Cycle Source Magazine - Issue 293- September 22

ya know, the motorcycle industry is a funny thing. There’s always some drama unfolding, but it seems as of late that the common code that existed among us has been thrown away. What used to stand as a gentlemen’s agreement about who was known for what, came up with something first, or was doing it longer, have all fallen by the wayside in the face of new world media that gives weaklings and Nair-do-wells the ability to lay claim on anything they see fit. And hell, if they have enough followers or just pour enough money into social media, they can quite easily get away with it since we are all too willing to just sit back and watch it for fear of reprisal from the mob. But who can blame them, right? I mean, the motorcycle business is so much smaller than it was ten years ago, and everyone’s survival is on the line….. Uh. No.... That’s a load of horseshit you tell yourself to feel better about this, but let’s take a look at the truth. As we go down this rabbit hole, I ask you to consider the rules that have governed behavior in even the most extreme environments of survival. The Geneva Convention made sure that even nations bent on killing each other would have a set of rules to follow that would ensure humanitarian conditions never fell to an unacceptable level. The act of the gentlemen’s duel, where competitors would be set upon killing each other in the name of honor but doing so without rules, would be considered a

disgrace to the offender. Hell, even pirates had a code to follow.

While the movie Pirates Of The Caribbean has us believe that Pirates Morgan and Bartholomew devised the “Pirate’s Code” at the second meeting of the brethren court, it was an actual thing. It’s said that the first set of the “Pirate’s Code” was written by the Portuguese buccaneer Bartolomeu Português in the early 1660s, but let’s not have factual history stand in the way of a good story. While the actual pirate’s code outlined the articles of treatment of each ship and its crew, let’s refer instead to the 13 rules laid out in the movie. More specifically, rule number 9, “The subsection ‘Revenge’ states that betrayal is punishable by death,” and rule number 12 reads, “The Code calls for pirates to respect their fellows on the account. Knowingly targeting and sinking other pirate ships is strictly forbidden.” In this cinematic parable, you see that even those considered to be the most ruthless, lawless individuals of the time had a code of ethics that would ultimately serve to benefit their greater survival. They didn’t do any of this for the need to honor each other. No, in truth, it is literally where the term honor among thieves comes from. The entire world was out to get pirates already, and if they turned on each other, their doom would be at hand.

So why am I running on at the mouth about all this, you may ask? Well, as

I prepare for the great pilgrimage to South Dakota, there are more and more shows and activities each year. While so much of this is great for the rally goer, stacking things one on top of the other is not. For instance, if there are four chopper shows on the same day, it isn’t good for all concerned because while plenty of folks are in attendance to show up and drink at the establishment hosting the party, there are only so many great choppers to enter the shows. At the end of the day, the bike is the star man, and that’s what people come out to see. Let’s face it, the beer tub girls, the banner heavy accouterment, and blaring music are common distinctions at each place. What makes them great are the truly unique features that they have to offer. In that, I call for PARLAY! Summon the pirate lords, elect a Pirate King and let’s put an end to this skullduggery. Before one more slick corporation slithers its way into our culture and truly ruins the longstanding traditions of this being an “US against THEM” proposition. The motorcycle thing has always been a place of refuge from the “RAT RACE” as we called it. A place where good times and great brothers were immune from the greed and politics of the outside world. Let’s not see that slip away under our watch like so much has in the outside world these days. Yo ho ho ho, A Pirates Life For Me!

despite the 2022 Texas Fandango being it’s 3rd running, it was the first time Chris and I had been available to make the trip to the great state of Texas to join the Cherokee Chapter for their celebration of all things two wheels. We were first introduced to the Cherokee Chapter several years back in Dallas and were welcomed with open arms despite being what some antique motorcycle enthusiasts would consider blasphemous with our 1949 Panhead chopper. Even though we live in Pittsburgh, PA, we chose the Cherokee Chapter of the AMCA as our “home chapter.” Now, I’m not sure if this is because I’ve fallen in love with the Texas Hill Country and secretly wish for it to be our home or because the Cherokee Chapter is one of the most welcoming to all incarnations of old motorcycles. They have embraced the younger generation and chopper lovers of the antique segment. Your bike doesn’t have to be in original

condition or a 100-point restoration, it just needs to be antique, and you need to love it. Works for us!

The Texas Fandango is held at the Gillespie County Fairgrounds, the oldest fairgrounds in the Lone Star State in beautiful

Fredericksburg, Texas. Quick Tip: For those of you looking for a way to make it couples weekend, now worries Fredericksburg has that covered too as it is home to over fifty of the more than 100 wineries, vineyards and tasting rooms that can be found in Hill

Country. There are also a number of distilleries, restaurants, and boutique shops to browse through if one of you needs more than motorcycles. The Fairgrounds are almost the perfect facility for a motorcycle event with more than ample parking for motorcycles, RVs, tents, and whatever else the masses choose to roll in with. Camping was allowed in the massive wellgroomed grasscovered parking area. It was great to see Travel Trailers, RVs, Buses, camper vans, and tents boondocking out in the field. This was also where one could find a little nightlife if they were so inclined. Little pop-up parties dotted the field throughout the evening. I must say, there were no problems, everyone on had was there to have fun and celebrate the motorcycle.

Once inside the event area, you were treated to a well-organized, well-laid-out swap meet, airconditioned exhibit hall, and grandstands that provided plenty

Article By: Heather Callen Photos By: Benny Stucker And Heather Callen

of shade from the hot Texas sun that overlooked an expertly groomed horse racing track. The Fairgrounds committee not only allowed the use of the track but also cut another track into the infield to better suit the needs of the Texas Fandango. Now, that’s what being a good partner means.

Man, oh man, what a swap meet it was! It if had to do with motorcycles, particularly those of the older generation, you could find it there. It was hard to not just do laps all day, to make sure you didn’t miss anything. It was even harder to not call the bank and increase our daily limit. I could have very easily filled the trailer, well probably a few trailers if I had an unlimited budget. But alas, I did not, and I am proud to say that as hard as it was, I resisted the temptations of the motorcycle goldmine.

As I mentioned before, the Cherokee Chapter of the AMCA embraces us dirty chopper jockeys with open arms, and the Texas Fandango proved that point with the Chopper Corral. This is where we struck Chopper Gold in the Texas Hills. Oliver Peck, an avid motorcycle enthusiast himself, was at the helm of this eclectic group. It was here that you would find Choppers in all configurations. Along with a few choppercentric vendors, including Stay Rowdy, Destroyer Garage, and MC Shop T’s, to name a few. Peck, along with Just Kickers Kirk, organized the ever-popular minibike races and chopper dirt drags. Both events took place on the horse racing track in front of the filled-tobrim grandstands. The Chopper Drags were definitely a crowd favorite. In one instance, you could hear the masses gasp in unison during a particularly hair-raising near-death experience between one long curly-haired photographer and the infamous Danger Dan. Not to worry though. I came out completely unscathed, thanks to the centimeters I had to spare and with a killer story. Chris on the other hand, happened to catch the scene through the lens of his drone and was less than pleased with me, but forgiveness was quickly given when he saw that shot!! Hahaha. The Chopper Corral was also where attendees were treated

to the musical stylings of Dangerous Dan and his band of merry men.

As you well know, racing has been at the heart of just about every motorcycle rally for the last 100 years, so it only made sense that there be racing at the Texas Fandango. There was outstanding Flat Track Racing hosted by Xtreem Flat Track went on in the inner circle of the track. Though you may not recognize the name Xtreem Flat Track was previously known as Vintage Dirt Track Racing Association (VDTRA), so they weren’t new to putting on a stellar race series. The Open Pro Vintage Class was an excellent exhibition of racing between the defending champion Jim Ottele, Rick Reed, and KeystoneKopp. There was a little contact off the start, but as they say, “rubbin” is racin.” Throughout the day, the action thrilled the crowd. What a great addition!

Now, for the coup de grace, the Cycle Source Antique Motorcycle Show, that is, after all, what brought us together, old motorbikes and the people that love them. I don’t believe I’ve ever seen such a diverse assortment of old iron under one roof. A hundred plus immaculate examples of almost every make and model motorcycle known to man. There were Nortons, Bultacos, Indians, BMWs, Vincents, Triumphs, Binellis, and of course, Harley-Davidsons of all engine families, to name a few.

Boy, oh boy, am I glad that I did not have to judge that show. I left that task to the pros, Steve Klein, Rodney Sterling, and Chris. Lol, just kidding, he knows more about motorcycles than I’ll ever forget. I do know that I absolutely love the choice for Best of Show, the 1972 FLH owned by Jeff Sharer that you can see in the pages of this very magazine.

I can’t forget the few fellas that took time out of their day to share their knowledge with the masses through live tech sessions in the exhibit hall.

John Martin talked Magnetos, Doug Wothke provided some tips for twowheel travel overseas, Bill Page gave a lesson on timing J Model Harleys, and Greg Nelson imparted some wisdom on Linkert Carburetors. All the sessions were very informative and entertaining., Thanks guys!

All in all, I’d say the 2022 Texas Fandango was a tremendous success, and I’m so glad we were able to see it for ourselves. Cycle Source has proudly been a supporter of this show since its inception. Now, more than ever, I’m certain we will continue to do so for as long as they’ll have us. Be sure to stay up to date with what they have in store for 2023 by giving them a follow on Instagram at @texas_fandago or on their website https://thetexasfandango.com/

piston ring end gap…. It’s the gap between the end of the ring when it’s installed in the cylinder bore. This gap is necessary.... so, you can install the rings onto the piston. Gapping piston rings is important to the performance and reliability of the engine. The purpose of piston rings is to make compression and to transfer heat to the cylinder walls. Piston rings expand as the engine gets up to temperature. Too large of a gap allows blow by to the crank case and results in poor engine performance. Too small of a gap and the ring can over expand and cause cylinder and piston damage both are not good. So, setting ring end gap is crucial to any engine build. Take your time and go slow so your engine will go fast!

On most OEM replacement style piston rings the ring end gap is preset to a specific bore size, but knowledge is Horsepower so check them. With

aftermarket style piston rings, I prefer file fit rings, slightly larges so I can file fit them to the specific bore. Accurate end gap equals reliability and performance.

X .0050 for the second ring. Both with a min of .015 gap. So, do the math and figure out what you need.

With my jug back from the machine shop, I’m installing aftermarket oversized pistons. I start the process by wiping the cylinder walls with a clean paper towel. Then I measure the bore. Typical rule of thumb for a gasoline engine is Bore X .0045 for the top compression ring. Then Bore

I keep the rings & pistons specific to each bore.

I insert the ring in the bore with the gap facing up and then rotate it into the bore. I then use my piston to square the ring into the bore about one inch down from the top.

Now you can take a measurement using feeler gauges to see where your ring gap is at.

with a file or stone. Filing outward can chip the outside sealing surface of the ring which is not good. I use an old school hand crank ring filer. It has a diamond wheel that removes ring material quickly. A couple of cranks can remove .001 no problem so I must go slowly. I then recheck the ring in the bore. Sometimes I

There are many ways to grind or file ring end gap. Always file inward

may have to do this multiple times to achieve the proper gap. You can buy reproduction versions of this ring filer on the internet.

Once all the rings have been filed you will notice there is a slight burr on the filed edge. I use a hand stone to remove this burr. This is important so the ring can expand and contract with

heat and not be stuck in the piston ring groove because of the burr.

Setting ring end gap is a particularly important part of a properly built engine. Take your time, be meticulous, and you will be rewarded with a great running and performing engine.

If there is something that you would like to see a Tech article on? Please call me or email me with your idea! If you have any questions, please feel free to call me at the shop anytime 419-576-6812

Daniel Donley

Pandemonium Custom Choppers

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Instagram – pandemoniumc2 happydandemonium@gmail.com pandemoniumcustomchoppers.com

Article By: Roadside Marty Photos By: Melissa DeBord

for long-time readers of this magazine, you might recognize Clinton Wallace. We have featured a few of his bikes before. He’s definitely our kind of people. Clinton and his wife Bobbi live in Cleveland, Texas, and he makes his living working in the oil fields by day. At night he spends his time wrenching on bikes. In other words, he’s a lot like most of us.

This build started like most, with a general idea of using a swingarm instead of a rigid frame. Clinton’s

dad had a guy that worked for him that had a 1980 Shovelhead that he wasn’t gonna do anything with. So, naturally, Clinton inquired about it, and the guy said just come get it. Now, I’ve got to say, I’ve never had someone I didn’t really know give me a Harley-Davidson, but that’s precisely what happened. Clinton got the Shovel running but didn’t have any plans for it, so he eventually tore it down to the frame. Clinton has always been a big fan of Jeff Cochran from SpeedKing Racing.

Jeff’s bikes are rideable customs that perform just as good as they look. So, it made sense that Wallace started with a drop seat conversion kit from SpeedKing. From there, he modified the frame at his home shop. The frame sat for about a year. While Clinton was looking at the selection of builders for that year’s Tennessee Motorcycles and Music Revival when low and behold, he saw his name included on the roster. He immediately called Bill Dodge from Bling’s Cycle to ask how he got

on the list. Bill responded by asking, “What are you gonna bring?” Well, you can’t ignore an invite like that, so Clinton kicked this build into high gear. Since the frame was already started, he decided to stick with some of Jeff’s other signature series parts. The first was the rear swingarm, which is fully adjustable, so you raise or lower your bike with simple adjustments instead of changing your rear shocks. Next up was one of Jeff’s Torpedo oil tank kits that Clinton mounted to compliment the curves of the drop seat conversion. OEM Harley frames from 1958 to 1964 are the original drop seat frames because Harley didn’t introduce an electric start until 1965, which required a new style of oil tank with a new location for the battery. The Torpedo oil tank gives enough clearance to run a late model starter and a smaller gel battery, giving you

multiple options. I also think the dual rear caliper bracket Jeff sells, which allows you to operate one caliper from the rear master cylinder and the other by the traditional front master cylinder, is ingenious. It is a simple but highly useful combination.

