Cycle Source Magazine Issue 299- May 2023

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STAFF WRITERS

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

STAFF PHOTOGRAPHERS

Chris Callen, Heather Callen, Mad Stork Ken, Twila Knight, Melissa DeBord, Deb Fitch

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John Starrett, Del Hickey, Athena Ransom, Walt Lumpkinzxxz

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Chris Callen

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the world just seems to get a little stranger all the time. The rubric on TV, when it comes to politics and the differences in the generations and social dilemmas, all of it amassing to a very different culture than when I grew up. Now, I am not usually one to groan about what the younger generation does. Hell, from time to time, the changes we experience as generational change are solid and take us to new places. However, one observation I’ve made over the past few years has me wondering about our willingness to try to win. Of course, for me, this starts and ends with the motorcycle culture, but it goes out through our whole nation and should push an alarm button. What started with the ‘soccer’ moms wanting every child to get a trophy has trickled down into a system where I believe we are rewarding mediocracy. It begs to ask the question: Are we so afraid to fail that we have lost the drive to try to win? There have been volumes written on dealing with the fear of failure, whether the subject is relationships, workplace habits, or just the good old “How to win friends and influence people.” But like I said, for me, this only needs to apply to motorcycles. It seems that over the past decade, we have moved into a time where rather than have judges at a motorcycle show, we have participation awards. Right off the bat, I can agree that not every show needs a panel of judges. And I know that even in the best attempts to keep it honest and fair, there happens to be some nepotism from time to time. You can also consider the other side, where some builders feel that no one should judge another person’s work. Their craft or their art is what it is, and to say this is better than that is subjective. I agree with that, but there is another variable at play here, and I think that overlooking it may cost us in the end.

You see, to build a custom motorcycle, you must sacrifice; time, money, other interests, and time with friends and family. It takes a lot of effort and is a considerable investment. Achieving this once in your lifetime deserves accolades, so getting an invitation to one of the prestigious shows where everyone gets a plaque for showing up is great. I applaud these shows for their work. However, if we don’t hold to some standard and have a place where those individuals who have taken things to another level compete and where that extra effort is rewarded by raising them above their peers, where is the initiative to go that extra distance going to come from? Suppose you are at a show where one guy has put in hundreds of hours on a build. He has taken his craft beyond anything he has done before and has completely innovated a part or procedure. In that case, this deserves an actual award. If that bike has a blend of new and old, different uses of metals and finishes, or possibly has adapted parts from vehicles other than a motorcycle, like Christian Newman has done with his builds, then this level of achievement needs to be recognized. This is not to say that person is better than anyone else or that his Panhead is better than another cat’s Sportster. No, it’s just to say that here is an example of what determination, conviction, and perseverance result in.

No, for the rest of the world, the idea that everyone’s effort is as good as the next person, well, that’s a nice fairy tale. In truth, the real world has a standard, and the best are rewarded, and those who only strive for mediocracy are left in positions where they can’t really do any damage. In other countries, they are keenly aware that this type of system drives innovation. Some even have a scoring system that prevents those unwilling to apply themselves as much

as others from continuing education past a particular grade level. This might sound a little rough, but you have to ask yourself, how badly do you want it. What does it take to be a leader, an individual, to be respected among your peers, or to be viewed as a master of your craft? Are you willing to fail, again and again and again, in the pursuit of that? Or are you ok with the idea of just doing enough to show up and get perfect attendance? For me, baby, I want to own whatever I do in the best way I can do it. Not so I can brag that I’m better than another person. No sir! I am in a race with the most fierce competitor I have ever faced: myself. I want each bike I build to push my personal boundaries, make me learn more about my craft, and expand my capabilities. Ultimately, my true reward is that I am more complete or well-rounded in the shop. Now, if, in the pursuit of that goal, I am given an award that singles me out as being above the crowd of other seasoned, well-established craftsmen, then that’s all the better because I know they are set upon the task of taking their own skills to the next level. Where does the inspiration go if we remove this system and take away achievement awards? How do we teach the next generation that it’s ok to fail? How will they know that effort and sometimes failure play a crucial role in forming a better work ethic, and is a better plan to go back and try to win next time if we keep running around with a net to catch them?

Trust me, if you want to see things get better, set the bar high, let them fail, and help them get back up and learn that it may take just a little more than they put into something if they want to win next time!

Article And Photos By: Bob Vitti

warm greetings from sunny SoCal, the birthplace of chopper motorcycles and home of the annual and highly anticipated David Mann Chopper Fest. The event, held on Superbowl Sunday, attracted several thousand motorcycle enthusiasts and iconic figures from the custom motorcycle world. It featured an allbrand custom competition between 22 classes of motorcycles from Antique and Old School to Special Construction and Radical Design classes. Held on the 62acre Ventura Fairgrounds site, under the palm trees and adjacent beach, the venue was filled with spectators, vendors

of every kind, a motorcycle swap meet, the David Mann & Friends Art Exhibit, two bands, food, hundreds of custom bikes

The history behind Dave “Huggy” Hansen, David Mann, and The Chopper Fest.

Chopper Fest was the brainchild of Dave “Huggy” Hansen, who, in 2004, after holding antique and motorcycle swap meets on the fairgrounds site for over 40 years, decided to put on a chopper show. Dave grew up in 1960’s Ventura, California, during a tumultuous period in our nation’s history. He graduated high school in 1966.

Just when the Vietnam War was at its peak, the British Invasion dominated the music scene, and the birth of the “chopper” revolutionized

and a motorcycle stunt show held in the parking lot next to the beach.

motorcycle culture forever.

While in high school, motorcycles were never a part of Dave’s future plans. As a football hero in his senior class, his plan was to attend college and join the college football team. As fate would have it, a friend bought a Honda the summer after he graduated high school and encouraged Dave to take it for a ride.

“Man, it was really fun!” and Dave was hooked. They spent the summer cruising the boulevard with local surfers and hippy chicks, and life was grand until that one fateful evening. Throughout his school years, Dave had a friendly rival from across town named Roger. They were very much alike and competed against each other in everything, including sports and girls. “Sometimes, I would win. Sometimes Roger won. It was all good.” On this particular evening, Dave and his friends were hanging out at the end of California Street with their girls and their Hondas, when they heard the distinctive sound of Harley coming down the hill. “And I turned around, and there’s Roger on this beautiful Knucklehead chopper, and I’m looking at his bike, and he looks up at me in his full chopper garb and says “Hondas eat shit,” like that. I look at my Honda and I look at his Harley and I go; “f**k, he’s right!”

“So, I went from hero to zero. My balloon was deflated, and I wanted to get a bigger motorcycle, but I didn’t want a Harley ‘cuz all the guys I knew that were riding Harleys changed them, and they became Harley Hard Guys. They would get the Hard Guy attitude, and that wasn’t me. These guys that never even played football or they sat at the end of the bench, and now they’re tough guys? I just couldn’t marry the two concepts. A buddy of mine said, “Well, what about an Indian Motorcycle?” So, I went over to his shop and started talking to

him. At this time, I had a rigid 500CC Triumph (I’d moved up from the Honda). And again, Triumphs were accepted, unlike a Honda, which was unacceptable. So, I bought an Indian from him (in pieces) and rented a portion of his shop to work on my Indian. Then I started renting out more of his shop as I started taking on more work. I was fairly adept at mechanics, a talent I never knew I had, and 50 years later, here I am.”

Cycle Source: “What was your relationship with David Mann?”

Hansen: “David was a good friend of mine, and I worked on his motorcycle for him.”

Cycle Source: “Was this when he lived in Hollywood Beach?”

Hansen: “Yeah”

Cycle Source: “How did you meet David Mann?”

Hansen: “He came into the store, when he needed some work on his Panhead. We developed a friendship and every once in a while, I would go down to Hollywood Beach, and we’d go drinking at the Rudder Room.”

Cycle Source: “How did Chopper Fest come about?”

Hansen: “Well, I’d been putting on swap meets, races, antique shows for 40 years, and I figured it was time to put on a chopper show ‘cause nobody was doing it. So, I contacted David, who was in Kansas City, and I go; I’d love to fly you and Jackie out here. I need a piece of your artwork for our T-shirt and show design. Are you up for that?”

Cycle Source: “Was this in the early 2000s?”

Hansen: “It was 20 years ago. And he (David Mann) goes, “I’d love to do it, but I’m in the hospital right now, but I’ll be out pretty soon, and when I do, I’ll come out there and talk, and we’ll get something going.” And then he died. I decided then and there that what better way to honor my friend than to name a custom chopper show after him because he was and is an icon.”

Chopper Fest was an enormous success this year and speaks to the passion and love of the biker phenomenon and its cultural icons. A few of those that I ran into in the course of the day were Dave Hansen and his son Tory Hansen, Mondo Porras, the Godfather of Choppers, Micah McCloskey, Love Ride founder Oliver Shokouh, motorcycle stunt women/print models Brenda Fox and Gevin Fax and literally hundreds of custom chopper builders. Their passion, attention to detail, and dedication to this cultural art form will continue for generations to come. They are the visionaries, the foundation, the elders, and its part of our generation.

this month I will show you some of the maintenance I do on my bikes. With that said, let’s get into it! I am going to show you how to adjust the cam chain and the valve lash on a Yamaha XS650. This adjustment is common on most parallel twin engines. This can be accomplished with basic hand tools and your good ol’ shop manual. This is necessary to keep your sweet ride in tip-top running condition.

To start things off, I remove both spark plugs. Removing both spark plugs will allow the engine to rotate over easily.

There is a screw for the cam chain adjustment. Remove the acorn nut cover to access the cam chain adjustment screw. You will see the inner push rod and the end of the screw. What you are after here is for the inner push rod to be flush with the end of the screw. While rotating the engine over, the pushrod will move in and out slightly. You want the rod to be as flush as possible while rotating the engine. After you adjust the cam chain screw so it is as flush as possible, now your cam chain tension is adjusted. Reinstall the acorn nut cover.

Next, we need to adjust the valve lash. Start by removing all four of the valve tappet covers. This will give us access to adjusting the valve lash.

If, by chance, you are running an aftermarket alternator setup, you may not have these timing marks. You can use a wooden dowel to bring the piston to its highest point. This is a way to verify top dead center. At this point, I always confirm that the cam is on base circle. Meaning, not on a cam lobe.

“go”/ “no go” gauge.” I do the same for the exhaust with a .005 & .006. The valve lash adjustment screw is

Bring the engine to top dead center on compression stroke by aligning the timing marks on the alternator. I always start on the left side of the engine. This is what I call the accessory side.

With your manual in hand, look up the valve lash specs for your engine. For a Yamaha XS650, I set the intake valve lash at .003 and the exhaust valve lash at .005. With wanting my intake valve lash at .003 I pull out a .003 & a .004 feeler gauge and verify that the .003 fits with slight drag and the .004 does NOT fit. I use this for a

turned IN for tighter clearance, and OUT for looser clearance.

So, with the accessory side of the engine valves adjusted (left), I rotate the engine 1 full revolution and then verify once again that the cam is on base circle, then adjust the valves

on the right by following the same steps as above. Reinstall all four tappet covers. Now your valves are adjusted!

Adjusting your cam chain and setting your valve lash is a very straightforward process that can be done in less than an hour. These two things can come out of adjustment and cause minor hiccups. With these adjustments, your engine will be back in spec and in tip top condition. I recommend doing these adjustments every 1000 miles.

If there is something you would like to see a Tech article on or have questions, please call or email me at the shop anytime at 419-576-6812. Pandemonium Custom Choppers

FB - Pandemonium Custom Choppers IG - pandemoniumc2 happydandemonium@gmail.com www.pandemoniumcustomchoppers.com

dArticle By: Chris Callen Photos By: Michael Lichter

an Toce is the kind of man that makes you want to do better, whether that applies to life or your time in the garage. He regularly comes out with motorcycles that break the mold of what a custom bike is. Such is the case with Michael Michael here. He did it again.

I caught up with Dan to get an idea about where all this came from. For him, it all started with Sport Bikes. In that part of the industry, he kills on performance and has many of the leading overseas manufacturers copying his

innovations. It was there that he started customizing bikes, wide tires, and wild, following the Harley guys trends during the Biker Build Off era, and he was right there with all of us hanging on every episode. Dan started doing chrome work for the OCC guys and found himself fixing a lot of stuff as it came in for plating. He started getting the idea that he could do any of the fabrication these guys were doing with a little initiative, so he went for it. It was around 2004 or 5 that he started building a bike he

calls Testadura, which means “Hard Head” in Italian. That was one of Dan’s nicknames growing up, and it fit the idea that he was just gonna build a bike outta nowhere and take it to the big show. Sharing a love for the style of Billy Lane and being about the same height was where he started. To Dan, how someone looks riding one of their bikes is as important as how it looks parked. Sitting on a bike is the best way to pull that off, so his bikes follow those same lines One of the key features was the exhaust that comes up under the rear

fender. The truth is exhaust is this cat’s game. And in conjunction with Steve Broyles is currently innovating both the Sportster S and Pan American exhaust systems.

