing trip to Milan but for the education of a lifetime as well. Hopefully, this little report will give you some understanding of how much goes into your next set of new skins and why they need to be maintained as much as the rest of your machine’s components.

width. SPEED RATING A speed rating provides the maximum speed at which a tire can be used based on maximum load and inflation pressure. To find the maximum load and inflation pressure, you’ll need to check the sidewall of the tire. A speed rating also has a letter code, and that is immediately after the width and aspect ratio. It’s part of the three-digit load/speed index. This is on the tire, immediately after the complete size designation. A Z-rated tire has no maximum speed — this rating is for more than 149mph. Check out table MIDDLE RIGHT to see what letters correspond with what speed ratings: TIRE CONSTRUCTION After the speed rating is the tire construction, which has two options: Belted (B) or Radial (R). “Belted” means fiberglass, Kevlar or aramid fiber belts, which has added strength and load capacity. But, if a tire does not have (R), then it is bias-ply, which means that it has multiple, overlapping rubber plies. These overlapping plies form a thick layer that is sensitive to overheating and is less flexible. RIM DIAMETER Rim diameter is the diameter of the rim/wheel on which the tire will be mounted, in inches. OTHER FACTORS FOR IDENTIFYING MOTORCYCLE TIRE SIZES WW: White wall tire TT: Tubetype tire (requires inner air tube) T L : Tubeless tireM/C: Motorcycle tire (in other words, for motorcycles only) There is information like this and more as I have found in my own pursuit of parts resources and knowledge while ordering chopper goodies. Check them out today at www. denniskirk.com and tell them the Cycle Source sent you.

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ended up at the Long Beach Swap Meet after my grandson wrecked his Dyna but we didn’t find much. We rambled throughout the packed aisles looking for parts, and I came across a large flatbed truck sporting a line of new, bare Kraft Tech rigid frames. Turns out they only sell to distributors like Biker’s Choice, but they bring a few frames to the swap meet once in a while, and the price was right. The frames were obviously set up for Evo engines and 5-speed transmissions but looked almost stock. I couldn’t resist. We carried that frame up and down aisles until we finally headed toward the exit with no Dyna parts and a set of stock Softail tanks, perfect for the frame.

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As I meandered toward the exit, my cell phone rang. It was Brad Olsen, an old friend who recently scored an Oregon shop’s inventory. “Yo,” Brad said. “I need to recoup some of my investment. Do you need a Panhead engine?” I about shit my pants. I had just scored a sharp, rigid frame, a set of fatbobs, and I knew I had a 5-speed Softail transmission at the Bikernet Headquarters. What the f$@k? Hell yes, I needed a Panhead engine! Suddenly my grandson wanted to go to Sturgis. I came up with a plan. How about taking two old bobbers to Sturgis for the kicks? Suddenly, I had a deadline. Oh, what the f@*k? I was inspired by many factors, but I still needed a few pieces to make it happen. I couldn’t think of anything else but this Panhead

project. As it turned out, the engine was seriously incomplete. The ’69, last kidney, Shovelhead right case was mated to a ’79 left case, which would allow me to run an alternator and Evo primaries. The engine was missing a cam and most of the cam case elements. It needed a carb, intake, distributor, oil pump. I hauled ass home from the swap meet and started to dig through drawers, cabinets, and lockers looking for parts. I created a pile next to my lathe. I had a set of rebuilt Panheads, but they were early model, and this puppy would need outside oilers. I started to ask around. I also needed the right year cam cover, and I found one online. I immediately ordered them from

Article By: Keith “Bandit” Ball

Photos By: Markus Cuff

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Wilson Cycles, Inc. in Roswell, GA. When they arrived, I encountered a problem. One was perfect with valves, an O-ring intake manifold flange, and the outside oiler boss. Unfortunately, the other didn’t have an outside oiler fitting. It was an early model. Mike from Pacific Coast Cycles came up with an oil tank. Daily, I made lists of needed parts and started to make calls. We hit the swap meet again and found a cop solo seat. I had an old hinged fender from an early swingarm Pan. I knocked out the pin and installed the bobbed fender. I dug out a Softail 5-speed transmission. I found an old 41mm wide glide front end at the swap meet. I wasn’t happy with it, but we made it work (I hope) with an old drum front brake. I found some neck bearings and replaced the junk one. I tore the whole front end apart and cleaned it. I needed the right side rear brake lever, plate, return spring and plunger, but I had three Wagner master cylinders. This Kraft Tech frame was set up for a Softail-style rear disc brake. I had a solid aluminum rear wheel and brakes from a few years back that would do the trick. I didn’t plan to run a dash, but I needed something for electrics, a switch, whatever. I ordered a Paughco universal tin toolbox and then discovered something wild at an antique store—a

