as we make our way through this life, it’s funny how many of the greatest lessons sit right before us, yet we deny their true value in favor of trusting our weak minds. Failure is one of the best. Fear of failure is the number one limiting factor that keeps people from doing so many of the great things they are capable of. As it applies to motorcycles, let’s take a look at the checkered past of HarleyDavidson to put it into perspective. From the very inception of their power cycle, they found the machine unable to climb hills. That failure pushed them to dive further into engineering what would end up being the very first motorcycle designed with heavier flywheels and a larger displacement. They assembled all of this in a shed in the Davidson family back yard. But you are sadly mistaken if you think this was the last instance of failure.
Come to think of it, failure may have been, and quite possibly still is, the iconic motorcycle brand’s best advisor. Each and every time their engineers took a leap into the future with innovative design concepts, pushing the envelope with a new motor family, the first few pages of the motors’history were sprinkled with failure. The oil pump on the first twin cams, the lack of pulling out power on the V-rod, plastic tensioner shoes on the Twin Cams, mismatched front end components, AMF as a whole, and up to and including the Live Wire Electric bike. There are plenty more examples that I could point out, but let’s imagine what would have never been if these failures had made them quit at any point. There would have never been bikes like the Knucklehead, which, believe it or not, was born out of failure. And while revered as maybe the most iconic motorcycle of Harley history, it was made during a time in our country’s history when the best metals went to the war effort, and manufacturers did their best they could with what was left. Many feel this is why old Knucklehead
parts are plagued with fracture issues.
The metal just couldn’t stand up to the use over time. But instead of quitting, Harley pushed on, continuing to take chances and break barriers. This is what leadership looks like. It is not about being the best every time you come to the plate. It is about always coming back, year after year, trend after trend, failure after failure taking the chance that those successes in the middle are so grand that they push the failures to the corner. This is precisely why we are about to celebrate H-D’s 120th birthday. They did not quit. Not through our country’s darkest hour, not in the face of fuel shortages, supply chain issues, rising competition from foreign manufacturing, aging demographic, and most currently, the COVID Pandemic that set us all back. Harley-Davidson remains a leader through their ability to push on in the face of adversity, never stopping to count the failures but instead realizing those same failures pave the way to success.
Early on, and probably without knowing where the inspiration for this came from, I never feared failure. I grew up part-time under the care of my grandparents, who were small business owners. My grandfather started in the coal mines, moved to the steel mills, and eventually opened his two-pump gas station. I remember him telling me, “Working for another man means eating a shovel full of shit as quickly as you can so you can get ready for another mouthful.” In his life he was a successful man but not without the failures of any small business owner. Watching him navigate those early on gave me the attitude that failure would never stop me from trying to live my dream. This was, in short, the way to the American Dream that so many were searching for. A generation of people that worked their asses off for the chance to have their own small business, a nice little house, and the
ability to take care of their families. Despite the many funny stories I could you, he won, even though, at times, he literally walked around with clown shoes on. I don’t consider myself to be half the man he was, and I’m not sure I ever will, but one thing I know he taught me is that it is up to me to be better today than I was yesterday, no matter what or who stands in front of me. From that, I also have my own pair of clown shoes at the ready, and when it’s called for, I wear them with pride. I trust when I have an idea and put my entire being, all of my passion for motorcycles, and the community around them into it. When my idea falls short, no one is more surprised than me. But instead of letting fear hold me back, I take a long hard look at why it failed, and I launch a new plan.
It’s the same with building a bike. Each one has to be better than the last…and that requires risk. I recently watched as Johnny 99 challenged himself in this manner. It could have bit him in the ass right down to the wire, and it almost did. In the end, he wiped his failures off the table and presented his success in the form of most likely the best bike of his career so far. That’s what it takes man, risk, perseverance, dedication, and passion. If you want to reach goals of extraordinary accomplishment, you cannot settle for following the blueprint of the status quo. Albeit, you may end up in front of everyone with the emperor’s new clothes on, but the chance to achieve greatness, the inner satisfaction of being counted among the people who broke molds and smashed barriers, well, my friend, that’s worth it all... to some of us.
Now go find something to fail at, do it in front of everyone, put your clown shoes on, and take a walk around. Trust me, it’s liberating!
we have wanted to be involved in Bike Week In Arizona for quite a long time. With our man Jack stationed at the Dirty Dog, we have heard stories of this legendary event that is home to some of the greatest music, the Dry Heat Run and the Paul Yaffe “King Of The Baggers” show.
With a rocky path through COVID, event organizers looked to change gears in 2022. They went to the people, listened to their comments, and came back with what was an incredible event. You asked, and they listened. Finally, an event that understood that these rallies are driven by people, and in the end, it was off the hook.
So our part of the Bike Week adventure started with the FXR Friends Throwdown a few days earlier, more like a week. We landed at Jack and Diane’s “Schit Family Resort for Wayward Bikers” with a few things to tighten up on the FXR to get ready for the big ride outta Winslow. Now, you can read about that in this same
issue, but one thing I had never experienced in this area was Superstition Mountain. There at the base, sits Apache Junction, which provided us with a view of a natural phenomenon you must see with your own eyes. At certain times throughout
the year, I believe Spring and Fall, the side of the mountain, exhibits a shadow of what looks like a rabbit being chased by a mountain lion. This continues through sunset when it seems like the rabbit will surely be eaten. A beautiful view highlighted by
this incredible event is only visible for a short window each year. After the festivities of the Throwdown, we found ourselves rolling into the fairgrounds of AZ Bike Week. It was in full swing, and people rushed over to see the fourteen bikes of the FXR deal for the first time in person. The layout was different this year. As I said in the intro, the promoters took some direction from the rallygoers and made it into two venues. On one side was a full-on bike rally with all the vendors, some entertainment with music, and shows under a few tents where Jay Allen himself was the Master Of Ceremonies. Attendees could event catch a Wall of Death Show with the Ives Brothers, or Motorcross Extreme Stunt Show. This was where all the bike shows would be held, and in general, folks could just spend the day hanging out. Now for the locals who have always commented about the cost of AZ Bike Week, this was a big
deal as the cost to attend this portion was only $12, so if you wanted to stop in for the day or travel back and forth, it wasn’t a big hit on your wallet. But what would happen to the world-class entertainment that AZ Bike Week has become known for? I mean, national-level recording artists can’t be contracted for the gate fee of a typical rally. Well, they figured that out as well. On the other side of the giant facility at WestWorld, they had all the big acts perform. Rally-goers could buy tickets for each show individually or pay for access to them all. It really is a brilliant solution and one that I would wager other events start to adopt as well.
After scoping out the lay of the land, we all huddled around Mr. Yaffe’s area before heading off for some much-needed food, drink, and a little rest. Friday was a big day for us, with the 10th Annual Dry Heat Run kicking off the day. This has been on my list for a long time and is an event hosted by the Hamsters USA® to raise money for the Lifescape Children’s Care Hospital. It started with a fantastic breakfast at Monterra and then a spirited ride. Now let me be clear, these cats get down! From the time we left WestWorld until we came back for lunch, it was full-on. The dry heat was real, but I’m almost certain it was because I swear we were at the edge of the earth’s atmosphere. Post ride, a fantastic lunch was being served to all riders, but Heather and I had to haul ass since it was also our Bike Show. I can’t tell you how proud and amazed we were that so many of you showed up in AZ for us. The bikes were off the hook right from the first one in, a knuckle that an old boy kicked to life to make the official ride in part of the show, to the many performance-based and chopperstyled machines. Over 70 bikes in total showed, making our first show in the southwest in quite a while a tremendous success. In the end, Xavier Muriel walked away with the best in show with his one-of-a-kind FXR.
We slipped off the property after Heather caught a little bit of Rob Zombie to catch up with Jack Shit and the guys at the Dirty Dogg Saloon. This was their infamous Wet
T-Shirt Contest night and the first one I was ever able to attend. Jack, the owner of the Dogg, and his people are some of the best on planet earth. Bartenders and sometimes the patrons entertained the masses by frequently dancing, filling the room with an air of a wild ass time. I was on hand as a judge, but in truth, I can’t remember if they ever named a winner. I mean, there were plenty of contestants, oh hell…. Maybe I just lost that gig!
Saturday found us on the scene for Paul Yaffe’s “Baddest Bagger” show. We were lucky enough to pick a bike for Cycle Source from the show, and our award went to a classic style bagger that made me think of an old Shovelhead FLH owned by Travis out of New Castle, Wyoming. The newly crowned King was Logan Fox and walked away with the third-ever championship ring.
Meanwhile, over in the campground, things were starting to get interesting. We went over and watched as a group of campers held an impromptu set of field games with a drinking component involved. I’m not sure if it was a minimum number of drinks to start or if they were delivered as a prize for completing each round, but let’s just say many libations were going around. This was another great thing to see, a vibrant campground. Sure, there were half-million dollar Prevost busses in the camping
area, but a proper old-school rally campground was also found in the field. This is an excellent part of the rally scene that is coming back. I’m not a fan of the day-only event. An entire village spread out through row after row of campers with their own and sometimes combined resources to make BBQ villages and poolside properties.
With the day’s work done, we snuck off to catch a little bit of the legendary Lynard Skynard. The joint was packed. A proper concert neon the light show alone was worth the price of admission.
All in all, for our first foray into Arizona Bike Week, we give it a thumbs up. The organizers work tirelessly to bring what the people want to the show and evolve as new suggestions and ideas come in. If I were you, I’d pay attention to what’s coming in 2023. I think some more great changes are headed our way.
In closing, after the event but before we finished this article, the Arizona Bike Week Community lost one of its leaders with the passing of Brad Bennett. Our hearts and prayers to his family, his team, and all who knew him.
wWe all start somewhere. Shops and garages are not built overnight; they are built over time, and your collection of tools will grow. When you can justify a need for a new tool, then buy it! Not only will you add to your toolbox but to your skillset at the same time. Here is an overview of tools every shop/garage should have to get started.
Essential hand tools, such as sockets, ratchets, screwdrivers, hammers,
punches, Allen wrenches, and pliers. The basic stuff we all know. This will allow you to perform basic tasks such as tuning up your motorcycle, adjusting your cables, and even rebuilding your carburetors.
Shop vise, every shop/garage needs one. This is a shop staple and has lots of uses. Holding parts for disassembly and reassembly can also be used as a small light-duty press for bearings, pins,
such.
Air compressor and air tools, these will be the most neglected tools you will ever own. Take care of them, and they will take care of you! The air compressor will power your air tools and allow you to perform many different tasks. Some of these tools are a grinder, cut-off wheel, and blow gun. Also, a die grinder can help you do cylinder head porting, airing
up your tires, or perform a leak-down test on a worn engine.
Shop Lighting…Good shop lighting is a must, whether it be fluorescent or LED hung from the ceiling, you want plenty of it so you can see what you’re doing. I would also suggest you put your best lighting over your workbench. A flashlight is also handy for those nooks and crannies in dark spots.
Sturdy workbench. A clean spot to disassemble and reassemble small parts also a great place to mount your vise and bench grinder. The underside of your workbench is a great place for storage or organization. A great place for oil, gas cans, or just any parts.
Floor jack… A scissor type jack is great for working on motorcycles. It will allow
you to do tire changes, oil changes, and chain or belt adjustments. This jack also works well to help you adjust your suspension properly. It is also nice to have a floor jack; these are used for auto repairs and will allow you to change your brakes and oil when needed.
Electrical tools…Such as crimpers, cutters, and spare wire for electrical repairs. Connectors and terminals are also nice to have. Another route you could go could be to solder everything with a soldering iron. A volt meter is also very handy for diagnosing electrical problems.
Stool or chair… is a great place to sit or troubleshoot. You know, figure out what the problem actually is. They are also nice for coming up with the next plan of action for your project. But the best thing I found a stool or chair to be good for is having a cold one and admiring your progress. You did a great job and should be proud of yourself!
