what makes a great leader
Article By: Chris Callen
You know, old age is a funny thing. It takes its toll on all of us. For some, it hardens them and beats them down. As the years begin to add up, so do the frustrations, and eventually, all that’s left is regret. Now, on the other hand, there is a counterpoint to that, one that is crucial to the survival of our culture both as Americans and Motorcyclists alike. That other way is to take on the additional years with grace, welcome the changes that come with them, and give in to the place life has assigned you. True leadership isn’t something that is given just for achieving a certain age. No, sir, it’s achieved one conversation at a time where you have given your time to another person and first understood their perspective, listened to their dilemma, and then offered advice. A true leader is the sum of the community they are leading.
Now, take the picture you see to the right of these words. It features a man who probably doesn’t even see himself as the leader we all do. He is the father of my brother Roadside, Mr. Shelton Davis. Now, in the time I’ve known Roadside and his dad, this man has given me more direction in simple phrases and comments than I can even count. More often times than not, he is just listening, taking in all the rhetoric that his son and all of
our friends, me included, are going on about until that one opportunity when the crowd lulls and the conversation slows. He leans over and just mentions something in a short sentence. “Maybe you outta try it another way.” He might say. Just enough to get you to stop thinking like you and accept that there may be another way. If that same advice would come as a directive, like, “Hey, dumbass, why don’t you hold the flashlight where I can see what I’m working on, not where you can.” Well, it may not be as effective. Now, I’m sure, just like my old man, these very words were tossed at Roadside a time or two. The point is, as he has become a little more understanding with his age, he has also become a great leader by the example he sets for us in sharing his knowledge. A leader is also the first person to step up to provide a voice for their team. With a keen sense of what is right and wrong, a leader will be sure that what’s good for their group is represented. In that, it’s not always an easy task. Maybe that’s why there are so few these days with the skills required to carry that torch.
I’ve been thinking a lot about this scenario lately, as this month marks my first time living away from home in my entire life. After 54 years, since the day they brought me home from the hospital, I moved from my family’s home in Pittsburgh and set out on a brand-new journey. A long-time brother of mine opened my eyes to the possibility of doing things differently than I had been doing them. All it would take would be for me to move to Mitchell, South Dakota. Now, I will tell you that where I live on the outskirts of Pittsburgh is far from being “Big City,” but I was damn sure it was much bigger than Mitchell. While my brother is a wellaccomplished man in life and business, I struggled to find the reasoning he had for me to move to a place that I saw as the middle of nowhere. Still, we went on talking about
it. I visited the town a few times, and before you knew it, I was loading up trucks and trailers. The move was on. So, what was the catalyst that changed my mind? Well, in truth, there were a hundred little things that I had no sense of, like the fact that the town fathers of Mitchell built their communications infrastructure for the future and have some of the fastest internet speeds in the country. A very important part of media delivery and the work we do. But all those things aside, the biggest factor had been identified by my friend early on, and he let me discover it for myself, teamwork. While I had help when I needed it back in Pittsburgh, the people I am with each and every day now function at the highest level as a team. When something comes up, it gets discussed and/or dealt with as a team. Call it what you want, a fresh perspective, a second set of eyes, or just an ear to chew
So, in this issue, you will see the sum of that influence. Our team has weighed in, and we have redesigned the magazine to be ready for the next three decades of motorcycling. A fresh perspective on who we are and what we do in life with the motorcycle. The bike on the cover was not chosen because it was built by any of the biggest names using the most incredible skills. Quite simply, it is the “every man” motorcycle, the place from which we all started. A bike that anyone can build with the right parts and a vision. It’s the result of people in garages all around the country coming together to dream about the perfect bike.
As this applies to “motorcyclisim” no man is an island unto himself. Sure, you can be Johnny bad ass bike builder, you might be incredible with a wrench. You may be able to ride ten thousand miles and turn around and
on. Having a team takes away much of the guesswork. I credit this to the quality of community in this part of the mid-west. I’m sure many of you have heard Donnie Smith say that in his area, all the bike shops and bike builders just get along and are willing to help each other. Well, this is precisely what I’m talking about. I’m not sure if it comes from the agricultural influence out here and the help needed from time to time just to survive. Still, it is a mindset that scarcely exists in other parts of this country.
ride back, but what good is any of it if you can’t turn to someone and say, “Look at how cool that is.” As for the leaders, the motorcycle thing needs them badly these days.As I look at this picture of Mr. Davis talking to one of the promising young builders one afternoon at Daytona, I can’t help but wonder how much better off we’d all be with real leaders setting the pace instead of influencers.
An electrician by training and custom motorcycle builder extraordinaire by passion, forty-nine-yearold Stephane (Steph) Grand hails from Geneva, Switzerland. We first met Steph back in 2019 at the Cycle Source Custom Bike Show in Sturgis, where he took home top honors for Best In Show, which included a full feature on our pages and a Paughco rolling chassis
with a killer Knucklehead that he brought from across the pond.
Grand started his journey on two wheels later than many. No one in his family were motorcyclists, so it wasn’t until he was 30 that he found his way to motorcycles. It didn’t take him long to become completely enamored by the two-wheeled machines. 2009, he built his first custom
motorcycle, a 1975 Shovelhead on a rigid frame. In the beginning, Steph taught himself to weld before taking a few classes to hone his skills.
Steph has worn several hats throughout the years, including bar owner and rally car test driver. However, in 2013 he hung all the others up to be a full-time custom motorcycle builder under the banner T4 Motorcycles.
Based on what I’ve seen come out of his shop over the past few years, seems like he made a pretty good decision. Aside from the paint, Steph tackles all aspects of his custom projects. He has learned milling, machining, metal shaping, and more to create his one-off customs. Grand says he finds inspiration in the legendary bikes of Indian Larry and the builds from the Biker Build-Off days.
Article By: Heather Callen Photos By: Damien Lorrai
As far as the bike gracing these pages, well, I’m happy to report that it started with the Paughco roller that Grand won on his visit to the Black Hills in 2019. Believe it or not, this is the first roller from one of our shows that we’ve seen completed by its winner, so this is a special treat for Cycle Source and Paughco. Wanting to keep the integrity of his prize, Steph opted to keep the design relatively simple and build a straightforward chopper using the Sportster power plant. He left the motor mostly stock, only modifying the heads and carb. He went with an aftermarket air cleaner and a custom T4 Motorcycles exhaust.
For the accessories, well aside from the rear fender, which is by Paughco, the Electroline headlight and Bel Air taillight Grand are either custom-made or
modified from tip to tail, including the bars, riser, foot controls, and seat. Wanting a classic seventies-style paint job, he chose a sleek black and silver paint scheme laid down by Alegoria, which looks to be executed flawlessly.
Stephan builds all his bikes to be dual purpose, head turners and riders. Grand says this particular bike calls Paris home and is ridden on a regular basis by its delighted owner, which definitely doesn’t surprise me.
Suppose you want to keep up with what Stephane builds next. In that case,youcanfollowhimonInstagram @T4Motorcylces or just keep your eyes peeled in 2025 because he’s coming back to the states with two brand new T4 Motorcycles to see if he can sweep Sturgis one more time!.
STURGIS SPECIAL
ArticleAndPhotosBy:DanielDonley www.pandemoniumcustomchoppers.com
The SoftTail ST Platform is a bike with great potential. I have discussed in previous tech articles some of its weaker points and upgrades. For this month’s tech we are going to address the lackluster braking performance of
this bike. I am going to be installing some high-quality TC Brothers Rotors along with some EBC Brake pads. These rotors have been tested and are proven to outperform the originals by leaps and bounds.
These rotors are full of high-quality features, and are affordably priced.
● Premium high carbon, heat treated 420 stainless steel friction material provides durability and corrosion resistance.
● Lasercut(notstamped)toreduce warping and distortion caused by residual part stresses.
● Precision ground for optimal brake pad engagement.
● CNC machined floating billet aluminum carriers are strong, lightweight, and anodized for corrosion resistance.
● Full floating design maintains optimal rotor-caliper alignment and reduces heat transfer from friction material to carrier.
● Stainless steel riveted buttons (no c-clips) are tougher and transfer less heat to the carrier than aluminum.
● Stainless steel disc spring washers allow the friction surface to float while preventing pins from rattling.
● High performance and precision quality throughout the assembly.
Installation of new brake rotors and pads is a very straightforward and simple process. We get started by removing the rear wheel for its brake service.
Let’s get started removing the rotor, I do not like to use an impact here, they typically bugger up the Torx head. I like to use a good long ratchet to break everything loose. Once the rotor has been removed, I use compressed air to clean out any thread locking residue.
Before installation of the new rear rotor, I like to clean the threads on the Torx fasteners and then apply fresh blue Loctite. The book calls for 30/45 Foot pounds of torque for the rear rotor bolts.
is also a good time to check the condition of the wheel bearings to make sure they roll smoothly. This is something I do every time ANY motorcycle wheel comes off the bike. To get things wrapped up on the rear we switched out the factory pads for some high quality EBC brake pads. This process is as simple as removing and replacing.
Replacing the wheel is just as simple as the removal process. The book calls for rear axle torque to be 135/145 Foot pounds of torque. Be sure to let the bike down and load the suspension before torquing the rear axle.
Any time you do any brake work it is always a good idea to pump up the brake pedal or lever prior to your first initial stop to be sure you have full braking ability.
With the rear rotor torqued: Now
Now onto the front, remove both front brake rotors and wheel. Check your wheel bearings and remove the factory rotors. All similar to the rear removal.