The heart of this build is a 1952 Panhead motor that was rebuilt to stock specifications by Dan Carr from DC Choppers. Nothing wrong with larger displacement engines, but a stock 74” motor with a properly tuned S&S Super E carburetor is pretty hard to beat. Clinton fabbed up the exhaust to follow the lines of the bike. A 2” BDL belt drive connects the motor to the 1962 transmission, which is also the electric start version. The rear fender is another SpeedKing item that wraps around the rear wheel perfectly, as is the seat pan.

The cast aluminum tank is from Bling’s Cycle. It is

sold as a kit that comes in two halves so you can modify the tank to your frame’s backbone. When he tried to order the tank, Covid was in full swing, and Bill didn’t know when he would get any more material to make them. Dodge knew that a of his customers had purchased them but had no plans to use them right away. Luckily Clinton scored one thru that avenue...thanks, Willie! That awesome flame job was laid down by Scott at Chemical Candy Customs. Those Texas boys sure know what they’re doing. Chroming is always an issue with any custom build, but Speed Sport Chroming stepped up and got things done in a timely fashion. The front wheel is a spool 21’ with a 16” rear, which in my humble opinion, is the best combination for the perfect stance. A Mid USA reproduction springer was used and kept at stock length so that

the adjustable rear swingarm keeps the bottom frame rails parallel to the ground instead of a

look. Both

and have a traditional tread pattern.

For the bars, Clinton went with 12” traditional style ape hangers, giving the bike a timeless look and comfort. The front master cylinder and foot controls are GMA items that contrast nicely with the black frame and base coat.

The headlight is a chopper style from the guys at Throttle Addiction, and the rear taillight is from TC Bros.

This bike is a good representation of its owner, a no-nonsense, clean custom that runs just as good as it looks. Thanks for sharing your bike with our readers, Clinton. We look forward to seeing what you come up with when you build that 1980 Shovelhead!

Motion Pro stocks a huge number of American V-Twin cables, and often times they have the right cable in stock and ready to ship. If they don’t have what you need, the Motion Pro custom cable shop can make just about any cable configuration. There are many variations in cables, and getting the correct cable is their top priority.

To determine the right specifications for a throttle cable you need to know what type of throttle and carburetor is being used, how long the cable needs to be, and what type of elbow is required so it can be routed properly.

The first thing you need to determine is what type of throttle assembly is being used. Is it a singlecable pull-only twist throttle or a pushpull using two cables? If it is a single cable pull-only throttle, what is the thread pitch of the fitting that goes

into the pull throttle assembly? Is it 1/4-20 or 5/16-18? Early model OE style pull-only throttles had a 1/4-20 thread pitch. This design was stock on 1980 and earlier H-D® models. However, many aftermarket pullonly throttle assemblies have a 5/16-18 thread pitch. This allowed OEM replacement pull cables to fit 1981-1995 H-D® models.

If it’s a dual cable push-pull throttle – does the throttle have a screw-in fitting or the snap-in style? Push-pull screw-in throttle assemblies were used on H-D® models from 19811995 and have a 1/4-20 thread pitch on the idle cable and 5/16-18 thread pitch on the pull cable. Pushpull snap-in throttle assemblies are used on H-D® models from 1996 to present.

With the throttle identified, the next item to identify is what bend is needed for the throttle elbow.

Article And Photos By: Motion Pro

SCREW-IN

Motion Pro stocks American V-Twin throttle cables elbows in 90, 70, and 45-degree bends. 90-degree elbows are used mostly on Dyna® and Softail® models, 70-degree elbows are used on bagger models, and 45-degree elbows are used mostly on Sportster® models. Any of these bends can be used on any of the throttle references in paragraph 3. This part comes down to what the best fit for the bike is.

Once the throttle and elbows have been identified, the next thing to confirm is the specific carburetor. While most carbs used share the same cable components, determining the correct carburetor is critical for identifying the proper cable. If it’s a Mikuni carb, it needs to be confirmed which Mikuni carb is being used. While the Mikuni HSR carb is the most common, there are two different designs of this carburetor. Is it an old or new style Mikuni HSR carb? Mikuni introduced the new HSR carb many years ago and designed it to be

carburetors. The Mikuni HSR carbs will have a white plastic wheel that the throttle cable inner wire wraps

around and is located on the right side of the carburetor.

The old-style Mikuni HSR does not have the white plastic wheel, and the throttle cable bracket is located on the left side of the carburetor. Other Mikuni carbs are used on American V-Twin applications. Their usage has slowed considerably, like the Mikuni HS40 (TM40-6) and Mikuni VM round slide carbs.

If it’s an S&S carb, it’s generally going to be a Super E or G model, you will need to verify if the carb has the tall or short bracket. In 2000, S&S started providing their carbs with two cable brackets. The shorter bracket was designed for 1981-1989 big twin model applications carbs and will generally work with stock cables for these machines. The tall bracket was designed to be used with the stock cables found on 1990 and later big twins with a CV carburetor. S&S offers other carbs like the Super B,

used with the stock throttle cable found on 1992 and later big twin CV

and Super D. The Super B carb uses a set screw to hold the cable inner wire and does not require a cable with a defined free length. Motion Pro rarely gets requests on machines using Super B carbs because a replacement cable for these carbs can easily be made by finding a cable with the correct throttle elbow fittings and the correct housing length and then cutting the wire fitting off the carb side of the inner wire.

With the carburetor, throttle and elbows identified, the only thing left is to confirm the housing length. This needs to be determined by the individual working on the bike. This cannot be determined with confidence by supplying handlebar and riser information; there are just too many variables. The cable needs to be long enough to allow for proper routing and allows the handlebars to be turned lock to lock without tensioning the cable. Also, the customer will not want the cable to be too long to interfere with the bike’s operation and/or other cables and wiring.

proper measurment for ordering a throttle cable

To measure V-Twin throttle, measure the housing length, including the housing end fittings that are straight with no bends, excluding the elbow fitting that goes into the throttle. The cable housing is the exterior vinyl portion of the cable.

Motion Pro throttle elbows are 4 inches long, but not all manufacturers’ elbows are the same length.

The easiest way to determine the correct cable length is to determine the length of the existing cable. Suppose you need a longer than stock cable. In that case, the best

way to determine the additional length required is to leave the stock cable installed into the carburetor and routed properly, then measure the extra length needed to reach the throttle and allow for proper movement of the handlebars.

With all the above information, the next step is to see if Motion Pro has an off-the-shelf cable that meets all the necessary criteria. An off-the-shelf cable will cost less than a custommade cable and can be shipped right away. If all the information is confirmed and no cable is available

off the shelf, Motion Pro can always custom make it. Custom cable builds generally take at least a week or more to complete.

Need further assistance? Visit our Custom Cables section or give us a call, and they will be happy to walk you through the process. Contact Us: 650-594-9600 cables@motionpro. com

NEW MIKUNI HSR-42

S&S.SUPER BRACKET 1

S&S.SUPER E WITH TALL BRACKET

MIKUNI HSR042-45

MIKUNI

Article By: Heather Callen Photos By: Heather Callen & Marjorie Kleiman

let me set the scene for you. It’s the end of March. Chris and I had just spent 10 days in glorious 80-degree temps in Florida, ushering in the motorcycle season at Daytona Bike Week. From the Sunshine State, we headed 1500 miles north to St. Paul, MN. Fun fact, not only is St. Paul home to Charles Schultz’s Peanuts, but also the Donnie Smith Bike show. Ok, ok, back to arriving in St. Paul… can you say shock? It wasn’t just cold in St. Paul, it was “freeze your face off cold,” literally 70 degrees colder than where we had just come from. The cold quickly became more tolerable after the warm welcome we received upon arriving in the capital city. Chris and I were fortunate

enough to score a room at the historic Saint Paul Hotel just around the corner from the venue. It was beautiful, and the service was terrific. The 33rd Annual Donnie Smith Bike Show was one for the history books, not just because it was the first one since the pandemic hit, but it was also a celebration of Donnie Smith’s 80th birthday.

and let me tell you why St. Paul is home to such a fantastic annual show in the middle of the cold months. You see, this show is more about celebrating the motorcycle community in this part of the country than it is about showing off custom bikes. Don’t get me wrong, there are plenty of out of this world motorcycles, but the custom scene has been a long and storied tale of resilient men and women who are as passionate about their motorcycle community as they are their bikes.

Those two things alone were cause for celebration but add in the reason we were all gathered at the St. Paul River Centre, the love of motorcycles… it was an outstanding event. Sit back,

A few hundred motorcycle enthusiasts from all over the MidWest shook off the ice crystals and woke their two-wheeled wind therapists from their winter slumber to share them with the masses. The diversity of motorcycles displayed throughout the exhibit halls

was amazing. You could admire motorbikes of all ages, shapes, sizes, makes, and models. Some were in original condition, while others were full-on custom builds from stem to stern with everything in between.

Now, I have to be honest, I’ve never been a fan of convention center shows. They always seem a bit slow to get rolling and stuffy. The end of the day always feels like it drags on forever because the attendees have left early to grab dinner, so you eagerly await the closing bell. Whelp, that’s absolutely not the case at the Donnie Smith Show. The lines before the show even opened were filled with hundreds of eager patrons that steadily streamed in throughout the days. And closing time..well, they damn near had to kick out a few hundred folks at the end of the night! The promoters certainly knew what they were doing when they hosted happy hour and a stellar band to close out the day.

The Donnie Smith show isn’t just a place to go look at a variety of killer bikes, it’s also one of the best places to peruse a giant swapmeet looking for parts to upgrade your scoot, mancave, or wardrobe. Parts swappers galore filled the giant hall. One could find just about anything they could possibly need to feed their motorcycle habit. Heck, you coulda scored a 70’s Honda Digger that Smith Brothers & Fetrow (verified by Donnie himself) had built the frame and springer for! I kept having to check Chris’s location throughout the weekend, fearing that we would need to rent a U-Haul if he was left to wander the swap meet alone. Thankfully we got away relatively unscathed with a few stickers and a super cool Visible Twin Cam engine model.

It wasn’t just parts swappers on hand showing off their wares. Show goers could check out the latest from Klock Werks, House of Kolor, Dennis Kirk, NAMZ, Kuryakyn, Deadwood Custom Cycles, and Brock’s Performance, just to name a few. If that weren’t enough, attendees were able to meet the faces behind the big names. Folks like Donnie Smith, Brian Klock, John Kosmoski, Brock Davidson, and Dave Perewitz were on hand to talk to and shake hands with those that have looked up to them

and their products for years. I know a highlight for Chris was when he interviewed the founder of HOK. I enjoyed watching Mr. Klock usher his younger staff around the show hall, imparting the knowledge he’s garnered over his 25 years in the industry.

All in all, the two-year sabbatical that was forced upon the midwest’s motorcyclist didn’t seem to slow anyone down. In fact, if anything, I saw a core group of motorcycle lovers reinvigorated and ready to share their passion with likeminded people. Not only were they celebrating the end of a long strange trip, but the reason we had all gathered..the motorcycle. Next March, when you’re itching to break the cabin fever, meet us at the Donnie Smith Bike Show. You won’t be disappointed. If I’m wrong, I’ll buy ya a drink! Be sure to stay up to date on what they’ve got planned for 2023 by visiting www. donniesmithbikeshow.com

t all started in a pizza shop. In 2013 the family of Pedro The Engraver decided to open a brick oven pizza place. Of course, Pedro designed the business logo and, at the request of his motherin-law, did some pattern grinding on the aluminum that would go behind her prep area. After a few more engraving-type projects for her, it turned into something more substantial for him. In that same year, he, unfortunately, lost his youngest sister. As a way to deal with his grief, Pedro dove head first into creating. The “grind art” he was making at the time was the only way he knew how to push through his emotions. He gave

away most of his art for free or for very cheap. For the next 4 years, he continued this way, using a Dremel and a die grinder to create art and give it away. It felt good to give to others and make people smile. It soon became a full-blown addiction of sorts that eventually turned into professional hand engraving.

In 2016 he started buying Sam Alfano’s Hand Engraving DVDs. While he saved money to buy his first GRS Hand Engraving System, he studied various scroll design books by Ron Smith and Lee Griffith. He was so enthralled with the craft that he actually was let go from one of his part-time

jobs for drawing scroll designs at work. Two years later, in August 2018, he officially opened Artistic Metals Engraving. In 2020. Pedro quit his part-time job to focus on his business full time. 2016 is also when he started working his way into the motorcycle industry thanks to a late friend of his, Gabe Adame. Gabe paid Pedro to engrave his horn cover with a Dremel. This is definitely not how it’s supposed to be done, but it led him to figure out what he was supposed to be doing, and his style has been growing ever since.

Motorcycles also quickly became his favorite medium to work with. He says that people in the industry

are some of the kindest he’s met and are the ones that have allowed him to show his true creativity with the designs he creates. All the folks he’s found in the motorcycle industry have evolved from struggle and built positive, fulfilling lives for themselves and their families through the people they meet and their interactions. Those are the ones that saw a new artist and decided to give him a shot; for that, he will be forever thankful.

For a bit of backstory, Pedro was born in a small farming community in Washington state, with a population of 28,000 and a bit of a desert. He was a typical child of the 80s, but as the 90s rolled around, he turned into a bit of a troublemaker. He hung around with a rough crowd and almost died from stab wounds in his gut. It was pretty serious. Pedro ended up paying for it with over 20 years of his life working at hard, grueling labor. After being hurt doing construction, his doctor advised him to quit and go to school. So he did. At 29 years old, he got his GED (well done!) and went to college for a couple years before deciding it wasn’t for him. Through all that, his art kept him going and made him excited to wake up the next day. He had dreams of one day not having to work for a big company or someone else, and here he is today!

His inspiration for his work definitely comes from his wife, who has made everything work through all the adversity. Their marriage of over 25 years and their working towards building even more for their future is what drives Pedro to create and continue on his journey.

Speaking of that future, Pedro’s plans are to learn more, hone his skills and start teaching others what he has learned. He wants to be able to give back to his community in some way, and teaching others his art form is what he knows best.

When it comes to where his art has taken him/where he’s going with it, Pedro’s first feeling is gratitude. If it wasn’t for his wife and the amazing people around him who support him, he wouldn’t have been able to do half the things he has today.

Suppose you want to see more of his amazing work or even commission a custom piece yourself. In that case, you can find him on Instagram @ pedrotheengraver, facebook Artistic Metals Engraving, or email him at artisticmetalsbypete@gmail.com.