Nonetheless, that first build scored him a win at the local Easyrider show and an invitation to Columbus. There he met Mike Lichter, who shot it for publication immediately. This introduced him to everyone in the industry, and soon he was in the company of Dave Perewitz, Billy Lane, and, you guessed it, Steve Broyles. Dan still rides the hell outta that bike which is on its third motor, due to the paces he puts it through.

Fast forward to 2015, Dan had the idea of taking five bikes with his Rat Rod style anti-big wheel designs to Daytona. He went to the guys in his shop and asked them to help with the builds. It was a ridiculous deadline, but they put in the work, sleeping at the shop and working around the clock to get them done. Each time a decision needed to be made of what to put where Dan would ask the person working on it what they thought of which bars to use or what finish a part should have. Nearing completion of the builds, he announced to the group that each bike they had been working on was their very own motorcycle. He gave them the bikes, took them all to Daytona, and they ruled by winning with at least one of the bikes at every show they went to.

Now, all these years later, Dan gets invited to the most coveted show for

a builder; the Michael Lichter Gallery in Sturgis. Dan agreed but wouldn’t tell Mike what he was building, just that it would be his version of a chopper. Using his eye for design, he began with an Indian Bottle Cap engine. While Dan was working on the bike, his young nephew, who had always wanted Dan to build him a motorcycle, passed away unexpectedly. As an artist does, Dan took that emotion and made the build a tribute to the young man whose mother always called him

Michael Michael. Taking inspiration from Pan American wheels, a bike that looks like it doesn’t have a rear axle, and some ‘67 caddy tail lights, he went to it. At every point, he tried to break the mold, with a gas tank that looks like it doesn’t have bolts holding it on, the taillights that are worked into the sissy bar, and a lifted transmission that would make the bike come to a point in the back as well as the front. Aaron Green is also a huge inspiration to Toce, and you can see that

influence in the tank’s shape. As you can imagine, the rear axle made it hard to adjust the chain, so Dan used this as another opportunity to go against convention. He cut the frame’s rear section into three pieces, making it the mechanism that adjusts the frame. When it comes to finishes, Dan thinks way outside the box. Of course, the Pradke paint is top shelf, but those colors you see all over the frame are achieved from an aerospace process called Hydrogen Embrittlement Relief. It’s performed by doing hard chrome, 4 thousandths thick, that’s hand polished. Then it’s baked with a torch in the same way you would anneal something. When the heat hits the various thicknesses of the material, it reacts in different ways and presents different colors. Very cool! The final detail would be the seat. Dan has a

michael michael Tech Sheet

Owner: Dan Toce

City/State: South Windsor CT

Builder: Dan Toce

ENGINE

Year: Indian Bottle Cap

Ignition: Thunder Heart

Displacement: 110

Carb: Mikuni Dual Throat

Exhaust: Toce Rifled

Primary: Handmade / Tek Cycles

TRANSMISSION

Make: Baker 6 in 4

Shifting: N1

FRAME

Year: 2022

Model: 3 Piece Chromoly

Rake: 38 degrees

Stretch: 4”

Forks:

Builder: Denver’s Choppers

Type: Springer

Triple Trees: Denver’s Choppers

Extension: 19 Over

WHEELS

Front Wheel: Pan America

Size: 21”

Tire: Midas

Rear Wheel: Pan America

Size: 18”

Tire: Midas

Rear Brake: PM Caliper + Toce Rotor

PAINT

Painter: John Cronin & Robert Pradke

Color: Black

Graphics: Robert Pradke Pinstripping

Chroming: - Toce / Allied Metal Finishing -

Hard Chrome

ACCESSORIES

Bars: Toce

Risers: Toce

Hand Controls: Toce

Foot Controls: Toce

Gas Tank(s):Toce

Oil Tank: Toce

Rear Fender: Oddi Cycles

Seat: Toce / Lou Meloni

Headlight: Drag

Taillight: 1967 Cadillac Coupe Deville

Speedo: None

Photographer: MIchael Lichter

seat guy that does a lot of his stuff, but his dad has always wanted to do that type of work, so a while back, Toce bought him the tools to do it, and his dad picked this bike to throw his hat in. The result was not exactly what Dan wanted, and his guy stepped in. That effort produced a beautiful seat that looked like it should have been in

a Bently, but when it was put with the paint, it just clashed. Dan went to bed the night with a pad and a pen. The next morning, he decided to make the seat from a form-fitted piece of aluminum, and the bike became a three seater. All that was left was for him to explain to the other two that he wasn’t using their seats.

In the end, Michael Michael rolled into the Lichter Exhibit on time and perfectly finished for what he would find out was the last of those exhibits in 2022. It was a huge honor for Dan; like he does with most things I’ve seen; he took everyone along for the ride.

remembering don bashline In Memory Of a brother

don Bashline was a hometown hero for as long as I can remember in the motorcycle community, but the more I got to know him over the years I realized what an incredible mind this man had. Like me, he was a graphic artist but miles ahead because he had come up with the craft before people were using computers to do it. He was responsible for designing the PPG logo many recognize as a household brand today. Don started using Apple computers when they were still under the name MacIntosh and taught the leaders of that field how to expand the possibilities with this new tool. Now, having said that, he was a motorcycle nut. As a matter of fact, the first time I ever went to his house,

he greeted me with a bag of used parts and never even answered my greeting but went straight to it. “You wanna see what’s wrong with Harley’s new TwinCam engine?” He questioned. That led to an hourlong discussion of where the motor company went wrong with their new motor family, and thus began my education through Bashline. Over the years, he taught me so much about motorcycle culture and the magazine business, but more than any of that, he gave me little sparks of inspiration and encouragement to keep going after my dreams.

Early on, as the graphic designer for Iron Works Magazine, he and Dennis Stemp had pulled off what I thought was a special issue that

was way ahead of its time called All Sporties. Dennis was an oddball like the rest of us Steel City nerds, and I was drawn to the whole crowd with their “Thinking man’s Harley Magazine” approach. Nevertheless, the years went on, and Don and I both turned into old men and did what old guys do. We would sit on his porch from time to time, drink coffee, and smoke cigarettes. Convinced we had the answers to solve the world of motorcycling’s problems but wondering if we should. Hard to explain unless you already know that place I’m speaking of, but Don did. He was a leader, an innovator, a friend, and a brother. But as a mentor is how I will miss him the most! Godspeed, Don. I hope you are telling them

upstairs everything that’s wrong with the M-8. Godspeed - Chris

A Few Words From Don’s Long Time Friend Marilyn:

Don Bashline was a singular talent: a man who appreciated motorcycles not only as a rider who enjoyed pushing their performance limits but equally so for their aesthetics as purposeful machines built for beauty too. He was, after all, an artist.

Proof of that is captured on the Kiwi Indian website, where Don’s illustrations of “exploded” vintage Indian assemblies provide vivid instruction and detail that distracts from their impact as distinctive industrial art. Don drew them from his rare perspective of one who not only understands the function of such assemblies but also values the mechanical elegance they exhibit in the performance of that function.

Dennis Stemp and I first met Don

in the early ‘80s when we were all working in Pittsburgh’s commercial

during annual report season. When IronWorks Magazine began, we shared office space with Don and his wife, Joyce. A shared affinity for biking sealed the friendship as it also became apparent that Don’s design sensibility was just one of his inspired abilities.

As an avid rider, he fed his speed jones through motorcycling as fervently as he pursued hot cars and airplanes. Don’s collection of steam engines, railroad horns, and steampunk-style contraptions fed his personal aesthetic in equal measure. He delighted in constructing – and de-constructing - these things. They endowed his unique art spirit and surfaced in innovative and subliminal ways that those who loved him learned to see.

Ride on, Don. -M. Stemp

printing industry. Don was much in demand by corporate firms, especially

The Sturgis Motorcycle Museum

& Hall of Fame is home to a wide variety of motorcycles. They include antiques, customs, racers, and historically significant motorcycles.

Our oldest motorcycle is a 1910 FN Four. The FN is a Belgian motorcycle (made by Fabrique National). Later models held land speed records, at the blistering pace of 40 mph in 1911. The FN’s were also the first production inline four-cylinder motorcycle.

The FN Four is powered by a 498 cc inline four and has a pedal start. It has no front brake and a rear drum brake.

Article And Photos Courtsey Of: The Sturgis Motorcycle Museum

The FN Fours enjoyed great popularity from 1904 until 1923. Early American inline fours, like the Pierce Arrow, can trace their roots back to the FN Four.

The motorcycle pictured is on loan from Urban Hirsch.

The Sturgis Motorcycle Museum & Hall of Fame is a 501(c)(3) non-profit, donor supported museum. The Museum’s mission is to collect, preserve, and interpret the history of motorcycling, honor those who have made a significant impact on the sport and lifestyle, and pay

tribute to the heritage of the Sturgis Motorcycle Rally. The Sturgis Motorcycle Museum & Hall of Fame is open daily, with hours varying by season. The Sturgis Motorcycle Museum hosts its annual Hall of Fame Breakfast and Induction Ceremony on Wednesday, August 9 at the Lodge in Deadwood. Get your tickets at www. sturgismuseum.com

oArticle by: Ahtena Ransom PhotosBy: Walt Lumpkin & Harley-Davidson

k, let’s start out by saying, “This isn’t your momma’s Sporty!” There was a time and place when everyone said a Sportster was a chick’s bike when in all actuality, it was the most top-heavy motorcycle made by Harley-Davidson. If you could maneuver that model, you could ride any model the factory put on the road. Sounds unrealistic, but it’s a fact, and the 2023 Nightster is anything but your momma’s Sporty.

The Revolution Max 975T, 60-degree Watercooled V-twin puts a new twist to what many Harley-Davidson riders consider the smaller lineup. This is truly the smallest, and if you approach this bike with pre-conceived expectations, it may seem disappointing at first glance. I will say it is worth riding the Nightster, and here’s why…

Ready? Set? Go! This 483pound ride, with a seat height

of 27.8 inches and wheelbase of 61.3 inches, isn’t too hard on the eyes. Profiling a somewhat “peanut-tank” shaped air box with a

somewhere in there is the Harley we all know and love. The Nightster does have plenty of “Show,” along with 12:1 compression, the DOHC with hydraulic self-adjusting lifters, and its variable intake cam timing. This model also has “Go,” surprising even the adamant purist. Touting both torque (70 ft-lbs) and horsepower (90), the Nightster gives a power combination many riders crave, and with the push of a button, you can change modes as fast as you change moods. A new perspective for this Shovelhead girl.

bar and shield logo and sporting cast wheels gives you a sense that

The Nightster has three factory set modes, Sport, Road, and Rain. If those options don’t quite fit your riding style, Harley-Davidson has made it possible to create your own custom modes. I did my best to use the factory modes- Road mode seemed mild compared to the Sport mode, and

Daytona was beautiful this year, so Rain mode was never an option. I rode the Nightster in town, where I found that although the rear cylinder is offset to the left, lengthy periods of stopped traffic created rear pipe heat that irritated my inner thigh. Riding aggressively proved the Brembo braking system very efficient, much to my expectation. The single front axial mounted four-piston caliper and 320 mm rotor worked well in conjunction with its rear single-piston floating caliper and 260 mm rotor. The linked ABS takes some getting used to. Proportioning front and rear engagement can cause braking/handling surprises if you’re unprepared for it.

The Nightster is tuned to make impressive torque at low RPM, and interstate riding brought real horsepower for such a small model. While shifting through all six gears at speed, the Nightster also had some In-Flight feel. Although I’m not a high RPM downshifter, the factory has installed electronic Drag-Torque Slip control for those riders who are. I tried it- “It works!” No rear wheel skid! I, however, didn’t notice the traction control. As an experienced rider, I handled most elements where it would be needed, and it never seemed to engage.

I felt a hint of a mini-VROD in this bike with the 3.1-gallon under-seat fuel tank that moves the weight of fuel low in the chassis, lowering the center of gravity for better handling and easier lift off the side stand. In a unique way to minimize the overall weight of the Nightster, the engineers integrated the engine into the bike as the central part of the chassis, and it’s very agile when riding.

moves the hand controls two inches up and one inch back from previous models, moving the rider to a more commanding position. The mid-controls and seating with the bars make the change in position very noticeable. The mirror placement at the end of the

The handlebar with a five-inch riser

bars also takes some getting used to as it widens the viewing perspective. The switch placement within the housing requires real coordination for a veteran Harley owner. The horn is difficult to

reach while holding the grip unless you have long thumbs, I mean really long.

