Cycle Source Magazine Issue 308 June/July 2024

EDITORIAL OFFICE

Call 724-226-2867 or e-mail cyclesourcemain@comcast.net

cyclesource69@comcast.net

cyclesourcemain@comcast.net

neanderthalneon@hotmail.com

Marty - South East Editor - roadsidemd@bellsouth.net

“Bandit” Ball - News Editor - bandit@bikernet.com

STAFF WRITERS

Chris Callen, Milwaukee Mike, Jack Schit, Pat Jansen, Charlie Weisel, Jason Hallman, Amelia Rose, Daniel Donley, Joshua Elzey, Roadside Marty, Heather Callen, Melissa DeBord, Matt Reel, Jason Mook STAFF PHOTOGRAPHERS

Chris Callen, Heather Callen, Mad Stork Ken, Twila Knight, Melissa DeBord CONTRIBUTORS

Marjorie Kleiman, Kerri Schindler, Jeff McKinney

ARTISTS Chris Callen

In the story of Dante’s Inferno, these words ring out as he begins his ascent through hell, aside the great poet. Much in the same way, we have begun an arduous journey in which the everpresent need for change has started to guide us through a transformative process. You see, 27 years ago, as we launched the title of our beloved magazine, we picked a name that embodied exactly what we felt was most important about the motorcycle culture. To that end, we named it without a single segment in mind. The Cycle Source Magazine would be the place to go no matter what kind of bike you were into, what demographic you fit, and, for that matter, if you rode long and far, short, or infrequently. There was no need to call it “Evil Choppers of Death” or “Big Wheel Baggers for Life” because we were born from a segment of the culture that was comprised of bluecollar regular people who loved their bikes, celebrated their culture, and at the end of the day had many other responsibilities in their life like jobs or families, even their extended communities.

So what does all this mean as it applies to this issue of Cycle Source? Well, if you have been a subscriber or even have seen the magazine over the years, you will notice right off the bat that it looks different this month. The purpose is that as the motorcycle industry has evolved, we now need to meet that evolution

with our own changes. You see, back in the days of the early 2000s, we were part of the Limpnickie Lot revolution, and our style, the bikes we rode and built, were unusual and definitely not the status quo. To get more recognition, we put up a flag that Cycle Source was the home of this movement, and these pages carried the letters from those front lines. But as sure as that was the first new generational change in the American Motorcycle culture, another came after that, and still another that we see joining us today. While the bikes and builders of our generation will still be celebrated inside each issue, we also feel compelled to start to include more of the younger generation and the newer motorcycles that they customize and celebrate their culture with them. God forbid we become too much like the establishment that existed as we tried to break into this thing. To that end, you will see more bikes in this issue and hereafter that you might not have expected in Cycle Source. Of course, we started this change over a year ago, one bike at a time, and haven’t received a single death threat yet, so who knows, our subscribers may be as ready for this change as we are. Only time will tell.

Other changes you can expect are those related to our treatment of content. More pages for feature bikes, bigger pictures, and less of the same stuff you can get from our

blog or social media. In short, these pages will become more specialized and cherished for the content they carry. We owe it to those of you who have paid the price of a subscription, and with that comes a responsibility to give you our best in each issue.

At the beginning of this whole thing, we were just a bunch of kids from Pittsburgh who went out and raised hell on any bike we could get our hands on. They were usually rough and cobbled together, but our prized possession nonetheless. Learning to express ourselves in print first and then through digital means has been the thrill of our lives and continues to reinvigorate. So, dear reader, as we close in on three decades of being the voice of the custom motorcycle culture, we are renewing our commitment to you that this is not about us. It’s actually not about you. In fact, it is about the motorcycle that brings us all together. It has saved lives, fought wars, transformed our mood, helped us through dark times, and showed us the sights of the world. Hell, when you put it like that, to say one type of motorcycle is cooler than another is kinda dumb. But we’ll have to wait for the jury to come in. Until then, we’re hitting the road to find you more of the best.

Article By: Heather Callen Photos By: Missi DeBord

For 83 years, motorcycle enthusiasts have been making the trek to the coastal community of Daytona Beach, Florida, to celebrate the almighty motorcycle. Back when it started in January 1937, the “rally” began with the “Handlebar Derby” or, as most know it, the Daytona 200. Two-wheeled machines raced for a mile and a half down the sandy shores before hitting the ¼ mile-banked sand turn that led onto the paved public streets before hitting another banked turn back onto the beach to see who could make the 3.2-mile loop the fastest. That inaugural year, Ed Kretz, out of California, took top honors on his Indian Motorcycle. These races ran from 1937 to 1942, when the wartime efforts took top priority. Despite the racing being on hold, that didn’t stop the motorcycles from showing up in Daytona to celebrate the machine. Not to fear, though, racing resumed in 1947; however, the rally and races were such a huge hit that the city council asked the residents to open their homes to visiting riders because every hotel, motel, and campground was full capacity. Beach racing continued until 1960 before moving to the Daytona International Speedway, where the

Daytona 200 still runs to this day.

Over the years, Daytona Bike Week has undergone its fair share of changes, but one thing remains the same: each year, the motorcycle masses descended on Daytona Beach for the spring opener. 2024 was no

different. Much like the early days, we kicked off our Daytona Bike Week experience with Sons Of Speed racing. Despite it being some 80 years later, the bikes running around the New Smyrna Speedway date back to 1916. I don’t imagine much has changed; racing is racing, and the machines are

just older with a new lease on life. We watched some first time SOS riders got head to head with guys that have been there since the beginning. None of that mattered for a lot of the riders, though. After talking with a good number of racers, I’m not sure how many are actually there to win; many are just in it for the memories and the adrenaline rush. It was a fantastic day, without incident, and a great way to start the week. In an upcoming issue, we’ll have a terrific feature story on a newcomer to the Sons of Speed arena, Johnny Humphrey, so stay tuned. Sunday brought threats of foul weather, but Mother Nature never reared her ugly head and held out so we could enjoy Warren Lane’s True Grit Antique & Chopper Gathering at the Broken Spoke Saloon. This has become one of the top events of the week. It’s a show but not a show; no one is there to get a trophy; it’s more to feast your eyes on the smorgasbord of antique and custom bikes. Warren does hand out a handful of awards for bikes that catch his eye or have a great history. It turned out to be a special day for me. Unbeknownst to me, my son, Zachery, whom I don’t get to see often due to geography and scheduling, surprised me by showing up at the

Spoke! Needless to say, between the visit and the outstanding motorcycles it was an excellent day all around.

The Flying Pistons Builder’s Breakfast has become somewhat of a staple on Monday mornings during the rally. Custom builders and industry professionals like Rusty Wallace, Dan Toce, Baker Drivetrain, Cory Ness, Bob Kay, and so many more gather under the pavilion at Destination Daytona to raise money for All Kids Bike through great auctions. Big thanks to Jeff Najar and Marilyn Stemp for organizing such an excellent event for a good cause. If we get the kids on two wheels when they’re young, we’re sure to hook them for life.

That afternoon, Chris was lucky enough to be the first to score a ride on the Hydra Glide Revival, Harley’s newest offering in the Icon line. I hopped on my kid’s bike to capture the moments for Chris and to say that I got to ride with my boy for the first time. What started out to be a glorious day turned pretty crappy in a hurry as we headed to the beach to take capture that bucket list photo op. Chris loved the bike. Zach rode the beach for the first time. Despite the cold, damp, heavy fog that had rolled, not one of us complained. It was a good day.

Tuesday was THE day for Cycle Source. It was our umpteenth (yes, that’s an actual number) bike show in Daytona. As in years past, we held it at the outstanding Broken Spoke Saloon. That place has such a great vibe, and they’ve really done a stellar job making it one of the best hangs in the area. Now, if you pay attention to how we run our shows, you know we have awards in roughly 28 classes (you can see the winners on pages 56 and 57). This opens the show up to just about every make, model, size, and shape motorcycle you can imagine, and we love it! With nearly a hundred bikes to be judged, it wasn’t an easy task at all, but it was easy awarding the Best of Show to Kyle Ray Rice with his killer Shovelhead FXR that ticked off all the boxes for a custom motorcycle.

Directly following our show, we headed over to the corner of N Beach St and Main in Daytona, which is the home away from home for Toce Performance and a number of other invited wayward bikers looking for a chill place to hang. A few years back, we (Toce, CSM, and Stevenson Cycles) thought it would be great to have a little shindig at his joint, Tacos & Burnouts. It didn’t stay little for long, but it was a great time. Somehow, without official invitation or provocation, we found that we were playing host to several of the best stunt teams in the country. All there to raise hell on wheels,

and that they did. Unfortunately, the boys in blue shut the street shenanigans down a little early this year, but they were kind enough to give us some pointers on how to do it without a visit from them next year. Thanks, fellas.hope we don’t see ya next year!

After the ruckus on Tuesday night, 8:00am Wednesday came much too early. It was the semi-annual meeting of the Independent Motorcycle Aftermarket (IMA) held at the Broken Spoke Saloon. With independent shop owners Kirk Willard of the MRF and Bob Kay on hand, the round table discussion included topics like the right to repair, the right to customize, and damning EPA regulations. If you want to learn more or join the IMA, visit https://imamembers.org/. They’ll also be meeting again in Sturgis.