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K-model motorcycle trophy. The notion is to build a simple, easy to handle bobbed Panhead. But for some odd reason, finding an early automaticadvance distributor is not easy. Then I found a Mallory electronic ignition system in a locker from our ’06 Bonneville effort and it did the trick. You can build anything your heart desires. This Pan is a terrific example. Sure, it’s a Pan, but it has a ’69 right case and a ’79 left case, which allows me to make it look like a Pan, yet run an electronic, automatic advance distributor, an Evo to Twin Cam alternator, and a spin-on oil filter, which allows me more oil capacity and more protection for the engine. The heads are brand new STD outside oiler

Panheads with knock-off rocker blocks. The STD heads breath better than stock and contain improved valves and springs. I’m running hydraulic JIMS machine cam followers, S&S adjustable pushrods, an S&S mild cam and an improved S&S oil pump. Even the Kraft Tech frame is modified for almost any engine and allowed me to run a rear Softail disc without doing a thing. Basically, I could build 1998 rigid Panheads all day long with super-strong late model 5-speed transmissions, and BDL belt drives with any EVO starter and I was good to go. I wanted to use a Linkert Carb so I decided to try one using the small venturi for snappy throttle response notion, like we’ve done with 42 mm Mikunis. Bob

Bennett timed the engine with Berry’s instructions and I monkeyed with the Linkert Carburetor. Bob Bennett went through the engine and I supplied parts where I could. I made my own pipes using a too bitchin’ shorty muffler from Rick Krost at US Choppers. The muffler was amazing; at least, I thought so. Deny, the man behind the vintage paint job, came over and I showed him the muffler and what I intended with the stock squished pipe under the engine. I mentioned my appreciation for shotgun pipes and his eyes lit up so I went to work messing with parts and pieces, including the stock squish pipe. I like how it came out. I worked with Tim at San Pedro muffler to make a couple of exhaust flanges to fit. I used care with the driveline alignment. The engine, a mixture of years, fit perfectly in the frame without shimming. I used the BDL inner primary to align the engine and trans. I used all the old BLD primary drive parts I had laying around the shop. I stashed the ignition switch in the Paughco toolbox I mounted between the stock Softail gas tanks. I made a goofy bracket running off a stock frame tab and it worked like a champ. I mounted a 15-amp circuit breaker in the box and an idiot light to prevent me from walking away and leaving the switch on. Let’s see if it works. I also made the top end oil lines with old parts and True Value Hardware, which is usually a tremendous source

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FUNKY 5 BALL TECH SHEET OWNER: Keith “Bandit” Ball CITY: Wilmington Ghetto FABRICATION BY: Bandit YEAR: 19Panhead MODEL: FL VALUE: Very Little TIME: 4 Months ENGINE YEAR: ’69 & ‘79 MODEL: FL BUILDER: Bennett’s Performance IGNITION: Accurate Engineering DISPLACEMENT: 74cu PISTONS: V-Power HEADS: STD CAM: S&S CARB: Linkert AIR CLEANER: Chopper Dave EXHAUST: Bandit PRIMARY: BDL TRANSMISSION YEAR: 1990 MAKE: Harley-Davidson SHIFTING: Foot CLUTCH: BDL FRAME YEAR/MAKE: 2017 Kraft Tech MODEL: Classic Rigid RAKE: Stock STRETCH: None FRONT END TYPE: Wide Glide BUILDER: Harley-Davidson EXTENSION: None TRIPLE TREES: Cast Iron H-D WHEELS FRONT: SIZE: 18” FRONT TIRE: Avon FRONT BRAKE: Mechanical REAR SIZE: 16” REAR TIRE: Dunlop REAR BRAKE: H-D Disc PAINT PAINTER: Deny 925 COLOR: Orange & Cream TYPE: Old GRAPHICS: 5-Ball CHROMING: Paughco ACCESSORIES: BARS: Stainless RISERS: Old Aluminum HAND CONTROLS: Mixed FOOT CONTROLS: Paughco FUEL TANK: Stock Softail OIL TANK: Pacific Coast Customs FRONT FENDER: None REAR FENDER: H-D SEAT: Swap meet HEADLIGHT: Old Accessory Spot TAILLIGHT: Lowbrow SPEEDO: None photographer: Markus Kuff

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for fasteners, but pricey. I installed a Biker’s Choice oil pressure gauge. Erik Bennett gave us the look and his dad suggested I run an adjustable valve in the line to the heads, so we don’t cause the lower end pressure to drop. The stout rear fender didn’t need supports but I needed a place to mount the Lowbrow vintage taillight and license plate mount, so I started to dig around. I came up with a Road King front fender bumper rail set, with a little work and some imagination, it worked like a champ. There you have it. Now I’m in the Eddie Trotta break-in mode and the search for a pink slip and registration. It’s a kick, starts and runs like a champ. It’s a breeze to ride and the front end now works. Let’s see what happens next. -Bandit