Be sure to blow out the threaded holes with compressed air to remove any thread locking residue. Clean the bolt threads and then apply fresh blue Loctite. Then torque to 16/24foot pounds of torque.
Reinstall the front wheel with the chassis loaded before you torque the front axle to 70/75-foot pounds. Next, we removed and replaced the factory brake pads with EBC in the front also. Be sure to use blue Loctite on the caliper mounting bolts. The front axle pinch bolt gets torqued to 15/20foot pounds. Ride your motorcycle carefully and at slower speeds during the brake pad “break in” process. Once you see the pads have made a 100% contact to the rotor surface then you are good to go. This time will vary per your riding style.
We don’t have many miles on the TC Brothers rotors or the EBC pads yet but they already feel far superior and give it a very nice look. The rotor and brake swap proved to be a simple
process and took a couple hours in the shop. It was a great upgrade for the money. They are available for other applications also.
Check out TC Brothers at www. tcbros.com
FB-PandemoniumCustomChoppers IG – pandemoniumc2
happydandemonium@gmail.com pandemoniumcustomchoppers.com
Article And Photos By: Bob Vitti
Beach, choppers, vintage motorcycles, art show, swap meet, live rock, and beer! What more could you ask for!!!
It was a gorgeous, sunny day at the beach. The lawn at the Ventura Fairgrounds was filled with custom choppers and vintage motorcycles. Surfers were riding the waves a few hundred yards away. There was a motorcycle swap meet, the prestigious David Mann Art Show, and vendors of every kind lined the boardwalk. Chopper Fest 2024 was organized and hosted by
Tory DuVarney. This show was the first with Tory at the helm. Tory’s Dad, David “Huggie” Hansen, originated Chopper Fest in 2004. Sadly, he passed away in April of 2023, following a lifetime of service and devotion to motorcycle culture. This included hosting nineteen successful Chopper Fest motorcycle shows before he passed the reins on to his son Tory.
I arrived at the fairgrounds at 6:30am, where there was a mile-long line of motorcycles and trailers entering the gates. There was a ton of activity even that early
on a Sunday morning. Vendors were setting up their booths, sound engineers were gearing up the main stage, 20-plus surfers were catching the morning swell off the coast, and exhibitors were polishing their bikes. It was a balmy 57° that morning, and thesmellofvintagePanheadexhaust, freshly brewed coffee, ocean, and leather hung in the air. By 8am, the fairgrounds had started filling with excited spectators. Everyone wore their “cool” outfits; California groovy, leather, badass. Anticipation of the long-awaited Chopper Fest 20 was realized, and the builders, artists, musicians, and vendors brought it in spades.
This was one of the best builders showcases I have attended. There was so much innovation, variety, and attention to detail; the photos simply do not do it justice. I was compelled to revisit the motorcycle entries repeatedly throughout the day.As the sun shifted, it revealed new details, so the camera came back out to take yet another shot of those same bikes. As always, I enjoyed running into so many friends, celebrities, and colleagues of the motorcycle world; bike shows are the ultimate reunions. That said, Tory had assembled a world-class team of ten credible judges to evaluate and vote on the diverse categories of builder entrants. These included Mondo Porras (Denver’s Cycles), Micah McCloskey (Micah McCloskey’s CustomCycles),JoeNorkin(Builder), Bart Perry (Thunder Press), Elliot Gaylen (Black Bike Wheels), Mike Davis (Born Free), Ruben Gonzalez (KD Customs), Anthony Robinson (Gasoline&Coffee.com), Duane Ballard (Custom Leather), and Gerald Casey (Builder). Thankfully, I was not a chosen one. Judging these spectacular machines that varied in shape, style, stance, and motorfamilies could not have been easy.
While many trophies were awarded for many categories, I did not see any entry that did not have merit. Among the sea of impressive entries, Hawke Lawshe’s tribute to Arlen Ness emerged as the crown jewel, earning him the prestigious Best of Show award. His golden masterpiece, crafted with meticulous precision and deep reverence for motorcycle artistry, stood out as a fitting homage to the late legend of the chopper world.
Yet, amidst the celebration of talent and creativity, there was an undeniable sense of nostalgia and heartfelt remembrance. Huggie’s absence was deeply felt by all who knew him, his presence lingering in the memories of past festivals. However, Tory’s leadership shone brightly, carrying forward his father’s legacywithgraceanddedication.The success of Chopper Fest 2024 was a testament to Tory’s commitment and the unwavering support of the community that Huggie had fostered over the years.
As the sun began to set over Ventura, casting a warm glow over the fairgrounds, I reflected on the day’s events. Chopper Fest had once again proven itself not just as a gathering of motorcycle enthusiasts but as a celebration of camaraderie, creativity, and the enduring spirit of the open road. With gratitude to Tory DuVarney and the entire Chopper Fest team, I left Ventura with memories of a day filled with passion and inspiration that echoed long into the California night.
Many thanks to Tory and the crew. Your show was a brilliant success!
THROUGH THE LENS OF getBenTmoto
Last summer, while I was at Dream Rides in TN, I found myself mesmerized by the shop TV. I was just passing time, but suddenly, I realized I was watching an incredible interview with the shop’s owner, John Jessup.
“Who made this,” I said with some amazement and was led down the rabbit hole of Ben Nichols work. Amazing imagery, great stories about people, not just parts that make up bikes but real stories.
Ben operates under the name “getBenTmoto” and offers a uniqueopportunityforustotakethiscolumnoffthecanvasand move it into the world of new media.You see, Ben, like many of usinmediatoday,feelsthatwhiletheInstagramfeedhasdone a lot for the traffic of information, it lacks a bit of depth. He has embarked on a mission to develop a different type of media that combines the story of the days of print with video. Using his eye for great shots over his years as a photographer, the
Article By: Chris Callen
result is artistry, thought-provoking and entertaining. But let’s take a quick look at where he started on this path.
Ben grew up in Mississippi as one of four boys in his family. They didn’t have much more than basic necessities so there was no influence from motorcycling early on. It wouldn’t be until his older brother, fresh out of the Marine Corps, got a Ninja. Of course, that set off an interest, and Ben found himself getting into bikes and taking a few overnight trips but still hadn’t really gotten the bug. After bouncing around with a few bikes of his own,hestartedtorunaroundwithsomestuntriders.Benknew almost immediately that he wasn’t going to be the next C-Bear, but he found that taking pictures of his buddies while they rode was more in line with his passion. He also started to discover the thrill of cross-country riding. After moving to Tennessee in 2006, he did much more long-distance riding. This would play a vital role in the early days of his craft as oftentimes he
Photos By: Ben
would just load up the bike with a regular camera that also did video, some shitty gear, as he called it. He’d head off to get an interview no matter the distance or the conditions he might have to endure.
Growing up, Ben was always into art and painting. He took several courses including one you actually had to test into. In photography, he excelled and worked a lot in Black and White.
I
knew I wasn’t going to be the next C-Bear and breaking shit means having to fix it all the time.
Learning everything from shooting to film developingwhenyoustillhadtopullrolls and work in a dark room. As those skills matured, he found a way to combine them with his passion for the motorcycle culture, it became the perfect storm.
On the one hand, his lifestyle imagery is the type that few photographers achieve; they elicit emotion. His feature bike photos somehow transcend the need for any special studio or real-world backdrop. Then, when you see all of this come together in his work with video, it is the complete package.
As we talked, Ben said it is something that the car guys have been doing forever. They understand the art of it. As he watched what they were doing, he wanted to see this same attention paid to motorcycle culture. People are just lazy today, Ben commented as he talked about the transfer from traditional media to the new age of video. While he talks about his early work as bad, it led him to develop it into a poignant body of work with a documentary style. Working with stacks of old school magazines on cars and bikes, Ben continues to craft his skillset. His goal is to one day see a gateway that offers high-quality media to tell the stories of average Joes that quite possibly nobody knows until they meet them through his lens. It’s a righteous cause, and you should support his efforts. Go check more of his work out at getBenTmoto.com
Inthepursuitofhigherhorsepower and torque your bike is always ‘gonna’ find the weakest link, that is if you are doing it right. We build higher horsepower and torque producing engines on a daily basis, and it is amazing to see what kind of parts you can break once you start making power. Harley’s M8 engine is in its ninth year of production and the availability of performance parts and power adding options are incredible. So is the amount of torque and horsepower that we can make. Through this
pursuit of additional horsepower and torque you are bound to see some
part failures along the way, so like the saying Goes: “you can’t make an
omelet without breaking a few eggs”. Let’s take a look at what could quite possibly be the most overlooked part of your driveline, the clutch basket. When you make morepower,itisonly natural that some of the factory parts wont perform at the level you need them to. Almost everyone that has made extra power has added an extra-plate clutch kit or maybe a clutch spring that has a higher spring rate [or both?] but what about a new clutch basket? I believe this to be one of
Article And Photos By: Jason Hallman www.cyclestopusa.com
the most overlooked parts simply because they do not often fail until you reach more than 125 lbs. ft of torque or maybe even far less if you ride your bike like the animal that you are! Seriously though, have you ever looked hard at your clutch basket? It is entirely possible that you have, but are you sure you know what to look for? Cracks in the investment casting are pretty visible to the naked eye but it is what lies between the cracks that really need your attention. Without sounding like an advertisement,Iamgoingtowalkyou quickly through the reasons that we [generally] only recommend Rekluse clutches at Cycle Stop USA. In all of the years we have had a relationship with Rekluse we have experienced zero failures due to horsepower or torque related issues.