Post meeting we hung around the Spoke so we could catch the Perewitz Paint Show, which turned out to be one of the highest attended shows that Dave has had. It was a sight to be seen; everywhere you looked, there were overthe-top paint jobs on all different styled motorcycles. Definitely glad I didn’t have to judge that. It couldn’t have been easy. Before wrapping up the show, they threw an impromptu sound off, which, despite not necessarily being my jam, it was great to see everyone bustin’ a move in the

middle of the show.

The day all chopper jockeys go to Daytona for had finally arrived, Chopper Time! If you know, you know why it has been dubbed the greatest chopper show on earth. Mother Nature shined down with a smile, keeping the rain and oppressive heat away for the day. This year, 180 bikes entered the show. There would have been more, but we just plum ran out of room! Many say it’s a top honor to leave Chopper Time with a trophy, and they’re not wrong. It’s not an easy show to judge, and thankfully, there’s help with that whole deal from a few industry pros. You can see the 2024 winners on pages 46 and 47). All of the proceeds raised at Chopper Time go to the Veterans Support Fund and we’re proud as hell to be a small part of it.

The Dennis Kirk Garage Build show on Friday marked the final official duties for Chris and I and were happy to help celebrate the hobbyist builder. 96 motorcycles entered the show that day. Sorry, Bob, you were so close yet so far from that gold star, but no worries, we’ll keep trying! It was great to see what the home builder dream up in their shops, sheds, barns, and living rooms. I have to admit, we had a helluva time picking the winners for this one, but in the end, Anthony Reboudo (full feature starting on page 20) took home the Best Of Show bragging rights, and rightfully so.

On Saturday, Chris and I decided to divide and conquer. He had received a coveted invitation to Detroit Randy’s DAM show. Chris chose to display Hookin’ N Bookin’, his 1949 Panhead, so he rolled over early in the day. Chris was utterly honored and humbled to receive his DAM ring, which he will cherish for a lifetime. Thank you, Randy, for giving him a place to shine. While Chris was hanging out with his fellow DAM exhibitors eating BBQ that I’m still hearing about, I headed to Destination Daytona to support our buddy Kory Souza at his “No Class Bike Show.” It was a great afternoon hanging with friends and perusing the wide array of motorcycles in attendance. Unfortunately, I had to split a little early and didn’t see the awards, but I know what a stickler Kory is for fit and finish, so I know it was no slouch.

Despite the weather threatening to be awful just about every day, we got lucky most everywhere we went. Good weather, coupled with great motorcycles and better people, made for a stellar Daytona Bike Week, and hopefully, it’s indicative of how the rest of our year in motorcycling goes. You’ll have to stay tuned to find out for yourself.

We all know the newer Softail compensator sprockets are known to fail. They are being covered under warranty, but what is the point of putting the same thing on that just broke. Baker Drivetrain has this figured out with the Compensator Sprocket upgrade kit. It is a pretty straightforward installation that takes less than an hour.

The Baker compensator kit comes with a 30-tooth compensator, which has fewer teeth than stock and will give the extra get up and go. All necessary parts are included with this

kit, including compensator sprocket assembly, primary chain, shims, and installation instructions.

To start disassembly, remove your foot peg, shifter, and outer primary

cover. Now, remove the primary chain tensioner. This is an automatic adjust version, so with that being said, I like to wrap a couple of zip ties around the tensioner to keep the spring from unloading. Once that is done, you can remove the two primary chain adjuster bolts. Remove and set aside.

I highly recommend heating the stock 9/16-12 compensator bolt with MAP gas before removal to soften the red Loctite. Without heat, the hardened red Loctite may break up the pieces, act like a very coarse abrasive, and destroy the bolt threads.

ArticleAndPhotosBy:DanielDonley www.pandemoniumcustomchoppers.com

With the compensator and the stock chain removed, you can now use a 9/16-12 tap to clean out any remaining Loctite from the threads. Also, a couple squirts of carb cleaner and compressed air to remove any debris from the blind hole doesn’t hurt.

Now, we will install the compensator sprocket with no chain. Take a couple of measurements to make sure the sprockets are in alignment. We want the sprockets to be within .030 of each other, with a straight edge on the sprocket face measure to the inner primary and subtract the 2 numbers. This is the amount of misalignment. There is a .030 tolerance here. The kit is supplied with various shims to accommodate proper alignment. Shims were not necessary with this installation.

Remove the compensator sprocket and set it to the side. Now, install the chain over the clutch basket. Next, install the compensator into the chain, then the compensator onto the engine spline shaft. You will want to use Red Loctite on the compensator bolt and torque to 100 FT lbs. then back off a half turn and torque it to the final 175 FT lbs. Once that is completed, you can install the primary chain adjuster. I also used Red Loctite here and torque to 21/24 FT Lbs. Cut and removed zip ties. Baker has made this installation super simple.

I like to clean the gasket mating surfaces with Acetone, then install the necessary primary gaskets and outer cover. I use blue Loctite on all the ¼” fasteners and torque to 90 in. lbs. The 4 long bolts go up front. Reinstall the foot peg, shifter, and one quart of your preferred primary fluid.

The Baker Drivetrain 30-tooth compensator sprocket kit is the only torque-increasing compensator sprocket on the market. It also improves function, gives quieter operation, and causes less clunk when shifting to first gear. It is also more durable than the factory configuration. The factory compensator sprocket is lackluster, to say the least, and if you have not replaced it yet, you will. I highly recommend this Baker Compensator Sprocket kit; it will solve the problems and give you a little extra oomph. If you don’t have the necessary tools, they are affordable. Go buy them, so you can do it your damn self!

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

Anthony Reboudo has never liked attention, but boy, did he get attention when he built this beautiful 49 Panhead. This bike was a huge hit and took home honors in every bike show he entered during the 83rd Daytona Bike Week.

Anthony got into motorcycles simply because he thought they were cool. He got his motorcycle license when he was 18 and bought a CB750 his friend’s dad had for sale.

Article And Photos By: Missi DeBord

Reboudo’s parents disapproved, so like many other tales we’ve told, he had to leave it at his friend’s house. He wanted a Harley, and when he was 19, he decided it was time. He had imagined what he thought was a “cool” bike and described it to the only person he knew who rode cool bikes, his uncle. His uncle told him the bike he described sounded like an FLH, so he found one in a local Trader paper. He now describes that bike as an “Evo Grandpa Bike.”

He rode that bike all over, and one night, while out on the town, it was stolen and never recovered.

He has since gone through several bikes, different brands and styles, from old Harleys to Crotch Rockets and even Cafe Racers, always tinkering with them. About 10 years ago, he started getting serious about customizing them. He really liked Cafe Racers and Bobbers, but at the time, you couldn’t really just go out and buy one, so he bought

another CB750 and started making it his own. He learned as he went and got ideas from studying bikes he liked.

Anthony was into the older stock Harley’s which led him to his first Shovelhead. He journeyed into a local bike shop, wanting some repairs done. The shop owner told Reboudo that he needed to learn to do the repairs and would only sell him parts. So, he figured it out and learned, like many of us do, by watching others on YouTube.

A couple of years ago, Reboudo and one of his buddies were watching a lot of cool things going on in the world of Choppers. Videos of people riding them all over the country, and they decided that was what they wanted to do. Anthony really liked the 60s-style Choppers, and he came across a Shovelhead basketcase and built his first chopper. He wasn’t satisfied with it, though. It bothered him that his 60s-style chopper had a 70s motor in it.

Anthony wanted a Panhead, which he had always thought would be out of reach. But he was determined, so he started asking the old greybeards at the local

monthly swap meet if they had one. Finally, one said yes but didn’t have it with them and would bring it to the next meet. He bought the motor and found a rigid Panhead frame at the same swap meet. You guessed it, this combination became the bike you see here.

This time Anthony took his time and really put extra effort into his build, and it shows. He took the little details he skipped on his Shovelhead and put them into play on this one. He used Vee Manufacturing risers and handlebar clamps. The Dog Bone clamps are replicas of the Selling & Helling’s of the 30s. He used Gas Box Up Sweep exhaust. He wanted the bike to have a simple paint job with flames and painted it himself. The paint turned out not to be the color he expected; it was supposed

prodigious pan TECH Sheet

Owner: Anthony Reboudo

City/State: Holiday, Florida

Builder: Anthony Reboudo

Year: 1949

Model: Panhead EL

Value: Not for Sale

Time: 10 Months

ENGINE

Year: 1949

Model: EL

Builder: Anthony Reboudo

Ignition: Points & Condenser

Displacement: 61ci

Pistons: +.050 Superior

Heads: Stock Harley Davidson

Carb: S&S Super E

Cam: Andrews A2

Air Cleaner: K&N

Exhaust: Gas box Upsweeps

Primary: Harley Davidson Chain

TRANSMISSION

Year: 1976

Make: Harley Davidson

Shifting: 4 Speed

FRAME

Year: 2002

Model: Corbin-Gentry Wishbone

Rake: 30 degrees

Stretch: 0”

Forks

Builder: Mid-USA

Type: Springer

Triple Trees: Vee MFG Narrowed Inline extension: -2”

WHEELS

Front Wheel: Star Hub Stainless Spokes Size:21”

Tire: Avon Speedmaster

Front Brake: None

Rear Wheel:Star Hub Stainless Spokes Size: 19”

Tire: Mitas H-02

Rear Brake: H-D Juice Drum

PAINT

Painter: Anthony Reboudo

Color: Avast, Ye Matey!