LATE BREAKING NEWS FOR SMOKEOUT FANS

THAN A MONTH TO GO HERE’S THE NEWS YOU NEED TO KNOW

t seems like just a minute ago that we were talking about how cool it would be to bring SmokeOut back to the Rowan County Fairgrounds where it started in Salisbury, North Carolina. Well in truth, it’s been over a year and man has the time flown by. Good thing for us, we have been busy getting things ready. I figured it would be a good time to go over some of the last minute additions

to the lineup. Of course, the full schedule will be up on the SmokeOut rally web site but let’s take a look at some of the highlights. The Shade Tree Boys will be holding old time bike games on Friday Sept. 9th. Trophies for 6 games and a championship belt for the overall winner will be awarded. Of course, there will be one main show, the ride in custom bike show with over 30 classes. This will be on

Saturday the 10th. Tons of prizes and bitchin handmade trophies for all classes, a full feature for best of show PLUS A Denver’s Springer as the grand prize!!

Also, on Saturday the Perewitz Paint Show “Old

School Edition” rolls into SmokeOut. Dave and Jody will be on site to hand out some killer hardware for the best dressed bikes of the day. This is thanks to our good friends

Article And Photos By: Chris Callen WITH LESS

at Tobacco Road HarleyDavidson. Friday is no slouch for shows either with the Hardcore Cycles Performance Show. John O’Brien and his crew will be on hand to pick out the best muscle in the crowd. On that same day the Led Sled Crew will take a break from their antics to hold the Sportster Showdown SmokeOut.

On the midway on Friday will be a throwback to old SmokeOut and the Anvil toss, the Strongest Biker Worlds. A Biker Strongman Competition officiated by the very man that started the Anvil Toss; Ralph “Hammer” Janus. Thursday night starts off with a meet and greet with the builders of the Legacy Invitational and official gallery opening but changes gears to a ride in movie and later that night a bonfire. SmokeOut has plenty of racing too. Not only have we convinced Tim Gelay, Jive Turkey Racing, to come in with a whole host of minibike games and the all-time favorite mini bike races, we have added Chopper Dirt Drags to this year’s event. There will be an official Christmas Tree and prizes.

Oh yes, there has always been a hell of a wet t-shirt contest at the SmokeOut and there will still be one. You know the deal, it’s wild and registration is open.

In conjunction with Ed Kerr, Founding

Member of the Hamsters we are proud to introduce TankFul. Just because someone has successfully reached the status of senior citizen doesn’t mean that they live carefree days. In 2019, 5.6 million seniors struggled with food insecurity. Many of them, 63%, have to make the difficult choice between filling their bellies or their prescriptions.

We’ve gathered some of the best motorcycle artists in the country to help make a difference. Through the generosity of Paughco, who donated all the blank tanks, each artist has donated their time and talent to TankFul. Each masterpiece will be on display in the Legends Gallery and will be auctioned off through an online live auction.

We are honored to have the following artists join us: Jace Hudson of Fast Life Garage, Robert Pradke of Custom Auto Design; Scott Takes Of Underground Art Studio; Casey Kennel of The Paint Chop; Fish Alcorn of Alleyway Kustoms; Cory Mroz of Mr. Oz Designs; Darren McKeag of McKeag Art, Steve Gibson of Air, Oil and Lead, Dave Perewitz, Jody Perewitz of Perewitz Cycle Fab, Mo Diaz of Mo’s Custom Image, Kristian Baena, Ron Tonetti of RT’s North Hills Cycles, John Gates of JAG Paint; Eric Malotke of Open Throttle Customs; Ronnie Melendez of Weights and Paints; Frannie Drummond Of The Paint Zoo; James Patience Of Ground Zero Customs, and Clint Kiddle of SpeedFreak Motors. The bidding is open now, go to https://app.galabid. com/tankful22/items to help out!

Jack Schit has signed on to be the ring master for this circus and will be on stage providing regular entertainment and insights throughout the weekend. We are thrilled to have him on board with us. Also, in for the mix are some of your favorite bartenders in the all new SmokeOut Roadhouse provided by Twisted Tea.

Did I mention way more camping than ever before in Salisbury, all the art by Richie Pan and the Motorcycle Art Extravaganza that will be in the Legends Gallery. And what about the bands.... Well, we have what we think is a stellar lineup. They are listed below and while this is pretty much all we have for now, keep checkin in at SmokeOutRally.com

the Shadley Brothers, Mark and Paul, have been responsible for some of the most beautiful custom motorcycles of our time. In their incredible facility in Whitman, Mass, they have gone about the work of creating oneof-a-kind custom motorcycles now for the past 42 years. They joke that this has been the longest overnight success in history. Seriously though, it was something that started because

neither of them wanted to go get a job, so at Paul at 17 and Mark at 23, , they pitched in 700 bucks a piece and agreed that when it was gone, they’d give up. Well, the good news for them and for us is they still have that 1400 bucks and, at the same time, have contributed to a substantial part of the custom culture, made great friends, and have finally settled into a place where they have a limited number of customers that they

build for, and that’s enough. Great stories come out of a place like this, a man’s man type of business where you know you are dealing with real people.

Where everyone has a dream and a special plan. Every once in a while, however, there is a special case. A story that is so important that everyone stops to hear it. Such is the case with The Lyon’s Share.

Paul Lyons is the type of selfmade man you would describe to

Article By: Chris Callen Photos By: Nathan Schultz

other people as a baller. A heavy hitter or an OG. He has a company called North East Mechanical that services accounts like Gillette Stadium and the Boston Garden, to name a few. Truth is, most of the giant buildings in that region have their plumbing and HVAC installed, serviced and maintained by Paul’s company. Despite that, Paul was raising his son Tim to have good values, and all indications were that he was doing so successfully. Tim was as blue-collar as they came, and the mantra on the tank, “Dirty Hands, Clean Money,” was his daily reminder that hard work is a way of life. His dad let him do his own thing too. A welder by trade, just like his father, Tim didn’t get a free pass just for being the boss’s son. He made his own way and, in turn, was his own man.

Paul has a handsome collection of motorcycles, but nothing like the bike you see featured here. This is all what Tim liked. Tim had taken his bike to the Shadley’s a few times for work like cams and stuff, but he had the budget of a young man, so the parts you see on it now weren’t in his wheelhouse just yet. He had other habits too, as young men do, like rolling coal from his pickup, and he loved four-wheelers. This is, unfortunately, where this story

takes a devastating turn. On a trip to Maine for a four-wheeler adventure, he was involved in an accident that took his life. On his 22nd birthday, 7/16/22, Tim was taken from this world just as he was getting started on his path. As you can imagine, this was a severe blow to his father. In some ways, the project of building Lyon’s Share may have been a

coping mechanism. He went to the Shadley Brothers and laid out a plan to build the bike of his late son’s dreams. They gave the motor a little more heat with a 585 cam and some roller rockers. Got it up to the 110 level and had a nice little torquey ride. All the best parts were used in the build, the latest tricks and spared no expense in making a rolling tribute to Tim. Now, the list

of parts is impressive, with some of the best names in the industry like BST, Legends, Arlen Ness, but the story is in the simple logo that adorns the tank and points cover. A picture of a welder, words that read “Dirty Hands, Clean Money,” and the initials TRL for Timothy Richard Lyons. A reminder that this was Tim’s bike and will always be.

Credit for that graphic goes to John Hartnett, who does all of the Shadley’s graphic work. They laid out the blue paint, and if you look closely at the silver, you will see some hand-painted diamond plate. This was another of Tim’s signatures. Apparently, anything that could have diamond plate bolted to it in his world got it, so of course, the bike had to have some as well. From there, they Used a Brocks Performance swing arm, frenched in the plate and the taillight, and moved the blue color across the rest of the bike. Some of this was anodized, some of it in powder, all keeping in line with the color scheme from the tanks. The

bike saw its first action in Daytona, where we ran into it and got to bring it to you. As for the future of it, Paul will probably only bring this bike out on special occasions, keep it nice and close at hand. We send our deepest condolences and, at the

same time, congratulations to Paul, both for having such an amazing young man as his son and for the way he chose to remember him.

since it first opened in 2008, the Harley-Davidson Museum has been a must-see attraction not only to the Harley faithful, but visitors to the great city of Milwaukee in general. My first visit was during the Harley-Davidson 105th Anniversary Celebration, and I’ve made it my business to stop by and pay homage to this great American motorcycle brand and its founders at least once a year. The Museum is not just a static display of old motorcycles; exhibits change, new structures are added, and a wide variety of activities take place throughout the year, making for new discoveries and diversions every time we visit.

Although I’ve seen pretty much everything the 20-acre Museum campus offers to the public, I’ve never seen the archives. Sure, I’ve taken the elevator to the third floor of the annex building and peered into the archives area, but I’ve always wanted to see, up close and personal, what’s behind the metal grate. Our Milwaukee visit in December for the Mama Tried show last year proved the perfect opportunity to do just that. Arrangements were made for Alan Magyar and me to get a private tour of the archives.

Adding to our excitement uncovering what goes on behind the scenes, to our good fortune, Bill Rodencal, Lead Museum Collections, agreed to conduct the tour. We couldn’t have asked for a better guide. In January, Bill started his 19th year with Harley-Davidson and was involved during the Museum’s opening

on July 10, 2008. A month later, the Motor Company celebrated its 105th anniversary, which saw 25,000 people on the Museum grounds! Since that year, the Museum has served as the focal point for each of H-D’s quinquennial anniversary celebrations.

Our tour began on the main exhibit

holding the crankcases together. There is no VIN, but we know they’re very early. The frame is a bit later. There’s a lug on the headstock, and that’s to mount a sidecar, and that doesn’t turn up until mid-1905. So it’s a little conglomeration of stuff, but it’s very, very early. We know for sure the majority of this bike was still built in the 10’ x 15’ shed. I’m sure the carburetor was; I’m sure the crankcases were; the cylinder—it’s an extremely early bike, and the most valuable bike in the collection by far.”

As we stroll through the main exhibit floor, Bill described the HarleyDavidson’s philosophy. He told us that every year, H-D saves at least one bike brand new off the assembly line. Pointing at two early models, he gives some examples: “That 1915, and that 1913, are brand-new bikes which have never been restored. So that’s why you’ll see damage, nicks, scrapes, and dings, but that’s original paint, original nickel. Sometimes the organics, like belts, seats, and grips, have to be replaced. That ‘13, outside of tires, is the way it came out of the box. No miles, never been run.”

floor of the Museum, where we stopped to admire Serial Number 1—not HarleyDavidson’s vintage-inspired electric bike, but the first known Harley-Davidson motorcycle built in 1903. Bill explained, “We know this is not the first motorcycle they built. What we do know is that there are components on it that came from the first casting run. These are what we call early six-bolt cases, so there’s six bolts

Throughout the Museum is Harley-Davidson memorabilia of all types. Bill pointed out some Walter Davidson artifacts, such as his trophies and the brass and horns that he won in 1908 in the FAM reliability trial, where he had a perfect score. He said, “They saved all these things over the years—the posters you see, the literature. We saved copies of those in multiple languages, and they go into our small archive, our small artifact collection.” I ask if there

Article By: Marjorie Kleiman Photos By :Alan Magyar

was any recognition early on whether these things were worth saving. Bill responds, “Well, we don’t know. They didn’t document why or how. We always say that they were Scotsmen and were real frugal, so they didn’t throw anything away.”

We are amazed to learn that there are 2,500 artifacts in the Museum, 151 bikes, and probably over a million artifacts in the Museum collection. Bill wondered, “What do you put in, and what don’t you put in?” That’s a real hard thing to determine. What’s nice is having such a rich collection and having multiple copies. We can rotate items so we have good conservation. Some of the colors in the posters we don’t want to fade so we can pull ‘em down, unframe ‘em, put another one in, and stay on a pretty normal rotation.”

As we cross the walking bridge from the Museum proper to the archives, we see one of the temporary exhibits displayed on the walls, including some original blueprints and drawings from the H-D headquarters on Juneau Avenue. When they were given to the Museum from H-D headquarters, the archives staff knew the company had photographed the construction of the buildings and documented it well, so the Museum staff thought they would make a great exhibit. Bill pointed out some details: “Here they are, literally digging the foundation and hauling it out one steam shovel at a time. What’s so interesting is that you go back and look at this courtyard. It hasn’t changed. It still looks like that. There’s the hold still in there; that’s the loading docks. Now it’s headquarters and cubicles, but in its day, it was automated screw machines and gear blank cutters and rows of them because they were cranking this stuff out all day long.”

Entering the restricted area behind the gate, the first area to the left is the shop where Bill works on the Museum bikes and prepares the models to be exhibited. He impresses upon us that “we don’t do any restoration. If we do anything, it’s conservation. We take ‘em apart, clean ‘em, and put ‘em back together, but we don’t repaint or replate.” The Motor Company saves at least one and sometimes two models annually. For the model year 2020, a Sportster S and a Pan America were saved to add to the collection.

Bill tells us about one bike that had been restored twice in its history—the first time in the 1970s and again in 1998 for HarleyDavidson’s 95th anniversary. He said, “They actually took some letterheads and some early photographs that we have and tried to get it more correct to how it would have come out originally.”

Rows and rows of enclosed shelves occupy a large part of the archives space, and inside those shelves are owner’s manuals, service manuals, service bulletins, recall notices, and the like. Bill tells us, “We got a big project now, a big donation, that we’re sorting out and putting on the shelves. It was all just lumped together.”

Also in the area are photographs and publications of the day. If a picture was

taken, the negative was saved. Some of the photos Bill points out illustrate marketing photos shot in a studio, parts manuals shots, and more. And we learn that the manuals in the archives can be electronically searched!

One of the archives artifacts that delight us is a set of Evel Knievel’s X-rays! History tells us that he had broken 433 bones by the end of 1975, so we had to try to identify all the fractures revealed on the X-rays, which was a fun little exercise. Another part of the archives stores artwork and many of the larger, oversized shelves. Bicycles are hung on the wall because they’re lighter. And along the back wall is a Topper!