Oil changing tools… You may only use these 1 or 2 times a year on your own stuff, but you can hustle a lil bit on the side for people and make some extra money. You will need a drain pan and a couple different sizes of oil filter wrenches.
Bench grinder... I like to have a stone wheel on one side of the grinder and a wire wheel on the other. The wire wheel works great for cleaning bolt threads. The stone wheel is used for deburring and sharpening. Sharpening lawn mower blades in the summer is another good way to make a couple bucks.
In the beginning, you’re probably not going to have all the fancy tools, but with a keen and creative mind, you will be able to make it happen. Eventually will become comfortable with your tools, and will have learned to be creative with their use to accomplish the task at hand. Happy Wrenching!
If you have questions or an idea for a tech article please feel free to call me at the shop anytime 419-576-6812
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if you have been around the motorcycle community for any time, then you probably know the company SikPipes. If you haven’t, then you need to check them out. For about 14 years, Tyler Foster has been knocking out some truly innovative and “Sik” exhaust systems for Harley V-Twins. Even if you are familiar with SikPipes, you may not be aware that they also do fabrication and custom coating work besides exhaust. This recent build not only shows off SikPipes exhaust fabrication skill but also their other
abilities around the shop.
A 1972 Shovelhead, in “Project” shape, was acquired to get things going. While Tyler has built several motorcycles, this was his first venture into “the belly of the beast” by doing a complete engine rebuild including splitting the cases. Tyler wanted to thank Bill Dodge for coaching him through this process and helping with part selection.
Before putting the engine back together, Tyler blasted the parts and Cerakoted them. This coating is super strong and heat resistant. With the
Article By: Matt Reel Photos By: Melissa DeBordexternal parts coated, the assembly started with pistons from S & S and a Red cam. An S & S Super E was bolted on to bring in the fuel and get the fire started, an S & S Super E was bolted on, and a Dynatec ignition was installed. Everything was then topped off with an STF Bee Blocker air cleaner.
The frame and swing arm were cleaned up next. Drop seat castings were added to give the ride a little lower feel. To continue the slammed feel dropped axle castings were grafted onto the swing arm. With the modifications finished, the whole thing
was treated to its own Cerakote coating.
With the frame and engine ready, it was time to get the rest of the drivetrain going. The original Harley 4 speed was freshened up, and a hydraulic clutch actuator was added on. Everything was bolted into the fresh frame and tied together with a BDL belt drive. To finish off the chassis Pro One triple trees were added along with 2-inch under Pro One tubes.
Now that the chassis was ready, things needed to get rolling. The 18x5.5 rear and 21x3.25 front SMT wheels were shod in Bridgestone tires. Galfer performance rotors were added to give the Tokico calipers something to bite into. This was all mounted up, and a set of Ohlins shocks were bolted on to suspend the rear.
Now, what’s a hot rod if you can’t control it. To get control of this beast, Tyler added a set of Death Metal Racing risers topped with Pro Taper handlebars. To give pressure to those brake calipers, Brembo hand
controls were used.
To finish things off a Led Sled fender was cut and fit to the swing arm with a set of custom struts whipped up in the SikPipes shop. Tyler went to Bung King for one of their Oil Tank kits for oil containment. These kits allow you to perfectly fit the tank to your frame and mount the ins and outs where you want. A gas tank was ordered and then thoroughly cut up for the fit and look Tyler was after. With all that done, it was time for some color. Kyle Morley was tasked with laying down the paint, and we can all agree he killed it.
Now, there is one thing left to finish this bike off. With a company named SikPipes you better show up with an EXHAUST. Tyler wanted a 2 into 1 that made a statement, but he also wanted a kicker. These two things don’t always work well with each other. Tyler found a simple fix for that problem. That fix would be the left side of the bike. Tyler fabbed up a stainless-steel system that snaked around to the left, tucked in tight, and then dumped out like the Hot Rod it
work but a really fun
to
Tyler rolled into Daytona with the Shovel, where it was photographed, and has been hitting rallies and shows everywhere with it
since.
Tyler wanted to send out a big thank you to Justin Fairchild, who is always down to help on whatever idea pops up, and, of course, his wife for accepting, dealing with, and putting up with this crazy lifestyle he and the rest of us love so much.
this tech will be amazing. I built this 1950 Panhead during the Covid, which we called Pandemic. We fought with a magneto for a year and finally slipped in a used automatic advance distributor. It started, first kick, with a Mike Egan (RIP) rebuilt M-35 Linkert. Then we ran into another issue. The clutch dragged. This bike, a poor basketcase roller, came with lots of trashed parts. But it did have a belt drive of sorts designed for running in tin primaries. The clutch internals were made up of stuff I had lying around the shop.
I had issues with the clutch arm pivoting across the top of the transmission and running into the plate under the semi-stock oil tank. Like I said, nothing was exactly stock
or correct. I shaved the arm, redrilled the cable hole, and notched it to align with the clutch cable bracket mounted to the frame.
I felt safe with my modified clutch
Although it could add tension to the lever, the lever seemed cool, and pulled easily. We haven’t dug into the spring tension discussion much.
I watched a Youtube with Bert Baker where he pointed out that your pressure plate must move .070 for your clutch to disengage. He demonstrated with a completely stock late model Harley, which moved .088. My clutch pressure plate seemed to move .090, so I was golden in that respect—I hoped.
arm since the relationship was working in my favor. The shorter the arm meant more pressure plate movement from the handlebar lever.
At first, when I dropped it into gear, it would kill the engine with a jerk. I took the clutch apart, cleaned and serviced it. It was slightly better, and it improved some, but only a skosh when I adjusted it. Now, I could ride it a mile before it attempted
to pull me into the intersection at the highway…
Buck Lovell received an assignment by the supreme Cycle Source staff to shoot the Pandemic for a feature. Which meant I needed to repair the clutch, pronto. It had to be a running, riding old Panhead, or die trying.
Buck said, “ When that belt drive heats up, the tension on the clutch increases.” Made sense to me, so we loosened the transmission and backed off the tension on the belt. He even brought over a BDL tool for measuring belt tension.
We also looked into a new set of clutch plates, and another solution jumped out at us. BDL makes a complete Belt drive, clutch system for early Harleys, but that would f..k with the Pandemic patina. Barnett makes replacement plates and springs. Buck knew someone at Energy One, so we ordered their set of fibers, steels, and two tensions of springs.
We carefully removed all the cable tension on the throw-out bearing before adjusting the pushrod. It had to completely release when the clutch is disengaged.
Although this is a dry clutch situation, the directions called for a
brief soak in ATF before installation.
Okay, the new Energy One clutch system with reduced pressure springs didn’t do the trick. I spoke to Micah McCloskey, a master, a traditional chopper, and engine builder. He said, “You must find a Roger Ramjet (RIP) clutch retainer plate. They still make them but call them clutch retainers.”
I went on the hunt and ordered one from J&P, which my mail carrier lost, but J&P sent me another one.
I pulled the clutch apart again and removed the bearing support, anchor springs and plate. I replaced the plate with the clutch retainer and three small clip rings, which were a bear to install. This plastic plate has three adjustments to prevent the clutch basket from moving with the plates, preventing them from disengaging.
J&P directions called for only .018 to .035 clutch basket movement. My first setting was too loose, so I turned it two more holes to the tightest setting and installed the clip rings. This immediately made a difference. I could pull on the clutch lever with the bike idling, and it wouldn’t move when I popped it into first. But once I rolled down the street, shifting into 2nd was still a chore.
I had a date to ride the Pandemic to the photo shoot location about 15 miles away. I barely got to the top of the hill, and it started to run on one cylinder and died. I goofed with the sparkplug wires, and it came to life.
I was low on fuel and decided to ride into Deadwood to refuel. It died again, so I got more aggressive with the sparkplug wires. It fired first kick, and I rode it half a mile to the Dinosaur gas station and filled it up. If it acted up again, I was prepared to throw in the towel, but it didn’t, and I started riding out of the winding hills toward the interstate.
The bike handled good and ran like a champ. The clutch was fine as long as I was in 2nd, 3rd or 4th. We took the still shots and riding shots. It fired every time I kicked it, but I wasn’t done with the clutch.
I attended a 50th Anniversary party, celebrating the F…king Asshole and the Dream Girl’s marriage with a bunch of AMCA guys riding stock Knuckleheads, Pans, and Indian fours. They know their shit when it comes to these models. Charlie told me to drill out the fiber plates with a 25/64s bit to allow for more flexibility.
Mike Kane explained that
aftermarket metal plates are stamped out, and the rough edge can catch on the clutch basket rails. Cabana Dan, a Hamster who works on early bikes, explained that the metal plates have a smooth and sharp edge when stamped. The smooth edge should always face out, and he agreed with Mike. The sharp edge should be filed or smoothed slightly.
That turned into my next move, and we tore the clutch apart again. We carefully filed each metal plate and drilled out the fiber plates. It worked like a champ.
Dr. Hamster said seriously after road testing the Pandemic. “So, each clutch adjustment gave you 5 percent improvement.”
Who the heck knows? After working on old Harley 4-speed clutches for over 50 years, I was blown away to find out so much about the buggers.
Sources:
Baker Drivetrain Barnett Cables Energy One American Prime BDL J&P Cycles
And Photos By: Troy Bensinger
lately, I’ve been swamped at work with my seasonal job as a one-man house painting crew here in Arizona. Winter is my time to work and save enough money so that I can travel for six months each year. When I’m not traveling around the tri-state area, I paint houses and sleep in my van. I’m posted at my motorcycle campground, Camp Vagabond, in Golden Valley, Arizona. Each year, as winter sets in, many motorcycle tramps and numerous friends who live on their motorcycles find my property very accommodating. I had been hunkered down in my old ‘65 Chevy School Bus for most of the winter, and I was looking forward to this trip. The Prowl was set to take place in midMarch in Bisbee, AZ. This would be my second visit to this utopia of chopper happenings. I couldn’t sleep: all I could do was count the days on the calendar and wait.
The Prowl was organized by Matthew “Tiny” Romero. Tiny is a second-generation biker who grew up near Bisbee, Arizona. His wife, Cassandra Romero, is also a second-generation motorcyclist. Cassandra’s dad, Sandy Fowler,
and Tiny’s dad, Manuel “Chito” Romero, rode together from the mid-1970s well into the 1990s. Tiny and his buddy, Sam, had gotten tired of the local Bike Night scene at the local taverns and were even
wrench on their choppers. They wanted to start a chopper event similar to what Tiny’s uncle, Rey “Indian Rey” Romero, used to put on in the 1990s. It was called Indiana Rey’s Bisbee Run. When he wasn’t beating on his dirty BSA, Uncle Rey rode a really ratty 1950s Indian. Chito and his buddy, Raton, picked up the old Indian engine in California, and the rest is chopper history.
tired of hanging out in the scattered MC clubhouses around Southern Arizona. They were bored just hanging around the shed behind Tiny’s house, where they would
Eventually, the younger generation started to conjure up an idea. They thought it was time for something that would involve the community, with good vibes and a good ole handshake for every guy or gal who rode in to say thanks for supporting the local chopper culture. It would also be an opportunity to show their craftsmanship. They also knew a lot of Chito’s old friends were still alive and had old bikes that rarely saw the light of day. They hoped to get people together so they could make new friends and eventually
Article
ride together.
They did the first show in 2015 on the street without any of the necessary permits required to host such a gathering. Instead, they worked with St. Elmo’s Bar and tried to cram all the bikes in that they could. They advertised with flyers at bars, strip clubs and other places where bikers might hang out in southern Arizona. Tiny worked at the local HarleyDavidson shop at the time, and so he told any and everybody that came by they were doing something a little different down in the gulch and to come check it out. It worked- they had a good vibe.