Your stock clutch basket does an excellent job on 95% of the bikes on the road. Another 3% of the riders
are experiencing clutch related issues that are blamed elsewhere, like clutch effort (too much pull), lack of adjustability and overall poor performance. Sure, some of these issues can be solved with a high efficiency cable or a reduced effort clutchballrampbutifyouinspectyour clutch basket you may be surprised what you’ll find lurking in the spaces in between. The remaining 2% of the bikes are just making more power than the stock parts can handle and those bikes are really only a bomb waiting to explode in the primary chain case and send shrapnel throughout the clutch system.
Rekluse offers a new replacement clutch basket that is leap years ahead in strength and quality over the OEM Harley basket. The tangs that separate the steels from the fiber plates are much stronger than stock and will make clutch operation smoother and more linear while the billet construction and hard face coating will outlast your stock clutch basket regardless of whose steel and fiber kit you employ.
Installation is a bit advanced but it can still be done in a home garage if you have the correct tools and read the included instructions, which I might add, are very thorough. If that wasn’t enough, Rekluse has a video for almost every part they sell online to walk you through the process step by step.
We always recommend you compliment your Rekluse basket with Rekluse’s Torq Drive or Radius X [auto clutch] but you can use a clutch of your desired choosing with this replacement upgrade to your driveline. If you need additional information call Cycle Stop USA at 813-754-2959 or order online at www.cyclestopusa.com
Drill out the factory starter ring gear rivets to remove starter ring gear
Use a hammer and drift punch to remove rivets from ring gear and basket
Using a hot plate, heat the basket to drop in the clutch hub bearing (never reuse a clutch hub bearing)
Clutch hub reached 329-degrees fahrenheit to drop in bearing
Using the included hardware bolt the clutch basket to the ring gear
Use a shop press to install the inner clutch hub
Use gloves to handle hot clutch basket
Install inner hub snap ring. Ready for clutch plate installation!
Check out the Rekluse Clutch and their other products today at www.rekluse.com
Take a good look at the feature bike on these pages. This is Curtis Hofmann’s new build, and you may be witnessing the beginning of a trend. If you’re familiar with Curtis and his shop Hofmann Designs, you know they turn out some pretty amazing Performance Baggers. Now, what you see here, of course, isn’t a Bagger, or is it.
You see, Curtis built a pretty cool chopper a couple
of years ago. It was a Hardtail Shovelhead, and it was beautiful. What it really wasn’t was fun. The ride was rough, the Shovel was finicky, it had all the typical chopper things. As Curtis put it, “The custom style of the late ‘90s and early 2000s didn’t die because they weren’t cool; it was because they sucked to ride”. There had to be a way to build a good-looking stretched chopper with all the comforts and dependability of a new production bike.
With these things in mind, Curtis bought a 2017 Road King M8 at an auction and rolled it into the shop. He then got the Shovel chopper, parked it beside it, and decided that he could build that out of the Road King. With that bold statement in mind, things started happening fast.
First, everything was torn apart, and the stock frame was cut up. The factory engine cradle was retained, but from there, most everything was custom.Anew backbone
and seat section were fabricated. New down tubes and neck were also made and welded in place. A 35-degree neck angle was chosen to give it that stretched Pro Street Chopper look.
The 124 ci M8 engine received the Hofmann Designs performance treatment. This included Ward Performance Heads and an Arlen Ness/Hofmann Designs air cleaner. The engine was mated back to the factory 6-speed
Article By: Matt Reel Photos By: Chris Callen
transmission and placed back in the frame. Sic Pipes was given the nod for the exhaust and whipped up one of their “Sick” 2 into 1 pipes.
Moving along, Hawg Halters Incorporated (HHI) provided one of their first Dominator swing arms. Up front, HHI triple trees and 49mm forks with Dominator lowers were used to hold things up. Some Hofmann Design wheels were wrapped in Shinko rubber, 18x5.5 up front and 21x3.5 on the rear. Galfer Wave rotors were then bolted on, and the combos were hung in place. HHI once again stepped up with brake calipers all around.
With the chopper sitting upright, a huge hurdle was approaching fast. This wouldn’t be a typical “2 fuses and a breaker” wiring harness.To get everything to work happily together on the M8, Curtis and crew needed to fit an ECM, a BCM, a fuse box, and a battery somewhere. Creative fabrication provided a
battery box and mounting points for everything else under the seat.
Now, neatly mounted is one thing, but “hidden from sight” is another. Custom side covers were made to hide everything and give it a completely custom look. While they were knocking out the side covers, a set of fender struts was also made to mount one of Hofmann Designs’ carbon fiber fenders that matches the front.
To finish the build, an off-the-shelf gastankwasmodifiedtofeedthefuelinjected V-twin and mounted in place. Hoffman Design risers were installed, and the factory hand controls went on the bars. HHI provided a set of their mid controls. A custom seat pan was made to fit the new frame lines, and Jordan at Union Speed added cushion and upholstery.
Now, what happens when you finish a mockup? You tear it back apart. The parts were pulled off and handed over to Jeremy at Lucky Strike Designs. Jeremy added the incredible paint with striping, logo, and just the right amount of exposed carbon fiber. When he was done, everything was put back together, and they had the beautiful machine you see before you.
As I wrote earlier, you may be witnessing the birth of something new. While this is a fully custom motorcycle, it was built in such a way that it can be duplicated. Hofmann Designs is looking at how to market this to the masses so you can get one from them or the parts to do it yourself. So, keep a look out because you may want to pick up a used bagger for your next chopper project.
A NEW KING
OWNER: Curtis Hofmann
CITY/STATE: Monticello, MN
BUILDER: Hofmann Designs
YEAR: 2017
MODEL: H-D Road King
VALUE:
TIME: 9 Weeks
ENGINE
Year: 2017
Model: M8
Builder: Hofmann Designs
Ignition:
Displacement: 124”
Pistons:
Heads: Ward Performance
Carb:
Cam: Stock
Air Cleaner: Ness/Hofmann Designs
Exhaust: Sik Pipes
Primary: H-D
TRANSMISSION
Year: 2016
Make: H-D
Shifting: H-D
FRAME
Year: 2017
Model: H-D Hofmann Designs
Rake: 35 Degrees
Stretch:
FORKS
Builder:
Type: Conventional
Triple Trees: Hawg Halters
Extension: 4”
WHEELS
Front Wheel: Hofmann Designs
Size: 21”
Tire: Shinko
Front Brake: HHI Calipers/Galfer Rotors
Rear Wheel: Hofmann Designs
Size: 18”
Tire: Shinko
Rear Brake: HHI Radial
PAINT
Painter: Lucky Strike Designs
Color: Custom
Graphics:
Chroming: J&D Plating
ACCESSORIES
Bars:
Risers: RKB
Hand Controls:H-D
Foot Controls: HHI Mid Controls
Gas Tank(s): Hofmann Designs
Oil Tank: OEM
Front Fender: Hofmann Designs
Rear Fender: Hofmann Designs
Seat: Union Speed
Headlight: Lectric
Taillight: Koso
Speedo: Koso
Photographer: Chris Callen
The Moto Museum in St. Louis provided an exquisite backdrop for the 11th Cycle Showcase, transforming into a haven for motorcycle enthusiasts from across the nation. Over 50 builders converged to unveil their custom creations amidst the
the stage for what was to come. Attendees mingled with builders over the “Official” Cycle Showcase beer by 4 Hands Brewery, indulged in delicious tacos, and grooved to live music, creating an electric prelude to the main event.
Saturday dawned with eager
museum’s eclectic exhibits and stunning motorcycle art, creating an unparalleledatmosphereofcreativity.
The weekend kicked off with a party at Delmar Hall, setting
anticipation as enthusiasts gathered early for the grand unveiling. More than 20 motorcycles, each a labor of loveandinnovation,madetheirpublic debut, showcasing the culmination of
Article And Photos By: Missi DeBord
months of meticulous craftsmanship. These unveilings are a hallmark of Cycle Showcase and offer a glimpse into the latest trends and innovations in the motorcycle world, setting the tone for the upcoming season.
For one artist, this year held a particularly special significance. Me, I am that artist. Invited by Randy Noldge, I displayed a number of my framed photographs alongside other masterpieces, underscoring the relationship between motorcycle artistry and visual art. The dedication and passion poured into both motorcycles and artwork alike were palpable, resonating with every visitor who explored the exhibit. I was incredibly honored and humbled by this opportunity. I admit that it gave me a newfound respect for the builders who have to get all the machines completed and showready. Once you commit to being involved in a show of this caliber, you want to put your best work out there.
As Saturday drew to a close at the Moto Museum, the festivities continued with an after-party at PinUp Bowl. Laughter echoed through the bowling lanes as attendees celebrated another successful day, forging new connections and strengthening old bonds within the community.
Sunday offered a more relaxed atmosphere, allowing builders and enthusiasts alike to unwind and reconnect. This camaraderie has always been a cornerstone of Cycle Showcase St. Louis, offering a cherished opportunity for friends and family in the moto community to come together and share their experiences.
Throughout the weekend motorcycles weren’t the only thing folks were paying attention to. The
second most popular attraction were the dogs, yes, you read that right. Dogs. Much like most of us Randy loves dogs as much as he loves motorcycles. That being said a numberoflocalrescueleague’sinthe area benefit from Cycle Showcase through the proceeds of the ever popular puppy kissing booth!