The balance of the motorcycle collection not on the exhibit floor involves motorcycles, engines, and other components stacked on racks that are three shelves high. Bill says, “There’s a little bit of everything in here. They rotate onto the floor, and we use them for a lot of different things like part fitment. This is basically my area, my shop. I’ll do the part fitment; believe it or not, we have service parts that go back into the teens, so when they need fitment of a part, we’ll check

it out. If they need, say,’ 01-’07 Sportsters, I’ll fit it on an ‘01, ‘05, ‘07, you know, make sure it fits accordingly. And from there, the vendor can go ahead and make it, rather than making 10,000 of them, and then they don’t fit.”

Since the Museum opened, Harley-

offers H-D Museum-branded merchandise, authentic reproductions, accessories, and gifts, will move across to the former Garage, allowing it to expand and triple in size. The new Shop will also offer demos on Serial 1 e-bikes and IRONe electric balance bikes. Once the move has been completed, the former Shop will house H-D’s first, and only Factory Shop for discontinued Motorclothes products. And the Experience Gallery inside the Museum will be completely revamped.

Davidson has been making incremental improvements, including the recent groundbreaking of a new, year-round event space. The all-new Garage comprises over 8,000 square feet and has floor-to-ceiling glass doors. The Museum Shop, which

During the warmer months, events held at the Museum include Thursday night Bike Nights and weekly BBQ & Blues at the Motor Bar & Restaurant are on Saturday nights. There are also parties and races along with complementing events like the Mama Tried Motorcycle Show and more. And we’re looking forward to celebrating Harley-Davidson’s 120th anniversary at the Museum next year. See you there!

hello Boys and Girls. Man, do I have a head full of stuff to say this month, so grab a cold one and a bag of chips cuz it’s gonna be a good one. Let’s start where I left off last month. I’m ever so grateful for a few customer builds in the works, which are moving along nicely as parts become more readily available. My personal project for the “Chopper Friends Throwdown’’ slated to be held at the beginning of Arizona Bike Week 2023, is progressing nicely. I’m finally building the bike I’ve had in my head for years. Once again, I asked the mighty Rick Bray of RKB Kustom Speed to help me with the frame. I was already in the Los Angeles area attending ‘’Born Free 13’’, so it made perfect sense to kill two birds with one stone.

Living in LA for as long as I did, I

had attended Born Free whenever I was not on tour and happened to be at home, so it was not a “new to me event.” However, this year, I gained a whole new perspective on a lot of

a few buddies. Now, it is known to be one of the biggest draws in the motorcycle scene on the west coast. Let me set the scene.

Picture a canyon on the outskirts of LA, surrounded by mountains, with no cell coverage and heat that rivals Arizona and Texas. The vendors were plenty and had a diverse offering. You could shop for anything to do with motorcycles, all the way to skateboarding. They even Lucha wrestling. How those guys and gals did that in the heat was absolutely crazy. But, they put on a good show for the crowd.

things while I was there. For BF13, I entered my FXR in their FXR show hosted by San Diego customs. There is no doubt that the show has grown by epic proportions since its humble beginnings. Those early years had it set in a park and was attended by

The actual Builder Invite was comprised of a wide variety of styles as well as general entries. Now, here’s where I get on my soapbox a bit. I have always been of the mindset that if you are going to show your motorcycle to the masses in a judged event, then it should be a complete machine. That means running and

Article By: Xavier Muriel

rideable. Now, we all know that shit happens, and it can crap out on the way to a show. I get it.

That being said, I didn’t agree with some of the winners chosen in their perspective classes. It appeared that the scales were a little unbalanced and may have been selected as top dog for reasons other than being the best bike in its class. Now to be clear, some bikes weren’t even finished and clearly had parts missing, among other things. Only one bike was fired up to prove that it ran. Yeah, that made me scratch my head a bit.

Now I’m sure some of you are saying,” What the fuck do you know, X?” Well, my answer is ‘’Not a lot.’’ But, what I do know is this. If the chop fathers could see what’s come to be, they’d be appalled to see guys/ gals out there handcrafting a running motorcycle that is not only functional but eye appealing and get absolutely

no credit for it while others bolt on the latest catalog trend like a thousand others do, and think that they’re the cats meow because social media tell them they are, is NOT what it’s all about.

In my opinion, and I know my opinion

and so will the cat that asked for your opinion in the first place. If you can’t be kind with your critique and don’t want to lie, just do what my mamma taught me, just don’t say anything at all! And for the love of all things good, give credit where it’s due!

means f#@k all... the bullshit has to end. And that’s across the board. Stop giving false praise in hopes of being one of the chopular kids. Do everyone a favor, and be honest.

It’s ok to give honest, constructive criticism. Trust me, you’ll feel better,

Ok, enough of that. We are heading full speed into the Grand Daddy of all Rallies. Yep, the 82nd Sturgis Black Hills Classic is just a few short weeks away. This year’s rally is building up to be one of the best. All the usual suspects will be in attendance with Shows, Bikes, and music galore. The entire staff will bring plenty of coverage to you in an upcoming issue, so stay tuned. In the meantime, take care of each other and yourselves. God Bless. X.

HAWTHORN COMPANY BREAKER MOUNTS

THEM

of the coolest things I’ve seen from the world of 3D printing. I mean, I still think of consumer level 3D printing as a kind of toy, but this showed me that is not the case anymore. Forrest has made these great circuit breaker mounts that are carbon fiber reinforced nylon. Totally heat resistant, it’s pretty tough stuff. It can handle temperatures up to 375 degrees Fahrenheit. So even if it’s right up against your oil tank, it’s gonna be good. Normal operating system temperature for Harleys is around 325° in fact, so there’s room to spare. On top of that, they are strong. Here’s the real deal for

anyone who has used the flimsy little tin ones over the years, they stay tight.

So how do I know they are tough? Well, I can imagine that they must

site has a bunch of other cool products like stash tubes and oil line separators. Sometimes it’s the little things, the small parts that you know are a pain in the ass, but no one ever addresses, that can make the biggest difference in a hasslefree ride.

So, don’t be that old guy. Get hip to some of this new stuff and go check them out. The single comes in at ten bucks and the doubles are fifteen. www.hawthorncocycles.com

Article And Photos By: Chris Callen FORREST HAWTHORN REIMAGINES MOTORCYCLE PARTS AND IMPROVES

i’m sure most of you have heard of or experienced a problem on a flyby-wire motorcycle that resulted in what’s called Limp Mode. When this happens, you roll back the throttle, and suddenly you find the bike won’t go over 16-1700 RPM, and you have to limp it off the road to get somewhere safe. In this month’s article, I’ll explain what Limp Mode is, why it’s there, and tips on diagnosing it.

Fly by wire systems have been around since 2008 on FL models and have pretty much become the standard. Limp Mode was put into place to serve as a safety feature on fly by wire systems, and it is not at all unlike how cable drive systems work. In a cable drive system, you have two cables. One is your throttle cable; the other is the idle cable. The purpose of the idle cable is to provide you with a means to close the throttle if the butterfly ever stuck or the return spring broke. You can force the throttle forward, and the idle cable would close the butterfly to bring the power back down. As you can imagine, when the throttle is completely closed and you’re in

an idle position, the throttle cable itself is retracted, and the idle cable is extended. As you roll the throttle open, the throttle cable extends, and the idle cable retracts equal in change of length. It’s a balance. They are in a series.

Electronic throttle works exactly the same way. It is also in a series, but it’s based on voltages. Instead of cables, you have one side called a rising voltage (like a throttle cable), and another called a falling voltage (like an idle cable). Again, it’s in a series. The rising and falling voltage both work in a range of zero to five volts and must always total five volts when combined regardless of your throttle position. When they don’t, this is called a correlation error, and that is when you go into Limp Mode.

To further

explain, on your rising voltage, as you roll the throttle back, just like on a throttle cable, the voltage will change from approximately .4 volts at idle, reaching close to five volts as you approach wide open throttle. At the same time, the falling voltage changes from approximately 5 volts at idle and approaches zero volts at wide open throttle. At any given time, regardless of your throttle position, that rise and falling voltage always has to equal five volts.

As a second example, imagine riding at 50% throttle; both your rising

Article And Photos By: Kevin Baxter

and falling voltage would be at 2.5 volts each, totaling 5. If it doesn’t, the engine computer sees that there is a wiring problem and a correlation error, and the bike will go into Limp Mode instantly.

Several things can cause limp mode. It could be defects in the twist grip sensor located inside the handlebar. It can also be a problem inside the throttle body. It can be a wiring issue, corrosion on terminals, or an ECM issue. Several different things can cause the problem, but most of the time, it’s that correlation error that causes the limp mode activation.

If we rewind back to 2008, quite a few throttle bodies were replaced under warranty because of limp mode issues. Around late 2008-2009, Harley Davidson realized they had a problem with corrosion on the terminals located either at the throttle body itself or at the ECM. So instead of replacing throttle bodies, they issued a bulletin asking people to replace the

terminals inside the connectors at the ECM with gold-plated terminals to help prevent corrosion.

If you look at the size of the terminals inside your ECM and the connector, you will see they are incredibly small.

When Harley moved the ECM to the

always best practice to leave your ECM connected when replacing a battery. You can lay it to the side after placing a cloth over your frame and side cover to prevent scratches.

Another cause can be handlebar wiring. Again, remember this is a safety feature. Suppose there was a short potentially with the rising voltage line or one of the lines in between the twist grip sensor through the handlebar. In that case, the ECM seeing a correlation error and forcing Limp Mode could prevent a potential wide open throttle scenario.

top of the battery that almost created the need to disconnect the ECM when you change a battery. Those terminals were designed to only be disconnected and reconnected a couple of times. Doing so repeatedly can open up the terminals, create intermittent connections, and also be the cause of a correlation error. It is

Constantly blipping the throttle on a fly by wire motorcycle can also cause a problem within the throttle body. Inside the throttle body, there is a motor, an idler gear, and then the gear that actually opens and closes the throttle plate. There is play, or backlash, between those gears. This is to prevent binding of the throttle plate. A lot of the delay you

experience in fly by wire bikes is because of that backlash, but it is also a safety feature and should be there. Because of this designed backlash, when blipping the throttle over and over again, it creates an impact area in the first few teeth of these gears. At some point, the gear teeth will break. This will also create a correlation error and an extreme throttle lag. Last, remember you spend most of your time at 5% to 10% throttle, give or take. The first four or five teeth are getting most of the wear and most of the impact, and they wear as well.

There are several components to the system that can throw additional codes as well. Between the twist grip sensor, the wiring, the throttle position sensor, and the mechanical components of the throttle body, all must match and be in good working order. When you have issues, it can be tough to diagnose.

If you find yourself in Limp Mode on the side of the road, a great place to start is to unplug, then reconnect the

connector on the side of the throttle body. This can clear corrosion or allow for a better connection. If that is the source of the problem, this will often get you rolling again. If the error persists or comes back,

help in further diagnosing and repair. Just remember, the insulation of a wire can look perfectly fine, however, the wire can be broken inside. A continuity tester will help you find those breaks.

If you are lucky enough to find a break in a wire and the Limp Mode clears, don’t assume it’s fixed. It can be difficult to duplicate this problem. Go on several short rides and attempt to replicate the issue before setting out on a long trip. Also, it’s not a bad idea to have eyes familiar with this issue, perform a full system diagnostic and inspection as a precautionary measure.

diagnostics must be done. Make sure there are no shorts in the handlebar, evaluate the wiring harness where it comes around the neck and goes underneath the tank. From there, it most likely will require specialized

For videos on this issue and more great tech tips, visit my YouTube channel at www.youtube.com/ kevinbaxter. Until next time, take care of yourselves and each other.

many count Paul Cox among the greatest motorcycle builders in the history of custom choppers. Having been part of one of the most high-profile consortiums of builders places Paul in a class only a few builders have been inducted into. While it is impossible to presume just where Paul would be had the Legacy not come to an end, one thing is certainly obvious to anyone: Paul’s craftsmanship is definable, and he is still at the top

of his game!

The bike on the pages in front of you started life as a factory Evo-powered Dyna that Paul describes as having an “Arlen Ness Pro Street” feel. The owner had his bike for quite a while and had already modified it considerably to the point that if further progress were to be made, it would be at the hands of an artist with the ability to build a truly custom chopper using this unconventional base as a start.

During what I call the “Gold Rush

Era” of choppers [1999 – 2008], the platform most commonly used to build a chopper was the Softail. As venerable as this platform was (and still is), most aftermarket parts manufacturers and custom builders used this as the basis for new parts offered in the catalogs and sold at the front counters of the local motorcycle shops. Starting with a Dyna chassis was a challenge that Paul gladly accepted, and we are glad he did. Unless you really zoom in, this bike could easily be mistaken

Article By: Jason Hallman Photos By: Mark Velazquez

for one of the aforementioned Softail chopper chassis that was so popular not that long ago.

For starters, the frame’s backbone had to be removed and a new one put in its place. Dynas, FXRs, and Baggers all start life with a square backbone. Paul isn’t one to make things that obvious, so the stock neck was re-worked, gusseted, and welded to a new round tube backbone. The rake and trail were then set to Paul’s specifications. The next challenge on deck was to hardtail the rear section to keep the proportions correct from front to rear. Stock Dyna drivetrains are rubber mounted. This presented a challenge to Paul in that he had to decide whether or not to retain stockstyle rubber mounts or should he rigid mount the entire drive line? Paul made easy work of mounting everything solidly in the chassis, and unless you look close, you are likely to miss this detail in your first look at the bike.

Once again, the artistry of the project presented Paul with the challenge of making everything work seamlessly and preventing any mechanical failures due to a lack of planning. The client specified an open primary. To accommodate that detail, Paul built an outboard bearing support to alleviate the stress of not having a motor plate between the engine and transmission.

Because the client wanted a foot clutch and hand shifter, Paul went to work to make the most functional foot clutch mechanism on the planet. Cox was very specific with his way of making this critical part operate as smoothly and effortlessly as possible. Paul wants his customers to have a positive experience and ride with confidence. His two biggest areas of concern when consulting with his clients are brakes and clutch setup. Ultimately, the client makes the final selection, but not without a thorough conversation with Paul addressing the ins and outs.