They were able to move the Howl N Prowl to Bisbee city park in 2016 and held it there each year until 2019. At that point, Sam became focused on running his family’s ranch. Tiny’s father-in-law, Sandy, was fighting cancer, and Tiny decided to put more time and effort toward keeping his family strong. Timing was also on their side since 2020 and 2021 were not the best years for hosting large events.
Late in 2021, after Sandy beat cancer, Tiny decided that he was ready to host another event. He had become very involved in giving to the Bisbee community and wanted this event to reflect his dedication. The 2022 Prowl was intended to get back to the basics- more of a communitybuilt motorcycling block party. Tiny worked with the Bisbee town board to arrange the required permits to block off the streets in front of St. Elmo’s Bar so that the bikers could come and go as they pleased. Chris Hubert helped with organizing the event, finding sponsors, and advertising the event. Meagan “Alabama Woorley” Figueroa was involved in reaching out to the women riders and promoting the Bad Mama Jama award for the most classy lady rider. Another local guy, Naco Chris, who rides in a thrill showthe Wall of Death- for the American Motordrome Company, was able to concoct a way to bring his show into his hometown for The Prowl. Naco Chris put the word out to his Arizona chopper peeps, and the news traveled like wildfire.
The day before l blasted off to The Prowl, I got a text from my friend, Kassandra from San Diego, asking if she could tag along with me on her newly purchased ‘03 Sportster. She wanted to link up at my camp before I made the jump to Bisbee, and I happily agreed. Kass is an adventurous 25-year-old California surfer who was
fairly new to riding, and this was her first long trip. Kass rode in from San Diego with her bike fully packed and ready for action. That evening we sat around the campfire drinking wine and talking motorcycles as Kass mentally prepared for the 414-mile ride south to Bisbee.
We left Golden Valley in a cloud of dust heading for 93 South, which would take us to our first fuel stop and herb break in Wikieup, population 71. Once we made it around the hustle and bustle of Phoenix traffic, we jumped on Interstate 10 and headed further south through Tombstone to Bisbee. In record time, we had our tents up behind the Wall of Death, grabbed a beer, and headed for the Motordrome to check out the action and say hello to friends. We discovered that the Friday night pre-Prowl Tacos in Naco party was being held in front of the Gay 90s Bar in Naco, Arizona, on the Mexican/American border. Saturday, March 19th, was the official start of this one-day event. At sunrise,
the town was already bustling with the sounds of vintage motorcycles and laughter. We moseyed around town looking for the best coffee shop, which
the guys ride circles in the Motordrome. “This is what I envisioned.” Tiny said, “People enjoying each other’s company and choppers.” In Tiny›s words, some of the day’s highlights were having more people than expected, great weather, and a somewhat unexpected wedding in the middle of the event.
There were over 500 bracelets sold that allowed the wearer to drink alcoholic beverages in the streets, and more than 2,000 attendees this year. Tiny and company will be putting on another Prowl in 2023, so stay tuned for updates.
happened to be filled with friends who had chopped in from all over Arizona, California, and New Mexico.
It was great to see Naco Chris be the hometown hero and demonstrate to all his buddies what he does when traveling the USA from rally to rally. The show had incredible energy as people watched
The weekend passed quickly, and it was a somber and chilly 414-mile ride back to Camp Vagabond on Sunday. Kass gained a lot of valuable experience and had a blast at the Prowl, and so did I. It’s guaranteed that I’ll be back next year.
this past weekend I had the pleasure of meeting one of the most incredible women in the world (after my mom, of course). Her name is Barbie The Welder, and her story is like no other.
Art wasn’t something Barbie ever really thought about, let alone welding. So how did she become one
of
Well,
we can thank Tom Hanks for that. In 2006, Barbie was with
some friends, and they had started watching Cast Away. If you haven’t seen it, there’s a scene at the beginning where a welder is on the beach working on sculpting a giant pair of angel wings. When they lift up their welder’s helmet, you find out the welder is a woman! Something in that scene spoke to Barbie and told her she needed to do that exact thing with her life. Though it took her almost seven years from the
time she had this realization to her first garage sculpt, it changed her life for the better and she’s never looked back.
Her life leading up to this moment was far from easy, and unfortunately, we don’t have enough space in the magazine to share the full story, but that pain and the struggles she endured due to some of her own choices are what truly inspire her and push her to keep creating. She is also deeply inspired by the love and strength she receives from both her family and friends. If you’d like to read Barbie’s full story in her own words, you can head over to cyclesource.com for the full write up.
There were many obstacles to overcome on the path to becoming an artist, one of them being herself, but on September 1, 2014 she began her work as a full time artist and recently celebrated eight years as Barbie The Welder!!
For her “preferred medium”, she loves using scrap metal! Growing up, her parents were the kind of people who repurposed everything. Her dad would find something in a dumpster and create amazing decor out of what someone else would have considered trash. The best part for Barbie is taking something and giving it a second chance to be beautiful! Not to mention steel has always been relatively inexpensive and readily available.
When it comes to motorcycles though, that has always been a no-brainer. When she was a kid, her dad would put her on the gas tank of his bike and ride her around the back yard. From then on, she was hooked. Some of her favorite memories are of the two of them riding around the neighborhood together. When she was 17, she was able to commandeer an old motorcycle that had been sitting in the shed behind her thenboyfriend’s house. She was able to get it up and running and with a license plate added, she ran that thing to hell and back on backroads before she even had her license!
As for what she feels about where her art is going, she is constantly in awe of how far she has come. At the beginning, all she knew was that she was meant to be a sculptor, there was no way of knowing what an incredibly
strong and inspirational woman she would soon become.
With her incredible artwork, Barbie has been able to travel all over the country and participate in some amazing events! For example, she’s had the honor of welding two sculptures for Harley-Davidson. One being a sculpture for HOGs 35th anniversary that was welded live in Sturgis 2018. The other was for Harley-Davidsons 115th anniversary. Barbie presented both sculptures to HD on stage during Jackyl concerts in front of thousands of people! She is also a published author with six books for sale on both Etsy and Amazon, not to mention she’s been interviewed by Maria Shriver on The Today Show, been on the Kelly Clarkson Show, several news interviews locally, written an article for USA Today as well as several magazines and blogs, and
featured in a national ad campaign for the Cotton Industry!
As for the future, Barbie has big things planned! She’s currently in the process of publishing a series
currently working on honing her blacksmithing skills, finishing a 6ft tall half woman/half phoenix “selfportrait” sculpture, and is looking to build a motorcycle from the frame up!!
If you want to know more about Barbie or commission her for an amazing sculpture of your own, you can find her @ BarbieTheWelder on Facebook, LinkedIn, TikTok, Instagram, and YouTube. You can also go to her website BarbieTheWelder.com. Books On Amazon: https://amzn. to/36rTPB5
of four children’s books that honor and showcase skilled tradesmen and skilled trades careers. She’s also moving her business from its current 276 square foot garage in upstate NY to a fullyfledged “big girl shop” in Daytona Beach!! For new projects, she’s
Merch & Books: Etsy.com/shop/ BarbieTheWelder Learn To Weld Metal Art! : Books https://amzn.to/2UE91Q5 Videos Youtube.com/c/BarbieTheWelder
when Scott Marks was four years old, he got his first taste of two wheels, riding with his brother-inlaw Kenny Hill on Kenny’s brand new 1962 Panhead. That was all it took. He had the fever. That first ride when he was a
wee lad might’ve given him the fever for two wheels, but Scott didn’t acquire his first bike until he was in the Navy, at the ripe ol’ age of 19. It was a 1938 Flathead Chopper. Of course, before he bought it, he took it for a test ride. He told me that he popped that foot clutch, ran the bike right into a chain
link fence, and then told the guy, “I’ll take it!” Unfortunately, much to his dismay, Scott no longer holds the papers to his first chopper and begrudgingly refers to it as the “one that got away.” However, Marks proudly reports that it was the ONLY one to get away. When it came time to put this
47 Knucklehead EL build was inspired by Kenny, a Korean War vet. Scott thought about what Kenny and his buddies would have done to the bike when they came home from the war and had it sitting in their garage. He feels this is what they would’ve done.
Marks started with a basket case Knucklehead engine he acquired back in the 80s and started gathering swap meet parts. It literally took decades for him to collect everything to build it. He tried to stay with all American Made parts for this project, but the speed has eluded him, so if anyone is holding onto an Americanmade speedo, he’d sure like to strike a deal!
The taillight is off a 1950 Ford. He figured that if Kenny would’ve had a Knucklehead, he indeed would’ve had
a 50 Ford sitting around somewhere. The frame is a 1957 straight frame that at one point was raked into a chopper frame and then brought back to stock rake. He used a lot of old 60s and 70s parts, whatever he could find that he thought would be period correct or something his Brother-in-Law might’ve used or had access to. The bike has been converted to 12 volts. Scott says it’s definitely a rider. He can ride it all day long at 65-70 mph.
Mark has six bikes in his stable, including this Knuck, a Flathead Servicar, two Panheads, a Shovelhead, and an FXR. Oh, and his wife’s bike makes a total of seven. I asked him which is his favorite, and of course, it’s the Knuckle. It’s also the one he rides the most. He is currently building
the Shovel, and one of the Panheads is a project bike. He says he gets distracted easily, and they sometimes sit a while but eventually will get finished and put into the riding rotation.
Scott is, of course, already thinking about the next one on his wish list. Marks said he wants to build a long bike and has started gathering the parts. He hasn’t decided what engine yet, but who knows may just be a big ol’ flathead…
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well, we made it through another Sturgis Rally, and man, what a hot one it was... No, really, I mean like hot, jungle kinda hot! Some idiots say global warming isn’t happening. Well, I can honestly say that in all my years of being in Sturgis in August, this year was not like the others. I’m not sure there wasn’t a day that didn’t get to at least 100°. Now, I’m from Texas, where you can cook an egg on the blacktop, so you’d think I’d be able to deal, but man, there were days when it was insane. Despite its temperature, the Black Hills Classic did not disappoint this year, that’s for sure. Providence Cycle Worx and the High Seas Rally were set up at Black Hills HarleyDavidson along with many of the industry’s finest manufacturers,
including Ohlins, Klock Werks, Hard Drive, Performance Machine, Trask, Hoffman Designs, and Thundermax, to name a few along with many others. The crowds
talk about.
started showing up on the first Thursday, and I knew it was going to be a good year. By Saturday afternoon, the parking lot was jammed packed with bikes and attendees looking to get a lil of that culture and experience we always
I got out a little more this year than the previous year. It was really nice to get some much-needed wind time. One of my favorite events is the “Run to the Line” held by the Source Media Group. It’s a ride that takes you through Vanocker Canyon and all of its scenery to a cool ass little place called the Nemo Guest Ranch, where you’re greeted with a sack lunch like we had when we were kids and have a few minutes to chat it up with your buddies. My FXR had some problems on the ride, well, a few, to be honest, but after getting it sorted me and my Hermano, Rick Bray, hauled ass to catch up to the pack only to be caught up to by Mr. and Mrs. Callen! It was so awesome to ride again with my dearest friends; we don’t get to do that nearly enough. After all, that’s what it’s all about. Not the
shows and trophies (now, don’t get me wrong, there’s nothing wrong with that, I was fortunate enough to bring home a few myself). The most important thing to me are the memories of doing what I love with people I love that I get to keep inside my rattle can of a brain
Seeing some cats I haven’t in a while and catching up like no time had gone by was awesome. A few times, Rick and I were working on a bike in the parking lot of the Holiday Inn and didn’t worry about having to be somewhere. We were present right then and there for that moment, sharing something we can tell our kids about. It was what I call priceless.