Under Randall Noldge’s curation, Cycle Showcase has evolved into more than a local event—it’s become a traveling celebration of motorcycle culture. His passion for the art aspect of the motorcycle is very apparent in the talented builders and artists he invites to be a part of Cycle Showcase. From its roots in St. Louis, the showcase has expanded its footprint across the country, with appearances at notable rallies and events like the SmokeOut Rally and Lake of the Ozarks BikeFest. This year’s expansion includes a debut at the Steel Pony Campground during the Sturgis Rally, promising enthusiasts a fresh perspective on motorcycle artistry in a brand-new setting.
To stay updated with Cycle Showcase’s journey, you can follow their adventures on Instagram @ cycle.showcase, Facebook at CycleShowcaseSTL, or visit their website at cycleshowcasestl.com. As Cycle Showcase continues to grow and evolve, it remains a beacon for motorcycle enthusiasts, artists, and builders, celebrating the art of twowheeled craftsmanship across the United States.
When Tom Motzko calls a builder to invite them to build the FatBook Cover Bike, the Drag Specialties annual catalog, it’s like getting called up to the major leagues. That was exactly how Gary Chipp of Fat Baggers Inc. felt this past year when it happened to him. I mean, this is the chance any builder waits for. The chance to open up those pages and pick any part your heart desires. Oh man, I can still remember wasted days as a younger man flipping
through that book, just daydreaming about the next custom part I’d score.
Now, Gary and his team have been known for the custom bikes they have built for some 20 years now. Originally, building frame up customs as their main line.As the number of bikes added up, so did the number of parts they were manufacturing. They traveled the show circuit doing installs and selling bikes, but soon the manufacturing took over.
Article By: Chris Callen
They quickly discovered that handlebars would be their sweet spot, and today, there are nearly seven hundred individual part numbers in bars. But when it came to this one, they had agreed before they even knew what the platform was. A short while later, they found out, and the bike was delivered to their Iowa shop. It was on. Starting with a 2018 Softail Low was a big challenge since their shop is primarily known for building baggers.
Nevertheless, Gary wasn’t gonna let that deter him. He startedoffjustlikeanyofuswould.HepickeduptheFatBook. The Chipp family owns a couple of Harley dealerships and a power sports store. Gary told us they have been in business for over 50 years as he talked about growing up in the bike shop. Anyway, just like you do at the start of a build, Gary started by part shopping.
Togetthesignaturestyle,theywentrightfortheSaddlemen
Photos By: Drag Specialties
fairing and the new Kodlin fuel tank. Of course, a set of bitchin Performance Machine wheels were in order, and the centerpiece would be the Trask Turbo. It gives that all business look right off the bat. The bars you see on this little beauty are brand new Fat Baggers that are low and reduced reach. They made these specifically for this build and are now available to the public as well. Other than a few things FBI had to fab up in the process, here or there, all the parts are off the rack, as they say.
They had a wide-open canvas up until the choice of paint was made.The only thing that they had to follow was Tom’s suggestions of what colors not to pick from; Rob was totally against the idea of a pink bike, but Tom gave it the green light. Shortly after, Gary turned the reins over to their in-house painter, Jason, and he was let loose. Chipptoldhimjusttomakeitcool.With a lot of female riders in their factory at Fat Baggers, Gary made the joke that since they were building a chick bike, they should give it some feminine flare. It ended up being bold and different, and he’s glad they stepped out of their comfort zone. The old school panel job mixedwiththenewschoolperformance parts make this bike an instant classic. He made some great choices when it came to metal finishes, and each part added to the overall lines of the bike in perfect harmony.
Gary is a natural problem solver, so bike building appealed to him early on. In some ways, I think that reaches the core of this for many of us. You may be wondering how a bike built right out of a catalog makes it to the cover of a national custom bike magazine, and that’s the point of it being here. As a kid who grew up around garage life, there were parts in the Drag Specialties catalog that I saved up for years to get. And man, the seats back then, buddy, you were something in my neighborhood if you had a Drag Specialties seat. In some ways, I feel like we have moved the custom thing so far off the path of the regular Joe that we forget that this is where it all started. In fact, today, we are so lucky
that you could build a bike this cool right out of a catalog with parts manufactured to fit the bike you had. Once upon a time you had to measure parts from other bikes and imagine how you could make them work on something else entirely. In fact, if someone around home said they were about to start a ground-up build, that usually meant there weren’t enough parts bolted together when they got it to even call it a bike. But I digress. You can do it; that’s the point, and today, it’s easier than ever. Hell, Drag Specialties has even put all the part numbers online so you can build this exact motorcycle by ordering the parts from their catalog.
I’d like to thank Tom and Drag Specialties for letting us run this machine on the very cover and announcing such big changes for Cycle Source Magazine. Drag has been in our corner since very early on, even before the magazine, when I, myself carried a dealer number in a little shop out of South Western Pennsylvania. Thanks guys.
THE UN-BAGGER
OWNER: Fat Baggers Inc.
CITY/STATE: Chariton, IA
BUILDER: Fat Baggers Inc.
YEAR: 2018
MODEL: FXLR Softail Low Rider
Value: Time:
ENGINE
Year: 2018
Model: Milwaukee-8
Builder: Fat Baggers Inc.
Ignition: ThunderMax
Displacement:
Pistons:
Heads:
intake: Trask Tornado Turbo
Cam: Air Cleaner: Trask
Exhaust: Trask Brushed Stainless
Primary:
TRANSMISSION
Year: 2018 make: H-D
shifting: Stock
FRAME
Year: 2018
Model: Softail
Rake: Stock Stretch: Stock
FORKS
Suspension: Legends Axeo
Triple Trees: H-D
Legs: Peformance Machine
Tubes: CSE
WHEELS
Front Wheel: PM Formula
Size: 19”
Tire: Metzeler
Front Brake: Ness
Rotor: PM Formula
Rear Wheel: PM Formula
Size: 18”
Tire: Metzeler
Rear Brake: Ness
Rotor: PM Formula
PAINT
Painter: Jason Harter / FBI
Color: Pink
Graphics: Jason Harter / FBI
ACCESSORIES
Bars: Fat Baggers Inc.
grips: PM Overdrive
Hand Controls: Drag
Foot Controls: Performance Machine
Gas Tank(s): Kodlin Stretched
Oil Tank: Stock
Front Fender: Paul Yaffe Cafe
Seat: Drag
fairing: Saddlemen Mini
Shocks: Legends Revo-A
Headlight: Custom Dynamics ProBeam
Taillight: Kodlin
Speedo: Dakota Digital
3 (Scale of 1-5)
7. SAE Wrench Set
8. SAE Allen Set
9. Torx© Driver Set
10. Small Flathead Screwdriver
11. Torque wrench
12. 39mm Fork Seal Driver
13. Ratio Rite
14. Oil Drain Pan
39mm AXEO 39TS high Performance Front Suspension System
It seems like every time I turn around, another FXR is screaming “buy me, buy me”. I picked up a basically stock, perfect condition 1994 FXLR from my buddy Jeff Zielinski of NAMZ Custom Cycle Products. I rode it around for almost a year in its stock configuration. Then, I couldn’t help myself. I tried to leave it stock, I really did. But I’m just not a chrome guy. So, it begins… Again. Jesse Jurrens (owner of Legend Suspensions) and I have been friends since the early 2000’s. Every bike I have, if it has rear suspension and a hydraulic front end, it gets the treatment with Legend Suspensions. I’ve even spoiled my
wife. When we went to test ride a new (to us) Road Glide, we didn’t make it a half a mile, and she said “This motherf#&*er needs Legend!”.
Legend Suspensions has an extensive Axeo product line for39mm,41mm,and49mmfrontapplications. Forthe39mm fork tubes in my 94 FXLR, you have to buy +2 fork tubes to install this Axeo Kit. I am using Pro One Performance +2 Black DLC (Diamond Like Coating) 39mm Fork Tubes (Drag Specialties Part #0404-0500). Since I’m using 13” Revo-A’s on the rear of the this FXR, the +2 fork tubes won’t be an issue. More ground clearance? Yes Please!
As always, if you’re attempting to install this kit yourself, please have the correct service manual readily available. Start by removing the front brake caliper, front wheel, and front fender. I took this opportunity to introduce a little powder coating to the bike, so we also removed the handlebars and headlight
With everything off, loosen the pinch bolts on the triple trees with a T45 Torx. Be sure to hang onto the fork leg assembly while you do this. Slide the fork leg assembly out of theTriple Trees.
Remove the dust cover and the top dust seal. Using the 6mm Allen, remove the damper bolt from the bottom of the fork slider.
Makesureyouhaveyouroildrainpan handy when you do this. Remove the retaining clip from the top of the
fork oil seal and in a “slide hammer” motion, remove the fork tube from the fork slider.
Take a look at your damper cups, also referred to as the lower stops. If they don’t fit through the new fork tubes, you will have to replace them with a OEM #45361-90 set. Here is side by side comparison, with the 45361-90 on the left. On the right is what came out of the stock 94 FXLR.
Now it is time to get your new Axeo Kit out and set the pre-load. Legend provides a chart with guidelines of rider weight, luggage, etc. to set the preload. I weigh 195 pounds and always put one turn of preload in the Axeo. This is personal preference, as described in Legend’s instructions, I prefer to “exercise the limits of my motorcycle’s handling and suspension”. Use an 1/8” Allen wrench to remove the set screw, make the turns for your preload, and reinstall the set screw. Important – you can only adjust the preload in full turn increments. Even if you don’t increase the preload, be sure to apply blue thread locker to the set screw and tighten it.
Install the Axeo Cartridge into the new fork tube.
The cartridge installed, put the damper cup on the end.
Insert the Axeo/Tube assembly into the fork slider. Use a new damper bolt with crush washer (and a little blue thread locker) and install. Tighten with 6mm Allen.