Type: House of Kolor Candy

Graphics: Pearl White Flames

Chroming:

ACCESSORIES

Bars: Custom

Risers: Vee MFG Offset Dogbones

Hand Controls: H-D Internal Throttle

Foot Controls: Harley Davidson

Gas Tank(s): Lowbrow Wassel

Oil Tank: Harley Davidson

Front fender: None

Rear Fender: Custom

Seat: Custom

Headlight: Superior

Tail light: Prism Supply

Speedo: None

photographer: Missi DeBord

to be a greener blue, but it turned out beautiful. This was also the first time he had ever painted flames. He wasn’t sure he liked how they turned out, but he decided to leave them alone, which apparently was okay, based on the bike’s reception in Daytona.

Lately, it seems like my focus in the service department has been on services that require more knowledge, more time, and more tools than I already have. I realize this seems impossible, but it is the truth. The good news is that while time always seems to be the last thing you run out of regardless of any situation, more knowledge is always available, and so are new tools. Tools have a way of “giving you some of your time back,” as does knowledge. During an interview for the Garage Built Podcast [episode 118], Daniel Heman told me: “If you sharpen an axe for 8 hours, you

It made me think about what type of “axe sharpening” I have been doing

and where I can free up some time in my day to gain more knowledge and become more efficient?

Even after 20 years, I keep a printed service manual at my workstation. For years, I tried to memorize every torque spec and every detail regarding the jobs that I have done. As I have gained more experience, I have learned not to commit to memory, something that can easily be sourced when needed. In that regard, a Service Manual is every bit as valuable as a torque wrench during an engine assembly. Tool dexterity

only have to chop wood for two!” That statement resonated with me.

and muscle memory be damned. What good is your torque wrench if you do not know the proper setting for the bolts you are tightening? Whenever possible, I try to source a factory manual. However, Clymer manuals are a close second, and to be fair, sometimes a Clymer manual will show you a workaround and possibly even a tool that the original Service Manual doesn’t. Before I start a job, even when I have done it dozens of times, I do a quick readthrough just as a refresher on the process I am about to start. The more often I read it, the more familiar I am with the words and steps I am about to go through. If you were to grab my service manual for, say, a latemodel Twin Cam engine, you’d find grease and oil-stained pages and even hand-written notes on things I’ve learned along the way.

One of the best reasons for doing a read-through is that the manual lists the tools needed to complete the job in steps. These tools are essential, and while there may be a way to complete a job without them, I do not recommend doing it without

the proper tools. I realize that you might not own every tool needed for an engine job, especially if you only intend to do the job one time. Still, then again, one can include the purchase of the tools when you are pricing the job you are going to do

and measure that cost against what you would pay the dealership or independent motorcycle shop to do the job. Only then can you truly see the value of the job you are taking on. Perhaps you’ll become good enough at the work to do it over and over

again for your friends? You can also include the cost of the tools in your budget and then sell those tools for a fair price after you have completed your task. For instance, installing a camshaft properly with the correct tools is around eight billable hours

in a shop. If the shop charges $150 an hour, you are spending roughly a thousand dollars for labor. If the tools cost you $600 and you can sell them for half that (tools sell quickly on sites like eBay), you’re still good on the money side, and you’ve learned

a new skill. Perhaps you’ll enjoy it enough to do it again for a friend, and once you’ve charged him for more than just beer, your tool will be paid for. To me, tools are “money in the bank!”

One thing is for sure, no two jobs

are exactly the same. Sure, you may be proficient in the cam cavity of a Twin Cam, but until you’ve changed a dozen or more camshafts in the M8 you aren’t able to label yourself a master of that task. By learning to slow yourself down, use your

manual, and learn how the tools you’ve bought are intended to be used, you will eventually reach a level of proficiency on which you can hang your hat. The only way to gain experience is to be willing to be less proficient while learning but still

confident enough to complete the task at hand. Now, get to work!

The year was 1969. The place was Tionesta, Pennsylvania. I remember it clearly, the day I knew I would ride motorcycles. My dad and I were at his buddy’s house. An old hippie biker covered with tattoos sat in his living room with two broken legs, working on a Panhead Chopper. There was just something about that moment, him and the bike. It was like lightning had struck.

My childhood friend and I dreamed about riding to the West Coast together for years. After a bunch of years, I realized that, like many stories go, life happened but the ride didn’t…yet.

my mind while I raised three kids and put them through college. I had gone through a bunch of junk motorcycles and two divorces, but the one thing remained, the trip of a lifetime dream.

was going to come true.

I never stopped dreaming about that trip. It just hung out in the back of

Fast forward to 2008. Finally, things were solid financially, and I bought a new Electric Glide Classic. My dream

August 1, 2009, at 6:00am, I was packed and headed west to the Pacific Coast Highway. Determined to make this trip one for the books, I had no cell phone or GPS, but I had a Road Atlas to guide me. I knew I didn’t want to run the typical highway route, so I ran Route 6 into Ohio, where I picked up the Lincoln Highway/Lewis and Clark Trail. I’d been told Route 30 is the oldest Highway in the US, which didn’t surprise me as parts of this road still looked like the oldest highway. After that first full day of riding, I almost turned back, thinking I’d never complete this journey. But after a good meal and a restful night’s sleep, I found myself back on the road westward bound.

Now, if you’ve ever ridden Route 30, you know there are spots where it runs parallel with Interstate 80. Sometimes, it just abruptly stops, and you find yourself on 80. At one point, I was cruising along when unbeknownst to me, I missed my turn. So, there I was, rolling along on a two-lane highway, having the time of my life, when I realized I hadn’t seen a Route 30 sign in some twenty-five miles. Where the hell was I? I decided it didn’t really matter because it was a beautiful day for a great ride in the stunning countryside. After snapping a few pictures of an old farm, I got back in the saddle and found the correct heading to get back on track. I did have to get on 80 for a short stretch before finding my way back to the beloved 30, but it was all good because I was heading west!

Eventually, I found myself in a little town called Medicine Bow, WY, which sits on a hilltop, allowing you to see for miles in every direction. I could see Interstate 80 in the valley below. I pulled into the only filling station I had seen for miles. There was an old toothless guy selling corn (ironic, right?) out of the trunk of an old LTD that looked as vintage as he did. As I wandered into the store, I found myself looking at

an old man who looked like Wilfred Brimley, a tattooed guy, and a little girl sitting at a lone booth. The whole place was the size of a small garage and nothing spectacular, but I found the entire scene enthralling.

I rode from dawn till dusk every day, looking for places to stay. Along the way, I lodged in establishments that varied in amenities. Some had a good old-fashioned key for the doors, some were dingy, and some were downright questionable, but each served their purpose. One of these places was Baker City, OR, which is best known for being where Clint Eastwood and Lee Marvin filmed “Paint Your Wagon Red.” That night, I treated myself to a wonderful meal of steak and potatoes.

I spent a few days enjoying the ships sitting in the bay in the charming coastal town of Astoria, Oregon. This is also where you can cross the bridge into Washington State if you’re heading north. Trust me, I was tempted but determined to ride the PCH. I resisted the urge.

through the countryside! The pavement rolled through hills, twisties, and nearly perfect roads. I headed west with a smile. I reached the PCH and pointed the bike South. What a happy accident!

I finally arrived in Long Beach at around 8:00 in the morning. I was pulled over by the curb, getting my bearings, when a squad car pulled up behind me. The officer suspiciously walked up and asked me what I was doing. I told him I was looking for West Coast Choppers. With a little grin, he pointed at the alley to

Without a cell phone or GPS, I was riding by the seat of my pants. Which, if I’m honest, is still my preferred way of traveling. As I headed south, my goal was to be in Long Beach, California, to meet the famed master fabricator Jesse James of West Coast Choppers. It took me 6 days to get to the West Coast. Riding the PCH was incredible. There were so many fantastic little towns along the way. It was a dream come true. I got lost in San Francisco. I made a left turn when I should have turned right. Eventually, I came to a little town that made me question if I had crossed the border without knowing it! Haha. With the help of a local and my trusty Atlas, I got back on track in the right direction. But man, what a fantastic ride

quickest way to get to Route 10. It was time to head home, Eastbound, and down I went.

my right and said if you roll right through there it’ll be right across the street. After he left, I rolled through the alley. There it was! West Coast Choppers, I made it! I visited the showroom, hoping to catch a glimpse of Jesse, which didn’t happen. Instead, I got my picture with one of his amazing Choppers.