I have to take a moment to shout out to Scott Gardner, Glen Hylton, and Tim, all of these gentlemen stopped when I was broken down on the side of the road when no one
else would. As I sat beside my bike on the side of the road in gratitude for being able to be in Sturgis with one of my creations, even broke down. Scott and Glen pulled over to ask if I was ok. My reply, “I am, but my coil took a dump”... Scott
So, off I went. I got the High Seas Rally van and returned to find the FXR and Scott still there. After having a few laughs about how they loved my bike that wasn’t running, I loaded her up. After a quick pic and many thanks, I asked them why they stopped.
To my surprise, he said, “Cause that’s what we do, brother. We take care of each other.”
I can’t remember the last time I was caught off guard like that. I told them both, “Thank you for restoring my faith in this culture that I love so much.”
then said, “Well, I’ll stay here while Glenn takes you to get your van, so your FXR is safe.” Now, anyone would think the worst at that point, you know… come back and the bike is gone, etc. But I had faith.
There’s a lot of bad shit and people out there, but if you look hard enough or just wait for it, the good ones show themselves as well. I think that’s all I need to say... Take Care of Yourself and one another. God Bless. X.
as with any good story, the best place to start is the beginning. Like many people, I am a huge fan of the FXR models from HarleyDavidson. I’ve owned several in my life, regretting every time I sold one. But as the saying goes, “nothing gets you over the last one, like the next one.”
By February of 2021, I had been without an FXR for a couple years and was really getting the itch for another one. As I scoured the earth for my next beloved FXR, my buddy Nick Kramer called me with an offer for me to buy an FXR project he had been messing around with for a while. It wasn’t complete, just a drivetrain, a frame, a swingarm,
and a front end. No wheels, the sheet metal on it was a clappedout gas tank, but the price was right, and I had me another FXR!
So, we went to work. I was kind of keeping it a secret, posting a
few pictures here and there, but nothing crazy. By May of 2021, I liked how the new FXR project was coming together. During Memorial Day Weekend, they
were filming a TV episode of “Big Kenny’s Crank It Up Garage” in my shop, so I asked my buddy Paul Yaffe from Paul Yaffe Originals/Bagger Nation to come up and be a part of the filming of the show. Paul brought his wife Suzy and his good friend Ari Levenbaum (and Ari’s wife Kathy) up for a weekend getaway in Deadwood. While hanging out in my shop (Deadwood Custom Cycles), Paul and I were standing by my latest FXR Project, throwing ideas around. You see, Paul Yaffe is a huge FXR guy and always has at least two in different stages of customization or restoration. And then… I did something that many would consider
crazy. I challenged Paul to an FXR Build-Off. It went kinda like this, “Hey, you and I should do a little FXR Build-Off. You know, just for Instagram content or something.” I will NEVER forget the look on Paul’s face! He kind of had this shit-eating grin when he said, “all right, you’re on.” Who in their right mind challenges a builder like Paul Yaffe to a build-off? The guy has been building bikes for over 30 years, has been on Biker Build Off, and continues to bring it every day he goes into his shop. Well, a couple weeks went by, and Paul and I didn’t really discuss it much in our daily phone conversations (DCC does a lot of business with Bagger Nation, plus Paul and I are just really good friends), but it was still in the back of my mind. And then I went and did it. One night after a 14-hour day at the shop, I was sitting at Saloon #10, having an ice-cold PBR (or two), and pulled my phone out. I jumped on Instagram and proceeded to (politely) “call out” Paul Yaffe about our FXR Build Off. The next morning, I received a text message from Yaffe with a picture. The only words with the picture, “It’s On.”
It didn’t end there. The IG post seemed to get some traction, with the first guy to comment being Brian Klock of Klock Werks in Mitchell, South Dakota. He commented, “I want in!” Next to chime in was another good friend, Curtis Hofmann of Hofmann Designs in Minnesota. He commented, “What about me?” Not long after that, NAMZ Custom Cycle Products employees volunteered the company’s owner, Jeff Zielinski, to participate. And then there were five. Paul and I were talking, and he suggested I call Nick Trask (Trask Performance) and invite him to join in to make it an even six. One phone call to Nick, and he didn’t even hesitate. He was in too. Only one question left, what to call our little event? Brian Klock suggested the name, and the Fxr Friends Throwdown was born!
As we started the group text, the FXR Friends Throwdown was getting exciting. Fast forward to August 2021, Sturgis Rally and Ari Levenbaum with the Law Tigers (America’s Motorcycle Lawyers) was in my shop and wanted to
sponsor the Throwdown. He spied a 1985 FXRP I just purchased from a customer and wanted to join in on the events of the FXR Friends Throwdown. So, I had to finish my FXR and build one for Ari before the deadline of Arizona Bike Week 2022. Well, that’s just great! I had to open my big mouth.
The FXR Friends Throwdown was never really meant to be a “competition.” It was about brotherhood, comradery, and cool FXRs. It was about building these bikes and then riding with my brothers, handlebar to handlebar. Doing what we love to do. Probably one of the coolest things about the FXR Friends Throwdown was the “crashers.” Our event inspired some guys to build some FXRs, meet us in Winslow, Arizona (and yes, stand on a corner), then ride
even Chris Callen of Cycle Source Magazine crashed the party with the Dennis Kirk Garage Build FXR!
All in all, it was a fantastic experience with an incredible group of friends/builders that I will cherish forever. You must always remember what it is all about – building and riding cool motorcycles!
PS – we’re not done. Next up, the same group of builders (and crashers) is going for round two. The Chopper Friends Throwdown is already in full swing for Arizona Bike Week 2023! Maybe we’ll get some more crashers this go around. All are welcome!
#FXRFRIENDSTHROWDOWN
#CHOPPERFRIENDSTHROWDOWN
maybe you’ve seen this bike at an event or a show. Perhaps you even took the time to kneel down beside it and study the mechanical wizardry of it. No matter what the case, I guarantee you have yet to understand the level of craftsmanship that sits before you here, a condition I will humbly try to adjust in this short offering.
Christian Newman has been on the scene for a while, his first significant build being a turbo Shovel he built for Greasy Dozen that we featured in these pages a few years back. His
Article By: Chris Callen Photos By: Michael Lichterwork constantly defies convention and somehow still manages to keep the old school soul while doing it. His need to present people with a puzzle of sorts that they could solve through motorbike gazing comes from the early days when his old man found a CB500 on the side of the road. He brought the bike home, set it up on the back porch with tools, and told Christian to tear it apart. That first-hand knowledge of how things work has carried him far in life and has given him the ability to inspire other people the same way. He expects you to sit beside his builds and wonder, “how does this work?”.
Through the years, he worked on dirt bikes, fixed an old tractor transmission on the family property, married snowmobiles in various states of disrepair to achieve one good running machine, and even stretched out into cars while he was in college for mechanical engineering. So when he finally got back into bikes, he had already built up knowledge in welding, machining, and fabrication, but none of this was taught. CT goes after knowledge when he wants it and learns through failure until he gets it right. The result is a builder who is not afraid to take chances and push the limits
on design; that is no small proposition. There are things on a motorcycle that are good to keep the same, says CT, so you have to pick and choose where and when to break out of the mold. He says his goal is to build a bike that has traditional lines from ten feet away but then just blow your mind as you get closer.
That brings us to this little gem right here. CT wanted to build this bike for some time but realized that everything in the chopper world is defined by what heads it has, you know, Panhead, Knucklehead, Shovelhead. So for this build, he wanted to start by building his own heads, a four-valve configuration to boot. He felt it would be more interesting to use a Flathead bottom end and, at the same time, found it to have better pushrod angles, which comes into play shortly. With little time for R&D that would see a dozen prototypes, he decided to start off with a known subject. Something that would have the four valves, a similar stroke and bore to a V-Twin, and give him a quick foundation. It turns out that example was a 2.5 liter Ford Fusion. Newman took one from a junkyard and promptly put it on his band saw. He found that everything was in line. Even the pistons were close in dome height to an Evo. The big challenge came in the four valves. They were very close together on the Fusion, and with a 20-degree valve angle of an overhead cam design, they could be. To accommodate the 45-degree angle of the pushrods coming up from the Harley bottom end, he invented his own cross-over rocker arms that let them be close and provide the correct angle. Yeah, if you are reading this and trying to imagine how you can keep pace with this cat, don’t. He is a genius on so many levels.
So many of the other great features of this machine were built from scratch. Even the power delivery runs AC Voltage, not DC. 14 Volts AC, to be exact. To achieve this, he made his own alternator / Magneto combination that runs a gear reduction for the mag. This ended up being a bolt-on product he offered as well. The oil runs through the frame to clear up oil line clutter, and even the stainless parts were made that way to give the ability to finish it entirely inhouse. Now the most obvious thing that everyone comments about are the twin turbos. As it is, this was a little one-finger salute to BMW, who had contracted him to build an R9T. Unfortunately, after the paperwork was drawn up, Christian went about making a plan and ordering parts, which included the entire twin turbo system seen here. For whatever reason, they stopped communication and left him holding all those parts. Not to let a good idea sit on the drawing table, Newman
simply moved all of that over to this project and put the icing on the cake.
The front fork is another place where he went the second and third step above. Taking the simple Harmon Girder design and fixing what he felt was a design flaw, he added a bridge up by the triple trees. Newman commented that it makes it like a springer rather than a girder, but one where the front legs run inside the rear. The oil routing on the engine was his design, the kicker that is not on the transmission and also acts as the brake pedal is also his own. Born out of the idea of keeping it skinny, but then that added twist to make it even more complex.
In the end, it added up to 3500 hours of build time, 500 of which were spent in design and research before he ever touched a piece of metal. That’s dedication to your craft! Because if you
think that kind of work will ever make it to an invoice, you’re wrong. For the love of it and the ability to challenge himself has got to be the reason why CT Newman does that thing he does. And boy, are we all glad he does.
In closing, I asked Christian how he could possibly make a plan to top a build with this much work in it, this much innovation. His answer came almost before I finished asking the question, “My next bike will have a motor that I build entirely myself. Based on a V-Twin but like nothing that has ever been done before.” And that, my friends, is what it takes to exist at that level. Look him up. He is unparalleled to date!
tTucked away in the small town of Hohenwald, Tennessee is a gem of a racetrack called the “Tennessee National Raceway.” Run by the Hibbits family, this dirt track is a throwback to the old-school way of racing. Billy Lane, creator of the Sons of Speed race series, loved this track the first time he stumbled across it. After a late winter testing session on Jason Brooks’ 1929 Harley JAP, Billy knew this was the place to hold the next Sons of Speed event. The big question on the day of testing was, “do we have enough time to pull this off?” After reaching out to all the Sons of Speed race teams and giving them a quick rundown of our plan, the answer from all was a resounding “yes!”
The first annual “Tenn Jam” was on!
The date was set for Sunday, May 29th Instead of the typical two-day race event, Billy switched the format to a four-day hangout at the track for all the race teams. We also added in Big-Twin and Hooligan race classes. For some, it would be their
first time racing on a dirt track on a pre-1950s motorcycle with no brakes. With the help of racers Chris Boone and
Bubba
We rolled into town on Thursday, May 26th, to load
the teams in and get the pits set up. It had been raining for days before our arrival, and we pulled in to find the infield under water. After a couple of quick adjustments, we had to move from the infield to the traditional stock car pits. The weather was not our friend that day, and practice was a washout. The track maintenance staff, led by Chris Hickerson, worked through the night to get the track ready for the next day. We woke up to rain the next morning, but the sun broke through at lunchtime. Michael Lange was the first to take to the track. After running some hard practice laps, he gave it the thumbs up. The highlight of the day was Billy’s debut on his brand new 45 racer that he built just for this event. He called in eBay Jake, several-time Sons of Speed champion, to run the new bike.
The racers spent the next two days running laps, hanging out in the pits, and talking strategy.