Next install the new bushing, lower washer, and fork seal.
Finish with the new dust seal and dust cover.
Measure out 6 ounces of new 20 weight fork oil in a ratio rite or measuring cup. Begin to pour the fork oil in, pausing after an ounce or so to pump the fork leg to release air pockets.
Continue this until all the fork oil is in, and all the air pockets are removed. Apply a light coat of fork oil to the O-ring at the top of the Axeo, and thread the end into the tube. Final torque to 25 foot/lbs.
Reinstall the tube assembly into your tripletrees. Aftersettingyourheightof tubesinthetreesthesame,yourgood to apply thread locker and torque. Reassemble your front wheel, fender, and brake caliper.While specialty tools are required, installing the Axeo Kit is not difficult. I can honestly say I’ve never installed an Axeo kit for a customer that didn’t absolutely love it. And now, my newest motherf#$&ing FXR has Legend! My wife will be happy. Happy wife, happy life.
This bike has got to be one of the most builderinvolved bikes I’ve seen in a while. The builder, Brandon Hoffman, has a great background in fabrication. From early on, his father, Rick “Big Rick” Hoffman, had a tremendous influence on him. When he was 14, Brandon got his first job in a motorcycle shop called Overkill Motor Works out of Rogers, Ohio.
That’s where his mechanical expertise and his love of performance and antique motorcycles evolved and grew. In 2010, after working for a few different custom shops around the country, he got the opportunity to reopen his father’s shop.
Logic Cycles was reopened and became known as a custom bike manufacturer and one-off custom shop.After
7 years of building nearly 80 big wheel custom baggers, Brandon decided it was time for a change. After trying a new career and a few life changes, including taking 5 years off from building bikes, he moved to Tionesta, PA. As luck would have it, his dad called him and said a friend, Chris Callen, needed a hand with getting a few things done for the Chopper Friends Throwdown. Brandon was
exposed to guys building rideable custom bikes with normal wheel sizes and no 14-foot saddlebags during this trip.After he returned home, he began to turn Logic into a full-functioning shop with a service area, Dyno with a full fab shop.
This bike is his first ground-up custom since he reopened his shop. Chris and Heather invited Brandon
Article By: Roadside Marty Photos By: Chris Callen
to the Smokeout Rally. That’s when he realized he couldn’t bring a bike he had built 10 years prior. Brandon knew he had to come up with something, so that’s when the project started. Two weeks before Smokeout, he had the idea to do a 45 WR racer, or at least that’s what he set out to build. However, his need to build a full custom quickly took over, and even though the next two weeks were long, he managed to make it there with a full roller.
The frame started as a 1955 servi car frame, which
is a factory Harley trike frame to those who don’t know. Brandon hard-tailed the frame to make it a twowheel frame and raked the neck 2 degrees along with a 2” stretch. The frame’s downtube and seat post tube were also raised 2”. Brandon added big twin engine mounts and put a 93” S&S stroker Shovelhead motor into place. This modification required him to fabricate an adapter plate to run a 4-speed transmission, which required some skill as a 45 frame is set up for a threebolt transmission, not a four-bolt. Brandon also fabbed
up the high-side flat tracker-styled pipes out of stainless with a nice set of baffled ends. Brandon narrowed and cutaway an old set of repop fat bob tanks to hide the wiring while retaining the flat track look of gas on one side and oil on the other. The front end was 07 Crossbones, which presented a problem. A 45 frame has a 7/8” neck race, while a big twin frame uses 1” races. Brandon solved the problem using a set of K-model conversion cups that only needed a small amount of lathe work. The handlebars were also fabricated inhouse at Logic. They used a Led Sled Customs internal throttle, which feel as comfortable as they look. Brandon is incredibly proud of the functional floorboards he and his dad created. The floorboard pivots with the controls, so the left floorboard functions as the clutch lever and the right floorboard functions as the rear brake lever.
The bike is equipped with all LED lights by Todd’s Cycles and is wired from the key fob so that there are no externalswitchesonthebike.Acenter stand was fabricated to eliminate the kickstand, and the footpegs match the jockey shift handle that was also fabbed in-house at Logic.
Brandon didn’t want the paint to be too flashy so that it would draw attention away from the rest of the bike’s details, so he went with vivid black. He turned to his good friend Jeff Bigland to lay down the base paint.
I have to admit this bike really impresses me with all of the fab work and attention to detail. Thanks for sharing your bike with our readers, Brandon!!!
TRACKER
OWNER: Brandon Hoffman
CITY/STATE: Tionesta, PA
BUILDER: Logic Cycles
YEAR: 2024
MODEL: TRACKER
VALUE: 18000
TIME: 4 MONTHS
ENGINE
Year: 1977
Model: Shovelhead
Builder: Logic Cycles/H-D
Ignition: Points
Displacement: 93 CI
Pistons: S&S
Heads: H-D
Carb: S&S
Cam: Andrews Air Cleaner: Fork Co
Exhaust: Logic Cycles
Primary: BDL
TRANSMISSION
Year: 2008
Make: RevTech
Shifting: 5 In 4 Case
FRAME
Year: 1955
Model: Servi Car
Rake: 37 Degrees Stretch: 2 Up
FORKS
Builder: H-D
Type: Springer
Triple Trees: H-D
Extension:
WHEELS
Front Wheel: Ultima Size: 18” Tire: Shinko
Front Brake:
Rear Wheel: Ultima Size: 18”
Tire: Shinko
Rear Brake: DNA Sprotor
PAINT
Painter: Logic Cycles/Jeff Bigland
Color: Vivid Black
Graphics: None
polishing: Doug’s Custom Polishing
ACCESSORIES
Bars: Logic Cycles
Risers:
Hand Controls: Led Sled Internal Throttle
Foot Controls: Logic Cycles
Gas Tank(s): Logic Cycles
Oil Tank: Logic Cycles
Front Fender: None
Rear Fender: Logic Cycles
Seat: Logic Cycles
Headlight: Unknown
Taillight: Todd Cycles
Speedo: None
Photographer: Chris Callen
HARLEY’S NEW POCKET SIZE PERFORMANCE
Article
For a majority of the motorcycle consumer world, or at least those concerned with Harley-Davidson, the introduction of the 2024 Street Glide has caused quite a ruckus as it applies to the redesigned Bat Wing Fairing. Is it different?... Well yes, but not enough for this journalist to spend much time on. It’s different and comes with new inherent challenges forwindandwater,butoverall,Idon’tthinkanyone will mistakeitforanything
but a Harley-Davidson. There is talk of the lighting on the sides and the more modern design, but again, all in line with the new Harley-Davidson Motorcycles.
I have seen a dozen people come back from a quick first ride on this bike who made the same comment; “Wow, is that bike fun to ride.” stating that it feelssmallerandmorenimble.WhileIfeltthesameway,Iquicklydiscovered that the reason wasn’t a size issue. When you consider that most of the changes made to the overall design were incremental changes at best, with an inch shorter in length, an inch wider in width, and nearly identical numbers in both ground clearance and overall height, that doesn’t qualify. Gear ratios are the same as last year, so nothing can be said about gearing, yet still I wonder.Now,itcomesinafulleighteenpoundslighterthanlastyear’smodel,
By: Chris Callen Photos By: Harley-Davidson
but when you consider that that’s only about a 2% savings in weight, that’s not it either. But then you get to the good stuff, the new engine. Stepping up to a 117 cubic inch M-8 from the previous 107 would suggest a direction to explore. But again, by thenumbers,thereareonlyincrementalincreasesinborestroke and compression. Where the rubber meets the road, however, is in the torque numbers. With 130 ft-lbs in the ‘24 model, it has gained 21 compared to its predecessor. That’s exactly what people are feeling in this bike, torque equals fun. This bike achieves better torque gains than in HP over the previous year. Ok, so with that said, the bigger mill has better fuel efficiency than the 107. Additionally, liquid-cooled heads are an upgrade to this model and could not only contribute to the overall performance values but certainly add to rider comfort, as you will notice in any rush-hour traffic situation.
short of a tornado. During this time, I have had many insights. At first, there was a feeling of down sizing. It seems that the bike feels smaller. The floorboards, the fairing, and even the rider position seem like a design aimed at reaching a smaller consumer. No big deal until the miles add up on a long trip.As a biggerperson,Iwouldhavelikedtheabilitytomovearoundabit more. Other than that, the only thing I’d like to fit my size better would be suspension.Yes, it has the Dual Outboard shocks with preload adjustability, but I found that you can feel it on hard hits. But let’s talk for a minute about the pros.
Still, all eyes are on the design. It has more hard lines thanhavebeenona Harley-Davidson in possibly the motor company’s history, at least since the original cafe racer. Don’t take that the wrong way. I find it refreshing, actually. It’s new, sleek-looking, and different, but it still retains its lineage quite well. While some purists might react differently, once you settle into the ease of use of the controls, the saddle bag latches, and even the fuel door, this is a simple, user-friendly machine. With ride modes that provide ABS, traction control, hold control, electronically linked braking, and improved cornering, it’s hard to have a bad ride on it.
I’ve had the pleasure of not only test riding this bike on the press launch in Vegas but I’ve also had one for about two months now. I have had it in the Badlands and all over the MidWest. I even rode it through a 90mph straight-line wind, just
The bike is a blast.Ithasaslight improvement in lean angle. It feels greatinthecorners and never feels underpowered in almost any gear or situation. Harley is nearing nearperfect rideability in many ways with their new bikes. The funny thing is, for a bike in the Grand Touring category on their website, I would venture to say this is becoming a commuter more than anything. Sure, it’s sporty, but it is the perfect everyday motorcycle with so many features to increase the rider’s comfort, rideability, safety, and security. Just plug your phone in, connect your helmet with Bluetooth, and off you go. I never thought I’d appreciate this much technology integrated into a motorcycle, but man, it has its benefits.