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Hey, our industry is bigger and better than ever, it’s just expanding like crazy and we need to adjust. Daytona Bike Week was an eyeopener for me and the numbers were reportedly slightly down, but they vary from one major anniversary to another. Speaking of events, there are more motorcycle events than ever before. Think about it for a second. The wild west lasted about 20 years, then trains, cars and more people came, and the West was toast, so what happened? The West became an icon. It became the source of entertainment and it still is. As I’ve said before, motorcycling represents freedom and it won’t go away. Let’s hit the news. The Himalayan Is Here From Royal Enfield -The Himalayan motorcycle is officially stateside. Royal Enfield North America launched the highly anticipated motorcycle through a week’s worth of events at TexPlex Park in Midlothian, Texas. Enthusiasts, journalists, dealers and more gathered to learn about the journey of bringing the Himalayan to North America and to test its capabilities in both on-road and off-

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road environments. An incredible adventure motorcycle at $4,499. The rugged, go-anywhere, riderfriendly Himalayan has launched in the U.S. and will soon be rolling out at dealerships across North America. 2018 Sturgis Hall Of Fame Inductees - From the philanthropic efforts of the Hamsters to the journalistic coverage of the Rally and the Museum to home town resident Jack Hoel, the Sturgis Motorcycle Museum’s Class of 2018 demonstrates that Sturgis really is the epicenter of the motorcycle universe. Living up to its mission to recognize individuals who have made a long-term positive impact on the entire motorcycle community, the Class of 2018 features some truly legendary talents.

“We have world renown sculptor Jeff Decker and motorcycle artisan Mondo Porras working with metal to capture the essence of motorcycling,” says Myrick Robbins, Executive Director for the Sturgis Motorcycle Museum & Hall Of Fame. “Where Jeff and Mondo bend metal, Jack Hoel shaped motorcycling indelibly by bringing the DT-1 and the XS 650 to market for Yamaha. We also have

Land Speed Record setter Valerie Thompson and the woman who has chronicled the motorcycle world since 1989, Marilyn Stemp.” In addition to the individual achievements of the class of 2018, The Hamsters USA is being collectively recognized this year. “Given the tremendous philanthropic efforts the Hamsters have made on behalf of the entire Black Hills region, we have global achievements on a local scale for an outstanding group of inductees,” adds Robbins. THE CLASS OF 2018 - Jeff Decker; Jack Hoel: Armondo “Mondo” Porras: ; Marilyn Stemp; Valerie Thompson; Hamsters USA: 2018 FREEDOM FIGHTER AWARD - Kirk “Hardtail” Willard: The 78th Sturgis Rally is set for August 3-12, 2018 and the Sturgis Motorcycle Museum Hall Of Fame Induction Ceremony presented by Strider will be held August 8th at the Lodge at Deadwood in Deadwood, South Dakota. Breakfast tickets are available for a $40 donation, tables of eight for $400. Tickets are available online at https://www. sturgismuseum.com/Hallof-Fame-Banquet-Tickets or by calling the Museum at 605.347.2001. America’s “Queen Of Speed” Sets New 328 Mph Speed Record - Survives 343 mph crash in Australia-Eight-time land speed record holder Valerie Thompson earns new land speed record and “Fast Lady on the Lake” award at Australia’s Lake Gairdner DRLA Speed Week - Valerie Thompson survived a horrific crash in the Team “7” Racing Streamliner while attempting to capture the world’s fastest motorcycle title during the 28th Annual Speed Week and World Speed Trials competition at the Lake Gairdner dry lake bed in South Australia. While falling short of the ultimate goal to become the world’s fastest motorcycle, the team collected a new speed record and proved the superiority of leading edge streamliner design by team engineers Denis Manning and John

Jans. Hosted by the Dry Lakes Racers Australia (DLRA), the 28th Annual Speed Week competition was open to cars, motorcycles and trucks. The World Speed Trials, a first-time event for motorcycles only, was held March 17-19. Thompson set a new streamliner record of 328.467 mph (528.616 km/h) during the Speed Week competition on March 15, earning her membership in the Dry Lake Racers Australia 200 and 300 MPH Clubs. She is only the second competitor to gain membership in the DRLA 300 MPH Club and was honored with the “Fast Lady on the Lake” award. Thompson’s attempt to break the world’s overall fastest motorcycle record of 376.36 mph (605.69 km/h) on the last day of the World Speed Trials went horribly wrong with a horrific crash. According to Federation Internationale de Motocyclisme (FIM) reports and team video, Thompson had just passed the four-mile marker on a twelve-mile course when the rear of her streamliner rose off the racing surface, sending the vehicle airborne at 343.7 mph. Parachutes slowed the vehicle as it flipped and rolled multiple times, scattering wreckage for more than a mile across the Lake Gairdner salt flats. Thompson walked away with only minor bruises and lacerations “We had a singular goal of running 377+ mph to capture the record during the World Speed Trials. We used Speed Week to test and tune the bike and I’m happy we set a new record and received the ‘Fast Lady on the Lake Award.’ The wreck during the World Speed Trials was unfortunate, but we are not giving up on our quest for the new record,” said Thompson. “Most importantly, we proved the superiority of the moncoque carbon fiber design and safety features utilized by Denis Manning and John Jans. Without their dedication to high speed safety engineering, I would not be talking with you now,” said Thompson. “Nobody has ever walked away from a 340+ mph crash on a motorcycle. I’d also like to thank the DLRA and all their race course workers who helped ensure my