On Saturday, Bobby Seeger from Indian Larry Motorcycles rolled into town to host Aidan›s Ride. The ride left Billy›s shop in the morning and ended at the track right as practice was starting for the day. At night it was an old-fashioned hang out in the pits. Cycle Source’s Chris and Heather Callen treated us to a homemade taco fiesta dinner before the racers went out for one last practice session under the lights.
On race day, we woke to sunny skies and temperatures that were expected to get up into the 90s. Hooligans rolled in for a quick practice session, and then it was time to open the gates. Since we were in such a small town, Billy wasn’t sure what kind of crowd we could expect. But boy, did the town of Hohenwald and the surrounding area come out to support the event. Gates opened at noon, and the crowds came rolling in.
The races got underway at 1:00 PM, and it was nonstop action from start to finish. With Chris Callen calling the race, Steve Coe handling pace duties, and Bubba Blackwell flagging, we were ready to go. The 45 class took to the track first and never looked back. The event consisted of several heats of 45, 61, 30 Single, BigTwin, and Hooligan classes. The heat races were straight out, with all teams trying to advance to the main feature. The temperature rose throughout the day, and by the time we reached the finals, we were in the 90s.
The main features started off once again with the 45 class. Joe Orsini #9, part of the Toce Racing team, out of Connecticut, with head mechanic Steve Broyles from Stevenson Cycle, took the checkered flag for his first Sons of Speed win. Next up was the 30 Single class, where Tom Banks #84u edged out Jason Brooks #999 for his second Sons of Speed series win. Michael Lange #21 took the checkered flag in the 61 class and put on a show, as always. That brings us to the Heavyweight Big-Twin class, where first-time Sons racer Vince Perry #4 from VP Cycles out of
New Jersey beat Nick Hunter #88 and Thelma Tomalewicz #20 for the checkered flag. Heavyweight Big-Twin class was a hit with the crowd. This brand-new class is open to 61,” and larger HarleyDavidson and Indian machines from 1930-1957 and will be part of all future Sons events. The last event of the day was the Hooligan class, and boy did they not disappoint. They ran a fourteenracer feature race with Bubba Boswell taking the checkered flag.
Just when we thought that was it for the day, eBay Jake called out the 45 class for an old-fashioned grudge match shootout. Jake, along with Randy «Detroit” Hayward, Michael Lange, Luke Atkinson, Jake Smallwood, Erik Lund, and Thelma Tomalewicz took the track for one final contest and brought the crowd back to their feet. Michael Lange, on his 1950 WR, took the checkered flag to wrap up the day.
Just like that, the first-ever “Tenn Jam” was in the books. The week was a blur of good times, wet feet, lots of laughs, awesome racing, and camaraderie in the pits you can only dream about. Huge thanks to the Hibbits family for hosting us at their track; Sarah and her team are top notch. Thank you to all the sponsors, racers, race day staff, photographers, and fans that made this all happen. This was the first of what we hope will be many events at this track for years to come. See y›all next year!
most of the features I write for this fine publication are of bikes that have a distinct style, so I was a little nervous when Heather asked me to write the feature on this beautiful Digger styled time capsule.
I’ve been fortunate to know Jack and his lovely wife Lynn for several years now. I must say they are both very well known in the custom world. I’ve seen several of their bikes over the years, and
I’ve always been impressed with the fit and finish of each one, especially the attention to detail of the hardware and brake lines and how the paint always seems to compliment the overall impact of the bike. That didn’t surprise me after Jack told me he had been a Judge for 22 years at the world-famous Rat’s Hole Custom Bike Show.
Jack has been around motorcycles since he was 16 years old. Now, along with Lynn and a few friends,
he’s built some amazing bikes. I’m sure judging some of the world’s best custom motorcycles has certainly made a lasting impact as well. This particular style of build is called a Digger which Arlen Ness on the West Coast and Dave Perewitz on the East Coast really put on the map back in the 70s. It must be said that the rest of the country was covered by Arlin Fatland in Denver and Donnie Smith in Minnesota so the Digger style was
firmly planted in the custom scene of the 70s. They were heavy on the gold leaf paint jobs, engraving on the engine and transmission parts, and even the forks at times. This engraving usually followed the lines of the paint, which was a mindblowing effect. Jack had grown up in the 70s and always admired the Digger style that he had seen those guys build and featured in classic mags like Easyriders and Hot Bike. It took 45 years for this build to happen, but it all started when Jack got an invite from the legendary Michael Lichter to build a bike for his
Sturgis exhibition. The theme that year was “What’s the Skinny.” This build was already a classic as the frame was an original Arlen Ness frame that he had actually built in the 70s. Jack somehow convinced Arlin Fatland from 2 Wheeler’s MC in Denver..yep, THAT Arlin Fatland who was so instrumental in their popularity from the beginning.
With the help of a few close friends, Jack was able to source most of the parts needed to get started. The motor came out of New Jersey. Jack was working on the road in Philly when he heard
about it and knew it would be perfect for his build. The bottom end was totally gone through by Ben (Benny) Ergen, while the top end was buttoned up by the Hartz Bros. With the motor wrapped up, Jack and Lynn decided to use Darryl Sargent from Kandy Man Customs to paint the bike. They got together and came up with a theme from that era that used a gold leaf design along with the color Midnight Blue from Tropical Glitz. Some builders from that era used gold-plated items on their bikes, and the Deagazio’s held true to
tradition. The gold rocker boxes, pushrod tubes, velocity stack, and the headlight ring highlight the gold leaf in the paint. Another touch I like is the painted battery box and headlight bucket. These are usually chrome plated but definitely show attention to detail, no doubt experience from Jack’s judging days. For the engraving, they reached out to a gentleman named Pedro Galfano, who did a fantastic job. A challenging part of any build is the polishing and chroming. For this go-around, Jack used Gary Dubois. For you diehard chopper freaks who noticed that beautiful Harman girder front end immediately, well, guess what, it’s
an original built by none other than Bill Holland of Executive Choppers, who, along with Mark Harman, built the original Harman girders back in the 70s..talk about history! The Hartz Bros. stepped up to help in the final assembly before the Sturgis debut, and Al’s Cycle was extremely helpful in finding many of the hard to find parts.
According to Jack and Lynn, a lot of thought went into this build and it turned out to be a true piece of art
in memory of an amazing icon in the motorcycle industry. That’s when they decided to name the bike Tymeless. It’s a true homage to Arlen Ness as well as the other builder’s from the 70s who stepped up above and beyond to build this particular style. Outstanding job, Jack and Lynn, thank you both for sharing this fantastic piece of history with us!!
in this month’s article I will tell you how you can uncover hidden acceleration in your engine build, but note, it’s not for everyone because there can be negative effects that you may not find too appealing. There will be a little science and physics to discuss because I want you to fully understand what’s at play before you make a buying decision.
Crank shaft lightening seems to be a recent trend in the mainstream yet it goes back to the days the first bikes and cars were modified to go faster. The concept nothing new but I get several calls a week from people asking about it.
Let’s start with the basics. We first need to get our terminology correct to fully understand the physics of what’s going on inside the engine case. Many people will interchangeably call the rotating assembly in the bottom of the engine a flywheel or crank shaft. Technically speaking, we should call it a crankshaft assembly because it
consists of multiple pieces, two of which are flywheels, one on each side joined by a crank pin. In simple terms, we have two flywheels assembled to make a crankshaft assembly. Every reciprocating engine has a flywheel of sorts, even steam engines. There
miss single cylinder engines that have huge flywheels on them. The flywheel(s) are large to help govern RPM but also because of their weight, they store a large amount of kinetic energy which is the energy of motion. In physics terms, flywheels use the conservation of angular momentum to store rotational energy which is proportional to the product of its moment of inertia and the square of its rotational speed…but that’s probably going a little too far.
is a science to determining what the weight of a flywheel should be. Factors such as operating range, intended RPM, number of cylinders, power output, the engines intended use, and load all play a factor.
I’m sure you’ve seen old hit and
To simplify and better explain, flywheels are large counterweights, designed to stabilize and slow down RPM response. This slow and safe stability offers RPM comfort while riding through traffic or cruising in a steady RPM range down the highway. A heavier flywheel or crankshaft assembly will make an engine run smoother and provide a little extra push to assist the engine during normal operation while under load. The trade-off is that the extra weight can also create a parasitic
loss that may reduce your rate of acceleration.
All other things being equal, an engine with a lighter flywheel or crankshaft will generally accelerate much faster. It will be more responsive to quick rider input or RPM changes. It will also decelerate much quicker under load. This is great in say, road racing environments where riders go into corners fast and brake as late as possible then blast out of a turn. This could also be advantageous in very light vehicles where you want a near immediate response to rider or driver input.
The downside is if you have a heavier bike or heavier rider or more often find yourself in moderate or steady state riding like touring, it will make the engine feel jerky. You might also notice a substantial increase in fuel consumption because you no longer have the assistance of inertia to help you spin the engine over during those times you are on and off then back on
the throttle. You wouldn’t really want a light crank in an engine that is being used primarily for pulling or where low-end torque is a focus because the extra weight increases reciprocating momentum and can, in fact, help the lower portion of the RPM range of the
normally operate at constant rpm. They are either accelerating or decelerating. Their resistance, in either case, includes static weight and dimensional landscape (stroke length, location and distribution of mass, and other factors). Technically speaking, in a dynamic environment, crankshafts are continually changing potential energy into kinetic energy. If it is lighter, it will increase your rate of acceleration and deceleration, but this doesn’t always equate to an increase (or decrease) in horsepower.
engine, especially engines that have a manual transmission behind them where you’re on and off the throttle during gear changes.
It is fair to say crankshafts don’t
In the photos you will see two crankshaft assemblies. As we do with all of our custom engines, we install custom built crankshaft assemblies that suit you and your riding style perfectly. Engine size, RPM riding range, compression ratio, and cam shaft are just a few factors that determine the design
specifications.
Both of these have H beam, rods, both have been balanced. Both have been plugged, trued, and welded at the crank pin. They will also receive a tapered main bearing. Both of these assemblies are 4.375” stroke and would fit inside a 2007 and later twin cam “A” engine but they couldn’t be more different when it comes to the details.
One has been lightened quite a bit having material precisely removed from the flywheel halves and along the inner edge of the wheel. The owner of this motorcycle is light weight. He mostly rides one up. He rides in the mid to upper RPM range and wanted this engine to respond like we would expect a lightened crankshaft assembly to operate.
As for the other crankshaft assembly, the owners of this bike ride mostly two up. They spend their time touring. They wanted an engine
that would operate smoothly for their leisure rides in the twisties and on long highway or back road stretches as well. They also primarily ride in the lower range of the RPM scale. Each of these crankshaft assemblies
wheels are cut in at a taper. The purpose of doing this is to reduce turbulence in the engine case. Most of those effects however, really only happen at extremely high RPM. The vast majority of riders on the street will never even feel the difference on a crank that has been knife edged or hasn’t.
I hope this better explains the pros and cons of crankshaft assembly lightening. Bottom line, there is no engine that is perfect for everyone, but there can be a perfect engine for you.
To view the video on this topic and other technical topics as well, subscribe to my YouTube channel at www.youtube. com/kevinbaxter. As always, take care of yourselves and each other.
have a specific purpose and goal.
One other aspect of crankshaft design to consider is knife edging. This is where the outer edges of the
Kevin Baxter Baxter’s Garage
it was nearly 1am, dark, dusty, cold and quiet when Anton and I made the final transition from dirt to pavement. Eyes blurry and teeth chattering, we exchanged a tired glance of acknowledgment that we had officially conquered the 1,217 miles that is the Road of Bones. As the dust settled, both literally and metaphorically, the gravity of what we had accomplished began to set in, but that is not where this story begins. To fully understand and appreciate what we had done we need to reflect back to 7 days in the past.