The four-inch, round TFT screen vividly displays all instrumentation and infotainment functions, which are managed using the buttons in the hand control array. The display also supports infotainment generated by the rider’s device. (IOS/Android) Bluetooth settings using voice commands through headsets also allow riders to receive or place calls using their mobile device if that’s your thing. I don’t use my mobile device while riding, so I did not attempt to communicate with the features available. I’d need a class for that. I said my daily rider is a Shovelhead, right? I can honestly say that overall, I was impressed in many ways as a lifelong Harley rider with an open mind. Is the Nightster a middle-weight contender? I’d say this model will be immensely appreciated by new riders, as it’s a great way to start. City/Urban riders, with its 52-mpg fuel range and fluidity on the street, and the vertically-challenged/shorter framed riders will appreciate this quaint, quick, mid-sized model. I felt the need to install some off-road (knobby) tires and see how it handled as a small Pan- America dirt bike model, but I resisted the urge. So what’s the difference between the “New” Nightster and the “Traditional” Sportster? Night & day! Thank you, Harley Davidson, for trying new things and keeping some of the flavor we grew up on. Great Job!

FIND TEN DIFFERENT THINGS ON WP

NO THERE ISN’T ANY REAL PRIZE, JUST SOMETHING TO DO WHILE YOU’RE IN THE CAN.

like many artists that have come before him, Mark Scharf was born with the need to create. From the time he was in elementary school, he would spend his time in class drawing over the top of his desk, earning him a sharp swat across the hands from his teacher’s ruler day after day. It eventually got to the point that one day he came to class to find a piece of paper and crayons at his desk with a note from his teacher reading, “I give up.” If that doesn’t tell you he’s an artist, I don’t know what will!

The inspiration he found when he first started creating was nothing more than good ol’

Rock n’ Roll! As a kid, he would listen to his brother’s record collection, and as he heard different bands like Pink

Article By: Killer

like he was tripping before he even knew what tripping was! He also loved looking at album art. Most of the albums back then had some really rockin’ designs. He also took heavy inspiration from artists like Salvador Dali and Ed Roth.

Floyd or Led Zeppelin, he would see images in his mind. It was almost

Scharf is the kind of person we like to call a “Jack of All trades.” As an example, in 2006 he began publishing his own motorcycle magazine, originally called “Renegade Biker.” After adding more rat rods and the like, the name was shortened to “Renegade.” It eventually reached the newsstands, where it stayed for about a year between 2011 and 2012. The downside was

that he didn’t have enough money to back it, and selling ads was definitely not his forte. Despite quickly being taken back off the newsstand, he continued publishing it, and it became more of an underground sort of magazine with a group of loyal followers. For him, the magazine was more about the art than the motorcycles or cars he put in it, which makes sense considering his background.

As for the Church of Chop, that started in 2007 as a rat rod/chopper show he put on around central Florida. That went on for several years, but now it’s taken on a new life known as Moto-Punk Art Gallery. He started traveling with the show about 5 or 6 years ago. With the help of his wonderful girlfriend and the support of the awesome people at the Iron Horse and Broken Spoke Saloons, he can say for certain that he wouldn’t be where he is today without them. He’s also currently the Graphic Artist/ Artistic Director for Outlaw Biker and Tattoo Tabu magazines!

If anything in this world motivates him to create, it’s freedom. Scharf is definitely not meant for the typical 9-5 schedule and learned this early on in his career. He believes that things like that are a prison that few have yet to successfully escape.

As for his preferred medium, Scharf tends to lean towards both photography and metal. Graphic design and photography are how he’s managed to make a living for the better part of his life. For the past 5-6 years, he’s been making custom lamps and has been fortunate enough to sell them, and for a pretty penny too! His girl likes to call him her wizard, partly because he looks like one, but also because he can take a pile of old junk and transform it into art that’s good enough to buy! Though for him, it’s never been about making money. His only desire has been to create. But of course, getting paid is good too because it affords him the opportunity to keep creating!

When it comes to motorcycles, growing up in Daytona Beach had him addicted right from the start. When he was a kid, his neighbor’s mom liked going down Main street during bike week and shaking her

goods. She’d bring the kids with her and let them loose among the chaos! He and his friend would go up and down, checking out the cool bikes and wild people while also collecting as many free stickers as they could get their grubby little hands on! He got his first motorcycle, a Suzuki RM 125, when he was 16, just old enough to get a job so he could pay for it himself. As soon as he had it, it was off to the races, literally! He started racing motocross soon after, and it became his passion. That lasted until he got his first Harley, a 1980 Shovelhead SuperGlide. With the help of a friend and a bit of creativity, he chopped it up and still rides it to this day!

After living the life of a starving artist, he’s quite happy to say that he’s reached a level of success where he feels he’s made it! Of course, he’s not getting rich by any means, but he’s able to pay his bills and live

life as he sees fit. And you can bet there isn’t a day that goes by where he isn’t thanking the universe for the opportunities he’s been given. You can never put a price on freedom,

Art Gallery, which sounds cool as hell. But one way or another, this cat is gonna keep on creating until he’s 6 feet under!

Over the course of his life, Scharf has done almost everything you can think of. He’s sprayed graffiti on walls, published everything from underground zines to international magazines. Had his art printed on skateboards, photographed thousands of bikes and hundreds of models, He’s thrown huge parties with live bands, put on dozens of rat rod shows, and built hundreds of custom trophies. He also spent many years struggling, lived in a warehouse, a van by the river, but has also been to almost every state in this country. He says “I’ve lived, I’ve loved, I’ve Lost. I am Free.”

especially as an artist. For the future, his plans are pretty rad; he’s looking to one day open up his own brick-and-mortar Moto-Punk

To grab yourself one of his pieces be sure to hit up www.churchofchop. com

apache…that was the name he went by.” Ronn Cardee opened this story with those words and a bittersweet smile. He was commemorating his mentor and dear friend, who passed away a few years back. ‘Apache’ was an ex-paratrooper, well-known NYC biker, and builder Ronn met when he was a kid growing up in the city. Ronn was in his teens, and Apache was 15 years his senior when he took him under his wing.

Although Ronn had been riding for years, Apache was the first to show him how to kickstart a Harley. He even lent Ronn his bike for his first Panhead joyride. Ok, it may not have actually belonged to Apache…but that story is for another time. A month after his first experience on that bike, Apache helped Ronn pick up a ’51 Pan that Ronn’s mother co-signed a loan for. And… he was hooked! Along with teaching him about the mechanics and

parts of an HD, Apache took Ronn under his wing and ignited a love and passion for all things relating to Harleys. Ronn has never forgotten how influential Apache was in his life. He even built a chopper in honor of his late friend.

I’ve heard about many tribute bikes, but this one is different. There was a special little something in Ronn’s eyes when he talked about Apache. It was clear that he sincerely wished that

Article And Photos By: Deb Fitch

the man who had influenced him so greatly was still with us. It had been 10 years since Ronn heard about Apache’s passing, but he spoke as if he had just lost his friend yesterday. The loss was tremendous, but what Ronn did in Apache’s memory is truly beautiful.

Ronn wasn’t looking for another motorcycle at the time. However, a friend of his came across two Shovelheads for sale and thought that each of them could buy one. Ronn always wanted a swing arm Shovel Bobber and jumped at the idea. That’s when he decided to build the bike he had always envisioned. Ronn wanted to keep as much of the bike OEM as possible and only moved things around a bit. Knowing he’d hopefully build the bobber someday, he already had some parts on hand, such as exhaust pipes, gas tank, handlebars, and other bits and pieces he had picked up at swap meets and garage sales. He had a “vision” of what he wanted and was determined to make it come true. He wanted a bike that would make Apache proud.

Ronn’s friend, Tom Keefer of Franklin Church Choppers, was the first person he shared his vision with. Tom had helped Ronn with another Shovelhead build. That was the beginning of many joint projects. Ronn had already begun pulling off parts…or, as he says, “Removing the ugly.” He replaced the stock tank with a Sportster tank he had picked

up, which gave him a clearer picture of the look he was after. Then Tom continued the work of stripping the bike. During the stripping process, he decided that the build should be done from the ground up, including a rebuild of the motor’s top end. Ronn had seen Tom’s work and the amazing bikes he had built firsthand, so that suggestion was fine with him. He began to tell Tom every idea he had for the bobber. With help from his extensive machining, milling and welding skills, Tom continued to transform those ideas into reality. There was no stone left unturned.

In keeping with his plan to stay as OEM as possible, Ronn decided to have a dual-flange hub on the rear, which he had powder coated. He sent it off to Buchanans for lacing and the high-shouldered 18” rim. The front wheel consisted of a 19” Sportster high-shouldered aluminum rim, polished then laced with SS spokes to a powder coated OEM dual disc brake hub. Tom fabricated the fender struts and brackets along with a custom bracket to lower the gas tank. This avoided additional holes drilled into the frame. Ronn was determined to have River Seat Company craft the saddle. They came through with a beautifully distressed piece of art with the 2” Bates springs. This allowed Ronn to keep the sleek low, profile look he was aiming for. The transmission leaked incessantly, so Tom installed a Baker 4 speed,

Brat bobber Tech Sheet

Owner: Ronn Cardee

City/State: York County, PA

Builder: Franklin Church Choppers

Year: 1977

Model: FXS

Value: Priceless

Time: 1 year

ENGINE

Year: 1977

Model: FXS

Builder: Franklin Church Choppers

Ignition: Dynatek

Displacement: 1200 CC

Pistons: .030 over

Heads: Stock

Carb: S&S Super E

Cam: Stock

Air Cleaner: Boyle Custom Moto

Exhaust: Timothy Caban

Primary: BDL

TRANSMISSION

Year: 2018

Make: Baker 4 speed

Shifting: N1 Drum

FRAME

Year: 1977

Model: FXS

Rake: 32 degrees

Stretch: None

Forks

Builder: Franklin Church Choppers

Type: Showa

Triple Trees: Stock 35mm

Extension: 3” under

WHEELS

Front Wheel:

Size: 19”

Tire: Firestone Deluxe Champion

Front Brake: HD

Rear Wheel:

Size: 18”

Tire: Firestone Deluxe Champion

Rear Brake: Performance Machine

PAINT

Painter: HD

Color:

Type: Stock

Graphics: Sweeney Signs & Graphics

Chroming: Some

ACCESSORIES

Bars: Stock

Risers: Biltwell

Hand Controls: Stock

Foot Controls: Stock

Gas Tank(s): Sportster 5 Speed

Oil Tank: Paughco

Front fender: Stock

Rear Fender: FCC / Led Sled

Seat: River Seat Company

Headlight: Stock

Taillight: No School Choppers

Speedo: None

Photographer: Deb Fitch

which could convert to a jockey shift in the future. Ronn went with the talented Kevin Sweeney for paint and was happy he did. Kevin removed the old Sportster decal and salvaged the original black paint from underneath, which he then pinstriped. The addition of the brass accents, most of which came from eBay, and the polished metal,

added the cherry on top. As I said, no stone was left unturned. With each little detail that was added, his dream came to life. Ronn finally saw the bike he had envisioned. Most importantly, he saw the bike that would have made Apache proud.

PRODUCT SPOTLIGHT

MOTAK TACTIPIG SADDLEBAG LID TETHERS

writing a technical installation article on changing out the saddlebag lid tethers on a Harley® or Indian® Touring Model is maybe not the most intense or complicated article ever written. Instead, I would dare to call this story a “product spotlight”. We will go with that.

I wanted to do a story about this product line for several reasons. First, Justin of Motak who invented the TactiPig Saddlebag Lid Tethers is a fellow veteran and I believe in all of us looking out for each other. Second, when I first saw these tethers, I saw the quality in them, and just thought they were super cool! Lastly, I dig products that are functional for your bike, adding a sense of utility to an otherwise boring part of the motorcycle.

To replace your stock saddlebag

lid tethers with a set of TactiPig tethers, all you need is a T15 Torx Driver, a couple drops of blue thread locker, and about 30 minutes. IMPORTANT TECH TIP: Make sure you maintain control of the lid when your tether is removed, or you may have some unwanted paint damage to deal with!

What makes up the Tactipig Saddlebag Lid Tethers is 100% domestic materials of the highest quality. I know people throw around the term “mil-spec” quite a bit, but I’m here to tell you the TactiPig Product line is made of actual “mil-spec” materials, all the way down to the thread that is used. The tethers incorporate the MOLLE system. MOLLE is an acronym for Modular Lightweight Load-carrying Equipment. They come in regular and XL sizes (the XL has more surface area for more MOLLE), both with compartments and pouches for storage. And yes, every one of the TactiPig Tethers is made in the

great state of South Dakota! Motak has fitments for early

(the ones that take tethers). It’s a pretty extensive product line, with all the military type colors (because of the fabric they use) – Black, Coyote Tan, Multi-Cam, Olive Drab, and Wolf Gray. We’ve already installed quite a few sets on customers’ bikes, and everyone digs them!