safety,” added a grateful Thompson. “We’ve not determined what caused the problem, but we’ll know more once we analyze the onboard data collection systems and review films in more detail,” said bike designer and AMA Hall of Fame member Denis Manning. “Valerie did an incredible riding job, doing everything she was supposed to and more. All of us at Team “7” Racing are relieved Valerie did not sustain any life threatening injuries,” added Manning. Thompson is an eight-time land speed record holder on a variety of bikes ranging from Harley-Davidsons to BMWs and streamliners. She is a member of seven-land speed racing 200 MPH Clubs, one 300 MPH Club and the first female to exceed 300 mph in Australia.

Daytona News -Making Riverfront Park vendor-free is a good first step. While the community awaits the recommendations from the Beachside Redevelopment Committee on how to invigorate State Road A1A, Main Street and other areas of Volusia County’s main tourism corridor, change already is happening on the other side of the Halifax River. The 77th Bike Week, which concludes today, will be the last in which itinerant vendors can set

up on Daytona Beach’s Riverfront Park to promote their wares. The City Commission in January voted to terminate a contract with the company that hosts the vendors at the park during Bike Week and Biketoberfest. City Manager Jim Chisholm informed the company that the city is “modifying elements of motorcycling events.” That’s an ominously vague notification. It will be interesting to see just how far those “modifications” will go. But making Riverfront Park vendor-free is a good first step. Naturally, the city’s move elicited howls of despair about it marking the end of Bike Week, that Daytona Beach is signaling it doesn’t want motorcycles around here anymore, that’s it’s throwing away millions of dollars, etc. Anything that upsets the status quo, especially something as entrenched as bike events, is going to be perceived by some as an apocalyptic rip in the space time continuum. However, just because the riverfront has hosted motorcycle vendors for years doesn’t mean that’s always been or will be the best use of that prime property, or that it’s most beneficial for the surrounding commercial district. It may be lucrative for one segment of the business community for roughly two weeks out of the year. But what if it hampers the growth of several others? The city in 2010 created a Riverfront Master Plan aimed at enhancing the 14-block park that stretches from Main Street to Orange Avenue. It envisions the northern end of the park, where the vendors traditionally have set up, as a “nature” area. In addition, the riverfront received an enormous catalyst when insurance giant Brown & Brown Inc. last year announced plans to build a 10-story headquarters on Beach Street across from Riverfront Park. That’s expected to bring hundreds of new jobs, creating a lot of foot traffic for Beach Street businesses, as

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well as opportunities for residential development. That vision may not reach its potential if that area has motorcycles and vendors taking over for two or three weeks every year. It’s the same challenge Main Street faces. It’s the historic home of Bike Week and Biketoberfest, ground zero to many biker events. When the roar of the cycles is in town, Main Street is hopping with crowded bars and wall-to-wall vendors. The other 340 or so days of the year, though, Main Street struggles to remain relevant. When the itinerant vendors depart, they leave behind vacant lots and storefronts that stand as stark reminders of what that corridor could be year-round. The community is split on whether bike festivals are an obstacle to redeveloping Main Street. Some business owners and residents believe the noise and crowds discourage year-round investment. Others believe the bikes are a vital part of that area’s culture, and several bars and retailers there depend heavily on the festival traffic to survive. The riverfront, though, is not Main Street. Over the last decade, Beach Street has improved significantly from a facelift and the addition of several restaurants and shops. But it needs more fuel to thrive. If itinerant vendors and motorcycles are an obstacle to achieving that, then they should be moved to a more suitable location. That’s not a thumbs down to bikers, but a thumbs up to Beach Street. MRF Seeks Sponsors For Next Meeting Of The Minds Convention - Motorcycling and freedom are under assault. The Road to Zero is a Department of Transportation public relations effort to bring highway fatalities to zero in the next 20 years. Great goal!! However, in the DOT’s infinite wisdom, motorcycles have not been included in the plan. And, there are over 8.4 million registered motorcycles in the U.S.! Add that omission to the fact that the MRF must repeatedly insist that the manufactures of driverless vehicles include motorcycle recognition algorithms as standard equipment as part of these vehicle’s guidance system– before they are made available to the public! And if that isn’t enough, law enforcement agencies across the country are bending the laws and

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using profiling to surreptitiously attack motorcycle clubs, club events, and people associated with motorcycle clubs. The threats against motorcycling and the freedoms that motorcyclists enjoy are under attack.