In the early hours of the morning, 4:30 am, when the sun was already well into the sky in this northern region of Russia, the dark night sky only presents itself for a couple of hours in the summer months, we finished loading our motorcycles to catch the 6am ferry out of Yakutsk. There are no roads to this near Arctic city, so a ferry ride across the Lena River is your only real option. The one-hour boat ride would take us to the town of Nizhnii Bestyakh and the terminus a quo of the Road of Bones. After a quick top off of the fuel tanks, we headed into the
unknown. Neither one of us had done extensive research, so there were a lot of unanswered questions that we would soon find the answers to. The only thing we looked into extensively was the distance between fuel stops. Which we determined was, on average, about 150 miles, with the longest stretch being 250 miles. Outside of these
clearance issues, how open belts were a terrible idea, blah, blah, blah. I’ve learned over the years to ignore most of what the naysayers have to offer and carry on with my business.
assumptions, we had nothing but the warnings of others to base our beliefs on what the road had in store for us. Regarding warnings, both of us had been told repeatedly that the likelihood of either of our bikes actually making it to Magadan, the final destination, was slim to none. I remember hearing things about lack of suspension, ground
Anton was receiving similar warnings regarding the inherent unreliability of his 32-year-old Russian-built two-stroke Izh Jupiter 5. What the critics weren’t taking into account, however, was his uncanny ability to fix about anything with a toothpick and duct tape. Anton is essentially a Crimean McGuyver. All of this inherently then begs the question of why. Why were either of us going to such great lengths to ride one of the most formidable roads on the planet on bikes that are absolutely not built for this type of adventure? For myself, the answer is easy. For one, it’s the only bike I own, and two, after nine months and 31,000 miles on the road finishing my around-the-world journey on what is arguably one of the most challenging roads on earth seemed like the obvious decision. What better way to test your mental and physical stamina. I also have to admit that I wanted to find out if it was even possible on a bike like mine, I knew there was a chance that I might reach
a point that forced me to turn back, but I found that prospect to be unlikely. I also enjoyed the idea of being the first person to ride a chopper to Magadan. I can not verify this claim, but I think the likelihood of it being accurate is reasonably high.
Anton was tackling this road for equally absurd reasons. A group of friends back home bet him that his little Izh would never make it from his home in Crimea to Magadan…and back. He has proven them wrong, and just to up the ridiculous factor a bit, he opted to not only ride that two-stroke smoke machine to Magadan and back, but he decided to do it while pulling a homemade trailer built from a sidecar. This is one of the main reasons why, when I met Anton in Krasnoyarsk, I immediately recognized him as a perfect travel companion for the Road of Bones. We would both be slow on equally inappropriate motorcycles, with the likelihood of many time-consuming breakdowns being a real consideration.
So how was the actual ride? Brutal. The level of difficulty was everything I expected and often times much worse. The most challenging aspect of the ride was the fact that the conditions were ever-changing. The moment we began to feel comfortable with one element it would change, and we would suddenly have to adjust our riding style. The road would shift from hardpack dirt to deep sand in the blink of an eye, then deep loose rocks, then mud, then washboard, then back to hard-pack dirt, and so on. Bear in mind that all of these conditions were to the extreme, and the ease of the hard-pack dirt sections were short-lived and almost a tease that I quickly learned to not appreciate. My experience was that the brief areas of reprieve would come at a high cost, and the better the reprieve, the higher the cost later. For example, a 10-mile section of good road (to be taken with a comparative grain of salt) would be followed by 50 miles or more of the worst road you’ve ever seen. The reason the road was so bad could vary, of course, but I found the most challenging to be the loose rock sections, with mud being a close second. Fist-size stones blanketing the route proved to be a near unmanageable wrestling match between man and machine. Ruts worn into the loose stone track added an extra layer of difficulty. If you took your eyes off the road for even a moment and caught the edge of one of these ruts, you would quickly find yourself sliding sideways down the road, fighting to keep the bike upright and get back into your track of choice. Choosing the path to the far right was always the right choice to allow room for the occasional passing truck carrying a plume of dust in its wake so thick you had to come to a complete stop to wait for visibility to return. These dust clouds were so thick that visibility would drop to nearly 10 feet. Think these conditions sound bad? Let’s talk about the mud.
We had been warned many times that
rain would be our worst enemy, and the warnings proved accurate. It was on our second day that we found ourselves staring headlong into what appeared to be a sizable storm system. Dark clouds veiled the sky, and strong winds battered the surrounding trees. Bolts of lighting reached the soil not far from where we stood. With no choice but to carry on, we braced ourselves for the worst. As expected, the falling skies turned what would have otherwise been a relatively easy section of road into a slicker than snot mud bog. The sticky top layer flung itself and stuck itself to everything. The slippery bottom layer made it nearly impossible to keep the bikes upright. We both took our turn dropping our motorcycles in an effort to maintain forward progress and spent some time clearing the muck from between our tires and fenders. Progress was slow, dirty, and exhausting but progress was made nevertheless.
It was moments like these that I think we both secretly wanted. The challenges of rocks, mud, sand, river crossings, and exposure to the elements. The higher the difficulty and risk, the higher the reward and sense of accomplishment. A
person doesn’t embark on an adventure such as this because it is easy. They embark on a challenge such as this for precisely the opposite. Had we found optimal conditions, I think we both would have been disappointed, wishing we
9-month 32,000-mile journey around the globe, leaving me feeling a bit sad yet laced with an overwhelming sense of accomplishment. I would spend a few days in this Far East port town preparing my motorcycle for shipment to Manzanillo, Mexico, where I will fly to retrieve it in a matter of weeks. From Manzanillo, I will meander my way back north and eventually pull into my driveway in Longmont, Colorado, where this adventure began. It will be at that point that the ride will officially come to an end, and planning for the next adventure will begin.
had been pushed seven days. Each day ranging from 15-18 hours of gut-punching challenges. One monumental challenge was accepted and accomplished.
Reaching Magadan was a little bittersweet. It marked the end of a
To everyone who supported me throughout this endeavor, I want you to know that I greatly appreciate it, thank you. The number of people that opened their doors to me, fed me, or helped in some other way to make this all possible is staggering and a testament to the kindness of humankind in all parts of the world.
For more photos, follow me on Instagram @travelingchopper
jason Mook is one of those builders who has gone about the business of motorcycles for so long now that you forget that he’s a part-time prizefighter. I don’t mean that in the literal sense but more in the way of his approach to the work. He goes to the gym, or shop in this case, day in and day out, trains, eats right, practices, and gets ready for the next fight, no matter
if it is an amateur trying to improve their ranking or the special times when he gets on a major ticket. The story of the FXR Friends Throwdown was that major ticket, and you can read all about that in this same issue, but here and now, let’s take a look at the bike that started it all and the man who built it.
Like most of us, Jason started his love affair for customizing and
wrenching on bikes in a little shop at his house. A two-car detached garage where he had a mini lathe, a selection of tools, a welder, and a couple lift tables. This was back when he lived in the Virginia Beach area, which seems a million miles away from the life he has made for himself in Deadwood, SD, but from humble beginnings, as they say… In any event, somewhere in that time, a friend convinced Jason to
go at the motorcycle thing full time, and he put it all on the line and has never looked back. Well, there was a moment where he did look back that changed it all, in fact. Mook had moved the shop south to Charleston, SC, and it was doing pretty well when he was run off the road on his rigid chopper. If not for the efforts of a passing nurse who saved his life on the side of the road, he may not be here today to tell this story. He woke up in the hospital and started to do a strong personal inventory. Jason had received an opportunity in the form of an offer to start writing for Maverick Publishing while also joining forces with owner Dave Withrow’s Black Hills Choppers. The catch was he had to move to South Dakota. Well, the fact that he made it outta that accident alive gave him a unique perspective on living, so off he went.
While at BHC, he did good business, but it was the chance to move out on his own sometime later that found Jason opening Deadwood Custom Cycles, right across the street from the love of his life Charlie, whose family owns and operates the Number 10 Saloon. It’s a storybook tale but seriously, one that reminds Mook that while so many people walk around wanting to pitch a bitch about their lives, he has everything to be grateful for. While the shop only does about eight percent of their annual business during rally week, the rest of the calendar is quite a hustle. Mook went on to comment on how much he loves the people, his customers, and that part of the country. And hey, let’s face it, not having to wait for the once-
a-year event to get a chance at riding Spearfish Canyon isn’t too bad either.
So, there in his dream shop, living his best life, Jason has the chance to be frequently among his heroes and mentors. One of them, Paul Yaffe, was visiting last year and started talking to Jason about the FXR he was building. Mook half-assedly said they should have a little build-off and almost shit his pants when Yaffe agreed.
That planted the seed, but like I said, you can read more about that in the FXR Friends article. Here we want to talk about the bike. Jason subscribes to the
cult following of the FXR, and when he got a chance to pick this one up, it was a project a buddy had with no real direction. It was mismatched parts, a ’90 frame, a ’93 drivetrain, and a swingarm from a ’91. There were no wheels, missing more than it had. So, he was on the hunt. Now you know you can just pull open the catalog today and fill in those missing pieces from the aftermarket, but Mook wanted to go the traditional route and modify the stock components. That meant tracking them down first. He did have a bill of sale and a good start with the motor, so it began there. He promptly modified the
80-inch mill with an S&S 96-inch kit. Revolution Performance dressed out the heads with a Fueling cam and pushrods. He knew it would be ready for the hundred-plus miles an hour for a solid day of riding through the canyons to get to Scottsdale.
Of course, to get all that power to the ground, he upgraded the clutch, did a 2.94 first gear set from Andrews, and went with Legends front and rear suspension to ensure it handled as well as it ran. Fab Kevin has always inspired Jason, and he got the chance to work his swingarm upgrade into this project. With that, he felt the bones of the bike were in good shape, and he moved on to the design concept. Now the Evo is a hard motor to make stand out, as it applies to all its parts since it is so smooth a seamless in design. Jason knew this and wanted to individualize each part or groups of them, so he did it with color. Some powder coated, some natural stainless, some gloss, and others flat. All of this had to be done under the idea that it would be ridden hard and not come apart. I mean, this
was a group of builders who were all bringing their A game, and there would be nothing worse than getting stuck on the side of the road on the bike you brought to the dance. In the end, the bike not only performed flawlessly but was one of the best dressed at the show. So much so that it sold before he was leaving town with it. Now that’s how to drop the mic at the end of a prize fight!
As for Mook, he’s back in Deadwood, fixing bikes, dreaming of other builds he’s waiting to do. He has everything he has ever wanted and isn’t afraid to be happy in life. Of course, the FXR Friends deal is rolling on to a chopper challenge, but that’s OK with Jason, he’s been down that road before, and we can’t wait to see what he shows up in Winslow next time.
on July 15th, 2018, I rambled up to the Hoka Hey Motorcycle Challenge Starting Line, in Medicine Park, Oklahoma. It was around 5:40 AM, I was on just a few hours of sleep (slept next to a relatively clean dumpster, at a gas station), and somehow, with 20 minutes until the pistol, I was feeling pretty good! It took way more to actually get there than I had expected, but, if it was easy, everybody would do it, I assured myself.
Because I was so late, I had to go trackdown the printed directions for the first leg, before lining up my 100,000 mile+, 5-gallon, 5-speed at the back of the pack. The 3 fragile pieces of printer paper I
scavenged contained every turn of the route to Panama City Beach, Florida.
It was devilishly formatted on a green and white Excel Spreadsheet, in what looked like 12 point font. With a tip
a clear, sticky pocket, then creased the stack to fit the map pouch on my undersized tank-bag.