That afternoon, I found myself having lunch with a few of Long Beach’s finest at Cisco Burger (if you know, you know). After some great conversation and a better meal, the fellas directed me to the

My journey home wasn’t without tales to tell. Blissfully cruising roads, which I had never traveled, caused me to miss a gas stop. I kept watching my fuel gauge drop. For a minute, I thought I would have to sleep with the coyotes that night. Fortunately, a fellow rider and his wife came along. I pointed at the fuel tank. They nodded in acknowledgment and rode with me for about 10 miles. We crested a hill and saw the biggest, prettiest truck stop in my life. I put 5.8 gallons in my six-gallon tank, found a hotel, and slept well. The next morning, I headed north to Flagstaff to hit 40 East. What a long trip that is coming back. Just days after returning home, Jesse James was in Meadville, Pennsylvania! Seriously, he was 45 miles from my house. After riding 5,000 plus miles, I was determined I wouldn’t miss him again. I had the photo of myself and the Chopper blown up and rode to Meadville. I patiently waited for him to come out of his hotel. He had an impressive entourage and countless fans waiting to talk to him. Finally, I had my chance and asked if he would sign the picture. The date I was at West Coast Choppers was at the bottom of the photograph. Jesse looked me in the eye and said, “Really?!”

At the end of the day, it didn’t matter when, where, or if I actually met JJ. What mattered was that I finally made my dream come true and had the adventure of a lifetime.

’m just guessing, but I would bet there are quite a few readers of Cycle Source who are still interested in older bikes. It is no secret that I am a huge fan of Evolutions and Shovelheads, and I don’t think I am alone. And while the Evolution Engine arguably saved the Harley-Davidson Motor Company, they are not without their issues in stock configuration. One of those issues is the stock ignition system. I know I have opened my fair share of timing covers to find melted ignition timing pick-up plates in the cam covers. Upgrading your Evolution or Alternator Shovelhead Ignition System gives you many options to control the rev limit, ignition timing advance curves, and single fire vs. dual fire modes. I know what some of you think: “Points will never leave me stranded!” but just hear me out.

Our newest Deadwood Custom Cycles Team member, Jake, AKA “Juice”, will assist with the article (mostly taking pictures). We are installing the DynaTek Ignition in a 1985 FXR. We started by removing the stock ignition in its entirety. Depending on your model, you may have to replace the ignition rotor cup in the nose cone. Use a new bolt and torque with blue thread locker to 4060 inch/lbs.

This is also a great time to inspect your cam seal in the cam cover. Feed the wiring from the DynaTek Module through the hole in the cam cover and get the module into position in the nose cone.

Using a small flat-blade screwdriver, adjust the switches on the face of the module for your particular configuration.

Now is a good time to get your new coil into position.

While you’re there, remove the timing plug from the crankcase.

Route the wires from the module

along the frame and out of the way of things that move and get hot. The DynaTek 2000i has five wires. White – Power, Blue – Front Cylinder, Pink – Rear Cylinder, Green – Tachometer Signal, Purple – VOES. We aren’t using the Tach Signal for this application, so we service loop the wire. On an FXR, I use the battery compartment as a good place to introduce a Deutsch Plug and Cap (Pic to make the ignition module serviceable or to make it easier to remove the cam cover in the future.

Cut your wires to length, remembering that your purple wire for the VOES

probably won’t run with your white, blue, and pink. You can crimp the included ring terminals to the white, pink, and blue wires or do what we do at my shop and add a small drop of solder covered with heat shrink.

Install the wires with ring terminals onto the coil, remembering you will bring power from the bike (run switch) to the center post of the coil. This will power the module and the coil.

Rotate the flywheels until the front piston is at Top Dead Center (TDC) of the compression stroke. You can verify this by looking through the timing hole.

For our application, we are looking for a vertical line. Power up the module. The Status Light (Red LED) should come on. Rotate the module clockwise until the Light goes out.

Use a Large Flat Blade Screwdriver or that fancy Snap On Tool I told you about to tighten your tower bolts and secure the module.

Install your spark plug wires and gap your spark plugs, and you’re done!

Don’t forget to use some high-temp anti-seize on the thread of the plugs and dielectric grease with the spark plug wires.

Your new DynaTek Ignition Module is only static timed. More adjustment may be needed, but you’re probably pretty close. Enjoy your new ignition upgrade! Go to www.Dynaonline. com to see everything DynaTek has to offer.

Get to wrenching!

Build the rest of the harness from the Deutsch Connectors and route to the coil.

If you’ve been around the custom motorcycle scene for any time, you’ve heard the name Paul Yaffe. Based out of the Phoenix, AZ area since the late 80s, he’s made a name for himself by making customs while staying true to his visions of how a bike should be built. This particular bike was a step away from the bikes he usually builds for his customers. Still, it was special to him because it was

Article By: Roadside Marty Photos By: Chris Callen

a tribute to the first custom bike he built for himself and a nod to a lost friend. You see, Paul came to Phoenix in 1988 to go to MMI, the Motorcycle Mechanics Institute, which many consider the best coursework involving all brands. While enrolled, he used his spare time to build a Shovelhead Chopper similar to the bike featured here. Well, as things usually go, he sold the bike to raise the money to open

his first shop, American Legends Motorcycle Company. The buyer was a friend named Bill Overton, who lived in Oregon and loved the bike as it was.

Fast forward to more than a few years (more like decades) later, and friend Jason Mook proposed a Chopper Friends Throwdown. This inspired Paul to recreate his first build to show how far as a builder he had come and as a tribute to his

friend Bill, who had unfortunately passed in a motorcycle accident. Paul used the stock cases and heads when he started out with a 1979 Shovelhead which he rebuilt back to stock 80” specs along with a stout Andrews cam. As a nod to his first custom, he painted the cylinders blue with VHT paint, a great touch that you used to see on many custom bikes back in the 80s.  For fuel delivery, he went with an Industry icon, an S&S Super E. Instead of using points, he used

a Crane HI 4 ignition, which seems to work well with Shovelheads. The exhaust is one of the bike’s best features; it’s a custom 2 into 1 exhaust with a Supertrapp collector in an upswept position. A lot of people, myself included, love to hear a Shovelhead running drag pipes. This exhaust performs just as good as it looks! The transmission came from V-Twin but was outfitted with Andrews close ratio gears. According to Paul, this setup shifts and runs very well. To connect everything,

Paul used a BDL enclosed belt drive with a York diaphragm clutch and a Paughco tin outer cover that accepts an electric start.

While all this was going on, Paul ran into some supply problems getting a frame and a few other critical items, which many of us know all too well with back-ordered parts. With the Throwdown deadline getting closer and closer, Yaffe reached out to longtime friend Ron Paugh, founder of Paughco one of the best companies in the

Deja vu Tech Sheet

Owner: Paul Yaffe

City/ State: Phoenix Arizona

Builder: Paul Yaffe

Year: 2023

Model: I used to...

Value: $40,000

Time: 7 months

ENGINE

Year: 1979

Model: Shovelhead

Builder: Paul Yaffe

Igniti on: HI-4

Displacement: 80 Cu inch

Pistons: Dome Top

Heads: Harley Davidson

Carb: S&S E

Cam: Andrews

Air Cleaner: S&S

Exhaust: Custom Header/SuperTrapp Muffler

Primary: BDL/York Diaphram Clutch/ One Off Tin Cover

TRANSMISSION

Year: 2023

Make: Andrews/ V-Twin

Shifting: Smooth and Easy

FRAME Year: 2023 Paughco

Model: Paughco Hardtail

Rake: 34

Stretch: None

Forks

Builder: Paul Yaffe

Type: Hydraulic Showa Dual Disc

Triple Trees: Softail Wide Glide Trees

Extension: -2”

WHEELS

Front Wheel: Paughco Laced 2

Size: 21”

Tire: Metzler

Front Brake: Performance Machine

Rear Wheel: HD Centerline Mag Size: 16”

Tire: Metzler

Rear Brake: Performance Machine

PAINT

Painter: Unknown

Color: Gloss Black

Type: PPG

Graphics: None

Chroming: Paughco

ACCESSORIES

Bars: Handmade / Paul Yaffe

Risers: HD / Paul Yaffe Originals

Hand Controls: J-Brake

Foot Controls: V-Twin Repops

Gas Tank(s): Harley Davidson

Oil Tank: Paughco

Front fender: Paughco

Rear Fender: Paughco

Seat: Le Pera

Headlight: Paughco

Tail light: Knucklehead

Speedo: Police

Photographer: Chris Callen

motorcycle industry. Paul asked Ron for a huge favor. The following week a pallet showed up with a pile of Paughco stuff, including the frame, front wheel, sissy bar, front and rear fender, headlight, and oil tank. The Fat Bob tanks are genuine Harley items with a Police speedometer in a repop dash. The rear centerline mag wheel is another OEM Harley part, which, along with the 21” front wheel, is the perfect chopper combination. Stopping power comes from the dual disc calipers on the 41mm Wide Glide front end and a 4-piston Performance Machine caliper on the rear. The seat

is off-the-shelf from Le Pera and fits the profile just right. Paul sprayed everything with PPG Gloss black to perfectly balance the rest of the bike. All of the chroming was also handled by Paughco as well. Needless to say, Paul made the deadline for the Throwdown, and with just a few break-in miles, he said the bike ran flawlessly! Thanks for sharing your bike with our readers, Paul. We look forward to your next build!