The bureaucrats and politicians attacking motorcycling are not as obvious about it as they were 30 years ago. There are no blatant attempts by legislators to write laws that would outlaw sport bikes, or brand motorcycle clubs as criminal gangs, or blacklist certain motorcycles from insurance coverage. No, this new bunch is a lot more sophisticated than the bunch we had to deal in the ’70s and ‘80s. They’re putting motorcyclists on ignore and forgetting us. Ten years ago, one motorcyclist was responsible for organizing the first Bikers inside the Beltway. That direct lobbying effort was started so that motorcyclists could remind members of Congress in their offices that we will no longer be ignored and forgotten. On May 15, the legacy of Boz Kerr will continue when your MRF leads Bikers inside the Beltway to the Capitol steps and over 100 motorcyclists meet with their members of Congress. We would like you to join us on that ride as we take our message directly to our friends and our adversaries. With events like Bikers inside the Beltway, The MRF is making the voice of motorcyclists heard so that the Road to Zero will not be built on the frames of outlawed motorcycles or the spirits of freedom loving motorcyclists. Again, the MRF would very much like for you to join us in bringing our message to Congress. The ancillary costs for printing,

permits, and related expenses are over $4,000. Since January, with the contributions from freedom loving motorcyclists, we have raised nearly $2,000 toward the goal of supporting Bikers inside the Beltway without tapping into the MRF treasury. I believe that you value your motorcycle and your freedom as much as I value mine. Your contribution of $10, $20, $50, or $100 will help your MRF bring the voice of motorcyclists to members of Congress. With the leave-behind handouts that your contribution helps purchase, members of Congress and their staff will be reminded that the MRF is not going to be ignored, forgotten, or go away! Yours in Freedom, --Fred Harrell, MRF Director, Conferences & Events As you can see, it’s never dull in the motorcycle world. But we need to never give up the fight for motorcycle freedom or give in. If you want a weekly dose of action, slip over to Bikernet.com. In the meantime, Ride Free Forever. --Bandit

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... N IO S S A P E H T , G IN T IN A P E H T , N THE PA

he problem with the cold weather is you begin to forget that there may in fact still be an outside world. You get self-absorbed with your own reality and get caught up with the projects you have going on and sometimes lose track of your own timeline. Cheap Thrills in Asbury Park is usually the first time the seasonal alarm goes off, and if I don’t hit the snooze button, I can usually get a jumpstart on everything I’ve put off since the thermometer dropped. I’ve cleaned house of all the dormant bikes and made room for new and with any luck by the time the salt is washed off the roads and the trees start to green I’ll be carving pavement right on time. My passion has always fallen on art. I have a certain disdain for artsy people and people who want to talk about artsy shit. I’m a workingclass bastard that only keeps his love of art alive by not making it my bread and butter. It leaves me the benefit of not taking requests and doing whatever I want. If I get commissioned, it’s under the condition you get my best but I sure as shit don’t know what it’s going to be until it is what it is. Parts and helmets come in, and parts and helmets leave. I don’t need to deal with people and bullshit and everyone’s happy. Sunday night the phone lit up with a message from a buddy needing some work done on the oil tank of a Panhead he had just finished up, the only issue being that it was already on the bike and it needed to be done for the App Moto Jam on Saturday. It’s a rarity, but for the opportunity to leave a piece of myself on this bike I packed up and made plans to head over the following day. I allowed work to beat the shit out of me for the good part of ten hours; it never fails that if you have

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someplace to be life ain’t gonna let you be there. But as I put work behind me and laid the hammer down I gorilla gripped a cream and sugar slapped on the Minor Threat discography and decompressed enough to get to painting. Steve Kelly knows how to build a bike and he should, he slings wrenches for Harley all day, and his family falls to a devout Panhead religion 365 days a year. His 51FL laid in wait at his Father-in-laws garage cradled in the walls of motorcycle history. A wood-burning stove created an oasis from the night air as it warmed the cold steel of the thousands of parts hanging from the rafters. The walls of the garage were layered with photos, and artwork ripped from decades of chopper magazines, this was more than a garage, this was a shrine. Slink has lived in this house for well over 60 years. At every turn, there was motorcycle history. This was a place to be inspired and a place where a man could learn about the history and respect that this culture was based on. Steve’s Pan sat perched on the lift, clean and regal. The frame had been freshly Parkerized, and the parts were original without the screaming attention of the new age patina craze. My attention fell to the oil tank, the finish was gone and replaced with a dull oxidation, and it nested firmly into the frame. It was almost a crime to add paint to it, yet it was also an honor. I tend to design pieces that become part of the overall, but I also try to take them to the edge of what the norm would be. I have a deep respect for old tradition, but I believe there is always a place for evolution. But in the case of this FL, I wanted whatever I did to slowly fade into the bike and age well. This was no place to try to grab attention. Less absolutely would be everything. I fully expected Steve to have a lot of input on what needed to go on the tank, with a bike like this it was almost understood, but that just wasn’t the case. I explained my thoughts, and he cracked a beer and gave me free rein. I could listen to Steve and Slink shoot the shit forever, and as I laid down the 1shot, I realized that the radio was