Discriminating eyes will see that this bike wears a high-performance Ceriani inverted front end. You are likely to miss the lack of brake stays and fender mounts at first glance. The client did not want front brakes, so Paul rounded out the front end with a 23-inch spool wheel and a steering stabilizer for good measure. Avon front and rear tires wrap the chrome hoops, and the Performance Machine 4-piston rear caliper is operated by a Paul Cox fabricated foot pedal. As if you didn’t already feel inadequate enough, Paul also painted the motorcycle, including the flames and pinstriping. Just as one would expect, the leather work is, of course, from

Paul as well. Paul does not typically use an Evolution engine, but because this is the original engine, it was retained. Suppose one was to only glance once or twice at this masterpiece. In that case, you’d likely miss the fact that not only did Paul remove the electric starter motor from the drive line, he completely machined the starter boss from the transmission case and installed a kickstart assembly to the factory gearset. The engine is also

now fired using a magneto ignition which rounds out the entire package and makes for a hearty riding experience.

All in all, I think we can all agree that this Dyna really exemplifies a level of artistic license and finish that we have become accustomed to from a “Genuine” Paul Cox custom motorcycle. Now, let’s just hope that this bike’s owner can become accustomed to a kick-only, foot clutch, hand-shifted Dyna.

as I pulled into town, I caught the sound of church bells drifting in on the breeze. Of course, I can’t be 100% sure that I actually heard bells (could have just been my ears ringing inside my helmet), but I’d like to think it was the guys from Prism Supply calling the faithful back to Charlotte, NC for the Congregation Show. One of the biggest invitational motorcycle shows in the Southeast, the Congregation Show is a religious experience for those who eat and breathe motorcycles. Just imagine a giant cathedral dedicated to two wheels, filled with custom motorcycles and underscored by a choir of exhaust notes combined with the buzz of thousands of people coming in to pay

their respects. Even for those that aren’t devout followers of everything Harley-Davidson, it’s still a damn good bike show, and I have enjoyed the hell out of every one.

The show is held at Camp North End, on a historic 76acre plot of land right outside of downtown Charlotte. The main building, which is a

whopping 240,000 square feet, was built by the Ford Motor Company, and both Model T and Model A cars were assembled there in the 1920s and 30s. Years later, during the Cold War, the building was repurposed as a munitions plant and produced missiles for the US Army. One thing you’ll notice in all the photos is the unusual wood flooring which was added during the 1950s to eliminate sparks from dropped objects (munitions and sparks are a bad combination), as well as the painted windows that kept Russian spy planes from seeing what was going on inside the factory. Since 2017 the main building and surrounding structures have seen yet another transformation, and new

Article And Photos

By: Panhead Jim

businesses and events have once again revitalized the property, making it the perfect backdrop for this event.

At first, it’s difficult to understand the scale when you walk into the venue. Considering this building is about 60,000 more square feet than the average Super Walmart, it can take a minute to comprehend what you are looking at. The edges of the building are brightly illuminated as light spills through the massive floor to ceiling windows that run down the sides of the building, But because of the large expanse, the light dims before it reaches the center. You can make out that the room is filled with custom motorcycles, classic cars, and hundreds of people, but the details get a little hazy as your eyes try to take it all in. Overall, the effect added a bit of mystery to the show, and you find yourself being drawn across the floor towards a cool paint job or wild front end that you can just glimpse from the corner of your eye.

Having so much space available added to the event because every machine was out in the open. None of the motorcycles were parked against a wall or crammed so close together that you couldn’t walk between them. Suppose you wanted to just spend an hour tracing out every wire and cable on a custom build. In that case, you could do it, including lying on the floor and looking under the frame if you didn’t mind getting a little vintage grime on you. All the vendors, minus a couple of food trucks, were set up inside the venue, so if you needed a change of pace and wanted to grab a t-shirt or a cold beer, you didn’t need to leave the area.

As is often the case, there was plenty to see and do outside as well. The parking lots around Camp North End were filled with more great motorcycles, vans, and other various vehicles coming and going throughout the day. This year the Wall of Death was set up right on the grounds and was a free addition for those attending the show. Typically, a Wall of Death act is viewed from the top of the wall, but for a change in perspective, I had the chance to watch the show from below, right in the center. Visually the act was similar to watching it from the top, albeit reversed 180

degrees, but the real difference was being encircled by not only the structure itself but by the echo of exhaust and slap of tires against the wooden slats. Watching those guys transition from horizontal to vertical and then scooping up tips from outstretched hands while switching between riding positions is a humbling experience for someone who thinks they know how to ride a motorcycle…

To round out an 8-hour day of drooling over motorcycles and hanging out with friends, the event ended with an after-party at the Free Range Bar, located just a few minutes’ walk from the show. The Loose Lug Nuts got things cranked up with live music as everyone enjoyed some muchneeded cold beers. Of course, this being a first-rate event, there was a special pilsner brewed just for the Congregation Show and sold in a cool commemorative can. This reminded me of the days of getting six-packs of Harley-Davidson branded beer down at Daytona Bike Week.

All told, over 5,000 people attended the event and got to check out motorcycles from over 130 builders and collectors and three dozen classic cars and wares from 50 vendors. What may surprise you is that Harley-Davidson is one of the main sponsors of this event. Typically, we think Harley is looking ahead at what’s next, but maybe their interest in events like the Congregation Show means they might be taking a hard look at the chopper scene and will be incorporating some of those styling cues into their next “Factory Custom.” Either way, the Congregation Show is an event that never disappoints. The crew from Prism Supply always does an amazing job handling all the logistics and ensuring that every motorcycle in the show is topnotch, whether it is a full-on custom or a one of kind barn find. Go give the @thecongregationshow a follow on Instagram so you can make sure you don’t miss next year’s event!

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Letric lighting Co. NEW color matching, 360-degree halo passing lamps Like we do with any new product, we put the time and effort into being the best as what we do. It is important to deliver only the industry’s very best electrical products as we have over 22+ -years of reputation on the line! Our new color matching halo passing lamos have been in the works for months, to make sure we get the colors right and to set the stage for all others to follow. Letric continues to be the first at many things and we’re OK with lighting the way! These 360-degree halo passing lamps do the job and look great doing so! Available to start in Blue and Red and match our blue and red 7” full halo headlamps. Easy to install and come complete with wiring adapters for 1997-Up Harley models and 2014-Up Indian’s with passing lamps except Scout, FTR, Chal lenger, 2020-Up Roadmaster Dark Horse and Springfield Dark Horse Models. www.namzcustomcycleproducts.com

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For more information go to dragspecialties.com or contact your Drag Specialties dealer.

michael has been a member of the Antique Motorcycle Club of America (AMCA) for about 40 years and tells me that motorcycles are in his blood; they are his passion. As far back as he can remember, he was drawn to motorcycles and has lived his life on two wheels.

His two wheel journey began when he was about eight or

nine years old. That is when he acquired his first mini-bike, which, by the way, he still has today. At 14, he spent the summer riding his first street bike, a 1938 WLDR Chopper. Later that year, he finally got up the nerve to pull into a shop not far from his home and ended up being mentored by the owner. It was here that he learned about building Harley’s and their engines, both stock and racing. In

the back of this shop sat a 1948 Stock UL Flathead, and Michael wanted it. However, the owner told him he couldn’t sell it to him because he was only fifteen. So instead, he sold it to Michael’s mother. And yes, Michael still has that bike, along with its original paperwork. This bike was on display this year at the BC Moto Invitational during the Tennessee Motorcycle and Music Revival,

Article And Photos By: Melissa DeBord

and it is also a beautiful machine!

Lange has been racing 1940s and 50s board track bikes on the flat track for about 45 years. He feels the fans are just as important as the bikes and the racers. “Fans make racing success.” As much as he loves riding, Michael’s biggest passion is sharing his bikes and his knowledge. He frequently loads up as many bikes as he can when he goes to the track or to an AMCA meet so he can share his bikes. Many people have never seen these older bikes with tank shifters and such. He enjoys letting them sit on them and makes it a point to explain and be informative about

the bikes to anyone who wants to listen.

A lot of opportunities have come Michael’s way from his two companies, Micheal Lange LLC and L&M Racing. He builds racing engines for people all over the world. He told me, “It’s a true honor to be entrusted with other people’s very rare and unique factory race engines.”

Michael Lange built this 1946 Factory WR Racing machine in 1984 with the intention of replicating a privateer racer’s bike. Lange has restored many bikes back to their factory specs, but he wanted this one to be different.

The bike has narrowed WR tanks, a 1926/27 Harley-Davidson single-cylinder front fork, a factory 750cc Engine with an MR3 factory carb, and a front mount Edison split torque magneto. Based on several old photos of privateer race bikes, he chose the beautiful scallop paint scheme and then added lots of chrome to set it off. Michael said it’s probably too much chrome, but he built this one the way he wanted to. Keeping it true to its roots, it was originally built without brakes, a true race machine. This bike was raced by a gentleman from Omaha, Nebraska. Michael even has the 1952 Springfield Mile Race Program in which the bike is listed. Just this year, Michael added a rear brake and LED headlights to make the bike street legal. He plans on riding this one around and intends to terrorize the streets of Milwaukee.

idon’t hardly even know where to start this article. So much has happened since my last writing. When I last checked in, I was sitting in Tbilisi, Georgia, scratching my head and trying like crazy to find a way into Russia. As it turns out, all that head-scratching proved to be helpful, and after only my second attempt at the nerve-wracking border crossing, I was granted entry, however, not before a lengthy interrogation in a small uncomfortable room. It was one of those situations where about halfway through the questioning, I was seriously considering just telling the interrogator that I had changed my mind and would return to Georgia. It was that intimidating. I decided, however, that doing that would make me look guilty of something, so I opted to continue answering the questions as best I could while trying to hide the sweat that was collecting on my

brow. After a couple of hours of this, the gentleman behind the desk quickly stood up and told me I was free to go. I, of course, had to clarify…good to go into Russia or good to go back to Georgia? He told me I was clear to enter Russia. I quietly jumped for joy. So, how have my last three weeks in Russia been? If I am going to be honest, it’s been pretty incredible, and there is one thing in particular that I have been especially impressed by. The motorcycle community here is one of the tightest and most organized that I have ever seen. Before entering the country, I

was expecting to be on my own, spending my evenings in hotels and camping. I wondered how I would handle mechanical issues with a massive language barrier if I needed to find parts. I wondered if I would be well received or if I would be the unwanted foreign guest. As it turns out, I have spent only one night in a hotel and have been treated like a guest of honor. In the few instances where I have needed help, more people offered to assist than was necessary. On the very first day, I was met at the border by a local MC who put me up with a place to stay for two nights, refused to let me pay for anything, and took me on a lengthy tour of the area around the town of Magas and the Oblast of Ingushetia. Upon leaving Magas, they coordinated a place for me to stay in Elista, where I was met with the same hospitality. When I left Elista, the

Article By: Charlie Weisel

same happened again. This has continued to happen every day along the 3,000 plus miles I have covered within the Russian border.

There is a bike post system set up all along the Transyberian highway that is dedicated to hosting motorcycle travelers making the long and arduous journey across this massive country. There are plenty of clubhouses that keep their doors open for blurry-eyed travelers like myself. The bike posts vary from someone’s private home to a hostel-like setup, but either way, they are always available, and the cost is a donation system. You pay what you can afford, but payment is not expected. In addition, the operators of these bike posts are in constant communication about who is traveling, where they are, and when to expect them. Every day since I have been here, someone has checked in to verify my location and time of arrival. Most of the time, I’ve even been met at the edge of town and gotten an escort straight to the bike post where a warm meal awaits me. Organized and functional, these people are dedicated to the safety of those travelers making the long journey. I have never felt more supported in a country as I have here.

The ride itself has been interesting. Some of what I expected and a lot of what I did not. In reality, there is really only one road across Russia. You are left to contend with a fair amount of trucks, local traffic, and other tourists such as myself. This all adds up to a fair amount of congestion and the occasional madness of cars and trucks overtaking slow-moving vehicles in your lane, often three wide on a two-lane road. Situations like this are why the Transyberian Highway is considered one of the most dangerous roads in the world. Fortunately, I have only had two occasions where I had to lock up the brakes and consider heading for the ditch. Stay far to the right, keep up with traffic and keep an eye on traffic approaching from behind is the best policy. Cars will not hesitate to share a lane with you. Fortunately, though, as I have ventured further east, well into Siberia at the moment, traffic has begun to shake loose, but the next hurdle is quickly approaching. Once I leave the small village of Chita, things will likely get very interesting.

There will be long stretches between towns, upwards of 750 miles, that have to be covered in one day and preferably before nightfall. Fuel stations are sparse so carrying extra gas is a must. It is almost guaranteed that I will not make it between gas stations without spare fuel with me.

I have been told that the Far East is nothing but trees and bears, so keep moving. This is what I have been waiting for. This is the experience I want.

This all being said, and as intimidating as it may sound, I have learned something about the Russian people and especially those in Siberia. These are people who work together to keep each other safe. They are people who understand the importance of watching out for each other. I

suppose when you live in a part of the world as remote as this and in a climate that is often harsh beyond comprehension, you begin to learn the importance of helping your

trees and bears, it wouldn’t be long before someone stopped to help. It is the Siberian way.

At the moment, I am sitting in Irkutsk, a city on the front porch of Lake Baikal, doing a little bike maintenance before making the final push to either Vladivostok or Magadan. The latter will only happen if I can find a travel companion as that road feels like too much to tackle alone. In fact, it might be too much to tackle with even a full support crew on a bike like mine, but I am always up for a good challenge. So until next time, break out those maps and start planning an adventure of your own. It’s a big world with a lot to offer.

neighbor in a time of need. I have no doubt that if something were to happen to me while traveling through the areas of nothing but

how do you select the best bike in a show with over a hundred of the best bikes you have ever seen? And not only the best bikes but the most diverse group of rare and sought-after motorcycles, brands that elude even the master collectors. Well, we did the best we could. No, seriously, it was precisely the bike to pick in the room I just described. During the Cherokee Chapters Texas

Fandango, we again had the privilege of sponsoring the bike show in the main hall. This year, Heather and I would be damned if we weren’t there in person to lend a hand, and that included the auspicious honor of helping judge this incredible show. Now, when I say that the bikes that entered were unparalleled, I mean to tell you there are only a handful of shows in the country where you would be able to see a collection

like this. Still, dollar for dollar, side by side, when you added up all the plus and minus marks, Jeff Sharer came out with the perfect example of a 1972 FLH Harley. It was, in fact, the Best In Show!