Themostsignificantthingtotalkabouthereistheinfotainment system, so much so that we will do a full write-up on that as a stand-alone piece in the next issue. Stay tuned. Until then, check one out at your local dealer. You will not be disappointed.
FIND
ANNUAL SATANIC MECHANIC ROAD RUN
Article By: Charlie Weisel
Like an unhinged pack of wild boars, we stampeded down the two lane stretch of tarmac. Wide eyed, adrenaline-fueled, and white-knuckled, we knocked down mile after mile in pursuit of the perfect moment in motorcycling. The moment when your neighboring bike kisses the wind at the exact same moment as yours, opening the invisible curtain for your fellow riders in rabid pursuit. The moment when the roar of your palpitating motors begins to synchronize into a low octave pulsating hum that could lull even the wildest of beasts into a peaceful slumber. The moment when a glance is shared between yourself and your neighbor, knowing you are both appreciating the same sunrise or sunset or dodged the same tumbleweed. All the while, thirty more riders follow behind, riding side by side, tight to the wheels in front of them, all having the same experience. The roar of the pack thundering down the road causing a ruckus wherever it goes. Pack riding, in its finest and most precise moments, is more than simply a group of motorcycles traveling down the same road. It is a symphony in motion.
I had the distinct pleasure of sharing this experience recently with a bunchofmyclosestfriends.Everyyear,theSatanicMechanics,achopper club I have ridden with for over 15 years, takes to the streets for our annual club run. Each year, the location of this roaming party and family reunion changes, but it always involves covering plenty of miles together, sleeping outside, and telling exaggerated stories or flat out lies. This year was no different. Considering that we are all geographically scattered about the western half of the United States, we chose Colorado as our meetup point before making our way as a group toward the Black Hills of South Dakota. With some of our members in the Denver area, it made for a logical place to converge for a big family style BBQ before hitting the open road. The following morning, Friday, with stomachs still full from the previous night’s feast and topped off with a healthy dose of coffee, we took flight. Side stands clanged against crusty frames as clackity motors roared to life. The air was cool that morning, a nice reprieve from the previous day’s heat, and would remain that way well into the day. Cloud cover provided shelter from the vicious summer sun. We took to the two lanes, leaving the Interstate to the big rigs and caravans. The backroads are where it’s at. We bumped and rumbled our way through fields of wheat and corn, passed by the ‘Leaving Colorado” sign only to be immediately greeted by the “Welcome to Nebraska” sign and then again at the Nebraska/South Dakota state line. We charged with ever
growing excitement north towards the famous Black Hills. Very soon, the rolling hills of the grasslands and the far-reaching Great Plains would be replaced by mountains, pine trees and twisty roads. A motorcyclist’s heaven.
Many of you have ridden this area because, of course, the Sturgis Rally is there every year. For those of you who have not, however, it is well worth the trip, whether it be during the rally or not. Either way, it’s good stuff. With destinations like the Needles Highway and Iron Mountain Road, you really can’t go wrong. Those two roads alone are worth the trip, but there is plenty of amazing riding outside of them as well. I always recommend getting away from the typical touristy areas and exploring the region a little more intimately. Still, places like Mount Rushmore and Crazy Horse are definitely worth seeing. Our first stop, however, would be at a campground in Hot Springs, SD. It was here that we would call home for the next two nights and use as a launch pad for local riding. It would also serve as our workshop to make repairs to the bikes that took some damage on the journey north. When traveling in a group of this size with a bunch of high or ultra-high mileage choppers, repairs are bound to be made along the way.This year proved no different andpossiblyevenworsethannormal. We had a broken invader wheel, blown out wheel bearings, an axle nut that fell off and caused a bunch of damage, failed charging systems, and I’m sure other mechanical failures I’m not remembering at the moment. Fortunately, we are all fairly competent mechanics and carry plenty of tools and parts, so none of these problems held us back. In fact, I would argue that these situations are what bring us closer together. I,
oddly, almost enjoy the breakdowns because I know that inevitably, they will lead to bonding, laughter, and, most likely a pretty good story. And this is what our club is all about, keeping these old choppers alive and on the road, often in very creative ways. When most people are calling tow trucks, we are solving problems. When most people are trading in the old bike for a new one, we are rebuilding our beloved steeds and keeping them on the road. This is what I love about this club. We always find solutions and keep each other moving forward even when the problem seems insurmountable. I’ve learned a lot about roadside repairs from these guys and I would like to think that maybe I’ve shared some of my knowledge as well. And so that’s what we did: we made all of the necessary repairs, got all the bikes back in rideable condition, and took off for a day of exploring the Black Hills together before returning to camp for our final night in Hot Springs.
The following morning some of the crew started to head home in time for other obligations while some of us opted to do one more night in Deadwood to enjoy a hot shower and a cozy bed before making our ride home. As expected, this year’s run was a success and a bit of a special treat. In the past I have only ridden through the Black Hills during the Sturgis Rally so to get to do it during a quieter time was really nice. My recommendation would be to gather a bunch of your closest friends and maybe even some random acquaintances and head to the hills, you are sure to have an adventure and walk away from it with plenty of stories of your own to tell.
MEET THE 2024 INVITED BUILDERS
Cycle Showcase SmokeOut Is Proud To Welcome These 18 Builders For 24
Article By: Heather Callen
We are thrilled to announce the Legends Gallery Invited Builders for SmokeOut 2024. This years’ exhibit will showcase builders from eleven different states from as far as Texas and Massachusetts. Most of the builders were featured on our pages in 2023 and voted in the top 20 bikes by our readers. Each builder has been given the opportunity to bring a bike of their choosing to showcase their talent.That being said we are excited to see the diversity that is sure to fill the room this year.
Keep 2025 on your calendar as it wil be the return of Legends and Legacies. This was featured in the gallery during the first year back in Salisbury and saw SmokeOut veterans who brought inlegaciesoftheirchoosing.Eitherway,seeyousoonforanother great SmokeOut Rally!
BOB ZEOLA Foxboro, MA
DANIEL DONLEY Defiance, OH
DREW SKOCELAS Muskegon, MI
JEREMY VALENTINE Ft. Wayne, IN
LARRY ALLEN Arlington, TX
RICHARD RUCK Sarasota, FL
TOM KEEFER Dillsburg, PA
RANDALL NOLDGE St. Louis, MO
RAY LLANES
Ormond Beach, FL
BROCK BRIDGES Nilwood, IL
DAN STARKEY Rushville, IN
DANIEL HEMAN Indianapolis, IN
DAVE PEREWITZ Bridgewater, MA
ERIC PUGLIA N Reading, MA
ERIC STEIN Indian Trail, NC
JOHN JESSUP Maryville, TN
JOHNNY HUMPHREY Terre Hill, PA
ANDY BOYD St. Louis, MO
Article By: Heather Callen
Wally Wronka has been riding motorcycles for seventy of the seventy-nine years he’s been on this planet. At this point, I guess one would call him an experienced rider. When he was a boy, his uncle had a motorcycle dealership, and his father rode, so it seemed natural that he found his way to two wheels at a young age. His first motorcycle was a 125cc English James.
As you can imagine, after all these years, Wally isn’t new to building and customizing motorcycles. Heck, he built his first bike some forty-five years ago, a 1956 125CC NSU Superfox. Over his time on two wheels, Wally says he’s owned over 100 motorcycles and still continues to build and restore them. At the time of this interview, he had just finished a 1977 XR75 dirt bike restoration! Man, I hope I’m still going that strong when I’m his age!
Wronka is the epitome of a Garage Builder, which is precisely where I found this great little scoot, on the Dennis Kirk Garage Build website. You see, he never made a living from motorcycles. In fact, he worked in the car business for forty-nine years before retiring. He just happens to have a love affair with motorbikes, too.
When I reached out to Wally, I was shocked to hear he had built this 1980 Yamaha XS650 twenty-six years ago. While recovering from a heart attack at just fifty-three years old, Wronka saw a picture of a Yamaha Street Tracker in Cycle World Magazine and immediately knew that he had to have one. They say motorcycles are good medicine, so he set out to build one like he had seen in the magazine.
Wally bought the donor bike from an insurance guy in Texas. Paid a whopping 250 bucks for it. Over the last few decades, he had learned a thing or two about building bikes, so Wally was able to handle everything on this project himself except the paint. He left that to professional painter Adam Luna in Bryan, Texas. Wally fabricated or modified everything, including the motor, exhaust, front forks, and brake lines.