playing kid songs for probably the past hour, Slink knew but he also didn’t seem to care. Both Steve and Slink refused to catch a sneak peek at what was happening on my end, I was honored by their blind faith, but if I was going the wrong way, it was too late now. About three quarters through my project Sarah, Steve’s wife, and Slink’s daughter showed up and gave me her approval. She was dropping off her 46 Knuckle frame she’d had repaired at 47 Industries. She aims to have a Flathead in it and ready to race by 2019’s Race of Gentlemen. This, by all definitions is a motorcycle family. With Sarah’s stamp of approval, I allowed myself to finish up with without lingering doubt, at this point if Steve didn’t approve I could just throw his wife under the bus with me (yeah, I’m that guy). There were no worries, in the end, Steve was either overjoyed, drunk or a phenomenal liar. I set out to not stand out, and the bike kept its class. I think it is absolutely necessary to spend time breathing in the dust of a garage, taking in stories, and creating. Maybe I just forgot being caught up in my own little world. Steve said that he couldn’t thank me enough, but in the end, I should be thanking them.

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S&S 4” Big Bore Kit

S&S’s 100”/110” big bore kit has just undergone a total redesign and is better than ever. Inspired by their Pro Stock Drag Race engines, the updated big bore kit utilizes a Ductile Cast Iron liner wrapped in cast aluminum for optimum thermal conductivity and performance. 1999-2006 Twin Cam 88® engines roll up to 100ci, and 2007-17 Dyna/Softail and 2007-16 Touring become 110ci monsters! No machining necessary and install can be done with engine still in the bike. Kit works well with stock cylinder heads, or let S&S CNC port those heads for even more power. At 10.5:1 compression it makes for a very streetable and dependable engine that also responds well to performance cams. https://www.sscycle.com/4-inch-big-bore/

Polished FAT Handlebar Riser Extension Kits

The DK Custom Products Polished FAT Handlebar Riser Extension Kits fit Harley-Davidson Motorcycles. Available in 1”, 2”, & 3”. Great for 1.25”- 1.5” diameter risers found on many Softails and Dynas. Made in the USA! Billet Aluminum that is easily polished to a Mirror Finish. Includes grade 8 bolts. Whether you’re wanting a taller look, needing more clearance, or wanting more comfort in the shoulders and back, these Stealth and Fat Riser Extensions are Easy & Economical. Also Available in Black. www.DKCustomProducts.com

JIMS® Left Main Seal Installer

Less than perfect installation of the left crankshaft oil seal can result in unwanted oil transfer between the engine and the primary drive. With a retail price of $86.00 the JIMS® left main bearing oil seal installer (Part no. 5810) not only assists with perfect installation (which includes bottoming out when the seal is properly installed) but it has the added advantage of allowing the alternator stator to remain in place during the operation. For more information visit www.jimsusa.com.

DRAG SPECIALTIES SWINGARM BUSHING KIT

Replace worn out and damaged bushings with a Swingarm Bushing Kit from Drag Specialties. These bushings firm up handling and tracking, making for a smoother ride. Kit includes bushings and tolerance rings for 8001 FLT, FLHT, FLHT, FLHR and 82-94, 9900 FXR models. The suggested retail price is $99.95. http://www.dragspecialties.com/ products/?productId=474672

Drag Seats PREDATOR 2-UP SEAT

The right mix of aggressive styling and comfort with the Predator 2-Up Seat. Maximum comfort and styling, this seat has a 3/16” thermoformed seat base with rubber bumpers and fully carpeted bottom. Solar-reflective leather in the seating area helps keeps the seat cool on hot days. This seat features a double diamond stitch pattern with black stitching for added detail. Made in the USA, Includes hardware for 06-17 FXD, FXDWG and 12-16 FLD models. MSRP $334.95. http://seats. dragspecialties.com/

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TRADITIONAL SISSY BARS FROM THE CHOPPER GODFATHER

Paughco SISSY BARS have been a fixture in the chopper community since the late 60s’ and with current “back to basic” trends they are just what builder are looking for. From the always popular Capt. America style to your basic short and tall with 40° bend, Paughco offers a Sissy Bar style that’s just right for your Rat Bike or Retro Scooter. Bars shown here are available for a variety of applications including rigid, swing, belt, chain, with or without seat bracket to fit Flat or Fat Bob fenders. Prices for Paughco Sissy Bars start at just $137.95 and can be ordered by calling 775-246-5738 or catch the full line up at www.paughco.com

EASY-TO-INSTALL trike KITS

These new Trike Bodies from Paughco are the number one component when it comes to your 3-wheeled project’s image. Say Old School Practical with the Truck Bed kit or Sporty Low Down with the HOT ROD. Truck Bed style kits are heavy gauge formed sheet steel and the Hot Rod bodies are .100” rolled and formed aluminum. Kits are designed to bolt directly to the stock rear frame horns. Both models are offered to fit a wide variety of chassis applications from 58-84 FL 4-speeds to 93 through 2004 Sportsters, 96 and later Dynas and 86-2011 Softails. All kits come with mounting hardware and supports. The Hot Rod bed does not come with taillights or license frame shown in the photo. Paughco Truck Bed kits retail for $1249.95 and the Hot Rod goes for $699.95. www.paughco.com