So, if you want to put a little “Tacti-Cool” on your bike (see what I did there?) and add a little bit of functionality to your saddlebags, check out the Motak TactiPigs! www.DeadwoodCustomCycles. com www.TactiPig.com

and late model Harley Touring Models, along with newer Indians

This month, we’re actually in Wayne, Michigan, working with Steve Broyles at Stevensons Cycle, and we’re gonna go over all the reasons you might want to change out your old cast iron oil pump from a Panhead and move up to some more modern capabilities both in volume and in options with the Sifton oil pump.

Even though they come assembled in the box, I like to take them apart to lube them and ensure the keyway is where it belongs. When I take these apart, I always take them apart in order just in case any lapping was done for the gears. You can mark them if you like with a sharpie.

We discovered a slight drag in one of the gears, so we took it back apart. Upon further inspection, we found a damaged seal.

We start by getting the oil pump laid out. We’re using a Sifton oil pump ‘41 to ‘72. It’s just a replacement bolt-on oil pump that works much better and is a more modern-style pump.

We removed the lousy seal and replaced it with a new one using a

Article And Photos By: Chris Callen

when putting it back together.

seal press. I used the Jim’s Seal Tool to install this seal.

supposed to be and that there are no blockages.

This year Pan motor used to come with what they call the 25 five, which was a 25-tooth drive gear and a fivetooth pinion shaft drive gear. We replace that with a 6-tooth pinion shaft gear to match up with this 24-tooth drive gear. This will give us more oil pumping by volume, so we’ve upgraded the oiling system in addition to the newer style pump.

On the back side, a mechanics pick can help you keep the second key in place while holding the assembly with your other hand.

Believe it or not, even though you got pins in here that align everything, it still doesn’t hurt to have the bolts in place to check the alignment of the gasket.

Now, we marked them so that we knew they went in right. This is to ensure they go back in the way they came out.

Okay, so now we’re getting ready to put it back together. It’s a lot easier to move, and I was really happy that I decided to stop and turn that assembly to see what it’s like. A little patience here can go a long way.

Now, if there was one thing about the Sifton oil pump that I would change, it would be the relief in the back of the pump face. It’s got a pretty big hole where that shaft goes back into it. It doesn’t have to be this depth. But because it’s got this big deep hole, if I reach in there and push this shaft, it wants to come way out, and what could happen is we could lose one of our Woodruff keys, and it could get jammed in there.

The double key on the oil pump shaft is one of the trickiest Woodruff keys to ever play with right here. A little bit of oil on things, including my hands and everything else. Let them tilt just a little bit, and it will be a little easier.

When it comes to the gaskets, some people put these on dry, and some people put them on wet. Usually, I like to spray a little tack on them.

First, I like to dry fit the gasket and verify that every hole is where it is

With the body in place, we can slide our drive gear on and secure it with

Now we can do a mock-up with the face of the pump. No need to tighten to spec right off the bat. Just snug it up for the moment.

thumb without any type of real drag. And I mean, you can feel that it’s dry, but it shouldn’t be like, “man, is this hard to crank over.” Don’t tell yourself that it has to break in because you know what will happen. You’re going to grind away at the aluminum, which will go right into your motor.

With the face snugged down, you should be able to reach into the cam chest and turn the drive gear with your

One of the biggest things to do is to take your time with the pump a little bit, sometimes. That’s why I got my trusty little hammer ready for this job. Sometimes you just have to knock them a little bit here or there. Give them a little bit of who’s boss.

Of course, from here, we go through the whole torque sequence you can get right out of the manual, but the very cool thing we’re doing here with this whole Panhead 101, it’s an entire introspective on Panhead motor rebuilding. These things become more rare all the time. Steve Broyles has been there from the very beginning of this series, and it’s some great content. You can find it on our YouTube channel. Go check it out on the Cycle Source channel.

larry Allen has a simple philosophy for building motorcycles, “A chopper is anything you cut up and make your own.” Lucky for us that his version of a chopper is this perfect period version of the chopper most of us dreamed about as kids. It is, in fact, white, uptight, and outta sight.

Larry is a union Iron Worker by trade and was influenced at a young age by the motorcycle

culture from his old man, who always had bikes and ran around with some clubs back in the day. Allen spent his time flipping through Street Chopper mags and anything he could get his hands on. Later in life, his dad settled into classic cars and had a shop where he tooled around on projects of the four-wheeled variety. So by the time Larry was ready to start his own motorcycle project, he had

very little other than memories to go from. He wasn’t aware of any motorcycle community out there. His dad gave him a corner of the shop, and armed with a set of cases from an old Triumph, he scoured the recesses of his mind to recall visions of chopper greatness from his youth. Heavy flake and far out was the way, and by the time he rolled it into his first show at Southern Throwdown 4, it blew people’s

Article By:Chris Callen Photos By: Bobby Biedinger

minds. They wondered who the hell this cat was that seemed to come outta nowhere.

From there, he did a few more shows with the Trumpet, ending up at Giddy Up with nothin more than gas money. That’s where Larry started to learn about the community around the motorcycle. Everyone there took him in and treated him like a king. Ya gotta love motorcycle people. At Giddy Up he met up with some other guys doing the Greasy Dozen, and they all agreed to carpool to Ohio for the show. He was in, and the Moto sickness took complete hold of him. Over the next few years, he would meet some of the best people in the culture, like Eric Vaughn, Chris Moos, and Justin Kelly. Solid cats that have his back.

Now, when it comes to this old girl, it wasn’t a complete basket when he bought her. It was actually running, although it was a wonder how. None of the sheet metal matched, it was in really bad shape, and everything was hodgepodged together. Allen knew this was a rolling donor, so the fact that it ran at all was good enough for him. He took it back to the lab and got to work. Larry admitted that he had built this bike one and a half times. The first time he

got halfway through and realized he was headed down the road to cheapsville, and it wasn’t at all what he wanted it to be. That whole plan was scrapped. He sold off all the wrong parts and started over. This time it would be only the best. Larry says a lot of people say, “Built, not bought,” but ya gotta buy good parts to build a good motorcycle, so he set the bar at quality and moved on. David at Brown’s Cycle saw that when he needed OE stuff, Allen got what he paid for.

Now, how someone could question the choppinticity of this gorgeous machine is beyond me with its toe to go clutch, high end brake pedal, and floorboards. If you don’t see this as a traditional chopper, show this magazine to your old man, and he’ll explain it to ya. The spoon-type passenger pegs, the I-beam style springer, with the high and tight frisco style tank all come together to spell out chopper history.

Larry went on to tell me that he actually went through two hardtails while building this bike. The first one was bent, and the second he

WHITE PRIVILEGE TECH SHEET

Owner: Larry Allen

City/State: Arlington Texas

Builder: Larry Allen

Year: 1976

Model: Shovelhead

Value: unknown

Time: 2 years

ENGINE

Year: 1976

Model: Shovelhead

Builder: Larry Allen

Ignition: points

Displacement: 74ci

Pistons: +20

Heads: stock

Carb: S&S super e shorty

Cam: stock

Air Cleaner: Lowbrow

Exhaust:Paugcho upswept with Cocktail

Shakers

Primary: BDL belt Drive

TRANSMISSION

Year: 1976

Make: Ratchet Top

Shifting: 4 speed

FRAME

Year: 1976

Model: Shovelhead Panhead hardtail

Rake: stock

Stretch: stock

Forks

Builder: W&W Cycles

Type: I beam springer

Triple Trees:

Extension:

WHEELS

Front Wheel: star hub

Size: 21

Tire: Avon Speed Master

Front Brake: W&W Cycles Mechanical Dual leading shoe / V-Twin finned drum

Rear Wheel: star hub

Size: 16

Tire: Shinko

Rear Brake: V-Twin mechanical

PAINT

Painter: Larry Allen Sr.

Color: Pearl White

Type: Paint Huffer/Chemical Candy Customs

Angel Dust

Graphics: unknown

Chroming: unknown

ACCESSORIES

Bars: Silverback Moto 1in stainless

Risers: Hellings

Hand Controls: unknown

Foot Controls: V-Twin rocker clutch

Gas Tank(s): Throttle Addiction Wassel style

Oil Tank: Horseshoe

Front fender: WTF?

Rear Fender: Led Sled

Seat: Biltwell recovered

Headlight: Running light off some old cage

Taillight: Prism

Speedo: judge the wind

Photographer: Bobby Biedinger

wanted to make sure would be able to run a mechanical rear brake. After receiving his I-beam from WW Cycles and looking through the catalog, he realized that a mechanical front brake was also possible, and that was added to the list.

When it came to the paint, the bike was always gonna be white. People tried to talk him out of it, and he just said, “Nope! White it is.” I commented about how hard it must be to keep a white bike looking good, and he admitted that he has become quite a detailer between this one and the Triumph. Nevertheless, Larry is in it for the long haul. He says the biggest kick he gets is watching people’s reactions to things he has dreamed up. Seems a straightforward way to go at it, and we can’t wait to see what he dreams up next!

while I’m building the Panhead, I run into some of the coolest new products. One such item is the Bates Battboy Battery Jar from W&W cycles carried through Lowbrow. For anyone who is building a chopper and wants to run the little Lithium Ion battery but needs to deal with all the space in a stock-style horseshoe oil tank, this thing kills it. Moreover, if you are doing a traditional Pan and want to keep the classic look of the old 6-volt tall battery, this is perfect as well. You see, it is literally an empty box shaped like an old 6-volt battery. You can slip a modern battery inside when you pop the lid off. Just hook it up with two eyelets to the terminals on the bottom of the cover and you are all set.

I do need to mention that if you are using the Lithium Ion battery with this product, you must also use the DGC-

Article And Photos By: Chris Callen

5000L Cycle Electric generator to ensure proper charge levels.

This thing even leaves some room for extra storage. It will accept the stock-style battery hold-downs and lid from the Panhead. When you consider this coming in at a price of $123.00 it’s hard to beat. Check them out at Lowbrow today. Their info on fitment is below:

Fits OEM-Style Harley-Davidson

Horseshoe Oil Tanks

Fits Singles 1929-1936, 750cc 1929-1963, OHV Big Twin 1936-1964, SV Big Twin 1937-1948

Black ABS Plastic

W X H X D: 4.52” X 8.27” X 3.94” (115 X 210 X 100 Mm)

Inner Measurements (W X H X D): 3.94” X 6.89” X 3.35” (100 X 175 X 85 Mm)

NOTE: Not compatible with 3 brush 6V generators and lithium batteries

well, boys and girls, it’s the last Friday of Daytona Bike Week 2023, and man, what a great one it was. Providence Cycle Worx and High Seas Rally were set up at Destination Daytona and had front-row seats to all the good stuff. Some say the attendance was smaller this year than last, but I beg to disagree. It seemed as packed, if not more so, than last year. First, the weather was fantastic; besides a lil shower today that lasted about 30 minutes, the whole week was damn near perfect. I was utterly blown away by Sunday’s turnout for the Hardcore show under the pavilion. There wasn’t an open spot in the whole damn place. Now, them there kinda bikes aren’t my favorite, but I can see why the crowds love them. Some of the parts that adorned so many were incredible, and the paint jobs were out of this world. I have a love-hate relationship with the whole Performance

thing, but I’m opened minded enough to check them out and see what all the rage is about. Some say they are today what the custom chopper scene was in the 90s. All I know is there’s some serious moolah

Article By: Xavier Muriel

was the Cycle Source Custom Bike show, Perewitz Paint Show, Warren Lane’s True Grit, or the Dennis Kirk Garage Build, the numbers were definitely there. The one thing I find hard to navigate sometimes is that there’s so much to do and such little time, but ain’t that always the case?

being spent to create these machines. Whether you like them or hate them, they’re not going anywhere for a while. All the shows I attended this year were pretty damn huge in their own right. Whether it

The High Seas Rally gang was on hand signing up people for the cruise happening Oct 28- Nov 4, and they did a phenomenal job of taking care of new sign-ups and welcoming them to the world’s only Biker Rally on a Cruise Ship. Alex, Rebecca, and Dale were a pleasure to work with this year. I was lucky enough to catch some of Billy Lanes Sons of Speed at the New Smyrna Speedway. Man, it’s gotten so huge! There were 50-plus riders in some serious highspeed classes. Singles to the Hot 45 class, where some cats were getting up to 80 mph on a banked 1/8-mile course. Unfortunately, with high speed comes high risk, and there were a few nasty crashes this year. We send our best wishes and prayers to Moonshiner

Josh and Joey Orsini from Team Toce for a speedy recovery.