2024 daytona bike week

CHOPPER TIME WINNERS willie’s tropical tattoo

BEST HARDCORE - ERIC STEIN

BEST CUSTOM - JASON HALLMAN

BEST SHOVEL - MIKE VASEY

BEST BOBBER - CHUCK WILLIAMS

BEST PAINT - BRENDA DEAGAZIO

PEREWITZ PAINT - XAVIER MURIEL

BEST PANHEAD - ANTHONY REBOUDO

BEST SPORTSTER - MANDY FOSTER

ROADSIDE’S CHOICE - TRAVIS BOWSER

BEST CHOPPER - CHRIS CALLEN

BEST METRIC - MIKE GROVER

BEST KNUCKLE - RITCHIE

BEST FLATHEAD - WILLIAM GALLO

BEST EVO - DANIEL HEMAN

CYCLE SOURCE CHOICE - JOHNNY 99

CROWD FAVORITE - J RYAN

2024 daytona bike week

CHOPPER TIME WINNERS willie’s tropical tattoo

BEST ANTIQUE - ANDREA LABARBARA

TROPICAL TATTOO CHOICE - ANDREW LIEBMAN

REV AL AWARD - ERIC MILLS

BEST RAT - COE KANE

Not many artists today can genuinely call themselves a “jack of all trades.” However, many of them dabble in one or two different mediums. Rick Valdez, however, is on an entirely different level.

Born and raised in Odessa, Texas, Rick was always filled with the urge to create and make things his own. Bikes, skateboards, and even his clothes were at the mercy of his need to create and modify. At the time, his styling was inspired by good old MTV music videos from Green Day, Smashing Pumpkins, and skateboard videos.

Despite this, Rick eventually went to community college, where he spent some time playing baseball. At that point, he figured the next step would be to find an office job because that’s what you’re supposed to do after college, right? The only problem was that Valdez

was incredibly unhappy, so he opted for a job at an auto body shop to learn how to paint cars. From there, Rick worked at a few more until finally opening Alchemy Kustom.

What really motivated him to start creating was his dad. He was the type of person who refused to let a lack of knowledge or experience keep him from doing something. During high school, Rick wanted to paint and customize his car more than anything, but he had zero idea of how or where to start. So his dad immediately bought him a “How To Paint Cars For Dummies” book, and they started working on it in their home garage. His dad had an “I’ll figure it out myself” attitude that was most definitely passed on to Rick.

Before becoming a chopper head, Rick grew up loving vintage hotrods and was drawn to them throughout high school. His interest shifted when he saw

how free-spirited he found motorcycles to be in both art and culture. He discovered that with hotrods, they tended to be a bit more straightlaced, rarely straying from what would be considered normal when it came to paint and upholstery. With choppers, finding colorful paint jobs, funky metal work, and upholstery is sought after and praised. It was easy to see which fit his personality better.

In 2001, Rick was met with his first chopper at the Motorcycle Mania 1 show. Seeing Jesse James’ wild choppers with Damon’s colorful custom flame jobs and Danny Grey’s leather seats was unlike anything he had ever seen. Before that, the most sewing Rick had ever seen was from his mom and grandmother! To him, these guys showcasing their skills and creating like that was everything he had ever wanted and never knew he needed.

Article By: Killer Rose

Photos By: Kristin Ann Photography

Alchemy Kustom wasn’t born immediately after this revelation. Rick spent years bouncing back and forth between working at a dealer body shop and trying to run his own business. However, after suffering a back injury in 2014, he quit his day job. Valdez started focusing on working for himself at his own pace. It also forced him to learn new skills that would be easier on his back, such as leatherworking and metal hand engraving. From there, the rest just seemed to fall into place.

On that note, you’ve probably already noticed that the pictures here look more like a feature bike than a typical artist profile. That’s because Rick knows how to do it all. From start to finish, he does 100% of his own builds. Paint, body work, fabrication, engraving, leatherwork. Every last inch of the bike was made from his hands. Not many people can make the same claims. It’s also something that he isn’t forced to do but something he truly enjoys. He loves every part of it.

“Standing back and looking at a finished project, whether it be a custom painted tank, a leather motorcycle seat, or some engraved rocker boxes, is a feeling of accomplishment like no other.”

There’s a great feeling of accomplishment when a project is finished, though sometimes it’s followed by that nagging thought many artists feel of “It could have been better.” Nevertheless, working with his hands has given him a peace of mind he could have never imagined, certainly more so than if he had kept a “normal” office job somewhere. It’s also helped him meet and make friends with some of the industry’s most talented builders and craftspeople. He went from just being a fan of them to being able to chat and share ideas. It’s truly something special.

“I hope young people with the same interest see my work and make them think working with your hands and creating things can be a cool and viable way to make a living. “

For his future plans, Rick is a man of simple pleasures. He wants to be able to keep creating. To bring to life art that isn’t initially understood but is beautiful in its own way. If you want to see more of Rick’s incredible skill and craftsmanship. In that case, you can find him on YouTube by searching Alchemy Kustom or Instagram @AlchemyKustom.

Aman named Johnny Vasko. “Johnny Chopp,” as he is more commonly known to the custom motorcycle world, was first introduced to the world through his association with another famed chopper builder, Chica. Chica, a Japanese expat, was featured early in the Discovery Channel’s Great Biker Build-Off series. Johnny, for his part,

Article By: Jason Hallman Photos By: Chris Callen

was a member of Chica’s build-off team. Although Chica (who is still building motorcycles to this day) was the featured builder, it was Johnny [many say] that was the standout and (arguably) the one that left a lasting impression on the television viewers. It is hard to get past Johnny’s slickedback hair, no-frills lifestyle, and carefree approach to his craft. One thing was

plain to see, Johnny Chopp was an enigmatic character. It was not plain to see that while Johnny would leave an impact on the custom motorcycle industry that would last for decades, he would do it in only a few years. Johnny’s bikes, to many, are considered some of the most complex yet simple-looking custom motorcycles ever built. Johnny’s craftsmanship

would inspire many young builders far beyond his lifetime. Johnny Chopp passed away in April of 2006. His bike, known as the “Vasko Flyer,” has never been ridden, nor has the engine ever fired. Johnny’s bike sits in silent yet comfortable slumber in the care of Johnny’s mother and sister in California, where it belongs.

Rick Bray from RKB Kustoms in Lemore, California, is a simple builder with complex talents. Much like Johnny Chopp built his bikes, Rick employs unseemingly endless amounts of skill and grit to build bikes that aren’t designed in Solid Works or Auto CAD. Rick’s bikes aren’t drawn by an artist rendering and do not require rooms full of CNCd parts to complete. Few parts on an RKB Kustom bike are purchased from a catalog, and even fewer parts on one of Rick’s bikes could or would even bolt on to your Softail or custom chopper. Rick’s work is impeccably imperfect and engineeringly immeasurable. Just like Johnny Chop, Rick possesses the innate ability to craft machines that only he can see in his ADHD-addled mind, and that is why Rick is the only builder who could pull off a version of the Vasko Flyer while paying homage to a legendary builder that he never met but somehow has managed to channel the energy of through painstakingly studying Johnny Vasko’s work for nearly two decades.

The resolve required to complete a project like the one you see on the pages before you is something that only some builders have within themselves. Simply saying out loud that you intend to replicate one of the most complex choppers ever built isn’t enough. To make matters even more complex, and

while I have every ounce of faith that it would have been proven to work flawlessly, Johnny’s Vasko Flyer has never been ridden, nor has the engine ever been fired [to my knowledge], so to some degree, I believe that through Rick, Johnny’s work is now complete and while some may say that “it is a shame” that Johnny’s bike shall never be ridden, I disagree. No man deserves to have his work exploited at any level, regardless of progress. To complete the process,

one must meet each new endeavor’s challenge headon.