All-New RE-START Battery Line

MOTO FLOOR BOARDS

JIMS® Main Bearing Remover & Installer

The Milwaukee Eight® engine uses a completely unique engine case main bearing. With this in mind, JIMS® is proud to introduce a main bearing remover and installer (Part No.5813) designed just for the Milwaukee Eight®. High levels of precision and accuracy are necessary, so only the best in tools can be trusted. With a retail price of $190.05 our tool not only removes the left and right main bearing without damaging the case, it also provides correct alignment and depth during installation. For more information please call us at (805) 482-6913, email us at sales@ jimsusa.com, or visit www.jimsusa. comwww.cyclexchange.net

Brass Balls Performance Moto Floor Boards are inspired by Moto Cross and deliver the grip to prove it. Tapered perimeter edge to optimize lean angle. Grip is second to none. These boards take performance & style to the next level. Precision machined from aircraft grade 6061 T6 billet aluminum. Natural aluminum. Includes adjustable mounting hardware. They are light weight and strong. $419.95 www.brassballscycles.com

Antigravity Batteries introduces the allnew RE-START Battery line. The first and only battery with BUILT-IN JUMP STARTING! Our one-of-a-kind RE-START Technology intelligently monitors its voltage and will put itself to sleep if it senses over-discharge, yet amazingly saves just enough reserve energy to start your vehicle. For example, you left your motorcycle lights on overnight – normally a dead battery emergency, but not with the restart function. Simply press the RE-START Button located on top of the battery to start your vehicle and drive away. No need for Jumper cables, Booster Pack or assistance. Not only does the RE-START battery save riders from dead battery emergencies, it’s the first powersports battery to offer a full onboard Battery Management System (BMS). Our new RE-START Batteries offer a true BMS, with full time Lithium Cell Balancing, Low-Voltage Cutoff, Over-discharge/Over-charge protections and temperature protections. www. billetproofdesign.com

DRAG SPECIALTIES SOLID-STATE REGULATOR

Regulate voltage the right way with a Solid-State Regulator from Drag Specialties. This 12V regulator features a rugged aluminum alloy construction that accurately regulates voltage under all electrical loads, has no relay contacts to prevent wear, and is environmentally sealed to protect against moisture and shock. Available in black for 14-16 FLHTKSE, 15-16 FLHXSE and FLTRUSE models, the suggested retail price is $189.95. http://www.dragspecialties.com/ products/?productId=474649

JIMS® Cylinder Head Holder

Different spark plug threads in the Milwaukee Eight® heads call for a different head holder, and we have it. The proven system for anchoring the head in a vice is now available from JIMS® for this new engine series with an MSRP of $63.00. Our new tool (Part No. 5828) is two sided, one side threaded for Twin Cam Heads, and the other threaded for the new Milwaukee Eight®. For more information please call us at (805) 482-6913, email us at sales@jimsusa.com, or visit www.jimsusa.com.

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OFFICIAL POWDERCOATER OF FLAT BROKE CHOPS & RODS

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ADVERTISERS INDEX AMCA ............................................37 5 Ball Racing Leather................. 109 Bare Bones Leather.......................37 Battery Outlet..............................111 Big Mountain Run.........................103 BikerNet.com................................113 Bikers Choice...................................3 Billet Proof Designs........................79 Buffalo Chip..................................39 Kiwi Indian....................................37 Cycle Source Gear.........................85 Definition Of The Chopper............105 Dennis Kirk....................................9 DK Custom Products....................111 Dirty Bird Concepts.......................79 Drag Specialties............................15 Dutchman....................................111 Faith Forgotten Choppers.............99 Feuling..........................................111 Fox Creek Leather..........................65 GEICO..............................................2 Gettysburg Bike Week....................35 Harbor Freight...............................49 Hardtail Choppers........................110 Hijinx Apparel..............................110 Hot Leathers.................................105 Hydroclutch..................................110 I Draw Flies...................................108 Indian Larry Motorcycles..............27 Inferno Art...................................110 LePera Seats..................................53 Lucas Oil........................................45 J&P Cycles.....................................63 Kiwi Indian....................................29 Led Sled Customs...........................69 Lutz Leather.................................110 Metzeler..........................................75 Mikuni...........................................51 Nash ........................................... 112 National Motorcycle Museum......110 New Air-A Vape Shop...................110 Pandemonium..............................108 Paughco.....................................19,57 Progressive Insurance...................21 Russ Brown...................................33 S100...............................................55 S&S Cycle.....................................116 SBS Brakes....................................89 SpeedKing.....................................79 Sporty Parts.................................111 Steel City H-D..............................115 Tech Cycles....................................29 ThermoTec.....................................65 Three Two Choppers.......................95 Tropical Tattoo.............................113 Twisted Choppers............................5 Twisted Tea......................................4 Zipper’s Performance.....................85

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

ittle Johnny and his buddy Little Billy we’re arguing one day. Little Billy said, “My dad’s better than yours!” Little Johnny responded, “No way, my dad’s better than yours!” Then Little Billy said, “My Big Brother is better than your big brother.” Of course, Little Johnny responded, “No way” Finally, Little Billy said, “My mom’s better than your mom!” Little Johnny sat there for a minute thinking and then Little Johnny said, “I remember my dad saying your mom’s better than my mom a couple of times.”