Daytona is the beginning of the rally season and where most come out to see old friends and catch up after the cold season. For me, it’s always a pleasure to visit with those I don’t get to see for a bit. It’s one of the payoffs for the job we do.

A huge thank you to Toce, the Callens, and Poppy for hosting the Tacos and Burnouts night. Yep, there were plenty of wheelies and burnouts in the street. Of course, it wouldn’t be a good party if the cops didn’t show up! It’s amazing to watch the younger generation get out there and do what they do. The rest of us sit back and watch and say to each other, “My, how things have changed!” But when ya really think about it, they haven’t. It’s the same old rebellious side of us, just with different bikes and clothes. I say kudos to them, whatever it takes to keep the culture alive.

Now, we set our sights on Arizona Bike Week, March 29-April 2, happening in just a few weeks. AZ Bike Week will host the Chopper Friends Throwdown, riding in from Winslow, AZ, to the opening day of the rally. Last year was the FXR Friends Throwdown, and this year, it’s Choppers. Among a list of amazing builders, the mighty Chris Callen and I have been

asked to build and ride our bikes in from Winslow. For me, it’s an absolute honor to be asked to take part in such an incredible event that celebrates custom motorcycles, the chopper scene, and the essence of why some of us do this in the first place; our passion and sometimes insanity that drives us. The old saying goes, “If I have to explain, you wouldn’t understand.”

That said, I will say just respect where it came from… Remember the culture… Take care of one another and yourself. God Bless…X.

the Curse of The Black Bike strikes again! For Ashley Gettings, the Black Bike is a bike you can take anywhere. It blends into its surroundings: You can hose it off and clean it another day: And you’ll drag it out rain or shine!

Gettings picked this particular black bike up from a Die-hard FXR guy. It was in great shape for a 30-year-old and was being sold so he could thin his herd. Ahsley planned to keep it pretty stock and

Article And Photos By: Del Hickey

use it for running errands and generally floating about town. Well, that grand idea lasted until he hit the 1st corner of its maiden voyage. This thing was amazing. It went exactly where you pointed it. It was light, nimble, and handled almost as well as his 2015 Dyna, which is set up properly. Lots of time, effort, blood, sweat, and tears went into making this happen, and yet there he was on a 30yr old machine with stock suspension and the widest straight bars you can imagine, smiling from ear

to ear. Gettings could only imagine what it could be with a bit of attention and a few nicely chosen parts. When Ashley started to think about the direction he wanted to take the FXR, he quickly realized he had a couple of parts on hand that would give him a head start on the goal of having a High and Tight build. With an eye for detail, Gettings wanted to do what he called a restomod; restoring the bike with slightly modified parts so it would still resemble the stock machine it

once was.

Ahsley started with a 2004 FXDX front end, donated by his friend Andrew. This got stripped, polished and rebuilt. He had a brand new fresh set of the blonde 13 spoke mags. The FXDX fron end was 2” over, so he went with some Ohlins 13.5” rear shocks and added 1” Big Bear Performance extensions. Gettings used a BareKnuckle Performance Swingarm bearing kit shock bolts, axle adjusters, and axles. He added a Powerplant fork brace and tied all this together with the Thrashin Supply pullback riser and bar setup. He also chose Thrashin pegs, shift arm and linkage. For the brake side Ashley used the Powerplant arm. He uses the Vans grips on all his personal bikes because he loves them. After trying a couple of different seats, he ended up with the Saddlemen Step Up as his final seat of choice. Now, at this stage, it was supposed to be done. This was until he got a great deal on an S&S V111.

At this point, and with a poke from some friends, Bailey, Dave and Aaron are to blame, Gettings stripped it fully. He and his buddy Steve powdered the frame (the swing arm was done when installing the new bearings) and the build was on! Ashley vapor blasted the inner primary and trans case and slotted in the Od6 gear set. This gets the power to the rear with a chain conver-

sion. Gettings likes to lock the sprockets on his builds and favors Jim’s Meganut and Hugh’s Handbuilt products. The Od6 trap door has the added feature of allowing you to run a stock Harley speedo sensor. This is a great feature when building a clean FXR; you don’t have to run a drive cable to the front wheel. Now for the electronics. This is where FXRs, in his opinion, need the most work. Mainly because they are old bikes, and at some point, you can guarantee they haven’t been hacked. Ashley fully rewired the bike front to back using the Motogadget M-unit Blue, Deutsch connectors everywhere, and used a Motogadget Mini speedo. Gettings took care of every function, including turn signals and idiot lights. They are well placed and subtle. Doing the Radial brakes was risky, but he’s glad he made it because the chrome makes them work aesthetically. There are loads of nice little details with the Arp hardware, stock style earth straps and the early style kickstand, which is a better angle for the taller

THE BLACK BIKE TECH SHEET

Owner: Ashley Gettings

City/State: Tring, Herts, U.K

Builder: Ashley Gettings (Unit 6 Customs)

Year: 1992

Model: FXR Superglide

Value: $$$

Time: 1 year

ENGINE

Year: 2020

Model: Evo

Builder: S&S

Ignition: S&S hi-4N Displacement: 111”

Pistons: S&S Heads:

Carb: S&S super-e Cam:

Air Cleaner: S&S teardrop

Exhaust: Thrashin AR with dog ball baffle

Primary: Stock with a Primo clutch

TRANSMISSION

Year: 2021

Make: Baker Shifting: Od6

FRAME

Year: 1992

Model: Superglide

Rake: 29 degrees Stretch: 0

Forks: 2004 FXDX with Powerplant brace

Builder: Unit 6 Customs

Type: Hydraulic Triple

Trees: Stock FXDX

Extension: 0 WHEELS

Front Wheel: HD 13 spoke mag Size: 19”

Tire: Avon Cobra Chrome Front

Brake: pm 4 piston radials /Speed

Merchant brackets and 11.5” EBC floating rotors

Rear Wheel: HD 13 spoke mag Size: 16”

Tire: Avon Cobra Chrome

Rear Brake: pm4 piston radial / Kraus bracket and 11.5” EBC floating rotor

PAINT

Painter: Paul Thompson aka Flakey

Color: Pagan Gold / Flakeys own blend

Candy Red

Type:

Graphics: Flakey

Chroming:

ACCESSORIES

Bars: Thrashin mid bend

Risers: Thrashin 9.5” pullbacks

Hand Controls: HD and Thrashin

Foot Controls: Thrashin and Powerplant

Gas Tank(s): HD fxr center fill

Oil Tank: Chrome Drag Specialties

Front fender: RWD retro

Rear Fender: Stock fxr

Seat: Saddlemen step up

Headlight: HD Daymaker

Tail light: Moonsmc V3

Speedo: Motogadget Mini Additional

Photographer: Del Hickey

suspension that will go unnoticed to the untrained eye. The paint was perfectly executed by long-time friend Paul Thompsom aka Flakey. Ashley wanted to be sure the paint would go with the chrome, and it had to work with his brown seat. I think he nailed it and it is very much in keeping with his style of bike build.

Ashley says that he genuinely loved building this bike. It’s a beast on the

back roads, and no slouch on the motorway. As always, his Unit6 crew was on point to help whenever he needed them. He very carefully selected the parts and suppliers used for the quality and function they offer. His only criticism would be of himself and that he still has that black bike!

Once a year deep down, through the swamp grasses, nestled in the marshy swamp lands of the big bend area of the Florida peninsula in one the most rural parts of the state is a little ‘ol’ place called Crossroads Lodge at Historic Lebanon Station. Down there in true gator and wild boar country, is the chosen ground where the tight knit tribe of Florida’s chopper folk get together and raise some hell for one hell of a weekend. This has become known as the R.I.P. Run. Prior to RIP Runs conception there was another run that took place for about decade, most Florida chopper folks will know of it as the Tar Ball Run (TBR). On the last TBR the founder Jorge Ibarra mentioned to Ron Williams over the campfire light that his TBR days were over and that someone should keep it

going. So, Ron took it to heart and within a year started planning the RIP Run as a means to keep the tradition alive. It is named the R.I.P Run to pay homage to all the older Florida motorcycle/chopper runs (crappy and vintage bike runs) that have long since ceased to exist but have not been forgotten. I live in the part of the state where bagger bros rule the road and very rarely, if ever, will you see an old clapped-out, chopped up pan, shovel or even an evo fly by. But as a lover of all things vintage

and beat up I was glad to hear of such an event that was held a mere 350 miles away. I made plans and headed to RIP in 2021 even though I didn’t know a soul. After a few hours there and a few jars of homemade shine I knew I had made some friends for life. That first RIP Run was an introduction to all thing’s chopper and its badass gritty subculture. The next year dragged on while anticipating this year’s RIP Run. I was unfortunate to have had a significant bike wreck earlier in the year, so I missed a lot of events, but knew I had to make RIP to see all my buddies. When the time came, I strapped my gear to the bike and put rubber on the road. Florida got an uncommon cold front that year, so my ride down was pretty much a suffer fest. Rolling into the gates at sunset nearly frozen to my handlebars I was warmed up at seeing my good friend

Ron Williams and his son JW

Article And Photos By: John Starrett

welcoming me at the gates with big ol grins, and slaps on backs. It was like coming home.

Every year RIP opens a day early for any folks who want to come up or down from whatever direction you’re in for a pre-party night. The first night is held on a Thursday and generally pretty much a chill night before the crowds start to trickle in Friday evening. This year was no exception. I rarely get to relax at bike events, I mean that’s not why we go to them is it? Due to the cold and wet weather just a handful of folks made it for the first night, but I didn’t complain because I saw all of them good friends, and made a few new ones. It was just what I needed after freezing my butt off for the past five hours.

Dice is the fella that owns and runs the Crossroads and what he has done with this property makes it the quintessential spot for any biker event let alone a traditional, vintage chopper run. There are acres of flat shaded ground for camping and RV hookups with a hot shower and bath house so you can’t go wrong staying g here. Dice even has an enclosed grill with a cook that’ll rustle up vittles breakfast, lunch, and dinner or for whenever you need to get some food in you for that matter. It’s damn good eating and for a great price as well! In the center of the area is an old, towered hill that looks over the property. There is a swing and hang out area on top that allows for a 360-degree view of the place below. There’s also a forty-foot waterfall that flows into a pond. This is a popular place to congregate in the wee hours of the morning. The highlight of this whole venue for me must be the pole barn bar. It’s pretty unassuming till Dice opens the gates and doors to reveal one of the most badass biker bars you will ever have the opportunity to get a little wasted in. There isn’t a single empty spot on the walls or ceiling that doesn’t have some form of biker, or chopper gold hanging from it. It’s a bikers dream bar, man caves of man caves, with vintage pinball machines, and pool tables and all the booze you could want (paid by donation only, of course) There’s memorabilia everywhere to make any would be two-wheel rider or their old lady feel welcome and at home.

It’s here where most folks congregate until Dice calls last call. Then it’s head over to the camping area, and more importantly the bonfire pit to

sit around and let the good times roll. Once morning comes, its shuffle out of your hammock, tent, Van, or RV and make your way to the grill for some delicious breakfast and strong coffee. On Friday folks start to trickle in. There’s plenty of things to do and little routes to explore near the event. Scooter Haven, another Central FL biker mecca, is just down the highway and is a great place to spend the afternoon. It is also one of the coolest biker bars I’ve been too. Or you can simply relax and hang around the Crossroads and have a beer and watch all the beautiful and not so beautiful older bikes roll in. You’ll see everything from Kickers, pans, shovels, Knucks you name it. Although RIP Run is considered a traditional chopper event all bikes are welcome. Dogs too, just no colors. By Friday night it’s apparent that it’s going to be a party. By now the amount of people is triple to what it was earlier in the day. As folks gather around the bar, and surrounding fire pits the party and laughter goes well on into the early morning hours. There are always a small few elites who evade sleep all together. As Saturday dawns, groggy sleepers

are woken up from bikes revving up and a bunch of dudes in their manties (underwear) rip around in controlled chaos. Those that don’t know yet will soon learn that the tradition of braving the cold in their skivvies on their bikes at the ass crack of dawn is to pay tribute to Pete Field a longtime supporter of Florida chopper runs and the community. He passed away in 2020 and his memory lives on each year at RIP Run, Sat Morning’s Ride for Pete.