Rick spent many an hour studying, measuring, and planning his Flyer. Every detail from the over-the-top Shovelhead engine that requires the pistons to be inserted from the bottom of the integral cylinders and engine case halves to the one-off billet wheels had to be strategically planned, designed, engineered, fitted, and polished to perfection. Simple-looking components

VASKO FLYER TECH SHEET

Owner: Rick Bray

City/State: Lemoore, CA

Builder: RKB Kustom Speed

Year: 2023

Model: Vasko Chop

Value: Priceless

Time: 6 Months

ENGINE

Year: Unknown

Model: Shovelhead

Builder: Nostalgia Cycles

Ignition: Mallory

Displacement: 82cu

Pistons: Wiseco

Heads: Nostalgia Cycles

Carb: Super B

Cam: Lienweber

Air Cleaner: RKB

Exhaust: RKB

Primary: BDL

TRANSMISSION

Year: Unknown

Make: Cal Products

Shifting: RKB

FRAME

Year: 2023

Model: RKB

Rake: 39 Degrees

Stretch: 6 Up 3 Out

FORKS

Builder: RKB

Type: Girder

Triple Trees: RKB

Extension: Some

WHEELS

Front Wheel: RKB/TPJ

Size: 21”

Tire: Metzeler

Front Brake: RKB Mini

Rear Wheel: RKB/TPJ

Size: 18”

Tire: Metzeler

Rear Brake: RKB Drive Side

PAINT

Painter: Trigger Happy Graphics

Color: Vasko Yellow

Graphics: Trigger Happy Graphics

Chroming: Moreno’s Chrome

ACCESSORIES

Bars: RKB

Risers: RKB

Hand Controls: Kustom Tech

Foot Controls: RKB

Gas Tank(s): RKB

Oil Tank: RKB

Front Fender: None

Rear Fender: RKB

Seat: RKB/Bare Bones Leather

Headlight: RKB

Taillight: RKB

Speedo: None

Photographer: Chris Callen

turned out to be complex in ways Rick could never have imagined. It had to be perfect, and to Rick’s credit, it could never have been accomplished without the blessing and approval of Johnny’s mother and sister, whom Rick credits with endless gratitude for their part. Rick knew that simply replicating such an incredibly important

piece of work without their blessing would be heresy. Above all else, Rick wanted to correctly assign the credit to Johnny for the many years of inspiration and to somehow channel Johnny’s spirit and bring the RKB Flyer to fruition.

CYCLE SOURCE MAGAZINE BIKE SHOW WINNERS

BEST BAGGER RADICAL - MARK HAAS

BEST ASIAN IMPORT - MICHAEL GROVER

BEST ANTIQUE - BRUCE PUGLIA

BEST BAGGER - NICK WEIR

best classic - joe osga

BEST CHOPPER - FRANK HOLCOMB

BEST BOBBER - JEREMY VALENTINE

BEST EURO IMPORT - DREW SKOCELAS

BEST HARDCORE - BILL STEVENS

BEST FLATHEAD - BRYAN LANE

BEST EVO - JEFF CAREY

BEST M8 - WILL CASSIO

BEST RAT BIKE - KOE CANE

BEST PERFORMANCE - ROB LOFLAMME

BEST PANHEAD - RICK DOZER

BEST BIG TWIN - HEMAN FAB

2024 DAYTONA BIKE WEEK

DENNIS KIRK GARAGE BUILD BIKE SHOW WINNERS

BEST WORKING MAN’S - BROOKLYN

BEST VINTAGE - STEVE KOURY

BEST SPORTSTER - MICHAEL GROVER

CYCLE SOURCE CHOICE - ROADSIDE MARTY

WHITE KNUCKLER CHOICE- MARK MITE

BEST SPORTSTER - BRANDON CASTALDI

BEST STOCK MOD - ANTHONY OWENS

BEST ANTIQUE RADICAL - STEVE COE

BEST METRIC - MIKE BOCA

PAUL YAFFE CHOICE - CHRIS SOLDI

BEST RADICAL BAGGER - GREG DAW

BEST AMERICAN - STEVE CARR

BEST PAINT - RAMON RODRIGUEZ

BEST CHOPPER - MIKE MORMAN

MOST ORIGINAL - TOM WHESTGATE

BEST BIG TWIN - JEREMIAH WHITELOW

WHITE KNUCKLER MOTORHEAD - MIKE VASEY

MOST ORIGINAL - MIKE MORMAN

BEST ANTIQUE - ERIK DUNK

DAILY RIDER - JOHN BARTMAN

WHITE KNUCKLER CHOICE - TYLER GLISSON

BEST SHOVELHEAD - BEST OF SHOW KYLE RAY RICE

BEST EUROPEAN - CARLO

BEST BAGGER - NICK BRYANT

BEST PERFORMANCE - REYNALDO ROLO BEST OF SHOW - ANTHONY REBOUDO

RAT BIKE - ELIZABETH WOOD

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

Klock Werks is known for attacking projects as a team. Well, this year, when it came time to build their entry for the Friends Throwdown, Brian decided to let the team join in on the fun, and what they came up with was a bike that fooled crowds everywhere it went.

It all started with a 2022 Indian Super Chief. Now, they have been making the FXRP fairing and retrofitting it to a plethora of other motorcycles, including the Springfield and the Chief, but up to this point,

Article By: Chris Callen Photos By: Karlee Kobb

they have not tried it on this model. With the fitment addressed, they moved on to making it a complete package with some hard bags. Greg Wick had bought these originally for a Softail project and never used them. Brian hated them, and when Shelton brought them out, he said, “Please don’t let these be the right bags for this project.” But they were. They fit perfectly. They had the right shock angle and shape, which is just how it works out sometimes. They were pretty happy with doing a simpler, no-frills build until Vanessa, Brian’s

wife, came out and reminded him that he had a name to live up to and this wasn’t gonna cut it. So, the bike was torn down for a fully painted frame and what is probably the world’s first and only fully polished Indian Motor, thanks to Elite Polishing. With the motor apart, the cams and throttle body got a little update, and a window pain cam cover was used to finish it off.

From there, it was Rienhart Exhaust, and a bunch of Indian Accessories, believe it or not, were used to make it just the right amount

of stock versus custom. The Klock parts, as pictured here, are literally the fairing, the phone mount, and the fender. SMT wheels stepped up in a big way when Brian called them and said, “Okay, my wife pushed me to pull this thing all apart. Now, I gotta have some cool wheels. Can you make me wheels in two weeks?” Not only did they have to make them in zero hours, but they had to be chrome, and the centers had to match the rest of the paint that wasn’t even done yet.

The paint began with a conversation between Brian and Craig of Ace of Shades Paint, who were at the Grand National Roadster Show when Brian pointed out a car and said, “I need that color Blue.” Craig knew exactly what the paint was. Jeff and Shannon at Gjerde

Production Paint killed it with the paint job. Understated in comparison to the two previous years, Friend’s Throwdown bike builds outta Klock Werks but still a rolling piece of art. The best part was watching people walk by it all week in Arizona, stop dead in the tracks, and exclaim, “It’s an Indian! “ after mistaking it for a Softy.

It’s funny to think that with only a week to go, once the motor came back from polishing, they got this thing buttoned up, looking professional and running like a top to boot. But not without a stop at Indian of Albuquerque, who stopped what they were doing and took it in on a moment’s notice to give it a quick tune to adjust for the new components. Brian credits his team for coming together and making all this happen every year for the Throwdown, but more importantly, for everything else that has to go on day in and day out at Klock Werks. As we stood in Winslow waiting for the green flag to drop, Brian’s words told the story of a man who inspires the people around him. “The key to this whole bike for me is just to feed my creativity. I walk out of my office; there’s a bike, right? I’m like, it’s not done and probably won’t be done for a year. But every time I walk by it, I look at it differently. I think about it

MOTLEY BLUE TECH SHEET

Owner: Brian Klock, Klock Werks

City/State: Mitchell, SD

Builder: Klock Werks Team

Year: 2022

Model: Indian Super Chief

Time: 1 Month

ENGINE

Year: 2022

Model: Indian Super Chief

Builder: Klock Werks Team

Ignition: Indian Motorcycle

Displacement: 116ci

Pistons: Stock

Heads: Stock

Carb: Polished EFI

Cam: Stage II Indian

Cam Cover: Audette

Air Cleaner: Stock

Exhaust: Rhinehart Slip-ons

Primary: Chrome

TRANSMISSION

Year: 2022

Make: Indian

Shifting: 6-Speed

FRAME

Year: 2022

Model: Indian Super Chief

Rake: Stock

Stretch: Stock

FORKS

Builder:Indian Motorcycle

Type: Conventional

Triple Trees:Indian Motorcycle

Extension: Stock

WHEELS

Front Wheel: SMT Wheels

Size: 19” x 3.5”

Tire: Pirelli 130/60-19

Front Brake: Galfer Rotor

Rear Wheel: SMT Wheels

Size: 18” x 5.5”

Tire: Pirelli 180/55-18

Rear Brake: Galfer Rotor

PAINT

Painter: Gjerde Production Paint

Color: Motley Blue

Type: Ace of Shades

Polishing: Steve Langston Elite Polishing

Chroming: Dubois Finishing

ACCESSORIES

Bars: Sport Chief

Risers: 10” Indian Motorcycle

Hand Controls:Indian Motorcycle

Foot Controls: Indian Billet Floorboards

Gas Tank(s): Stock

Oil Tank: Stock

Fairing: Klock Werks FXRP Fairing

Front fender: Klock Werks “Wrapper”

Rear Fender: Indian/Combustion Industries

Seat: Indian Motorcycle Accessories

Headlight: Indian Motorcycle LED

Taillight: Lectric Lighting

Saddle Bags: Viking Speedo:Indian Motorcycle

Photographer: Chris Callen

differently. And I had this Indian there, and because we had already made the FXRP fairing, my wife reminded me that I can’t just show up with a stock bike, and she was right. I love this. I love all of this. I love every one of these bikes. I love hanging out with these guys and the creative juices from seeing everybody else’s brains go crazy. I love it. Creativity. It’s what fuels motorcycles. It feeds my passion.”