Though I felt I deserved the tail gunner slot, a forgotten name wanted to be last, so without argument, I took the penultimate spot, double-checked my overloaded Twin-Cam, and braced myself for 2 weeks of touching the ground as little as possible. Almost before I could post the one photo I snapped, we were off!
from repeat offender, “The Attorney that Rides”, Gabe Carrera, I pulled some self-laminating sheets from my pack, hastily slapped each sheet into
The rules stated that we had to follow the pace-bike for a couple dozen miles, and couldn’t pass or jockey for position until it peeled off. I was fine with that, because this was a marathon, not a sprint, but others didn’t seem as reserved. Once we were free to rip, I couldn’t help but let
enthusiasm control the throttle, and as politely as possible, passed about 100 other Challengers, most of which I never saw again.
That first quarter of the 10,000 mile journey was a fast one. The route ran south through Texas, to Big Bend National Park, then East into the panhandle of Florida. Those straight roads allowed for big miles, and I was very pleased with the pace I was keeping. Like a true, dumb rookie, I disregarded a piece of advice shared by many, and didn’t end up laying down to sleep for over 40 hours. Yes, I was the 6th person to reach the first checkpoint, but the sandman would soon catch up with me, and never go away.
About 50 miles after leaving the sponsoring HarleyDavidson dealership in Panama City Beach I thought my ride was over. While running comfortably in top gear, somewhere around 60MPH, there was a loud bang, followed by a lingering noise, and though the
throttle responded there was no power going to my rear wheel. “Damn!
I can’t believe it’s over so soon”, I thought to myself while wrangling ole Gloria to the shoulder, with my heart racing and my stomach sinking. Upon inspection, I found confirmation of that fear. Looking at that rear drive
together a remedy, reminding myself of a favorite John Lennon quote, something like, “there are no problems, only solutions”. A quick call to the hosting HD dealership and they had a tow truck headed my way. Within two hours we were rolling by crippled companion off the truck and into the service bay. Oddly enough, I was there, in the same shop, just 9 months before with a different broken wheel! That time I found a replacement wheel locally, because everything they had in stock cost about 10 times what I was willing to spend, and actually ended up getting a used wheel with decent bearings for free. Thank you, internet!
pulley, now detached from the newly mangled wheel, I couldn’t help but feel like it was all over.
After a brief pity-party, I gave myself a pep-talk, sacked-up, and decided that throwing in the towel was not an option! I started piecing
This time it was more of the same, except parts would have to be ordered, and that would take about a week, and of course, cost more than I was willing to part with. Having solved a similar issue less than a week before, on the way to the Starting Line, I suggested that
we could take parts from a used bike then replace them whenever the new parts came in. That did not fly, which was a blessing, as it would have cost an arm and at least half a leg, both of which I needed.
Time was ticking and I was hell-bent on finding a way to get rolling within my scarce budget of days and dollars. With some help from others, I found a local indy shop that said they could provide the necessary magic, and eagerly asked them to come get me. I surmised that the gruff owner not only wanted to help and make a buck, but was also thrilled to back up to the HD service entrance and roll my battered bike out of their polished doors and up onto the splintered deck of his trashy trailer.
s promised, he had a suitable wheel and pulley at his shop, and proceeded with outpatient surgery while I enjoyed a much-needed nap out back. Once slightly refreshed, I learned that he also welded a few broken brackets on my saddlebag rails, one of which is still holding strong today (mostly because he welded right over a nut and bolt, at the very back).
After about 10 hours total, I was finally rolling again, but didn’t get very far. Within a mile I noticed my drive belt was as loose as it could be, and skipping. This was likely due to the overlooked and un-torqued axle bolt. Since he locked and left the shop behind me, I limped her back to HD, borrowed a flat axle wrench, and adjusted the belt to spec, which
cost me another precious 2 hours, soup to nuts. To this day, I always carry one of those clever little tools,
The next leg of the trip was considerably slower. The route, always known to be diverse, beautiful, and challenging, snaked up through the Smoky Mountains, across much of “Moonshiner 28”, and wound tightly through the “Tail of the Dragon”, on the NC/TN border.
I knew these roads well, having ping-ponged on them each of the previous two years, but will admit that they did get into my head a bit. When trying to make up time it was very discouraging to lay down barely 300 miles in a long 10 hour morning, but I kept reassuring myself that “all you have to do is ride your bike, and you love doing that!”
The next checkpoint was at another dealership somewhere in Iowa, where I once again decided to sign-in and keep rolling, instead of catching some sleep, like many others opted to.
which negates the need to drop the saddlebags, rails or exhaust, and will never forget the lesson learned that day.
I had already lost half a day, and in my mind, felt somewhat handicapped by my 5-gallon gas tank and lack of 6th gear, so every little extra nibble would help. Most gas stops were nothing more than rolling up with debit card in mouth, filling up like I was in the pits at Daytona, and taking off without ever kicking my stand.
Now, it was a relatively fast ride across middle-America, to the last checkpoint, in Spokane, Washington.
About halfway through was the only time I ever truly considered just quitting. The route took me right by Sturgis, SD, where I was slated to start work at the Black Hills Rally, barely a week later. It wasn’t much more than a fleeting thought, but while drying my soaked sleeping bag and pillow on the back of my bike, and having my 4th ever bird strike, the idea of relaxing with friends and enjoying some deserted pre-rally riding sure sounded good! I shook-off that nonsense quickly, however, and decided that riding another ~4,000 miles, crossing the Finish Line, then almost immediately hauling another 1,000 miles right back to Sturgis (just in time for a long, hot, 10 days of rally work) was the better option!
Once I left that last checkpoint in Washington State I felt like the end was in sight! It was not! I still had a long way to go and didn’t realize some of the slowest (and most aweinspiring) sections were still ahead. I damn-near lost my mind when I found myself in hours of mid-Sunday tourist traffic, going through Yellowstone National Park. I finally resigned myself to the fact that I was overdue for some sleep, and felt much better after a 5-hour hammock nap, on the banks of the Yellowstone River.
Shortly after escaping that majestic treasure of the American landmass I hit Utah for the first time ever! In 2017 I made memories in 47 states, and was psyched to finally checkoff that last piece of the continental puzzle. The designated route did that amazing state well, as it took me over Gran Escalante, across highways 12 and 24, which are still some of the most magnificent stretches of pavement I’ve ever seen. If you ever see me in person, ask about my “stomach bug experience” in front of the huge “Welcome to Utah” sign, cuz I’m fairly certain that one’s not fit for print!
Somewhere on the last leg there was a note on the directions saying you’d have to go off-route to find gas, as there was a long stretch without any stations. I took this as a chance to make some time, and decided I was not going an hour off course for fuel, then an hour back. The plan was to just find a house or farm or something, assuming everyone would have a gallon or two to spare. That plan worked magnificently, and I was pretty proud of myself when I rolled out of some DPW yard with a full tank and no lost time or extra miles.
About 140 miles later, all that went away when I realized I lost track of my miles, and my then-functioning gas gauge ignited the low fuel light! D’oh! Thankfully, with fellow-rider Dean Luptak sticking with me, I stretched that last fraction of a gallon for over 50 miles, by riding at about 40MPH in 5th gear!
The rest was kind of a blur. I crossed the Finish Line on the 13th night, at about 10:30PM, meeting my goal of making it in time for the famous Finish Line Party. I’m still not sure, but I think I was the 34th rider to make it back for (a portion of) the party, with a couple rolling in before midnight. All-told, some 70+ riders, of about 140(?) completed the course, and I”m very proud to have conquered the Challenge and to be forever listed as a “Finisher”! Many lessons were learned throughout that almost-14 day odyssey, but none more lasting than that time is fleeting. Once it’s gone it’s gone. There is no rolling back the clock, so don’t waste a second on things that don’t bring you joy or fulfillment!
thirty-year-old Jorge Esparza is the epitome of a garage builder, precisely the type of moto enthusiast Dennis Kirk celebrates on their GarageBuild.com page and at their bi-annual shows in Daytona and Sturgis. As a father of three and manager of a carpet cleaning service in his hometown of Dayton, Ohio, Esparza doesn’t have much free time, but when he does, he enjoys tooling around in his garage and has a side gig, vapor honing.
Unlike many, Jorge is a bit of a late bloomer because he just started riding five or six years ago. It was then that he bought his first bike as well, a bone stock 2003 Sportster. Despite being a relatively new rider, he didn’t waste too much time and dove right in. After riding it for about two years and throwing aftermarket parts at it, he decided it was time to make it his own and chopped that Sportster in the Chopper that is gracing these pages. Yep, this is not only his first bike ever but
also his first build. Not too bad if you ask me. Jorge said he got much of his inspiration from social media. He looked at sporty chop after sporty chop and knew he wanted to build his own cool lane splitter. Jorge rebuilt the motor to make sure it was a strong runner. Not being a fabricator by trade, Esparza looked to local fab shops to help make his vision a reality by tackling the welding when needed and fabricating new parts that Jorge required to complete the project.
new to bike building, he followed the tried and true path of most builders, trial and error. Jorge says he bought a bunch of parts to build one way, only to take them off to go another route. Sounds about right to me. Once everything was together just the way he wanted, he tore it apart once more and sent the tins to Joel 845 Custom
Paint, who knocked it out of the park
One of his biggest challenges was time. Having a busy family life, he was only able to pick away at the project on nights and weekends. All in all, it took him just about two years to complete his first build. Jorge said it’s a rider, although he doesn’t get nearly as much time on two wheels as he would
like.
When asked what his favoite memory from his first bike build is, Jorge proudly says, “The first email I got being invited to my first ever show. It made all those hours in the garage and the headaches I went through all worth it.” Esparza says this may be his first bike build, but it definitely won’t be his last. He hopes to build a Shovelhead next, and based on what we see with this one, we’re looking forward to the next one!
Hey, This is going to be good. Insight is everything. If you love what you do, it’s all good and Choppers represent creativity, adventure and freedom. We will ride free or die trying, right!
Rsd Launches All New Sector Performance Parts Line For V-Twin Motorcycles - The team at Roland Sands Design is excited to announce the release of the all-new SECTOR Performance Parts Product Line.
Designed, engineered, and manufactured in Long Beach California, USA; the SECTOR collection from Roland Sands Design is a highly detailed V-twin performance product line.
We’ve developed a complete riser offering with adjustability, gauge mounts and highperformance finishes tested for durability and long-term quality. These are products designed with the racetrack in mind, but built for the street with the fit, finish and performance expected from RSD.
Each product in this all-new collection has a unique design
language that pushes the aesthetics of your machine. The all-new SECTOR product line will be launched in various phases starting with our Modular Riser System & Gauge Relocation Systems for H-D touring Softail and Sportster
the 1950 New England Half Mile Championship. The bike is probably a good example of a typical post-World War II era homebuilt racer for AMA Competition Committee approved Class C* dirt track racing.
Indian Chief Engineer and Designer Charles B. Franklin’s Indian Scout, first introduced in 1919, has a strong history of both street riding and racing. Initially, the Scout had a 37 cubic inch 42-degree V-Twin with a gear primary. The motor was mounted in a cradle frame.
In 1927 a 45 cubic inch engine was introduced which greatly increased the Scout’s power. In 1934 the Model 634 Sport Scout was introduced with a two-piece bolt-up rigid keystone frame and girder forks.
The new frame also increased ground clearance and agility when compared to former Scouts. The Sport Scout became a very good AMA Class C race bike, winning many races. An aside, in 1922 as Indian’s big machine, the first Chief was produced based on the Scout.
This homebuilt racer consists of a fabricated keystone frame and many Model 741 Military Scout components. The front bottom frame casting appears to be from a Sport Scout, the rear frame is from a 1941 Model 741 as is the girder fork and the crankcase halves.
fitments kicking it off. Stay tuned for additional parts to drop very soon.