As it sat on the regional airport runway in all it’s hot pink metallic glory, Jeff explained that he had just acquired the bike about two months before the show. It had been painstakingly restored in New Jersey by the original owner.

Article And Photos By: Chris Callen

Jeff is a real estate agent in Texas but his passion for motorcycles in the off hours has him tracking down beauties like this one. Currently, he owns seven Harley-Davidson’. However, he’s owned more than thirty others in his life. That collection started with an ’83 5-speed Shovel on a Paughco rigid frame he scored when he was a younger man. He and his wife rode that bike everywhere for years until he had a chance to sell it to level up to another bike he wanted. That was where the collecting bug started. While this bike is Jeff’s favorite, he was quick to include details of a 1972 Boattail Superglide that he is also very fond of. Strangely enough, it is the same “Sparkling Burgundy” that this one is dressed in. The list continues with a ’61 Panhead, a ’97 springer, and ’80 Shoveled. Shovelheads, in general, have a place in his heart, maybe because that was where he started, but in any event, they are by far his favorite.

When it came to how he ran across this old girl, Jeff was trying to buy an 80 model FLH from a guy on eBay but missed it. Sharer reached out anyway, and the guy said he only had one Shovel left and sent a picture of the bike you see here. Jeff explained he had the matching ’72 Boattail, and the man agreed that he had to have this bike. The two men discussed some trading, Jeff had an ’84 XR1000 that caught the seller’s attention, and a deal was made. While this bike is clean as hell and a beautiful example of its breed, it was also done perfectly. You see, the term dresser came out of an era that this bike exemplifies. They were bikes that were all dressed up for touring, showing, and riding. But believe it or not, they could be overdone in that capacity. A little too much in lighting or bling, cabbage cutters that were way too big, and all of a sudden, this bike wouldn’t be as perfect. In fact, from the judges that I worked with, we all felt that it had exactly the right number of adornments and factory accessories that added up to class. It was elegant in its simplicity. While the Fandango show contained many bikes that were more expensive, a few that were rarer, as far as a show

quality motorcycle, this was just on another level. I’m a little eager to tell you that despite all my chopper lovin’ roots that usually can’t wait to get an old Shovel into the shop to tear down and chopperize, I’m afraid this one would have to stay exactly like it

sits. Probably be our Sunday Ice Cream runner! Thanks Jeff, for bringing it to the show, and thanks to everyone in the Cherokee Chapter for having us.

the 2022 “Hoka Hey Motorcycle Challenge” recently concluded in Hot Springs, South Dakota, after launching from Rapid City, 13 days earlier. As usual, the route was roughly 10,000 miles of winding secondary roads. There was no use of Eisenhower’s Interstate Highway System. This year, riders touched the borders of Canada and Mexico, which included a good stretch along the Pacific Ocean in Oregon, somewhere in the middle.

Since I was already in Sturgis, after crushing a 2-day, 2,000 mile bomb ride from Rhode Island, I took the short scoot down to the Finish Line Party,

wich is always on the 13th night. It was a soul-quenching event, full of many of the hardest riding men and women in the country. The camaraderie and sense of brotherhood was palpable. Like

most years, stories of riders overcoming crashes, broken bones, and seemingly

insurmountable odds, were plenty. There were amazing stories everywhere you looked, including those from KSolo DaRyder crossing the finish line before all others with a serious injury to his leg and a battered bike from a deer strike, to Cathy Lynne Carter finishing despite arriving with a plaster cast over half her hand and up to her elbow, to Kimberly “Twister” Walling who was the first female “Finisher” on her first attempt, to AJ “Pothole” Hanson not only being the youngest rider to be a “Finisher,” but also being the 3rd rider across the line, a few feet behind his uncle, Patrick Cornell. Getting to spend an evening with these “Professional Long Distance Riders,” along with Hoky Hey

Article By: Chip Parisi

friends like fellow Rhode Islander, and multi-time Finisher, Heinz Spielvogel, Mr. 100,000 Miles in 100 Days Chris Hopper, original Mile Monster and superstar fundraiser Jeff “Riot” Wyatt, 2 time Finisher Pete Milani, and the Crazy One Eyed Biker himself, Eric Buskell, along with many others, really brought back the memories of my run, four years ago.

At the very end of 2017, after my first foray into this new lifestyle of actually Living to Ride, I was back at my folks house in RI for a couple cold months. While tucked away indoors, out of the snow, I had a few beers, was feeling pretty good, and applied on line for the 2018 Hoka Hey Challenge. After being on the waitlist for a few months, I finally got word that I was in. Shit! I wasn’t sure I actually wanted to do it, and was fairly certain that I actually wouldn’t be able to do it, as I was never much of a long distance rider. Sure, I had a lot of long hours in the saddle, one 1,500 miles in 24 hours notch in my belt, but

nothing like two weeks of straight insanity, and I had become quite accustomed to dawdling along at my own pace, often with no predetermined destination. Despite the doubt and the formidable financial investment required, I knew I couldn’t turn down the opportunity to test myself and my machine, and marked July

life spent standing idly by is no life worth living.

In stark contrast to the previous year of slowly meandering around the country, with few destinations or deadlines, I will participate in the 2018 Hoka Hey Challenge in July (Rider #943).

For those unfamiliar, it’s a “cannonballrun” style event that goes roughly 10,000 miles, all around the country, with almost no interstate highway, no GPS navigation, and no sleeping inside (which is obviously not a problem for this “outside dog”).

15th on my mental calendar.

An entry from my journal, dated three weeks before the launch in June 2018, described what I knew about The Challenge then and what my goals were:

“The Lakota term ‘Hoka Hey,’ meaning ‘It’s a Good Day to Die,’ reminds us that we have just one life to live and that a

The quickest riders will finish in 10 days! I’m shooting for 12 but will be thrilled to just finish within the 14 days allotted. Quick research seems to say that about 1/3 finish before the deadline, 1/3 after, and 1/3 don’t finish at all (as was the case in 2016), so my seemingly modest goal of finishing on time is suddenly not so modest!

There was some indication that we’d be seeing both coasts (with checkpoints listed in Florida and Washington state),

but that was pure speculation at that point. Each rider is given written directions at the Starting Line to the next checkpoint, where the process is repeated. At this point in the next month, I intend to be finishing and will update on where it went!”

Little did I know that the sanctioned event wouldn’t be my only challenge that July! As documented here, the ride to the Starting Line was no cup of tea!

“Wednesday, around 8pm, I rolled out of Fort Thunder Harley, near Oklahoma city (after leaving RI at 10:30 the morning before, pulling an all-nighter, and then breaking down at 2:30, Wednesday afternoon). Though I tend to seek out the indy shops, Harley dealers have always treated me well when on the road... so much so that I suspect it’s a directive from the company.

While nothing is ever free there and always costs more than the little guy, the true benefit isn’t money. It’s more important. It’s time. Maybe they like me, perhaps they feel bad for me, or most likely, it’s a requirement from corporate, but regardless, Gloria is always pushed to the front of the line and right up on a table. This is such a good business practice.

This time was a little different, though. I had doubts that they’d let me carry out my questionable plan. I intended to tow her there and try to do the job in the parking lot. The attraction was that if I couldn’t fix her, or if they wouldn’t let me work there, she’d be ready to roll in the door the next morning. The part that caused unrest was that I had hastily assumed I could find a place to sleep out back of the shop, which was not the case

(though I was scoping the sample sheds at the neighboring Lowes!). If I didn’t roll away that night, I’d be on foot, trying to

and some of his power tools, the job went smoothly. The clutch jam nut, which had come off and dropped into the bottom of my primary case, was now back in place. Everything was running great, and the gasket was only dripping a little (which fits the old Harley stereotype), but it was the first time Gloria marked her territory). The 70-mile tow was covered by my roadside plan. Aaron gave me a quart of oil, and I was out nothing except for a handful of hours and the tip I happily gave him.

A couple hours later, I was camping about 7 miles from my destination in western Oklahoma. Though exhausted, having had only an hour of sleep in the past 36, I was quietly proud of overcoming everything the day had thrown at me, and although the Hoka Hey Challenge will be six times the miles (without any interstate!), I now felt more prepared than ever! I was ready to go!! Did we really have to wait until 6am on Sunday?!? Let’s go!”

resist the urge to call Uber and book an actual campsite.

With the help of Aaron, one of the techs,

That excitement and optimism were soon replaced by anger and pessimism. Gloria was leaking oil all over the place, and I couldn’t figure out why! I got her to Wind River Harley, one of the dealerships sponsoring that year’s Challenge, and let them get to work on her. They determined it was the primary oil, and we all agreed that I probably damaged the paper gasket that I had just recycled. They dropped the case, replaced the gasket, ran the bike,

and there were no leaks. Sweet!.. It was just a few miles to the Starting Line where I could register, get through inspection and orientation, then relax for a couple days.

Nope, once I got up to speed, oil was everywhere, again! A slick u-turn later, she was back up on the rack in the service department. This time we surmised that it must be one of the seals around the clutch shaft going from the primary to the transmission, so I looked at the estimate and, without any other options, told them to get started. A few hours later, they fired her up, and we were all happy when all the primary oil stayed inside the case, where it belonged. They generously refunded my money for the first repair. I paid the difference and was on my way! Ten minutes away, after getting her up to speed, oil was everywhere! Again!

DAMMIT! Another oily u-turn, and she was once again pulled right up on a lift so we could all speculate what the hell was going on. After disassembling again, and a lot of head-scratching, we found the problem. A tech who was working on other jobs picked up the outer primary case and pointed out a dime-size- hole in the top! Somehow I and the other HD pros never saw that, but it explained why she only leaked at speed and not at idle in the shop.

Time was now getting short, and they didn’t have any new cases in stock. That seemingly major problem was remedied when they agreed with my idea of taking

one off of a used bike that was for sale, then replacing that whenever the new part was received. With a bad storm on the radar that night, the Owner would not allow me to camp behind the shop as planned and insisted on putting me up at a nice hotel down the road! What excellent customer service!

That truly admirable move was only matched by another remarkably generous offer I received while hanging around that place for two days. A then-stranger, named Gary Simoneaux, who saw the troubles I was having and provided an ear throughout the ordeal, offered to pay the 4-figure bill I had ultimately racked up. With perhaps too much pride, I declined twice, which I now regret because I know

he truly wanted to help, and I denied him the joy it would have brought him.

Finally, less than 18 hours before the event was set to launch, I rolled away from Wind River Harley for the last time. With bike inspection and orientation behind me, I rode to a nearby gas station, made camp in some grass out back, and got to sleep a little after midnight. The Challenge was set to commence in 6 hours, and I rambled in with about 15 minutes to spare. I was handed three pages of directions on an Excel Spreadsheet, got in the very back of the line, and nervously laughed to myself while realizing the Challenge had yet to begin!

Article By: Heather Callen

iwas perusing garagebuild. com when I came across this killer Triumph Chopper. I instantly knew it would be an excellent fit for a Dennis Kirk Garage Build Feature, turns out I was right. This bad boy was built by 70-year-old Mike Gallo in Tucson, AZ. Gallo has been riding for 56 years, and like many, it all started when he would watch his neighbor fire up his Triumph and ride

off into the sunset, and of course, when he saw the Peter Fonda movie, “Wild Angels,” he knew he had to be that cool too.

At a mere 14 years old, Mike squirreled away his paper route money and bought his first bike, a 1967 Yamaha Twin Jet 100. Once he had that baby in his possession, “all hell broke loose!” It was only a few short years before the custom bug

bit Gallo. He was seventeen when he built his first chop, a 1965 H-D Sprint 250, which he rode round trip to Florida when he was eighteen. He says he had to stop every fifty miles or so to pull the seat out of his ass, but that didn’t deter him. It only fueled his passion.

Over the years, Mike has built many bikes, but he says he likes to stick with the old iron, such as Knucks, Pans,

and Shovels. Gallo seems to have a knack for frame repair and has straightened and repaired wrecked Harley, Indian, and Triumph frames. He’s never met a frame that he couldn’t make better than new.

When I asked Mike how Pinky came to be, he told me he wanted to build his version of a 1970’s chopper. So, he took to the world wide web to look for the heart of the motorcycle first. Luckily, he scored a 1971 Bonneville basket case. The motor was just about the only thing he used from that purchase. Pretty much everything else you see was designed, built, or modified by Gallo. The frame is his creation and was one of the biggest hurdles he had to overcome. Gallo had to extend the swingarm mounts four inches to get the proper seating position.

He says that although the bike sits like a rigid but rides smooth as a baby’s bottom thanks to the sprung seat and shocks. Mike machined the neck out of 2” cold rolled and used 4130 Chrome Molly tubing. He calls this frame the Stankarm Jr. The original Stankarm is on his 65 Panhead. Gallo used a Sportster front-end for this project. Of course, he couldn’t keep it stock, so he disassembled, rebuilt, polished, and shortened the tubes. The pipes, including the collector, are hand built from stainless steel tubing. Most of the shine on the bike is either polished aluminum or stainless steel with very little chrome. Being resourceful, Mike scoured swap meets for parts he could modify or refresh to fit his needs. He picked up the aluminum rear hub, aluminum brake drum with aluminum sprocket, and aluminum backing plate laced to a steel 16” Harley rim at $100.

That’s a helluva deal. Gallo laced both front and rear hubs to Harley profile rims and used Buchannan Stainless Spoke. The shocks are shortened Harley using springs from Triumph Thruxton shocks which he shortened to fit the modified Harley shocks. He says it took a while to attain, but the suspension on this bike is perfect for its weight of just 300lbs.

Mike spent about nine months bringing Pinky to life, typical of one’s baby. He says that he finds it to be a comfortable, extremely fast, and well-handling little Trumpet. It was his daily rider for a long time, but now he mostly rides it on weekends and to the occasional show. Mike proudly informed me that it has taken Best in Show twice and even took the People’s Choice award at the local Harley shop show.

twenty-year-old Ryun Olson always wanted to build a 70s style chopper, but after his trip to the 2021 Fandango, he knew he needed to build a chopper. Boy, did he knock it out of the park on his first build with this 1976 Shovelhead. It is absolutely beautiful!