Riding from Winslow to Scottsdale for the rest of the day was a blast. Under his full-face helmet, Brian was

grinning from ear to ear because he had made another deadline with his team. He beat the odds of making a stock motorcycle into a custom bike that stopped people in their tracks. But, most importantly, he added another chapter to the book of dreams that he has lived in his life with the motorcycle. You can see more on this bike in video format on Grease & Gears TV shortly and in our Friends Throwdown coverage, which is coming up any time now. What? You’re not a subscriber yet... Better hurry!

The inaugural Motorcycle Cannonball took place in 2010 under the guidance of founder Lonnie Isam Jr., who just wanted to cruise the nation’s byways and back roads on old iron with his friends. That first event captured the imagination of antique motorcycle enthusiasts across the world. From September 7-24, 2023, the seventh iteration of this hugely popular bi-annual event took place.

The 2023 Cannonball began in Virginia Beach, Virginia, with our hotel alongside the Atlantic Ocean. On September 7, riders gathered at the nearby Virginia Beach Fishing Pier, where we were given permission to stage on the pier itself. This was quite a coup for us; vehicles are never allowed on the pier, so it provided a unique opportunity for riders and spectators to enjoy the assembly of antique motorcycles. The green flag dropped, and 77 riders departed for the 35-mile prologue, which took them to the beautiful Back Bay National Wildlife Refuge, the first of many amazing locales during the Cannonball. Jason chose the route from Virginia Beach to Greenville, North Carolina, primarily because of the magnificent bridges and waterways, such as the impressive Albemarle Sound and the Tar River. The ride from Greenville

to Concord, North Carolina, saw good weather the first half of the day, passing through rolling hills and gentle curves surrounded by tobacco and cotton fields. Punctuated by charming rural towns and the colors of crepe myrtles, the morning’s ride was just delightful, but it didn’t last. Thunder and lightning warned riders of the eventual heavy rains which caused ponding and flooding along some of the route, as well as toppled trees and debris-strewn roads.

many of these ancient machines have very weak headlamps, necessitating auxiliary lights at both front and rear. Even more challenging were the elevation changes that became more pronounced—from 500 feet to almost 5,500 feet—with long, steep ascents that challenged both engines and brakes.

Early the next morning, Stage 4 riders left Knoxville through a bit of fog that cleared up rather quickly. The entire day was a delight, with temperatures not climbing into the 80s until the afternoon. The ride over the Watts Bar Dam and Lock over the Tennessee River offered stunning views from high above. After passing through Red Boiling Springs, we followed the Cumberland River for several scenic miles before arriving in Clarksville, Tennessee.

Concord to Maryville, Tennessee, started with wet roads and dark, overcast skies, but the fog finally cleared, revealing curvy backroads with gradual ascents and descents. Some highlights of the morning included the ride through Chimney Rock State Park and around Lake Lure in the Blue Ridge Foothills. The afternoon’s route saw us through 13 tunnels, which can be challenging because

Stage 5 brought cooler weather as riders departed Clarksville, and the Land Between the Lakes National Recreation Area transported the ride into another world. It was also a test of navigation skills. Competitors would be on the road, get off the road, then get back on the road. It was fun going through Metropolis, Illinois; this town became the “Hometown of Superman” in 1972. Of course, a bunch of riders posed for photo ops with the 15-foot bronze Man of Steel statue before proceeding to Cape Girardeau, Missouri. The next day’s navigation to

Article And Photos By: Marjorie Kleiman

Branson was much easier, with fewer turns and longer stretches along several scenic highways. The route consisted of long, sweeping, banked curves through farmlands and forests along most of the way. Highway 160 was a great example of a perfect riding road for these very reasons—except for some road rehabilitation that caused delays. A few of the day’s highlights included riding along Bull Shoals Lake, cruising through Mark Twain National Forest, and crossing over Table Rock Dam just before riders arrived at our hotel, which offered spectacular views of Table Rock Lake.

No matter how carefully Cannonball staff checks the roads while laying out the routes, unexpected situations can and do occur. Before leaving Branson, riders were handed a page full of emergency course instructions necessitated by three separate road projects that were supposed to be finished by then but weren’t. Although navigation was a challenge, the detours brought competitors over some nice backroads on the way to Augusta, Kansas.

Nearby Wichita was where riders had a full day off, allowing them to catch up on laundry (except for John Bartman, who wore the same unwashed pair of jeans throughout the event) and motorcycle maintenance and repairs. The next day’s ride from Garden City to Colorado Springs consisted mainly of long, straight, isolated highway stretches.

Stage 10’s route brought riders through the most spectacular scenery of the Cannonball, with long stretches of road following the curves of the Gunnison River and its lakes and reservoirs, passing through various national recreation areas. There were steep ascents and descents, and the singles strove mightily to reach the top of each summit along the route. A highlight of the day included the short but very narrow, curvy one-way road along Skyline Drive, which offered no guardrails or shoulders.

Next was a real treat: Jason had arranged with the Royal Gorge Bridge and Park staff to allow riders to traverse the park’s pedestrian bridge. Public vehicles are never allowed over the bridge, so this was a once-in-a-lifetime experience for riders to trundle over the wooden boards. The bridge is nearly a quarter mile long, and the views on either side are remarkable, with the Arkansas River flowing through the gorge below and the mountains and valleys in the distance. This was followed by a traipse up Monarch Pass, where, at 11,312 feet in elevation,

riders fought some brutal wind chill.

The following day, leaving the City of Montrose, Colorado, brought more great riding roads and magnificent scenery. The route took us through the Colorado National Monument, with miles of switchbacks, steep drops, and spectacular rock formations around every curve. The course then brought riders onto Route 191 along the Colorado River, one of the best roads in America, with miles of curves and fabulous views of the rock formations above and the river below.

We passed through the fun, funky little city of Moab, Utah, before proceeding to our next destination—Arches National Park. We rode through only a small section but experienced a nice sampling of the more than 2,000 natural arches spread across 120 square miles. After our stay in Green River, riders followed the Lost Highway. They arrived at Capitol Reef National Park with its gorgeous winding roads and endless canyons, buttes, and monoliths. Next was Bryce Canyon National Park with its endless display of hoodoos, which are incredibly eerie tall, thin spires of rock. We then rode through Red Canyon Tunnels before ending the day in Kanab, Utah.

day of the run was a short one, through San Bernardino National Forest and continuing to Temecula. The course then took us to the Pacific coastline and down to Oceanside Pier, with the grand finale at Josh’s Boars Nest, an Oceanside motorcycle shop.

A favorite feature of the Motorcycle Cannonball involves the hosted stops organized for riders and staff. Some of these included the public events and meals provided by 615 Bar & Grill in Virginia Beach, the cities of Greenville, Paducah, Cape Girardeau, Garden City, Lamar, Montrose, and Lake

to mechanical failures, the competition really is man—and woman—vs. machine, where ingenuity can save the day. For instance, Allan Pleasanton’s 1928 Indian 101 Scout had a malfunctioning oil tank. He MacGyver’ed a plastic antifreeze overflow jug from a hardware store as a replacement. Some weren’t fixable in the field, though. Alex Trepanier dropped a valve and grenaded the piston on his 1912 Indian single. In a heartbreaking turn of events, Mark Zenor, who’d maintained a perfect score throughout the ride, had to load his 1938 Norton on the trailer just a few miles from the finish line.

Stage 13 took us to Zion National Canyon, which has curvy roads, brilliantly colored Navajo sandstone rock formations, and very dark natural tunnels. Lake Mead National Recreation Area was our last stop before hitting Las Vegas, where we spent the night before setting out to the Mohave Desert, which we traversed for several days, taking us through Kingman, Arizona, up the fabulously twisty Oatman Highway, then into Lake Havasu City.

Next was the mightily impressive Parker Dam, followed by our entrance into California, where we rode through Joshua Tree National Park, stopping in Palm Desert for the evening. The final

Havasu City, moto businesses like Speedway Harley-Davidson in Concord, North Carolina; Appleton HarleyDavidson in Clarksville, Tennessee; TR Restorations in Pratt, Kansas; Atomic Motors in Las Vegas, and Mother Road Harley-Davidson in Kingman, Arizona. Motorcycle museums Dale’s Wheels Through Time in Maggie Valley, North Carolina; Twisted Oz Motorcycle Museum in Augusta, Kansas; Rocky Mountain Motorcycle Museum in Colorado Springs, and MotoDoffo Winery each had sizeable gatherings, as well. During these events, most riders were happy to explain the unique characteristics of their vintage machines and talk about their experiences on the road.

The Cannonball isn’t without challenges—from the aforementioned road construction causing massive delays to missed turns to bad weather

The competition between first and second-place winners Todd Cameron and Dave Currier was fierce yet friendly. It wasn’t easy for either of these men to maintain the top two positions as they did throughout the run. Todd had to change both front and rear sprockets on his 1909 Indian Single many times throughout the competition and multiple times in a single day! Dave’s 1911 HarleyDavidson Single could not be left idle in traffic, or the belt would have burned up. Those who rode near him would see him ride circles to avoid stopping at lights or jump off the bike and roll it back and forth until the light changed or traffic cleared enough to jump back on and take off again.