WRONKA TOY
Owner: Eric Taylor
City/State: Comerce Township, MI
Builder: Walt Wronka
Year: 1978
Model: Yamaha XS650
Value: $6,000
Time: About 6 Months
ENGINE
Year: 1980
Model: XS650
Builder: Walt Wronka
Ignition:Stock / Electrion Pickup
Displacement:750
Pistons:750 10.5:1Compresson
Heads: Stock / HD Valve Springs
Carb: Dual 36MM Mikuni /Axtrl Manifold
Cam: Web Cam #1 Grind Performance
Air Cleaners: Uni Filters
Exhaust: Jemco 1 3/4
Primary: Stock
TRANSMISSION
Year: 1978
Make: Yamaha XS650
Shifting: 5 Speed
FRAME
Year: 1978
Model:Yamaha XS650
Rake: Stock
Stretch: Stock
FORKs
Builder: Walt Wronka
Type: 35MM
Triple Trees: Stock/T-kate fork brace
Extension: Stock
WHEELS
Front Wheel: Stock
Size: 19”
Tire: Goodyear
Front Brake: Vintage Brake
Rear Wheel: Yamaha RD400
Size: 18”
Tire:Gooyear
Rear Brake: Ferado Brakes Pads
PAINT
Painter: Adam Luna Bryan,Texas
Color: Ford School Bus Yellow
Type: PPG
Graphics: Omars Dirt Track Racing
Chroming:
ACCESSORIES
Bars: 32” Flat Track Bars
Risers:
Hand Controls: Yamaha YZ 400/Magura
Throttle/Brembo Master Cylinder
Foot Controls:
Gas Tank(s): Omars Dirt Track Racing
Oil Tank:
Front fender:
Rear Fender: Omars Dirt Track Racing
Seat: Integral to rear Fender
Headlight: Aftermarket
Taillight: Omars Dirt Track Racing
Speedo: JC Whitney
When asked what the biggest challenge of this project was, it surprised me to hear that it wasn’t wiring or the motor or something critical like that. It was the paint color. Finding just the right paint color seemed to take forever, which ended up being Ford School Bus Yellow.
During the year-long project, Wronka turned to the guys at the Yamaha XS650 Society for much advice and guidance. I checked it out (www.xs650. com), and the forum is still running strong. Michael “Mercury” Morse of Vintage Brake and Yamaha 650 Central was also integral to the project.
Despite the “Wronka Toy” being his all-time favorite bik, Wally sold it a few years back to make room for more motorcycle projects. However, he was smart about it; the new owner lives just a few miles down the road, so Wally occasionally gets to see it being thoroughly enjoyed by its new caretaker and says it looks just as good now as it did when he built it over two decades ago. Way to go Wally!!
TRASK ASSAULT SWINGARM FOR 2018+ SOFTAIL MODELS
Get the most out of your performance build by carrying lessweightwithincreasedstabilityforcarvingcornersand dominating the streets! Our high-grade billet aluminum swingarm is precision machined. It comes complete with all the hardware you need to make the swap and be back in the wind with as little downtime as possible. The Trask Softail swingarm uses the same race-proven technology and standards, putting the Trask Race team at the top of the Bagger Racing League. $2999.95 www.traskperformance.com
RABACONDA WHEEL BALANCER
The Rabaconda Motorcycle Wheel Balancer has taken the triedand-true concept of the static wheel balancer to a new level with severaluniquesfeatures.Thedurablesealedballbearingsensure a consistent low friction rotation, and the Hand Adjustable Cone Systemmakesforquickandeasywheelcenteringandthedurable sealed ball bearings, which ensure low friction rotation and allow for the perfect balance every time. The Motorcycle Wheel Balancer can be used on a workbench or the wall with the included wallmountbracket.TheMotorcycleWheelBalancerislightweight, compact,portable,canbeassembledordisassembledinseconds andcanbepackedawayinaconvenientcarrybagwhennotbeing used.$189https://us.rabaconda.com/products/motorcycle-wheelbalancer
IOMOUNTS® ESSENTIALS COLLECTION
Introducing the Klock Werks NEW Essentials Kit, your ultimate solution for magnetic phone mounts, featuring a diverse array of universal iOmount® products tailored for versatile use. This deluxe “chocolate box” style kit is packed with all the essentials for seamlessdeviceintegrationthroughmagnetictechnology,perfect whether you’re at home, in the office, or on the go.The iOmounts® Essentials Kit includes: iOmini™ Black Stand: iOtraveler: iOpop: iOkwik: Nomad™: Tether: 2 pack iOdiscs Each component is designed for peak functionality and effortless use, making it a top choice for every tech-savvy individual looking for the best in magnetic phone mounts. $174.95 www.getklocked.com
STRAIGHTPIPESADJUSTMENTSYSTEM
The Bagger Nation “Straight Pipes” Adjustment System enables you to centeryourexhaustwithintheportsof your stretched fender and bags (dual exhaust) by providing you a slotted muffler mounting bracket that gives you the left-to-right adjustment you need to center the pipes. This is the only muffler adjustment system that fits securely in the H-D rubber muffler isolator mount. These brackets are a MUST when using 4.5” exhaust pipes to adjust them to the center. This kit is easy to install and durable. $59.95 https://paulyaffeoriginals.com/products/straight-pipes-adjustment-system
PERFORMANCE PREDATOR 2-UP SEATS
This seat features a 5 ¾” driver support with unique styling and is narrower up front. Contoured for maximumcomfortThe3/16”thermoformed ABS seat base gives the perfect fit, while the carpeted bottom and rubber bumpers protect your bike’s paint. Available in high-quality automotivegradevinylwithdoublediamondstitch in black, silver or red thread. Mounting hardware is included. Designed to fit 08 - 23 FLHT, FLHX, FLHR and FLTRmodels(exceptfor23FLHXSE/ FLTRXSE). Made in the USA Suggested retail price range of $432.95 –$449.95.https://seats.dragspecialties. com/products/?productId=673492
Hey, these are strange times, but in the end, what’s the bottom line? It’s on us to inspire all of those riders around us to greatness. Be a great rider, competitor, builder, leader, family man or woman, advocate for freedom, business person and or brother. And don’t ever stop… Let’s hit the news:
Legislative News From Wisconsin
- Louisiana Governor Jeff Landry signs HB 515 authored by Rep. Dodie Horton into law. This law protects gas powered cars, trucks, and motorcycles. No state agency shall restrict the use or sale of a motor vehicle by any citizen based on the energy source used to power the motor vehicle, including the energy source used for propulsion or use of powering other functions of the vehicle based on its power source. -Seven, Motorcycle Riders Foundation ~ Communication
Director
Louisiana Governor Signs Bill To Protect Vehicle Choice Into LawLouisiana, here’s a win! Governor Jeff Landry signed into law a SANsupported bill (H.B. 515) to ensure consumers’ choice of vehicle power plants and fuel technologies by preventing a state agency from limitingaccesstointernalcombustion engines. This action will go into effect on August 1, 2024.
The SAN believes that Louisiana’s residents, not the government, should decide what vehicles are best for them and their families. Keep in mind that the fight to protect internal combustion engines (ICE) across the country is far from over. Please encourage others to get involved now by signing-up for the SEMA Action Network (SAN) without cost or obligation.
Congratulations, and thank you for your continued support—please
share this exciting triumph with others! Special thanks to those who voiced support for this effort.
Website Simplifies RIDE Days for Training Sites - Coaches Across America - The Motorcycle Safety Foundation is continuing efforts to make it easier for training sites and communities nationwide to introduce formal coaching to aspiring motorcyclists and connect with veteran riders. The MSF RIDE Day program now has a well-developed web page designed as a primary resource for coaches and training providers.
“Among other things, the web page featuresaformthatproviderscanuse to schedule their own RIDE Days,” said Corey Eastman, MSF Director of Rider Education Expansion. “It helps with creating important assets such as hold-harmless waivers and promoting events through organic and sometimes paid methods. It has usefultemplatesandmanyresources for learning how to produce and host a RIDE Day.
We also now have a recap and videofromeachofthethreeRIDEDay webinars we recently hosted. Now that we have these deep reserves of video, photo, and produced content, we’re going to focus on encouraging training providers to host their own RIDE Days.”
The MSF RIDE Day program had a huge May – during Motorcycle Safety Awareness Month – with eight events spanning the country from Alaska to
New York and more than 400 guest participants.
EveryeventfeaturedaMOTOIntro, designed as a first-ride experience, allowing participants to try riding without any of the typical obstacles that make a first experience difficult – and conducted by MSF-certified coaches. Some days also featured the SKILLS Check, for current, licensed riders, on their own motorcycles, riding through an MSFbased exercise. This allowed them to evaluate their own skills and receive MSF coaching. - MIC
All Kids Bike Action - One Man.......Nine Schools..... Hundreds Of Kids - Trey Hinton, a detective with the Charlotte Mecklenburg Police Department, cycling enthusiastandambassador of All Kids Bike has raised funds for nine North Carolina Elementary Schools. The most recent one delivered last month to Hickory Ridge Elementary School.
Unwavering Support OfAll Kids Bike!
Lane Splitters Rule - With the signing of HF 5247 into law by Gov. Tim Walz (D) on Friday, May 24, Minnesota became the sixth state to legalize lane filtering and joined California, Utah, Montana, Arizona, and Colorado — which also signed
lane filtering into law this year — as states that permit lane filtering.
He stands as living proof of how childhood experiences on bikes can seamlessly translate into various facets of life. Whether it’s the commitment to learning something new or the pursuit of ambitious goals, the lessons learned through cycling serve as a blueprint for success. The satisfaction of hard-earned achievements is a reward that he cherishes. Thank You, Trey, For Your
As part of a supplemental budget bill — which impacted several departments,includingtheMinnesota Department of Transportation — motorcyclists in Minnesota will now be allowed to filter through traffic “at no more than 25 miles per hour and no more than 15 miles per hour over the speed of traffic in relevant traffic lanes.” Written by Sen. Scott Dibble (D-61) and Reps. Frank Hornstein (D-61A), Brad Tabke (D-54A) and Erin Koegel (D-39A), this section of the bill will take effect on July 1, 2025.