BikeNut

ne summer evening during a violent thunderstorm a mother was tucking her small boy into bed. She was about to turn off the light when he asked with a tremor in his voice, “Mommy, will you sleep with me tonight?” The mother smiled and gave him a reassuring hug. “I can’t dear,” she said. “I have to sleep in Daddy’s room.” A long silence was broken at last by a shaken little voice saying, “The big sissy.”

Elijah

t was a hot Saturday evening in the summer of 1958 and Fred had a date with Peggy Sue. He arrived at her house and rang the bell. “Oh, come on in!” Peggy Sue’s mother said as she welcomed Fred in. “So, what are you and Peggy planning to do tonight?” she asked. “Oh, probably catch a movie, and

114 June ‘18

- CYCLE SOURCE MAGAZINE

then maybe grab a bite to eat at the malt shop, maybe take a walk on the beach...” “Peggy likes to screw, you know,” Mom informed him. “Is that so?” asked Fred, incredulous. “Yes,” said the mother. “As a matter of fact, she’d screw all night if we let her!” “Well, thanks for the tip,” Fred said as he began thinking about alternate plans for the evening. “Have fun, kids,” the mother said as they left. Half an hour later, a completely disheveled Peggy Sue burst into the house and slammed the front door behind her. “The TWIST, Mom, The TWIST!” she angrily yelled at her mother. “THE DAMN DANCE IS CALLED THE TWIST!!!”

Shelly

hile her husband was at work, a blonde decided to paint their living room. After her husband arrives home, he finds his wife lying on the floor in a pool of sweat while wearing a parka and a mink. He asked her what she was doing. She said, “I wanted to prove to you that not all blonde women are dumb, and I wanted to do it by painting the living room.” He says that he was impressed at the good job she had done, but asked, “Why are you wearing two coats? She replied, “I read the directions on the paint can, and they said, ‘’For best results, put on two coats!”

Bob

teacher was teaching her second-grade class about the government, so for homework, she told her students to ask their parents what the government is. When Little Johnny got home, he went up to his dad and ask his what the government was. His dad thought for a while and answered, ‘’Look at it this way: I’m the president, your mom is Congress, the maid is the work force, you are the people and your baby brother is the future.’’ ‘’I still don’t get it’’ responded the Little Johnny. ‘’Why don’t you sleep on it and maybe you’ll understand it better in the morning,’’ said the dad. ‘’Okay then...good night’’ and Little Jonny went off to bed. In the middle of the night, Little Johnny was awakened by his baby brother’s crying. He went to his crib and found that he had taken a crap in his diaper. So Little Johnny went to his parent’s room to get help. When he got to their bedroom, he looked through the keyhole to if they were asleep. Through the keyhole he saw his mom loudly snoring, but his dad wasn’t there. So, he went to the maid’s room and looked through the maid’s room keyhole, he saw his dad having sex with his maid. Little Johnny was surprised, but then he just realized something and thinks aloud, ‘’OH!! Now I understand the government! The President is screwing the work force, Congress is fast asleep, nobody cares about the people, and the future is full of shit!’’

Jack

college math professor and his wife are both 60 years old. One evening the wife comes home and finds a note from her husband that says, “My dear, now that you are 60 years old, there are some things you no longer do for me. I am at the Holiday Inn with my 20-year-old student. Don’t bother waiting up for me.” He returns home late that night to find a note from his wife: “You, my dear, are also 60 years old and there are also things I need that you’re not giving me. So, I am at the Motel 6 with one of your 20-year-old students. Being a math professor, I’m sure you know that 20 goes into 60 way more than 60 goes into 20. So, don’t you wait up for me.”

Michael

CYCLE SOURCE June ‘18

115

Cycle Source Magazine June 18

Articles inside

What's New On The Market

The World Report Powered by BikerNet.com

Bandit's Brat Style Swap Meet Pan

A Factory Visit With Metzeler

Rebuilding A CB750 With MotoAuct

Three Two's No Drama Evo

Chad Trayner's '42 Flathead

Taking Two New Lids To The Track

Best Of Show From Laconia

Kayla Koeune's Infrno Art

Bing's Cycles In Motion Show Bike

The Old, The New, Still The Best Way To Start The Year

Buttera's Metal Werx

Ken Takes The New Iron 1200 Around Daytona

Installing An XS650 Starter Delete With Daniel

Word Of Mouth On Some Of The Good Stuff Out There

The New 45 Class Draws More Racers

Best Turnout Ever For 2018

Mr. Fish Shows Us How To Work With Holes