You’re up now, its Saturday the last day of RIP, so slam down some

hair of the dog, get some breakfast then hop onto a group ride into the sleepy little water town of Cedar Key. You can grab a sandwich and a beer from the Tiki Bar, then head back to Crossroads just in time for the annual Chopper Games. It starts with the “Bite My Weiner” Contest, then the slow race, then a kickers only race, keg push and ride the plank. Spectators laugh and cheer their butts off. It’s a good time to witness and great to photograph. After the games it’s time to hangout and visit the different little pockets

of folks hanging around their camps in anticipation for Saturday night’s raffle. RIP boasts one of the largest raffles at any event and really do have a huge raffle giveaway each year. Not only that but all of the proceeds from the raffle go to local charities. This year RIP raised around $7k and gave 100% to a local child that had an accident with some gasoline and who endured severe burns resulting in high medical bills. This is just one reason why I appreciate the Florida chopper community so much. They all look out for each other pretty much like a tribe. If you roll into RIP and your Iron Head is puking oil, you can bet some dudes are going to come over and give you a helping hand. No bike stranded, not one single person is going to go without. This year’s raffle was a huge hit and just about everyone that bought tickets walked away with something. Including a few lucky mfrs that won custom painted tanks. After the raffle it’s time for awards for those who placed in the chopper games Like the Weener Eating Contest, and Slow Race Champion. I even won the trophy for longest ride, the event which really goes to show that this is truly a Florida event!

After the buzz from the raffle and awards subsides it’s one more night to raise a little hell and have some fun with your good friends. The fire burns into the early morning light and the beer and party flows just as long. In the morning it’s a blurry walk around to hug and say heartfelt goodbyes to everyone that made this weekend such an unforgettable one. Heading home through 48-degree weather I had a smile on my face and a deep sense of gratitude for everyone that makes RIP Run possible every year. A huge shout out to Ron and JW Williams for organizing and planning the good times, and a big thanks to DICE for opening up his spot to a bunch of hell raising scooter trash like us.

Ron William’s goal is to have RIP Run be the premier Chopper Run in Florida This year was the third annual R.I.P. Run. See you next year!!

PRODUCT SPOTLIGHT

BITTER END FRAME FABRICATION PARTS

today’s product spotlight is a frame builder special. We’re back in the shop for the winter, and you guys know wintertime is building time here in the Source Garage. And lucky for us, we happened across Bitter End Old School Choppers. We all know the biggest pain in the ass is getting ready for a frame build because of all the different fixtures you have to make and have prepared before you can go over to the jig and start making your frame. Not really a problem if you’re building fifty of these at a time. But, if you’re only doing one, having a source like Bitter End is incredible.

Their complete Basic Frame Builders kits include a 2” DOM neck, tranny & motor mount kit,

axle plates & slugs, factory-style forward control mounts, butt-weld end caps, gusset, and frame bracing. The plates are ready to go with adjusters on them. The transmission mounts, motor mounts, and cross members are already notched to your specification of the frame tubing you’re using. All of this is made using good quality Americanmade steel in the neighborhood of $280 bucks. When you consider what it would take to go to your local laser or waterjet cutting operation and get some of this done or the time it would take to machine this stuff yourself, it’s worth its weight in gold when you want to hop in the shop and get working on your frame.

So check them out today at www.Bitterendchoppers.com, tell them the guys from Cycle Source sent ya.

when Rick Najera was invited to build a bike for the Born Free Motorcycle Show, he laughed and told them that was not what he was into. However, after a talk with his wife, she told him to go for it since it had been a long time since he’d had a Chopper. He thought on it for a day or so, and he eventually agreed to build this beautiful 37 U Flathead Chopper you see here.

What is Rick normally into, you ask? He normally builds more stock style bikes and bobbers, so building this one from scratch was a fun project for the retired Iron Worker. This bike started with an

Arlen Ness Digger frame from the late 60s early 70s that Najera came across. The frame also included a gas tank and oil bag. He acquired the front end, which was built by his old pal Stan Deshaun who was “the guy” to go to back in the day. The 15” rear wheel is off an old VW and is stopped by a Harley Juice brake. Rick went to his buddy Mike for the upholstery, and Tyler Poland did the paint.

When it came time to decide which motor to put into the bike, Rick had a few “lying around” and decided to let his friends decide which one to use. He actually put it out to vote, and the Flathead won.

I asked Rick who his

Article And Photos By: Miss DeBord

inspiration was that started his motorcycle addiction. He said no one in his family rode, with the exception of an uncle who was killed during the war in 1942, and that he actually caught the bug from his childhood friend whose entire family rode. He knew at a young age that he had to have a motorcycle. He started riding at age 9, and by the time he was 15, he bought his first Harley, and he has never

looked back. That first bike, a 1948 Servi-Car, was essentially also his first build. He bought it as a basket case for $250 from a local auto shop, on payments nonetheless, because he couldn’t afford a running bike at the time.

Rick had that ServiCar for quite a long time, and at one point, his brother wanted a bike too. So, he started rebuilding it when another guy inquired about it. He ended

up turning it into a 2-wheel motorcycle and selling to that guy. The bike eventually ended up being sold at a Mecum Auction in Texas, and Najera laughs when he sees it today at several of the antique road runs. He never did say what he ended up building for his brother, lol.

Najera enjoys building bikes. When I asked how many he has built over the years, his response was simple - “A lot.” He builds primarily bobbers and stock style bikes and is inspired by what he referred to as the San Francisco style.

BURRITO EXPRESS TECH SHEET

OWNER: Rick Najera

CITY/STATE: San Francisco, CA

BUILDER: Rick Najera

YEAR: 1937

MODEL: U

value: Good?

TIME: 1 year

ENGINE

YEAR: 1937

MODEL: U

BUILDER: Owner/Vince Spadaro

IGNITION: Stock

DISPLACEMENT: 74cu

PISTONS: Stock

HEADS: aluminum High Compression

carb: 97 stromberg From an old ford

CAM: sifton

AIR CLEANER: beehive from an old ford

EXHAUST: steeple pipes

PRIMARY: oneoff from the 1970’s

TRANSMISSION:

YEAR: 1950

MAKE: harley-davidson

SHIFTING: custom

FRAME

YEAR: late 60s/early 70s

MODEL: arlen ness digger

RAKE:

stretch:

FORKS

BUILDER: stan dishong

TYPE; SPRINGER

TRIPLE TREES:

EXTENSION: about 30 over

WHEELS

FRONT WHEEL:

SIZE: 21”

TIRE: Avon

FRONT BRAKE: A&E

REAR WHEEL: VW Car wheel drilled & dimpled

SIZE: 15”

TIRE: avon

REAR BRAKE: juice brake - 69 harley

PAINT

PAINTER: taylor pullen

COLOR: green

TYPE: satin

GRAPHICS: tp customs chop shop

chroming:

ACCESSORIES

BARS:rick najera t bars

RISERS: 8” by rick najera

HAND CONTROLS:

FOOT CONTROLS: rick najera

GAS TANK: arlen ness coffin tank

OIL TANK: arlen ness 60s/70s

FRONT FENDER:

REAR FENDER: 06 dyna - heavily modified

SEAT: rick najera

HEADLIGHT: panhead spotlight

TAILLIGHT: 1935 packard

SPEEDO: none

PHOTOGRAPHER:missi debord

He loves Panheads and has owned the same one for about 45 years, which he has ridden in almost every state, with the exception of Maine, Alaska, and Hawaii. Believe it or not, this is only the second Chopper he has ever built. Personally, I think he knocked it out of the park!

Rick said he has a decent motorcycle collection and that

some are keepers and others aren’t. He is currently working on a ’41 Bobber and will have it ready by Sturgis ’23. I can’t wait to see how it turns out! You can follow Burrito Rick on Insta @ mrricknajera

Article By: Charlie Weisel

Idon’t always have a lot to say when it comes time to submit these articles, often in fact, I will spend days trying to formulate in my head what story I want to tell. This month for example I was thinking that I could write the follow up to my last article which was about my ride to St Louis and Milwaukee for the Cycle Showcase and Mama Tried motorcycle shows, but that, I decided, would make for a rather boring story. I traveled 1100 miles in two days, across the Great Plains in freezing temperatures, to try and beat a winter storm rolling in back home.

There, I pretty much just told the story.

I suppose I could add in little snippets about the near intolerable headwind I dealt with on the first day which took me a touch over 600 miles to York, Nebraska. Or I could tell you about how when I crossed the Colorado state line, I passed under signs warning of the upcoming storm, and I could tell you that the rolling fields were blanketed in pristine white snow with glimpses of Longs Peak in the distance as I crested said hills. But again, that’s about

all there is to the story. There were 1100 bone chilling miles down wide and bumpy intestates that really revealed nothing interesting about the areas I was passing through. Maybe that is where the story is, a look

you get a larger field of vision to give you a better sense of the landscape. You still miss out on the human connection however, you miss out on life in the small towns, and you miss out on the wave to a farmer plowing his fields. As much as interstates brought efficiency to travel they stripped away the purpose of travel. I digress, I don’t want to talk about any of that either.

into how traveling the interstates is really no more interesting than flying over a state. In fact, I could argue that at least in an airplane

So, based on that near incoherent stream of consciousness, and to really go off into left field here: What are your plans this summer? Mine, at this point in time, are completely undetermined. Considering that I spent nearly the last 12 months away from home I was considering “laying low” this year. I put it in quotes because I am fully aware that my “laying low” will still probably involve doing quite a bit. I’ve been thinking about using this summer as a chance to attend some of the smaller, lesser known motorcycle campouts that I’ve had my eyes on for a few years. I might use my summer to spend more quality time with friends and family. Or maybe I will

use my summer to incorporate my latest obsession into my travels, trail running. That’s right, you read that correctly, I’ve been running. I wouldn’t call myself an athlete by any means but I can confidently say that I have been tying up the running shoes and moving my feet at a pace just slightly faster than walking, which technically qualifies as running. Why am I doing this you ask? Good question. I’ll let you know when I have the answer to that.

There I go getting off track again. Back to what is happening this summer, because it will be here before we know it. I’m thinking I’d like to hear from you, whoever it is that has taken the time to read these words. I’d like to know what small grassroots events are happening so I can start formulating something that resembles a plan. While we are it, I’d like to propose another idea, one that our very own Chris Callen mentioned to me a while back and that I immediately fell in love with. The concept would be to gather together as many choppers as possible and take off on a substantial road trip together. Whether this means coast to coast, Mexico to Canada or some circuitous route that takes us through interesting places is yet to be determined but the idea and the method would be the same regardless of the route. We would stick to the smallest roads and the smallest towns possible, there may even be some dirt roads involved. We would camp each night, make repairs to our motorcycles next to a campfire, swap stories and lies about what we experienced that day and ride as a unit. Imagine, a well-manicured tour where they provide lodging and meals each night, a tour where they tell you exactly what will take place on your trip and what to expect. This ride would be the polar opposite of that. We will be dirty, we will figure out meals when we are hungry, there will be no chase vehicles, we will help repair each other’s bikes as necessary and we will develop lasting memories and stories that will last a lifetime. I am hoping to gather ideas from all of you to determine how to best do this, what you all want to do. How long should the ride be? One week? Two weeks? Longer? How many miles do you want to cover in a day? Is there a particular part of the country you think would be best for this? For example, I think starting and stopping at a small event would be

cool, but that’s just one idea. Maybe start at a small event and then finish at Sturgis? No idea is a dumb idea so throw it out there to either myself on Instagram @travelingchopper or to Cycle Source directly.

Consider this crowdfunding for ideas where no contribution is too small. I know for a fact that Chris, myself and the other people who know this concept are excited to see it come to fruition so let’s make it happen. Let’s get those crusty choppers out on the road, where they belong, and make some memories. I’m leaving the definition of chopper up to you. If you see your bike as a chopper then we will too. Now, it’s still cold in most of the country so you still have some time to get your bike roadworthy and hit us up with your ideas. I truly look forward to seeing what comes of this and look forward to hearing from everyone.