Ryun grew up with motorcycles being a part of life. His dad had them for as long as he can remember. He

spent a lot of time in his dad’s shop, learning, and wrenching. The bike he was drawn to the most was his dad’s custom Softail that he built in the early 2000s. You know, the fat tire era. His dad is now mostly into antiques and is still influencing him today. Ryun even received a 42 Flathead from his parents for Christmas a few years ago.

About the time he was four or five, he started riding dirt bikes

and rode motocross until he was nineteen. Ryun started getting into the street bikes about that time, his first being a 2001 Buell. From there, he graduated to a Street Glide. He has bought and flipped a few softails over the years and currently has a variety of Harley’s. When it came time to start this build, Ryun found a frame, a 1969 FL with a 38° rake and 6 over springer front end, at a shop in a

Article By: Melissa DeBord Photos By: Chris Callen

nearby town that had been recently flooded. There were three frames to choose from, but since he has been a big fan of the Shovelhead for quite a while, he chose this frame. He later grabbed the 76 Shovelhead motor from Hog Haus in San Antonio, TX, which had been completely rebuilt. From there, he started piecing the bike together. When I asked him why he was such a fan of the Shovel, his response was, “It’s tried and true.” Every “real” biker has ridden one across the country. With his dad’s help, several parts were cut apart and remade, including the foot controls and parts

of the frame. The Lowbrow Customs tank and fender, along with the sissy bar, were modified, and Ryun says there were a lot of “let’s see how this looks” moments, then it just went from there. The shifter knob was a piece that had been on a shelf in his dad’s shop that he drilled out and tapped. He said while making the parts custom was cool, his favorite part of the build was gathering and refurbishing the original Harley parts, bringing them back to life. This experience was priceless. Even though rebuilding the front end was questionable at first, he is happy with how it turned out.

When it came time for the paint, he sent everything off to Jerry Leach, Leach Custom Cycles. Jerry had the idea of the candy blue “z” striping. Ryun never saw himself as a “candy” guy, and it took some convincing, but he is really thrilled with how it turned out. One of the greatest

things Ryun learned from his dad on this build was not to go the cheap route. I am sure he will keep that in mind on his next project, you guessed it… the 42 Flathead, which he plans on making into a period correct bobber, using as many original parts as possible. Can’t wait to see what he does with that!

With only a month to go until the great SmokeOut Relaunch, we wanted to take one more look at the complete builder list for the Legacy Invitation al. You see, by now, you know that this was the place that launched the garage builder culture and was in a big way part of the Biker Build Off from the beginning. The SmokeOut Legacy Invitational Is

what we came up with as a way to institu tionalize the builders who blazed the trail through SmokeOut history while provid ing them with a platform to invite the next generation in. As SmokeOut originals, the veteran builders will have bikes on display throughout the weekend, some of which may be the very bikes that they broke ground with at this very location.

1. OG: JEFF COCHRAN - LEGACY: CLINTON WALLACE

Our initial class of 2022 is laid out here for you to consider. While we may have missed a few, we have, for the most part, captured the known associates of SmokeOut back in the day. Each of these builders will be re sponsible for selecting a legacy builder of their choosing that they believe will carry the torch.

Jeff Cochran was one of the pillars of SmokeOut through the years and it is an honor that he has agreed to help kick off this new chapter. He will be displaying a SpeedKing Machine in the Legends Gallery at SmokeOut along side his Legacy Invitation; Clinton Wallace. Clinton is no slouch either with two Cycle Source covers under his belt and an appearance in the Motorcycles As Art Show at the Buffalo Chip.

2. OG: BILLY LANE - LEGACY: XAVIER MURIEL

Who will ever forget Billy Lane rolling Choppers Inc. builds into the gates of the SmokeOut or the Biker Build-off Shows surrounding it all? Well, if you missed it all the first time around, you will have a chance to relive those epic moments this year in Salisbury as Mr. Lane will be featured in the Legends Gallery at SmokeOut along side his Legacy Invitation; Xavier Muriel. Muriel has been blazing a trail through the custom bike world for the past five years after leav ing his tenured position as drummer for the international recording artists Buckcherry.

3. OG: DONNY LOOS - LEGACY: RICK BRAY

Donny Loos was half of the original Sucker Punch Sally Dynamic Duo and really shot off like a rocket through the Smokeout Years, Undoubtedly a pillar of SmokeOut and a blast that he will be returning to the scene of the crime to help us kick off a new era of SmokeOut. He will be displaying a Don’s Garage Custom in the Legends Gallery along side his Legacy Invitation; Rick Bray. While Rick is far from being a newbie to bike building, with any national magazine covers to his credit, he is new to SmokeOut and makes him an excellent pick for The Legacy Invitational.

4. OG: ROADSIDE MARTY - LEGACY: DAN STARKEY

Who could say SmokeOut without thinking about Roadside Marty, his epic motorcycles and his undeniable contributions to the two decades of this show. Roadside is part of the Flat Broke Chops and Rods are and hails from beautiful sunny Pensacola Florida. His legacy is on the fast track in his own rights as well.

Dan Starkey out of Indiana is an incredible human being and just happens to have a perfect eye for the old school beauty of a chopper mixed with his own flair.

5. OG: BILL DODGE - LEGACY: JOHNNY HUMPHREY

Bill Dodge is an icon in the custom motorcycle industry not only because he has stood the test of time, survived both the physical and monetary ups and downs of life with the motorcycle but largely for his ability to make sure everyone comes along for the ride. In his own BC Moto Bill has taken the invitational from a place of ego to a place of honor, helping the younger builders find their groove. Johnny is one of my favorite builders in the country. He has been doing this for long enough that I can’t remember a time he wasn’t part of the scene but he has done it all as a sleeper, without tons of fan fare, building exquisite machines, one after another!

6. OG: STEVE GARN - LEGACY: EVAN FAVARO

Steve “Brew Dude” Garn to date has over 100 tech articles published in national magazines; of course, those include the Horse and Cycle Source. Steve also holds 5 AMA Bonneville Records and 4 FIM land speed records in ECTA and has two number one AMA plates for record runs at Bonneville. He is a fantastic addition to this lineup! Steve’s pick Evan started young. At 12, he was scratch-building two-stroke race motors. He was welding by age 14 and, by 15, had built his first mini chopper. Evan has attended classes under Fay Butler, appeared on national television shows and in magazines. He is regarded as one of the most talented metal fabricators in our industry.

7. OG: STEVE BROYLES - LEGACY: DAN TOCE

Steve has been responsible, both behind the scenes and in front of it for a large part of the Custom Motorcycle Culture and industry for the past three decades. Notable accomplishments like split rocker boxes, reversed heads, exotic intake systems have consistently made his builds a step above. While the name Toce Performance is wildly regarded as one of the elite companies in the sport bike world, he has been making waves in the V-Twin custom industry all the way back to 2004. Today Dan has the distinct honor of being the leader in performance exhaust systems and many other manufacturers are constantly looking to him for the new direction in R&D.

8. OG: PAT PATTERSON - LEGACY: MIKE SCHRICKEL

No one will ever forget the original havoc of the Led Sled Trailer at SmokeOut in Salisbury. So of course we had to have Pat Patterson on the list of OGs for this first year back. Pat started Led Sled with one goal in mind: To make the Sportster cool again and all these years later I’ll be damned if he hasn’t. Another Ohio custom bike builder will be Pat’s Legacy Invitation; Mike from Chop Machine. Even though Mike only opened his doors to Chop Machine back in 2013, he has over 35 years ex perience as a Harley-Davidson mechanic and bike builder. He kills that 70s style with all of his builds no matter if it is a long or a short bike and isn’t afraid to put them to the test once they’re complete.

9. OG: PAUL COX - LEGACY: CHRISTIAN NEWMAN

You may have noticed that Paul was the inspiration behind this years SmokeOut Character from the event poster. That shot was an iconic moment from Salisbury where Paul came outta the bottoms on Berserker. Need less to say, this list couldn’t be complete without his name in the mix. Paul’s skills as a builder are legendary in themselves and of course his selection for a Legacy is at that same standard. Christain “CT” Newman has achieved more in his young years than many accomplished veterans of chopper heyday had ever. As a full time mechanical engineer Christian is used to turning ideas into concepts and following them through to functional models. He has taken this training and created some of the most masterful motorcycles of the day.

And Photos By: Timo Mononen

the Covid pandemic changed pretty much everything everywhere. The dates for the Verona Motorcycle Expo changed several times, which kept us home in Finland. Finally, after waiting for two years, we were going to the Moto Bike Expo in Verona, Italy. At last, we were able to book a flight. We only needed a covid pass and a negative test no later

up with “Mr. MBE,” Harley Staniford. He looked up to the sky, crossed his fingers, and hoped for a better day on Friday. As we wandered around Hall 1, we met up with our old friends; Darren McKeag 100% Blaster, Ettore Gallegaro from Italy, and Michael Lichter.

As we moved on to Hall 2, we ran into “The Chopper King,” Alessandro

than 48 hours before the flight. We were set to go.

We flew to Bergamo, then drove directly to the show an hour away in Verona. The Grand opening was on Thursday, and we were there for it, but not many others were. We met

Bado. Even though it was great to see old friends, it was not good that the show was quiet, very quiet.

Hall 1 was filled with custom bikes, mostly bobbers and choppers. Pinstripers and all kinds of different artists were there to show off their

Article

masterpieces. When I stopped at the Niko bike booth to take pictures of the bikes, I was surprised when he asked me where I was from and learned that he and I are from the same country, Finland! He and his mother are from Provo, Finland. He surprised me again when he spoke some Finnish words to me.

After about two hours of roaming around the show, we headed to our hotel with high hopes and anticipation of the show opening again on Friday morning.

We woke up early on Friday to sunny skies, gulped down a good breakfast, and then headed to the Expo Center. Again, it was fairly quiet that morning, giving me some extra time to walk around and take pictures without much interruption. The outdoor events started on Friday, including trial shows and stunts. The exhibitions were great! But, let’s be honest, the custom bikes were what I was most interested in.

It was great to have time to sit down with old friends, have a beer, and talk for a while. Friday was also the day for judging the different classes. My favorite was Niko Colonna’s “Alex’s Dream.” As I said, we were friends from the start because he was also born in Finland. The bike was painted in my favorite colors, blue & silver.

Since this was the first time for the Expo in a very long time, I had to stop and ask why they had come to Verona. Almost everyone gave me the same answer… it was great to see old friends again, most wanted to pick up new ideas and trends that they could take back to use on their own builds, and of course, everyone wanted to be able to get out to visit the different outdoor bars. This was pretty much the same way I felt when I visited Daytona bike week. The big difference for me was the warm days in Daytona versus the cold January mornings in Italy.

Halls 2 & 3 had something for everyone. There were leathers, helmets, and secondhand Harley Parts. There was also a great bar built out of an old polished Airstream with a DJ set up on the roof. Old school rock & roll echoed through the hall, creating a great vibe.

Other halls were reserved for different kinds of bikes. The big players, Harley Davidson and Triumph, were not at this show because of Covid but Royal Enfield and Ducati showed off their new models. Of course, we were in Italy where motorsports are 1; well, # 1 after football...  All the road racing teams had show areas, and of course, in Italy, there were grid girls. Motorcycle adventures around Europe and North Africa are very popular in Italy, and you could choose

from tons of offers.

Generally, on Friday evening, Mr. Martini, a local Triumph dealer, would have a big party at his place, Restaurant Special... but not this year. The place was open but only allowed a very limited number of people in. In past years we had great parties in his place that would last to early morning. There would be some choppers-beer-eatsand then maybe a little sleep. It was always a great ending to a good day. It was so sad to not have the party …COVID! Maybe next year!

We packed in the morning for our trip home, but there was no hurry to get to the airport, so we returned to the show. We were surprised to see so many people lined up just as the show opened. All the lines inside were full of people waiting to see bikes. Now Mr. Staniford could clap his hands and thank God. Big clubs came, and people were everywhere. Even the bar was full of smiling faces as friends reunited after

two years of being home. That afternoon we said goodbye to our old and new friends in Halls 1&2, our favorites, and headed out to the airport.

The Verona Expo was great, there were lots of nice people, and it was a great feeling to be back somewhere we loved. The Italians know how to make a show great; beauty and style are always essential and part of every show. I have been there six times, and I can truly say you feel welcome at every booth, and the Italian people are very friendly. If you see Michael Lichter or Alex Bado somewhere, please tell them I say ‘Hi”.  MBE, Italy, Verona & Choppers welcome all bikers next time in January 2023. I want to say thanks to Harley Staniford & Crew, thanks to everybody. We love Italy and You.

With all the best greetings. Timo Mononen / KOPTERI Crew / Finland.

Hey, This one is wild. As you will see the truth and Freedom are winning. But it makes you wonder why it is taking so long.

NEWS FROM THE MOTORCYCLE RIDERS FOUNDATION-Consumer Education on Ethanol H.R. 7731

Call-To-Action - In May, President Biden announced the Environmental Protection Agency would temporarily lift the summer restrictions on the sale of gasoline with 15% ethanol (E15). In response Representative Austin Scott (RGA) and Representative Lois Frankel (D-FL) introduced the Consumer Protection and Fuel Transparency Act of 2022 (H.R. 7731).

H.R. 7731 requires more detailed labeling of gas pumps that dispense E15 fuel. Clearer labeling of E15 at the pump will warn consumers about the harmful impacts of misfuelling so consumers can better protect their engines.

Unfortunately, most consumers are not aware that these fuel blends may be causing damage to their vehicle. A recent survey found 3 in 5 consumers mistakenly believe that E15 is safe for use in all their products. Motorcycles,

boats, pre-2001 model year vehicles, and outdoor power equipment are especially at risk to E15 blends. Please GO to the MRF website and help us tell your Representative that consumer education on E15 is needed and ask them to cosponsor H.R. 7731. -MRF

will have to go to settings and lower the speed! You will need an email to receive confirmation! Go to https:// roughboysthemovie.live - Rogue

HARLEY MUSEUM NEWS - Take a spin in the all-new Experience Gallery at the Harley-Davidson Museum Plus, guided tours – including Beyond the Gate access – are back!