News From The National Motorcycle Museum--Indian 741 Scout Dirt Track Racer
- This Indian Scout dirt track racer powered Joe Ferrini to
The cylinders and heads are from 1940 and later Sport Scout, and the primary case appears to be Sport Scout. It was typical of post war era homebuilt racers using 741 cases to bore out the cases to take Sport Scout cylinders. The bottom ends are pretty much the same in both models.
The net result of using these
components is a bike of just under 45 cubic inches or 750 ccs, legal for AMA Class C racing. But typically, a Class C bike would use “matched” components, a factory engine assembly. Note that AMA racing rules called for “brakeless” race bikes through the mid-1960s, and down shifting was not permitted once the green flag dropped.
This fine racing Scout was restored by Ray Janelle 1992. The bike, a jacket, trophy and helmet came with the bike, now part of the Jill and John Parham Collection. A wide range of dirt track racers are displayed at the National Motorcycle Museum including a HarleyDavidson WR, an XR750, a KTM, a Yamaha, a BSA Gold Star and others, all near the Board Track Racing display at the Museum. -NMM
Wreaths Across America Proudly Announces 2022--Remember, Honor, Teach, And Learn Award Recipients - National awards program recognizes outstanding efforts to honor veterans and their families
The mission of Wreaths Across America (WAA) is to Remember the fallen, Honor those that serve and their families, and Teach the next generation the value of freedom. Although the organization is best known for laying veterans’ wreaths on headstones of our fallen each December on Wreaths Across America Day (December 17th this year), the WAA mission is year-round and supported by the efforts of thousands of dedicated local volunteers throughout the country.
Each year, WAA recognizes some truly outstanding individuals with its national Remember, Honor, Teach and
Learn awards.
Each award recipient is chosen from recommendations by our volunteer base and staff, culminating in an extensive review process by the WAA Executive Leadership Team.
Other awards include the Jim Prout Spirit of Giving Award which is chosen by the WAA Logistics Team based on recommendations from professional truck drivers, volunteers and staff, and the Founder’s Award which is an honor bestowed by the organization’s Founder, Morrill
motorcyclists in 2019. The Boston Globe reported, “The verdict was at odds with findings from the National Transportation Safety Board, which concluded in 2020 that the driver’s drug use was the probable cause of his initiating the collision.”
The story out of New Hampshire comes on the heels of news from California and Utah in which two different Teslas, allegedly operating on autopilot, killed motorcyclists in each state. In response, the National Highway Safety Administration (NHTSA) sent investigative teams to the two crashes last month.
These two stories, less than one month apart, are very disturbing. The Motorcycle Riders Foundation (MRF) has long advocated for accountability from individuals and manufacturers when their actions result in the loss of a motorcyclist’s life. The MRF remains committed to defending the rights and safety of our nation’s 10 million bikers. We will monitor the finding from NHTSA and remain vigilant in Washington, D.C. on behalf of all bikers. Remember, if we don’t stand up to protect our rights and safety no one will!
Worcester, for appreciation of outstanding contributions in the effort to honor our nation’s veterans. These two additional awards will be presented later this year.
As part of its annual Stem to Stone event, WAA recognized this year’s Remember, Honor, Teach and Learn Award recipients. For more information or to find a participating cemetery near you, please visit www.wreathsacrossamerica. org.
Bad News For Motorcyclists - In the last few weeks two national stories related to motorcyclists have been in the headlines. Last week a jury in New Hampshire acquitted a truck driver accused of killing seven
Now more than ever, Ride Safe and Ride Free! -MRF
THE PEBBLE BEACH AUCTION REPORT—The Last Crocker Motorcycle Built According To The Crocker Registry - One of Approximately 70 Examples Ever Built. Once Owned by Crocker Historian Ernie Skelton. This Crocker, of the Rare and Legendary Marque Dubbed “The Duesenberg of American Motorcycles”, is One of the Finest Vintage Motorcycles to Ever Come to Auction
Our 1942 Crocker, #310, the Last Crocker was selected by David Gooding, Gooding & Company for display at The Pebble Beach Concours
THE CYCLE SOURCE WORLD REPORT - POWERED BY
d’Elegance this year.
It received a bid of over $700,000. Amazing. Vintage motorcycles are available through the Sierra Madre Motorcycle Company web site.
We wish to thank each and every one of you for your time, knowledge and experiences that you have each shared with us the last 35 years in this wonderful Sport of Vintage Motorcycling. And we sincerely hope to continue in into the foreseeable future. Steve and Joan Klein
Motorcycle Sales Results
From The Mic--We are just past the halfway mark of 2022, and remarkably, sales results for the first half of the year remain strong despite inflation concerns, some predictions of a recession, and ongoing supply chain challenges. Not only that, there are some intriguing findings when we dig deeper, including a new record.
MIC members, through the association’s latest retail sales report, are now getting a detailed look at sales performance for the industry at the end of second quarter. But let’s take a step back and look at some data over the years.
When you compare this year’s sales performance to the same period in 2019, the last year before the pandemic, sales are up in every category: Scooter: 18 Percent Increase
On-Highway: 3.8 Percent Increase
Dual: 63.7 Percent Increase
Off-Highway: 40.7 Percent Increase
Here’s where it gets really interesting. Dual-purpose sales have continuous YOY growth since 2016 and impressively, the Q2 2022 sales volume is the highest quarter in the history of the MIC Retail Sales Reporting System for this segment. The off-highway category is also on a sales tear; YTD 2022 sales are the third highest since 2008 (with only 2020 and 2021 outperforming).
Fuel prices are expected to remain high, though they have eased slightly since the historic highs we experienced in May and June. During previous
spikes in fuel prices, our industry saw an influx of new and returning riders seeking an efficient commuting alternative.
With two years of increased sales, can we leverage this spike in fuel prices to attract even more new riders, while keeping the tens of thousands of new riders who purchased during the pandemic riding?
Will increased fuel prices incentivize riders to take their bikes out of the garage more often and encourage newer riders to keep riding, helping to build more lifelong riders?
In light of the growing popularity of the dual-purpose
system that handles some driving tasks. Since 2016, NHTSA has opened 38 special investigations of crashes involving Tesla vehicles and where advanced driver assistance systems such as Autopilot were suspected of being used. A total of 19 crash deaths have been reported in those Tesla-related investigations, including the most recent fatal Utah crash.
The Utah Department of Public Safety said a Harley-Davidson motorcycle was traveling in the HOV lane southbound on I-15 near Draper, Utah, at 1:09 a.m. when a Tesla collided with the back of the motorcycle, which threw the rider from the bike. The 34-year-old rider suffered fatal injuries and died at the scene. DPS said “the driver advised he had the Autopilot setting on” and “did not see the motorcyclist.”
category, the Motorcycle Safety Foundation created the AdventureBike RiderCourse. This course will help new owners get the most out of their bikes by teaching them fundamental dirtriding skills so they can gain the confidence to take their bikes off-road. You can read more about what this course entails in this Men’s Journal story.
Additionally, this fall we are launching a national campaign and a new comprehensive website at RideWithUs.com.
-Erik Pritchard, MIC President and CEO
AMA National And Regional News - Washington D.C. The National Highway Traffic Safety Administration (NHTSA) has opened a special investigation into the crash of a 2020 Tesla Model 3 vehicle that killed a motorcyclist in Utah. The driver of the car told police the vehicle was using Autopilot, an advanced driver assistance
Recently, NHTSA said it has opened a special investigation into a crash that killed a motorcyclist in California. Media reports said a 48-year-old motorcyclist was killed on July 7 after a collision with a 2021 Tesla Model Y on the Riverside Freeway. NHTSA typically opens more than 100 special crash investigations annually into emerging technologies and other potential auto safety issues that have, for instance, previously helped to develop safety rules on airbags. In June, NHTSA upgraded its defect investigation into 830,000 Tesla vehicles with Autopilot, a required step before it could seek a recall. Tesla, which has disbanded its press office, did not respond to a request for comment.
THERE YOU HAVE IT—If you need a rider, freedom, chopper news fix more often, slip over to Bikernet. com.
In the meantime, ride fast and free forever. -Bandit
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
and insert it into your wife’s vagina. When I feel the bee getting closer to the tip of my penis, I shall withdraw it and the bee should hopefully follow my penis out of your wife’s vagina. The husband nodded and gave his approval. The lady said, “Yes, whatever, just get on with it.” So the doctor, after covering the tip of his penis with honey, entered the woman. After a few gentle strokes, the doctor said, “I don’t think the bee has noticed the honey yet. Perhaps I should try further.” The lady began to quiver with excitement, moaning aloud. The doctor, concentrating very hard, looked like he was enjoying himself. The husband became very annoyed and shouted, “Now wait a minute! What the hell do you think you’re doing?” The doctor, still concentrating, replied, “Change of plan. I’m gonna drown the bastard!”
Brian
This guy walks into a quiet bar. He is carrying three ducks, one in each hand, and one under his left arm. He places them on the bar. He has a few drinks and chats with the bartender. The bartender is experienced, and has learned not to ask people about the animals that they bring into the bar, so he doesn’t mention the ducks. They chat for about 30 minutes before the guy with the ducks has to go to the restroom. The ducks are left on the bar. The bartender is alone with the ducks. There is an awkward silence. The bartender decides to try to make some conversation. “What’s your name?” He says to the first duck. “Huey” replies the first duck. “How’s your day been, Huey?” “Great. Lovely day. Had a ball. Been in and out of puddles all day.” “Oh. That’s nice,” says the Bartender. Then he says to the second duck “Hi, and what’s your name?” “Dewey,” came the answer. “So how’s your day been, Dewey?” “Great. Lovely day. Had a ball. Been in and out of puddles all day. If I had the chance another day I would do the same again.” So the bartender turns to the third duck and says, “So, you must be Louie.” “No,” growls the third duck, “my name is Puddles, and don’t ask about my day.”
Marty One
weekend, a husband is in the bathroom shaving when the
local kid Bubba he hired to mow his lawn, comes in to pee. The husband slyly looks over and is shocked at how immensely endowed Bubba is. He can’t help himself, and asks Bubba what his secret is. “Well,” says Bubba, “every night before I climb into bed with a girl, I whack my penis on the bedpost three times. It works, and it sure impresses the girls!” The husband was excited at this easy suggestion and decided to try it that very night. So before climbing into bed with his wife, he took out his penis and whacked it three times on the bedpost. His wife, half-asleep, said, “Bubba? Is that you?”
Rick
One day a man and woman were in their bedroom making love. All of a sudden a bumble bee entered the bedroom window. As the lady parted her legs, the bee entered her vagina. The woman started screaming, “Oh my god, help me, there’s a bee in my vagina!”
The husband immediately took her to the local doctor and explained the situation. The doctor thought for a moment and said “Hmm, tricky situation. But I have a solution to the problem if young sir would permit.”
The husband being very concerned agreed that the doctor could use whatever method to get the bee out of his wife’s vagina. The doctor said “Okay, what I’m going to do is rub some honey over the tip of my penis
An
old man and his wife went to the doctor for a check-up. While the man is with the doctor, the doctor asks him, “So how has life been treating you?” The old man replies, “The Lord’s been good to me. Every night when I go to the bathroom, he turns the light on and when I’m finished, he turns the light off.” While the old woman is with the doctor, the doctor told her what her husband said. She replied, “Damn it! The old fart’s been pissing in the ice box again!”
Cheryl
in a bar sees a friend at a table, drinking by himself. Approaching the friend, he comments, “You look terrible. What’s the problem?” “My mother died in August,” he said, “and left me $25,000.” “Gee, that’s tough,” he replied. “Then in September,” the friend continued, “my father died, leaving me $90,000.” “Wow. Two parents gone in two months. No wonder you’re depressed.” “Then last month, my aunt died and left me $15,000.” “Three close family members lost in three months? How sad.” “Then this month,” continued the friend, “absolutely nothing!”
Aman