DRAG SPECIALTIES HANDLEBAR RISER/TOP CLAMP KIT

Make sure your handlebars are securely connected to your bike with the Drag Specialties Handlebar Riser/Top Clamp Kit. Each kit comes with two 6” tall straight risers, one-piece top clamp and all the necessary hardware. This kit works with handlebars that have a 1½” diameter clamping area. The risers are tapped to accept ½”-13 bolts. This kit is made in the U.S.A and has a suggested retail price of $215.95. https://www.dragspecialties.com/ search;q=06020608;r=eJyrVkrLzClJLSpWsoqOrQUAJusFKA%3D%3D

HARLEY-DAVIDSON SCREAMIN’ EAGLE 135 STAGE IV CRATE ENGINE

This street-ready performance engine features premium Screamin’ Eagle components: New 68mm throttle body and matching CNC-machined intake manifold, to maximize airflow to the engine. CNC-ported cylinder heads provide significantly improved efficiency of cylinder filling, leading to more explosive power and increased rear-wheel torque. High-performance valve springs remain stable with the high-lift cam and in high-RPM operation. Cam Plate and Oil Pump provides higher pressure when the oil is hot. New 10.7:1 high-compression forged pistons. SE8-517 high-lift camshaft, high-performance cam bearing and high-performance tappets. Patent-protected 4.31-inch steel sleeve cylinders and new 4 5/8-inch flywheel (bore x stroke is 4.31 x 4.625). New high-capacity 6.8 gram/second fuel injectors. Screamin’ Eagle Ventilator Extreme Air Cleaner and Screamin’ Eagle Street Cannon mufflers (each sold separately) are not required but are highly recommended for peak performance. The Screamin’ Eagle 135ci Stage IV Performance Crate Engine is intended for bolt-in installation in an original equipment-style 2021-later Harley-Davidson® Touring chassis. No special fabrication or engine-mount relocation is required. Two-year manufacturer’s warranty. MSRP of $7,999.95

CARDO SYSTEMS’ NEW PACKTALK

Cardo Systems, the global market leader in wireless communication systems for powersports, has unlocked the power of personalization with the all-new PACKTALK CUSTOM. Available at a mid-range price point of $269.95/279.95 EUR, Cardo’s industry-first mesh communicator service offers Pay-PerFeature subscription plans – allowing riders to get everything they need and nothing they don’t. the PACKTALK CUSTOM is the industry’s first wireless helmet communicator to allow riders to personalize their helmet comms experience by selecting from three subscription offerings on the Cardo Connect App, including SILVER, GOLD, and PLATINUM. In its stock form, the PACKTALK CUSTOM is loaded with features right out of the box, featuring Cardo’s second-generation Dynamic Mesh Communication, Bluetooth 5.2 Technology, over-the-air updates, and a fully waterproof design – just to name a few. Upgraded features within each pay-per-feature package include music sharing, audio profiles, universal Bluetooth Intercom, voice command, and more. www.cardosystems.com

z1r Bellona Jacket

DRAG SPECIALTIES LED HANDLEBAR MARKERs

Add safety and style to your bike with these Drag Specialties LED Handlebar Marker Lights. These dual-function lights feature both amber turn signals and white daytime running lights. The housings are made of CNC-machined billet aluminum and measure 1¾” long, 1¼” wide and 9/16” high. Available in chrome with clear lens or matte black with either clear or smoke lens for 09-16 FLHT/FLHX/FLTR and 15-22 Softail models. Sold in pairs MSRP $121.95.

Z1R expands the women’s line with the new Bellona jacket. The Bellona jacket offers an exceptional fit due to the ultrastretchy panels on the sleeves and sides for improved mobility, comfort and fit. A two-way front zipper closure, two hand warmer pockets, conceal carry pockets, and pockets to add armor are all featured in this jacket. Available in sizes XS-3W. Suggested retail $199.95.visit us at www.Z1R.com.

DRAG SPECIALTIES FRONT BRAKE CALIPER KITS

When you need to brake, you don’t want to worry about anything failing. The Drag Specialties Front Brake Caliper Kits are OEM-style calipers that provide the same reliable braking time after time. Each kit comes with all the necessary mounting hardware and brake pads for your bike. Available in a matte black finish for 00-07 FLT/Dyna/Softail, 00-03 XL, 04-05 VRSC and 06 VRXSE models. The right-side kits have a suggested retail price of $229.95 and the left-side kits have a suggested retail price of $256.95. For more information go to www.dragspecialties.com or contact your Drag Specialties dealer.

DRAG SPECIALTIES CANBUS HANDLEBAR SWITCHES

The Drag Specialties Canbus Handlebar Switches are a great way to upgrade the controls of your bike and have all the necessary buttons right at your fingertips. The right-side module includes the front brake switch, 48” long wire harness and turn signal reserve wire. The left-side module includes the clutch switch, 48” long wire harness and turn signal reserve wire. The module and connectors are all durable, IP66-rated and do not include the turn signals. The buttons come in a bright chrome finish and are available for 11-20 Softail models without cruise control, 12-17 FXD and 11-20 XL models. The left- and right-side modules are sold each with a suggested retail price of $114.95. dealer.

DRAG

SPECIALTIES

SEATS

EZ-ON MOUNT SOLO SEAT FOR NESS WINGED FUEL TANKS

This seat is specifically contoured for the Ness Winged Fuel Tank. It includes the EZ-ON mounting system, and the internal rubber mount allows for easy installation. The 3/16” ABS thermoformed seat base is a perfect fit to cover the two seat fender studs. The carpeted bottom and rubber bumpers protect your paint from scratches and dings. The molded flexible urethane foam interior provides you maximum comfort and style while the faux suede cover is double diamond stitched to add that custom, eye-catching look to your bike. This seat also moves the rider back approximately 2” compared to the factory seat. Available for 08-22 FLHT/FLHR/FLTR and FLHX models Made in the U.S.A and includes mounting hardware. MRSP $334.95. https://www.dragspecialties.com/

Article By: Heather Callen Photos By: Missi DeBord

sixty-Six-year-old retired Railroad worker Ken MacDonald is precisely the type of guy Dennis Kirk celebrates with their Garage Build Bike Show and on their GarageBuild.com platform. He builds bikes in his home garage to simply make his vision a reality. Ken doesn’t build for other people or for profit but because he loves making something his own. More importantly, MacDonald loves to turn his bikes into rolling works of art that tell a story.

Growing up in Connecticut, Kenny wasn’t born into a motorcycling family, unlike many motorcycle enthusiasts. Yet somehow, the two-wheeled bug found its way

into his blood as a youngster. He started out on minibikes and dirtbikes; from there, he was a goner. MacDonald got his first Harley, a 1971 Sportster CH, when he was just 19 years old. It was also his first project bike. Kenny didn’t stop there. Since

these pages is Ken’s latest project and started when he saw Eddie Trotta’s drop-seat bike. He knew then that he had to build one for himself.

MacDonald also liked the style of legend Louie Falcigno and drew much inspiration from there. Knowing he was ready for a project, the search for a donor began. It wasn’t long before he found what he wanted in an online marketplace, a mint condition bone stock, Softail, with only 12,000 miles. Kenny and his buddy Mike quickly stripped the donor of its glory and got to work.

then, he’s customized several bikes over the years, including Shovelheads, Panheads, and Twin Cams, to name just a few. This bike you see gracing

MacDonald had a custom drop-seat frame built for this project. Which, if you’ve built a custom bike before, you know isn’t necessarily an easy task. When it came time for final

STAVEN STYLE TECH SHEET

Owner: Ken Macdonald (The Mouse)

City/State: East Haven, CT

Builder: Ken Macdonald

Year: 2006

Model: Soft tail

Value: Alot

Time: One Year

ENGINE

Year: 2006

Builder: Twin Cam

Ignition: Thunderheart

Displacement: 88 ci

Pistons: 30 over

Heads: stock

Carb: S & S

Cam: Stock

Air Cleaner: Roland sands

Exhaust: loud

Primary: 3 inch open belt

TRANSMISSION

Year: 2006

Make: HD

Shifting: 5 speed/foot

FRAME

Year: 2020

Model: drop seat

Rake: 30 degrees

Stretch: 2 inches up

FORKS

Builder: Hawg Halters

Type: narrow glide

Triple Trees: Vulcan

Extension: stock

WHEELS

Front Wheel: DNA

Size: 120/70

Tire: Avon

Front Brake: disc

Rear Wheel: Paughco

Size: 180/18

Tire: Avon

Rear Brake: Performance Machine

PAINT

Painter: Streeter

Color: Orange

Type: Flames/Mural

Graphics: Mural

Chroming: Bar Chroming, Meriden, CT

ACCESSORIES

Bars: Homemade/Goodie Fabricators

Risers: one inch

Hand controls: GMA

Foot Controls: GMA

Gas Tank(s):Custom Flatbottom

Oil Tank: Rolling Thunder

Front fender: none

Rear Fender: Russ Wernimont

Seat: Mike Cerrito

Headlight: Bates

Taillight: Custom Dynamics

Speedo: none

photographer: Missi Debord

assembly, it was quickly apparent that the fit was a tad tight. In fact, they had to take the rocker boxes off to squeeze the motor into place, but hey, they got it done!

Throughout the project, Ken leaned on his friends for many different tasks. Mark Allen helped with tear down, final assembly, and general mechanics. Anthony Compo and Timmy the Greek helped with the custom fabrication. Lee at Garner Engineering and Hippie helped with the wiring. When it came to the custom

handlebars, MacDonald went to his local steel yard to source the tubing, and his buddy Matt Goodwin bent, welded and shaped the perfect bars for Ken.

The slick paint job was laid down by Streeter and tells the story of a particular 4th of July that actually took place in Kenny’s hometown. You know it’s a party when the cops come and decide to leave to protect themselves! Haha, don’t worry; that was a long time ago, and the neighborhood has since settled

down a bit!

When asked what the most significant lesson learned throughout “Staven Style” was, he simply responded, “Patience.” It’s not always easy waiting for parts and pieces to come in when it is beyond your control, but as you can see, good things do come to those who wait.

Let me dream for just a minute. What if a few guys got their heads together and put together a resolution that demanded Scientific Transparency and requested that our government put a panel together to determine whether there is a Climate Emergency.

What if we could get it supported by every automotive and motorcycle group in the country, and then we submitted it to every politician we could get our hands on and forced this hearing.

Imagine what that could mean for the world. We could be free again. We could be living in the best of times, not the worst. We could deal on a level playing field once more.

Imagine if a handful of grubby bikers could make this happen. I need to dream because I can’t ever give up. Let’s hit the news:

The Biltwell Final Six -The votes are all counted and the top six builders for 2023 have been selected! This year we have three

Panheads, a Knuckle, a 1929 “D” Model, and believe it or not – a hand-built chopper powered by a helicopter engine (parts of it at least!). These builders have already put in tons of hours and have more to go before the big reveal.

and photos are complete voting will go live on or around June 20th and will close the morning of June 23rd while they are riding the treacherous Ortega Highway to Cook’s Corner where we will have all the bikes on display, and will announce the Champ around 9:00 pm or so.

There is no cover charge or entry fee to get in at Cook’s, and it’s a great way to get your Born Free weekend started! You can get all the details here: www.Biltwellinc. com

Royal Enfield On The Track

-

MotoAnatomy Powered by Royal Enfield Announces Two-Rider Team for 2023 Progressive American Flat Track Season

Johnny Lewis and Ryan Wells to contest Mission SuperTwins class aboard Royal Enfield Twins FT motorcycles.

Johnny Lewis and the MotoAnatomy Powered by Royal Enfield team are prepared to take on the 2023 Progressive American Flat Track championship. For Lewis, this marks his fourth year of competition with Royal Enfield, and the 2023 season marks another step forward as the MotoAnatomy team will now field a full-time two-man team in the premiere class, adding Ryan Wells to the roster.

In May, we’ll send our team to shoot videos and photos of each bike and builder in their home shops/garages. Once those videos

Johnny Lewis and the MotoAnatomy team have made great strides in American Flat Track, introducing the Royal Enfield INT650 motorcycle into the world of competition. After spending several seasons in the Production Twins class developing the Royal Enfield Twins FT motorcycle, Lewis carded multiple podium finishes in the last two seasons, including a historic win at the Lima Half-Mile in 2021—a first-ever feat for Royal

Enfield. Lewis is now confident that the Twins FT has the potential to be a serious contender in all formats of AFT racing: Short Track, HalfMile, TT, and even the formidable Mile. Lewis and crew are ready to jump into the busy 18-round AFT Championship.

Ryan Wells is a force in AFT competition, and the 2016 GNC2 (Singles) champion ranks among the Singles’ class all-time winningest riders. The 2007 AMA Youth Dirt Tracker of the Year has been winning pro-level races for over a decade, and now brings his flat track expertise to Royal Enfield.

Lewis, Wells and the MotoAnatomy Powered by Royal Enfield team will be joined at select rounds by the Royal Enfield BUILD. TRAIN. RACE. (BTR) program. The women of BTR will be contesting a schedule of four rounds within the Progressive American Flat Track schedule. For more info visit BuildTrainRace. com.

For more on the 2023 Progressive American Flat Track Championship, visit AmericanFlatTrack.com.

Skills Crisis Over Lack Of Young People Working

In Motorcycling - The motorcycle industry is in desperate need of more young people to work as technicians or in dealerships if it wants to survive for future generations, warn UK industry bosses. “The challenges we face in attracting young people to work in the sector are the same we face in attracting new and young riders,” CEO of England’s Motorcycle Industry Association (MCIA) Tony Campbell warns.

“As with attracting new young

riders, as a sector we have to be seen to be at the cutting edge of new technology, innovation, and design. In my view, we have an identity problem when it comes to attracting young talent to the industry,” he continued, adding that “There is and will continue to be a shortage of skilled resources.”