If it seems like there’s something new popping up on the campus of the world’s only Harley-Davidson Museum every month, you’re right! The 10,000-square-foot Harley-Davidson Shop – with its eclectic collection of exclusive apparel, collectibles and accessories – has been wowing customers since opening in June. And now, the all-new Experience Gallery has been unveiled, bringing the thrill of the open road to guests from all corners of the globe.

With this new multimedia experience, guests will be able hear straight from the H-D team how Harley-Davidson motorcycles are designed and engineered to be the most desirable in the world. Find inspiration from your fellow riders’ stories or discover how easy it is to take the first step in learning how to ride. And of course, finish off your visit by throwing a leg over one of five fresh-from-the-factory HarleyDavidson models – including the Pan America, a premier two-wheel multi-tool built to endure, designed to explore, and engineered for adventure.

CHARLIE BRECHTEL’S BIRTHDAY

CELEBRATED HIS MOVIE-Thought you would be interested in knowing Charlie Brechtel’s movie Rough Boys is now available. Recently was Charlie Brechtel’s Birthday! We are happy to announce “Rough Boys” the Movie is ready for streaming! The Movie is high quality definition, some tvs

Plus, the Harley-Davidson Museum is thrilled to announce that guided tours have made their triumphant return. And they’re all new in ‘22! The guided-tour portfolio has been updated with new experiences and content. Choose from the Spotlight Tour, the Beyond the Gate Tour or the VIP Tour. https://www. harley-davidson.com/us/en/museum. html

The National Highway Traffic Safety Administration (NHTSA) has issued a report listing hundreds of vehicle crashes in cars equipped with SAE Level 2 driver-assistance tech, the agency announced today.

NHTSA started requiring automakers to submit the information in June of last year, and its initial findings are based on about 10 months of data.

Its first report says there have been 392 vehicle crashes in the U.S. involving a Level 2 driver-assist system, six of which had fatalities. However, it’s not possible to draw many conclusions from this data, even whether the driverassist systems are making things worse or better.

Over the past 10 months, the National Highway Traffic Safety Administration (NHTSA) has collected data reported by automakers on crashes involving vehicles equipped with driverassist features. The U.S. agency today published the initial results of that data collection, which reveals hundreds of crashes with vehicles using SAE Level 2 driver-assistance technology.

Based on a new requirement called a “Standing General Order on Crash Reporting for Level 2 Advanced Driver Assistance Systems,” NHTSA has required automakers to report an accident if “Level 2 ADAS was in use at any time within 30 seconds of the crash and the crash involved a vulnerable road user or resulted in a fatality, a vehicle tow-away, an airbag deployment, or any individual being transported to a hospital for medical treatment.”

Of course, these reports are likely imperfect because there may be issues such as access to the crash data or incomplete data from the incident report, among other issues.

Of crashes reported by manufacturers, Tesla had the most with 272 reports. Honda (90 incidents) and Subaru (10 incidents) reported the second and third most crashes involving a Level 2 system. NHTSA also revealed that among the 98 crashes

where an injury was reported, five were serious and six involved fatalities.

NHTSA said that prior to issuing its order in June 2021, it had relied on vehicle owner questionnaires, media reports, and direct outreach from automakers to get this kind of data and called that process “generally inconsistent.” Now that the agency has better standards in place to collect the data, it can better respond and raise awareness regarding accidents that involve driver-assistance technology. -

BY ERIC STAFFORD, Car and Driver

RIGHT TO REPAIR WARS CONTINUE

- On June 23, 2022, the Federal Trade

accessories that they can now consider for every one of their customer’s bikes.”

-DealerNews

INDIAN MOTORCYCLE LAUNCHES

“EPIC

PURSUITS” VIDEO SERIES

Commission announced a complaint against Harley-Davidson, ordering the company to “fix warranties by removing illegal terms and recognizing the right to repair, come clean with customers, and ensure that dealers compete fairly with independent third-parties.”

“The announcement from the FTC has a tremendous impact on dealerships, independent shops and consumers,” says Marc McAllister, President and CEO of Tucker Powersports. “All dealerships in the US, including Harley shops, will benefit from being able to offer their customers more choices. Ultimately, this means that consumers get to choose the products that are right for their bike and their riding, not what was right for the manufacturer. At Tucker, we will continue to offer our dealers great replacement parts and

Celebrating unforgettable two-wheeled road trips with its most capable touring machine – the indian pursuit. Three Epic U.S.

Road Trip Experiences

Capture the Glory of Crushing Miles, Discovering New Places & Creating Lifelong Memories

It’s time to hit the road and discover some of the most beautiful destinations in America. Indian Motorcycle, America’s First Motorcycle Company, today announced the debut of its first-ever motorcycle touring series, Epic Pursuits. The two-wheel travel series will take viewers on three unique adventures aboard the Indian Pursuit, the brand’s most-capable touring machine. Whether a longtime, avid motorcyclist or newly licensed rider, Epic Pursuits champions the totally unique experience, camaraderie and euphoria that can only be found when road-tripping with friends on motorcycles.

Hosted by Matt Vincent, an accomplished athlete, adventurer, and entrepreneur, each epic journey will feature a new cast of characters, saddling up for the ride of a lifetime through three different regions of the country. Each journey will be chronicled with three episodes – showcasing the area’s breathtaking scenery and local sights, as the group explores and immerses themselves within the local culture.

As Epic Pursuits continues, series two will venture down the West Coast, as Vincent and a new crew of riders begin their journey in San Francisco, traversing down the California coastline to Los Angeles and heading inland to the spiritual desert oasis that is Joshua Tree. From there, the third and final epic adventure will head to the Pacific Northwest, where the riders make stops through Oregon, Washington and

THE CYCLE SOURCE WORLD REPORT

Idaho. The next two trips will debut later this summer. To learn more on Epic Pursuits or the Indian Pursuit lineup, visit IndianMotorcycle.com

NEW HARLEY-DAVIDSON ENTHUSIAST COLLECTION INSPIRED BY STORIES AND EXPERIENCES WITHIN THE HARLEY-DAVIDSON

COMMUNITY  - Harley-Davidson today introduced its new Enthusiast Collection, an ongoing series of Har ley-Davidson® motorcycles featuring special-edition paint created to celebrate the unique backgrounds and special interests of riders within the Harley-Davidson community. Each Enthusiast Collection design will be launched annually, available in limited quantities across a curated selection of motorcycle models.

“The Enthusiast Collection motorcycles are inspired by HarleyDavidson riders and their unique stories,” explained Jochen Zeitz, Chairman, President and CEO Harley-Davidson. “Harley-David son is proud to launch this pro gram with the G.I. Enthusiast Col lection, which honors the legacy of Harley-Davidson riders who have served or actively serve in the U.S. Armed Forces.”

To commemorate the launch, two U.S. veterans, Gary Wetzel, and Brian “Amarok” Critton, will be awarded G.I. Enthusiast Collec tion models. Wetzel is a Medal of Honor recipient for his heroic actions in the Vietnam War after his U.S. Army helicopter was shot down and came under heavy enemy fire. Severely wounded, he continued to fight back and help other injured soldiers. He is an avid Harley-Davidson rider and veteran issues activist. Critton served for a decade in the U.S. Army, including a tour of duty in Iraq, and now is active with veterans service organizations like Wounded Warrior Project® (WWP). In March, he was riding a Harley-Davidson mo torcycle to a Muay Thai meeting in Jacksonville designed to help com bat veterans deal with PTSD when he saw smoke billowing from a ve hicle involved in a three-vehicle acci dent that happened moments earlier. His instincts turned into action while others watched as he pulled a wom an from the burning car. These two Harley-Davidson riders exemplify the spirit of Harley-Davidson Enthusiasts.

- POWERED BY

2022 Enthusiast Collection Features

The G.I. Enthusiast Collection is draped in stunning Mineral Green Denim Deluxe paint, an all-new color created specifi cally for this collection, and completed with service-inspired graphics. The G.I. Enthusiast Collection is available only as factory-installed for the Pan America™ 1250 Special and Tri Glide® Ultra mod els, in limited quantities primarily for the U.S. market.

“The new Mineral Green Denim Deluxe paint pays homage to the Olive Drab paint used on Harley-Davidson WLA models,” said Brad Richards, Harley-Davidson Vice President of Design. “This color fea tures a metallic effect resulting in a subtle gold highlight, allowing the color travel to be more dramatic and show off the shape of the surfacing.

“The tank graphic celebrates the icon ic white five-point star, which was used during WWII on military vehicles,” adds Richards. “The tank graphic also features a stenciled ‘H-D’ and a location of Mil waukee, Wisconsin abbreviated, inspired from the spec tags found on governmentissued military equipment. The stenciled approach is a treatment often found on military vehicles as lettering was fre quently done in the field. Here we’re call ing out the birthplace of the Harley-Da vidson Motor Company and the original WLA model.” Learn more at www.harleydavidson.com.

PROTAPER AND ANSWER RACING TEAM UP FOR AMA AMATEUR NATIONAL MOTOCROSS CHAMPIONSHIP AT LORETTA LYNN’S

RANCH - As the top amateur motocross riders from around the country prep for their chance at the championship, Tucker Powersports’ ProTaper and Answer Racing brands are preparing for their trip

to “Loretta’s” as well. This year, the two brands will team up to show the depth of Tucker’s product lines for MX and off-road recreation. ProTaper, a staple at major MX events, will have its rider support team and gear ready to help the riders and fans at the event. Answer Racing’s presence further demonstrates the Tucker organization’s support for MX at all levels of the sport.

Answer Racing, Tucker’s iconic motocross apparel brand, recently rolled out its 2023 lineup of MX and off-road riding gear. The line features gear for every level of rider, from pro motocrossers to weekend enthusiasts. It includes the latest tech fabrics along with dramatic design and graphics. The Answer Racing display at Loretta Lynn’s will be the first showing of the 2023 line to public.

Earlier this year, ProTaper introduced its industry leading ACF Handlebar, a revolutionary carbon fiber-reinforced, aluminum handlebar designed specifically to meet the needs of motocross riders.

The ProTaper ACF Handlebar uses a revolutionary Carbon Core system to maintain strength while creating the lightest 1 1/8-inch handlebar in the industry.

“At ProTaper, we design, engineer, and build for everyone who lives for motocross. It’s especially rewarding for us to be at the Amateur National Championship, this is the heartbeat of MX racing today and for the future,” said Steven Reed, Tucker Powersports’ ProTaper Brand Manager.

“Answer Racing has been delivering breakthrough apparel for decades,” said Brent Ash, Tucker Powersports’ Answer Racing Brand Manager. “It’s an honor to debut our 2023 lineup to the riders and to the race attendees at Loretta Lynn’s.”

The ProTaper and Answer Racing display areas will be available throughout the AMA Amateur National Motocross Championship weekend, from August 1 to August 6.

Was that wild or what? If you would like a weekly News fix, slip over to Bikernet.com or I’ll see you next issue right here. And don’t forget to join your local motorcycle rights group and support their efforts to keep us on the road. -Bandit

Aguy took his girlfriend to her first football game. They had great seats right behind their team’s bench. After the game, he asked her how she liked the experience. “Oh, I really liked it,” she replied, “especially the tight pants and all the big muscles, but I just couldn’t understand why they were killing each other over 25 cents.” Dumbfounded, her date asked, “What do you mean?” “Well, they flipped a coin, one team got it, and then for the rest of the game, all they kept screaming was, ‘Get the quarterback! Get the quarterback!’ I’m like, hello? It’s only 25 cents!”

Cary

There are 11 people hanging onto a rope that comes down from an airplane. 10 of them are blonde, and one is a brunette. They all decide that one person should get off because if they don’t, the rope will break and everyone will die. No one can decide who should go, so finally the brunette delivers a very touching speech, ending with the words, “I’ll get off.” The blondes, all moved by the brunette’s speech, start clapping. Problem solved.

George

Aman kills a deer and takes it home to cook for dinner. Both he and

his wife decide that they won’t tell the kids what kind of meat it is, but will give them a clue and let them guess. The dad said, “Well it’s what Mommy calls me sometimes.” The little girl screamed to her brother, “Don’t eat it. Its an @sshole!

Eli Reaching

the end of a job interview, the Human Resources Officer asks a young engineer fresh out of the Massachusetts Institute of Technology, “And what starting salary are you looking for?” The engineer replies, “In the region of $125,000 a year, depending on the benefits package.” The interviewer inquires, “Well, what would you say to a package of five weeks vacation, 14 paid holidays, full medical and dental, company matching retirement fund to 50% of salary, and a company car leased every two years, say, a red Corvette?” The engineer sits up straight and says, “Wow! Are you kidding?” The interviewer replies, “Yeah, but you started it.”

Tom A

man placed some flowers on the grave of his dearly departed mother and started back toward his car when his attention was diverted to another man kneeling at a grave. The man seemed to be praying

with profound intensity and kept repeating, “Why did you have to die? Why did you have to die?” The first man approached him and said, “Sir, I don’t wish to interfere with your private grief, but this demonstration of pain is more than I’ve ever seen before. For whom do you mourn so deeply? A child? A parent?” The mourner took a moment to collect himself and replied, “My wife’s first husband.”

Chris

My wife and I are planning our 21st wedding anniversary celebration. Here lies the problem: she wants to go to Outback Steakhouse, I want sex, and my mother-in-law thinks we should renew our vows at church. Well, I’m all for compromise, so we should have sex outback of the church.

Ed

a bank robbery, the thief’s mask slipped off. He fixed it and asked a hostage, “Did you see my face?” The hostage had, so the thief killed him. He asked the next hostage, same result. After he asked a third hostage, the guy responded, “No, but my wife did.”

During

Andy

There was a papa mole, a momma mole, and a baby mole. They lived in a hole out in the country near a farmhouse. Papa mole poked his head out of the hole and said, “Mmmm, I smell sausage!” Momma mole poked her head outside the hole and said, “Mmmm, I smell pancakes!” Baby mole tried to stick his head outside but couldn’t because of the two bigger moles. Baby mole said, “The only thing I smell is molasses.”

Zach