The legislation’s success came after AMA member and BMW MOA Treasurer Phil Stalboerger told his story of being rear-ended on a motorcycle while in traffic to several legislators who wanted to find a way to prevent further accidents from happening. In addition to the lanefiltering aspects, HF 5247 also added punishments for drivers that impede motorcyclists on the open road, stating that “an operator of a motor vehicle must not intentionally impede or attempt to prevent the operation of a motorcycle” when filtering.
The AMA remains supportive of efforts regarding the legalization of lane filtering, as its welldocumented success in other states, in addition to support from several studies, indicate that it’s an effective way to keep motorcyclists safe on the road. The AMA’s position on lane filtering, as well as lane splitting, can be found at AmericanMotorcyclist. com/rights/ama-board-positionstatements/lane-splitting/.
There You Have It—It’s time for everyone to step up, join your local or national motorcycle rights organization and push for the truth and integrity. If you need a more rapid news fix check Bikernet.com weekly. We are always on your side. Ride Free Forever. -Bandit
There is something special about the way that Michael Lichter can capture the essence of a motorcycle through a camera lens that makes a motorcycle like this Flathead from Cole Foster stand out in the negative space of a professional photographystudio.Aftermanydecadesofadmiring[both] Michael’s photography and Cole Foster’s craftsmanship, I
have to wonder what the next ten or twenty years will look like should we lose print media altogether. I love social media for its “citizen journalism” and its ability to connect us with like-minded humans around the globe, but what it seems to lack is the time stamp that real photography and real craftsmanship provide your soul. I can only compare it to music. There are just some songs that no matter how
Article By: Jason Hallman Photos By Michael Lichter
many times I hear them, I am instantly transported back in time to the first time I heard it or at least the first time I was doing something meaningful when that particular song was playing.
Timeless is the perfect superlative to use when introducingaColeFosterbuiltmotorcycle.Justlikeaguitar lick from Stevie Ray Vaughn or even Eddie Van Halen,
Cole’s work is timeless and recognizable in an instant. For those of you who may not know, there are only a few legendary photographers that have made motorcycles their muse (almost) exclusively and today there are even fewer of these artists left. If you are a custom motorcycle builder, to have been offered the opportunity of a full-on studio shoot in Michael’s studio is considered to be one
of [if not] the highest honor[s] and judging by the images in this feature it is easy to understand why Michael chose this motorcycle for this shoot.
In classic Cole Foster tradition, every part of this motorcycle is massaged by hand by Cole to his exacting standards. It should also be mentioned that Cole is not known only for his prowess in the custom motorcycle sphere, he is also, most notably, known for his automotive builds so it is no surprise to find that some of that aesthetic carries over into builds like this one you see on the pages. For instance, the speedometer is from a 1912 Ford Model T and the beautiful brass headlamp was sourced from a vehicle of French origins at a swap meet.
While every custom that Cole takes on requires a significant amount of work to reach the desired outcome, it always helps to start with a foundation that is in the best of condition and Cole’s client, Chris Huber, delivered a bike that allowed Cole to start from a solid place. The frame, forks and engine are vintage 1937 Harley Davidson VL, while the fuel tank is from a 1932. Cole modified the front and rear genuine Harley fenders before sending them to Mario from Unique Auto Body in Salinas, California for the beautiful body work and maroon finish. The hand lettering was done by Frank Signs in Sand City, CA and Sherms Plating handled the chrome plating.
It isn’t often that you associate the word “elegant” when describing a Flathead, but this bike is just a little different in that way. Somehow Cole seems to create a sense of elegance in anything he builds, whether it be the choice of finishes or simply the raw materials he uses to hand craft parts. This rolling work of art just seems to have that certain “je ne sais quoi” that makes it museum quality and looks fast sitting still.
Of course, at the heart of this magnificently crafted machine is an original 1937 VL Flathead engine painstakingly assembled by engine
master Paul Friebus. All the inner bits are masterfully machined and spec’d to make around 60-horsepower. The factory engine output was approximately 37.5 brake horsepower almost 90-years ago. Having nearly doubled the factory engine output explains the use of a Baker 6-speed gearbox in place of the original four speed transmission. The beautifully chromed mechanical brake hubs are laced on to 18-inch by 4-inch-wide hoops and they are wrapped in a more modern-styled Pirelli rubber. Rather than sourcing an OEM vintage-style saddle Cole elected to send a spring mounted seat pan to
Duane Ballard for a vintage looking saddle to keep the aesthetic across the entire project. From tip to tail, the Flathead carries the essence of a Cole Foster build that is unmistakable.
This is the second or third bike Cole and Chris have done together, and it is a foregone conclusion that they will work together again, and we cannot wait to see what they come up with next!
TIMELESS
OWNER: Chris Huber
CITY/STATE: Placerville, CA
BUILDER: Cole Foster
YEAR: 1937
MODEL: Flathead
Value:
Time:
ENGINE
Year: 1937
Model: Flathead
Builder: Paul Friebus
Ignition: H-D
Displacement: 60HP
Pistons:
Heads:
Carb:
Cam: Paul Friebus
Air Cleaner: Cole Foster
Exhaust: Cole Foster
Primary: H-D
TRANSMISSION
Year:
Make: Baker Drivetrain
Shifting: 6 Speed Tank
FRAME
Year: 1937
Model: VL
Rake: 0
Stretch: 6 0
FORKS
Builder: H-D
Type: Springer
Triple Trees: Extension:
WHEELS
Front Wheel: Spoke
Size: 18”
Tire:
Front Brake: H-D
Rear Wheel: Spoke
Size: 18”
Tire:
Rear Brake: H-D
PAINT
Painter: Unique Autobody, Salina CA
Color: Maroon
Graphics: Frank Signs
Chroming: Sherm’s Plating
ACCESSORIES
Bars: Cole Foster
Risers:
Hand Controls: Brass
Foot Controls: Cole Foster
Gas Tank(s): 1932 VL
Oil Tank: H-D
Front Fender: H-D/Cole Foster
Rear Fender: H-D/Cole Foster
Seat: Duane Ballard
Headlight: Swap Meet
Taillight: Cole Foster
Speedo: 1912 Ford
Photographer: Chris Callen
Heard A Good One Lately ? Then Send It Along To Us At: 119 Dellenbaugh Rd. Tarentum, PA 15084 Or E-mail To cyclesourcemain@comcast.net
An army major visits the sick soldiers, goes up to one private, and asks: “What’s your problem, Soldier?” “Chronic syphilis, Sir.” “What treatment are you getting?” “Five minutes with the wire brush each day.” “What’s your ambition?” “To get back to the front, Sir.” “Good man.” says the Major. He goes to the next bed. “What’s your problem, Soldier?” “Chronic piles, Sir.” “What treatment are you getting?” “Five minutes with the wire brush each day.” “What’s your ambition?” “To get back to the front, Sir.” “Good man.” says the Major. He goes to the next bed. “What’s your problem, Soldier?” “Chronic gum disease, Sir.” “What treatment are you getting?” “Five minutes with the wire brush each day.” “What’s your ambition?” “To get the wire brush before the other two, Sir”
Gomer
Afamily is at the dinner table. The son asks the father, “Dad, how many kinds of boobs are there?” The father,surprised,answers,“Well,son, a woman goes through three phases. In her 20s, a woman’s breasts are
like melons, round and firm. In her 30s and 40s, they are like pears, still nice, hanging a bit. After 50, they are like onions.” “Onions?” the son asks. “Yes. You see them, and they make you cry.” This infuriated his wife and daughter. The daughter asks, “Mom, how many different kinds of willies are there?” The mother smiles and says,“Well,dear,amangoesthrough three phases also. In his 20s, his willy is like an oak tree, mighty and hard. In his 30s and 40s, it’s like a birch, flexible but reliable. After his 50s, it’s like a Christmas tree.” “A Christmas tree?” the daughter asks. “Yes, dead from the root up and the balls are just for decoration.”
Anita
Alittle old lady answered a knock on the door one day, only to be confronted by a well-dressed young man carrying a vacuum cleaner. ‘Good morning,’ said the young man. ‘If I could take a few minutes of your time, I would like to demonstrate the latest in high-powered vacuum cleaners.’ ‘Go away!’ said the old lady. ‘I’m broke and haven’t got any money!’ she closed the door. Quick
as a flash, the young man wedged his foot in the door and pushed it wide open. Don’t be too hasty!’ he aid. ‘Not until you have at least seen my demonstration.’ And with that, he emptied a bucket of horse manure onto her hallway carpet. ‘If this vacuum cleaner does not remove all traces of this horse manure from your carpet, Madam, I will personally eat the remainder.’ The old lady stepped back and said, ‘Well, let me get you a fork ‘cause they cut off my electricity this morning.’
Tom
AguyisatthePearlyGates,hoping to be admitted. St. Peter says, “I can’t see that you did anything really good in your life, but you never did anything bad either. I tell you what, if you can tell me one really good deed that you did, you’re in.” So the guy says, “Once, I was driving down the road and saw a gang of bikers assaulting this poor girl. So I pulled over, got out of my car, grabbed a tire iron, and walked straight up to the gang’s leader--a huge ugly guy with a studded leather jacket, bald head but with hair all over his body, and a chain running from his nose to his ear.Undaunted,Irippedthechainout of his nose and ear and smashed him over the head with the tire iron. Then I turned around and, wielding my tire iron, yelled to the rest of them, ‘You leave this poor, innocent lady alone! You’re all a bunch of sick, deranged animals! Go home before I teach you all a lesson in pain!’” Impressed, St. Peter says, “Really? I can’t seem to find this in your file. When did this happen?” “Oh, about two minutes ago.”
Mark