Keen to get more young people involved in the industry, the MCIA teamed up with recruitment firm BikeJobs and the National Motorcycle Dealers Association (NMDA) to create a Careers Hub stand at the Motorcycle Live show in Birmingham. Of the 150 enquiries

Government To Act On SelfDriving Cars

- Late last week it was announced that Tesla will recall 362,000 vehicles equipped with its Full Self-Driving (FSD) Beta software. This comes after U.S. regulators said on Thursday the driver assistance system did not adequately adhere to traffic safety laws and could cause crashes. The recall comes on the heels of a string of crashes last summer involving motorcyclists in Florida, Utah, and California.

In the announcement the National Highway Traffic Safety Administration (NHTSA) said that the software reportedly may not respond sufficiently to posted speed limits and may cause cars to drive through intersections in an “unlawful or unpredictable manner.”

NHTSA noted that the software may cause Tesla owners to travel straight through an intersection in a turn-only lane, fail to come to a complete stop at a stop sign, or drive through a yellow light “without due caution.”

The Motorcycle Riders Foundation (MRF) has long been concerned about the deployment of these vehicles without proper testing.

registered at the event, 78.5% were male and 21.5% were female -- with 78% of all respondents being aged between 13 and 30. The largest of these groups was 17-20, who made up 28%. -Bill Bish, NCOM

But youngsters are being told that all ICE vehicles will be gone, they are bad and kids can go electric or ride a bicycle—mandatory. No fun, your son. -Bandit

Pressure Mounts On Federal

Pressure is also being applied by state motorcyclist rights organizations. ABATE of Wisconsin will be using their “Lobby Day” in Madison to take aim at rules and regulations on self-driving cars in their state. ABATE of Indiana and ABATE of Illinois remain focused on this battle in Indianapolis and Springfield. A growing number of other states are also taking up the battle to protect the safety of motorcylists as it relates to this new

THE CYCLE SOURCE WORLD REPORT - POWERED BY BIKERNET.COM

technology.

While the MRF and state groups remain vigilant in our fight to protect you as a biker, as always, you should remain alert of all other roadway users. Ride Safe and Ride Free! -MRF

NCOM Convention In Phoenix

Welcomes All Riders Nationwide -

The 38th annual NCOM Convention is coming soon, so mark your calendar now and plan on being part of one of the largest gatherings of bikers’ rights activists worldwide. This year’s NCOM Convention, to be held JUNE 16-18, 2023 at the Hilton Phoenix-Tempe, located at 2100 S. Priest Dr., in Tempe, Arizona, will draw hundreds of concerned motorcyclists to the great American southwest to address topics of concern to all riders everywhere.

Agenda items will cover legal and legislative issues, with Special Meetings for Veterans Affairs, Women in Motorcycling, Clean & Sober Roundtable and World of Sport Bikes, as well as the Christian Unity Conference and Confederation of Clubs Patch Holders Meeting.

All motorcyclists are welcomed and encouraged to participate in the many meetings, seminars and group discussions that focus on legislative efforts and litigation techniques to protect our riders’ rights and preserve Freedom of the Road.

Be sure to reserve your hotel room now by calling (480) 9671441, and mention NCOM for our Special Room Rate.

Registration fees for the NCOM Convention are $110 including the Silver Spoke Awards Banquet on Saturday night, or $50 for the Convention only. Preregistrations must be received by June 10, or pay cash at the Convention. For more information, or to pre-register, call the National Coalition of Motorcyclists (NCOM) at (800) 5255355 or visit www.ON-A-BIKE.com.

New BUELL Super Cruiser

Is A Roland

Sands Design Collaboration - Buell Motorcycle announced this week that a new Super Cruiser designed by Roland Sands of Roland Sands Design, Long Beach, CA, is in development for 2025, bringing two iconic brands together to create a one-of-a-kind motorcycle with a West Coast attitude.

Roland Sands & Roland Sands Design will bring the heat. Champion motorcycle racer turned custom bike builder, Sands is considered the King of Cool in styling cruisers, café racers, and many top brands’ iconic built bikes.

The Super Cruiser will take advantage of Buell’s unique highperformance V-twin engine and

than sport bikes. Out of the gate, this cruiser will lead performance in the category. It’s light, nimble, and high torque, incorporating all the main points that connect the rider to the ground, and it’s cracking open another part of the market – a younger crowd craving speed and performance in a cruiser. buellmotorcycle.com

Vermont Introduces Bill To Repeal Internal Combustion Engine Ban Don’t Delay! Please contact lawmakers to request their support for this bill:

Overview: Lawmakers in Vermont have introduced SAN-supported legislation (H.73) to repeal the law tying the state to California’s motor vehicle emission standards. Under current law, sales of new gas- and dieselpowered vehicles will be banned starting in 2035. The SAN believes that Vermont residents, not the government, should decide what vehicles are best for them and their families.

The bill awaits consideration in the House Environment and Energy Committee. -SEMA

Curing Kids Cancer Breaks Record At Mecum Auction In Las Vegas! The South Point Hotel & Casino recently hosted the Mecum Motorcycle Auction at the end of January in Las Vegas, NV.

innovative perimeter braking system and structural swingarm, delivering a bike with exceptional handling in a non-sport bike format.

At 450 lbs. and 175 hp, Sands’ chassis geometry delivers roadfriendly handling that’s ready for the track. Using much of the standard Buell rolling kit, Sands engineered his chassis design to work with the swingarm, forks, original 17” wheels, and brake system. “Ground clearance, bar position, and comfortable seating and foot positions are key to getting the cruiser look with sport bike handling,” said Sands.

The Super Cruiser solidifies that Buell is Back and building more

Motorcycle Safety Lawyers® was in attendance supporting Curing Kids Cancer (CKC) in their efforts to raise money to fund research to find cures for childhood cancer.

Grainne Owen, Co-Founder and President of Curing Kids Cancer and her team, were excited to break a fundraising record at the January Mecum Auction!! Grainne was able to accomplish this through funds raised by the helmet auctions, road art auctions and the generous donations received at Mecum! A total of $103,000 was raised at the January event!

The Art from The Heart fundraising campaign was a partnership between Motorcycle

Safety Lawyers®, KIRSH Helmets, Motorcycle Knuckle Busters, and Curing Kids Cancer. It began with 25 artists from around the country custom painting KIRSH Helmets with their own unique designs and submitting them to be voted on by the public.

The voting closed at the end of December and the winner was chosen and announced at Mecum. Havana Kustoms produced the winning helmet and was presented with a $5000 check from Motorcycle Safety Lawyers a division of Shuman Legal®.

The winning helmet was auctioned at Mecum and bought by non-other than Mike Wolfe from American Pickers for $17,000. Mike graciously donated the helmet back stating that he believes in Curing Kids Cancer’s efforts and wants to help them raise even more money

to save children’s lives. The winning helmet will be crossing the auction block at the Indianapolis Mecum Auction in May 2023.

Motorcycle Safety Lawyers® is

are breaking ground in pediatric cancer research. Funds also support the development of CART-Cell therapy which has a 97% success rate in saving children in hospice. The therapy costs $25,000 per child and doesn’t require radiation or chemotherapy. https:// curingkidscancer.org/

I believe in freedom and humanity. I also believe in honesty. We have a challenge in this country, but the brothers are working on it. Join the MRF or your local motorcycle rights association, and you can keep abreast of the action Weekly on Bikernet.com.

Ride Free Forever, or die trying! -Bandit

proud to be sponsor Curing Kids Cancer and looks forward to our continuing relationship. CKC funds have gone to helping doctors in 27 states at more than 45 facilities who

ADVERTISERS INDEX

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AMCA......................................69

Battery Outlet.........................97

BikerNet.com..........................18

Bling’s Cycles.........................28

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Chopper Time.........................49

Cycle Source Gear.................97

DB Custom Leather................94

Dennis Kirk.............................99

Denver’s Choppers................33

Drag Specialties.......................9

Drag Specialties Seats...........15

Dream Rides...........................57

Dutchman...............................97

Feuling...................................95

Hardcore Cycles.....................43

Hijinx Apparel........................95

IO Mount.................................73

Kiwi Indian...............................27

Law Tigers................................2

Led Sled..................................55

MC Creations..........................97

Mikuni......................................57

No School Choppers..............69

Pandemonium.........................17

Paughco.............................13,79

Progressive Insurance.............5

Providence Cycle Worx..........59

Kiwi Indian..............................27

Klock Werks...........................65

S&S Cycle.............................100

ShopTalk................................48

Sierra Madre...........................45

SmokeOut..............................25

Sons Of Speed........................71

SpeedKing..............................97

Sporty Parts............................97

Spectro Oils..............................3

Sturgis Motorcycle Museum..29

Tech Cycles............................27

TMMR 37

Twin Power................................4

Twisted Choppers...................19

Heard A Good One Lately ? Then Send It Along To Us At:

119 Dellenbaugh Rd. Tarentum, PA 15084 Or E-mail To cyclesourcemain@comcast.net

An Irish priest was transferred to Texas. Father O’Malley rose from his bed one morning. It was a Fine spring day in his new Texas mission parish. He walked to the window of his bedroom to get a deep breath of the beautiful day outside. He then noticed there was a jackass lying dead in the middle of his front lawn. He promptly called the local police station. The conversation went like this: ‘’Good morning. This is Sergeant Jones. How might I help you?’’

‘’And the best of the day to yerself. This is Father O’Malley at St. Ann’s Catholic Church. There’s a jackass lying dead on me front lawn.” Sergeant Jones, considering himself to be quite a wit, replied with a smirk: ‘’Well now Father, it was always my impression that you people took care of the last rites!’’ There was dead silence on the line for a moment… Then Father O’Malley replied: “Aye, ‘tis certainly true, but we are also obliged to notify the next of kin.’’

Chuck

An elderly Italian man who lived on the outskirts of Rimini, Italy, went to the local church for confession. When the priest slid open the panel in the confessional, the man said: “Father, during World War II, a beautiful Jewish woman from our neighborhood knocked urgently on my door and asked me to hide her from the Nazis. So I hid her in my attic.” The priest replied: “That was a wonderful thing you did, and you have no need to confess

that.” “There is more to tell, Father, she started to repay me with sexual favors. This happened several times a week, and sometimes twice on Sundays.” The priest said, “That was a long time ago and by doing what you did, you placed the two of you in great danger, but two people under those circumstances can easily succumb to the weakness of the flesh. However, if you are truly sorry for your actions, you are indeed forgiven.” “Thank you, Father. That’s a great load off my mind. I do have one more question.” “And what is that?” asked the priest. “Should I tell her the war is over?’’

Mike

Some people grow old gracefully, while others fight and scratch the whole way.v Andy’s wife, refusing to give in to the looks of growing old, goes out and buys a new line of expensive cosmetics guaranteed to make her look years younger. After a lengthy sitting before the mirror applying the “miracle” products, she asks her husband - “Darling, honestly, if you didn’t know me, what age would you say I am?” Looking over her carefully, Andy replied, “Judging from your skin, twenty; your hair, eighteen; and your figure, twenty five.” “Oh, you flatterer!” she gushed. Just as she was about to tell Andy his reward, he stops her by saying... “WHOA, hold on there sweety!” Andy interrupted. “I haven’t added them up yet!”

Johnny

Stan was seconds away from receiving a vasectomy when his brother and sister-in-law barged in the room holding their newborn baby. “Stop! You can’t do this!” exclaimed the brother. “Don’t you want to have a beautiful baby someday like my wife and I have here?” Stan said nothing.The brother grew impatient, “C’mon Stan, I want a nephew. Stan, make me an uncle.” Stan couldn’t take it anymore. He gave his sisterin-law an apologetic look and asked his brother, “You’re SURE you want a nephew?” “Yes,” the brother replied. “It would be an honor!” “Well congratulations, you’re holding him!”

Billy

Aman is out shopping and discovers a new brand of Olympic condoms. Clearly impressed, he buys a pack. Upon getting home he shows his wife the purchase he just made. “Olympic condoms?” she blurts, “What makes them so special?” “They’re in three colors”, he replies, “Gold, Silver and Bronze.” “What color are you going to wear tonight?” she asks cheekily. “Gold of course”, says the man proudly! The wife responds wryly, “Why don’t you wear Silver, it would be nice if you came second for a change!”

Karen

Alittle 10-year-old girl was walking home, alone, from school one day, when a big man on a black motorcycle pulls up beside her. After following along for a while, he turns to her and asks, “Hey there little girl, do you want to go for a ride?” “NO!” says the little girl as she keeps on walking. The motorcyclist again pulls up beside her and says, “Hey, I will give you $10 if you hop on the back.” “NO!” says the little girl as she hurries down the street. The motorcyclist pulls up beside the little girl again and says, “Okay kid, my last offer! I’ll give you 20 Bucks “and” a big bag of candy if you will just hop on the back of my bike and we will go for a ride.” Finally, the little girl stops and turns towards him and screams out... “Look Dad” “You’re the one who bought the Honda instead of the Harley! YOU RIDE IT!”

Zoe