Of the 77 riders that started, 30 finished with a perfect score, meaning they rode all the miles and received no penalties. To find out the winners of each class and the special awards, go to www.motorcyclecannonball.com. Next on the agenda is the Cross Country Chase, September 4-14, starting and finishing in Salt Lake City, Utah. If you ride a motorcycle manufactured between 1930 and 1964 and are interested in competing, go to www.themotorcyclechase.com/apply. There’s still time!

The overwhelming success of the first two years allowed $30,000 in donations to Meals on Wheels through the Tankful project. In hopes of continuously growing, those donations through Tankful 2024 is already proving to be bigger and better. Twenty artists from the US and Canada have stepped up to paint, cut, and adorn Fat Bob

tanks donated by Lowbrow Customs. Artists have been given creative license to do as they see fit and create masterpieces. This year is a little different. They’ve been given two matching tanks halves! Several have opted to complete a matching set, making it a completely usable tank; others will do two different halves, allowing us to have more

auction items. We are completely humbled by their generosity and anxiously waiting to see what their final pieces are. To make a donation or keep up to date with the auction, you can visit https://smokeoutrally. com/tankful/

Remember, everyone deserves a full tank!

AMANDA HORNBROOK

Jennie Coulson

@luckystrike_designs

@lefeverscycles

@mikeymachinepaints

jon & nikki Lefever

Mac Wilson

Michelle Bartrum Be A Light Artisans

MIKE FAVACCHIA

Jeremy Seanor

Jessie Madera @thepaintingbuzz

The incredible folks at Logic Cycles have stepped up and donated this 2008 Road King that they will be fully customizing for one lucky winner. However they can’t do it alone

and as always the motorcycle industry has answered the call for help. Thanks to outstanding sponsors like Paul Yaffe’s Bagger Nation, NAMZ Custom Cycle Products, Doug’s Polishing, Feuling, DynoJet, Klock Werks, Grease

& Gears TV, and Steve’s Garage the Road King will morph into a headturning vicla inspired stunner. Tickets are just $20 bucks a pop with 100% of proceeds going directly to Meals on Wheels.

I’ve always said, “Everyone’s first Harley should be an Ironhead Sportster.” Now, I was joking, but maybe only half of it. Anyone who’s ever owned an Ironhead will understand. It’s a Love/Hate relationship that’ll make or break you. Ironheads will teach you important life lessons like how to fix your crap alongside the road. If you’re “lucky” enough to have a CH with kick only, you’ll become educated on the term “Sportster Knee” and probably end up with a really cool limp.

Erie Hull has many stories of lessons learned, and adventures had on his little Hot Rod Ironhead. Bought new in

Article By: Matt Reel

Pennsylvania, the Sporty made its way into Ohio, where the original owner wrecked it and left it there. In 2010, Erie became the third owner. When he got it, the Sporty had a King and Queen seat, Rototiller bars, and a paint job that was sun bleached on one side.

Erie was lucky enough to come from a Harley family, which made the Ironhead’s journey a little smoother. The seat was changed, a set of Drag Bars was put on, and the Sporty started racking up 3 – 5,000 miles a year.

Over the years, Erie rebuilt the top end three times and the bottom end once. During the rebuilds, Erie was lucky enough to have Kenny Gobel’s

Photos By: Kerri Schindler

watchful eye over his shoulder. This allowed Erie to get a quality rebuild and learn the ins and outs of engine building at the same time. A Hammer in Hand hardtail was added along the way, but Erie was never happy with the stance.

Then, around 2017 “Ironhead Disaster” struck. On his way home one evening, the transmission bound up, shifting from First to Second. This broke the case and threw the chain off. Not to be deterred, Erie simply laid the bike on its side and spun the chain back on like a bicycle. He then rode it home, puking oil the entire way. The downside is that the Ironhead was doomed to be parked for a while.

All is not lost, though. Fast forward a year, and Erie meets Daniel Donnelly of Pandemonium Custom Choppers. Daniel is responsible not only for some fantastic motorcycles but also for knocking out awesome tech articles every month for this magazine. With Daniel’s help, the Ironhead was on track for a rebuild.

The first order of business was to come up with another engine to replace the busted one. The new engine received Andrew’s “Y” cams and an S & S Super E carburetor. Next, the look of the frame that Erie never really cared for was addressed. The back half of the frame was cut off and a VooDoo Vintage hardtail was grafted on.

While the framework was going on, Erie snuck one fork lower at a time into his work and smoothed them. The front end was assembled with a 1-inch drop and a 21-inch spool wheel. The original 16-inch drum brake wheel handles the job on the rear. A T.C. Brothers oil tank was added, and a Led Sled rear fender was modified and bolted up.

Erie then turned everything over to Josh at JDS Auto Body for paint. Everything that is except the gas tank. You see, Daniel just happened to have something in the Pandemonium parts stash. That something was the NOS gas tank that’s

THIRD TIME TECH SHEET

Owner: Erie Hull

City/State: Sherwood, Ohio

Fab. By: Pandemonium

Year: 1977

Model: Sportster

Value: $5k

Time: Good Time

Engine

Year: 1977

Model: Sportster

Builder: Owner & Pandemonium

Ignition: Stock Points

Displacement: 1000

Pistons: Stock H-D

Heads: Stock

Carb: S&S Super E

Cam: Andrews Y Grind

Air Cleaner: S&S

Exhaust: Drag Pipes

Primary: Stock

Transmission

Year: 1977

Make: H-D

Shifting: 1 Down 3 Up

Frame Year: 1977

Make: H-D / Voodoo Vintage Hard Tail

Rake: Stock

Stretch: 3.5 Rear

Forks

Type: Narrow Glide

Builder: Pandemonium

Extension: Lowered 4”

Triple Trees: Stock

Wheels

Front Wheel: Spool

Size: 21”

Front Tire: Firestone Ribbed

Front Brake: N/A

Rear Wheel: Stock

Size: 16”

Rear Tire: Firestone Deluxe Champion

Rear Brake: Factory Drum

Painting

Painter: JDS Autobody

Color: Black

Type: Base/Clear

Graphics: N/A

Molding: N/AChroming: Some

Accessories

Bars: Drag

Risers: Stock H-D

Hand Controls: H-D Panhead Clutch Handle

Fuel Tanks: 1974 NOS Original

Front Fender: N/A

Rear Fender: Led Sled/Pandemonium

Seat: West Eagle

Foot Controls: H-D

Mirrors: N/A

Oil Tank: TC Bros

Headlight: Stock

Taillight: Pandemonium

Speedo: Nope

Photographer: Kerri Schindler

on the bike, complete with factory paint. There’s your story of the trials and tribulations of owning an Ironhead. The good, the real bad, and the real ugly. Today, the Ironhead doesn’t rack up the miles it used to. It’s more of a Sunday cruiser. But don’t let that make you think it’s babied. If you were at last year’s SmokeOut, you most

likely witnessed Erie beating the everloving dog snot out of the Ironhead at the dirt drags. Missed it? Well, it looks like you had better be at SmokeOut 2024. Erie and the Ironhead will be there, and they do not disappoint.

Article By: Charlie Weisel

summer has arrived, or at least close enough. Here in Colorado, where I reside, the arrival of Spring and the soon-to-follow Summer season is always a bit of an unpredictably wild ride. If weather could be diagnosed with a mental disorder, then here in Colorado, it would most certainly be schizophrenic or bipolar. One day, you are sweating in a t-shirt, and the next, you are shoveling snow. This may sound like an exaggeration, but I assure you it is not. This has happened on more than one occasion. The problem with this is that it leaves you on an emotional roller coaster of excitement, despair, and excitement again. This turmoil can really take a toll on your mental health, or at least for me, it does, but the prospect

of consistently warm days in the near future keeps me trudging along. It won’t be long now, just a matter of weeks if I were to guess.

Along with the anticipation of

improved outdoor conditions comes the realization that very soon, I will return to riding motor-

cycles and that I had better start figuring out where I want to go and what I want to do. After a long winter of being mostly without a motorcycle, I couldn’t be more excited to hit the road. Still, the problem remains that I just can’t seem to figure out what it is I want to do. The options are endless, and my indecisiveness has gotten the best of me.

For the past few months my bike has been held captive in Kansas undergoing a complete makeover. Picture one of those tv shows where they make some ragged looking chump presentable for a high dollar gala. A change of clothes and a haircut can do wonders. Now, apply that concept to a motorcycle. Its motor and transmission have been rebuilt, the old paint stripped off and a fresh new layer applied, every last worn out part has been repaired or replaced

and even the wiring got a bit of an update. If I’m being honest it feels a bit like an entirely new motorcycle, which was of course kind of the point. This isn’t the first time I’ve done something like this with it but I can say with complete certainty that it is the most thorough rebuild in a very long time, if ever. Usually, if I’m being brutally honest with myself, I take it to about 80% completion, get burnt out and call it good. This inevitably leaves some janky loose ends that will create a headache down the road. As it turns out, this rebuild and a fresh start is precisely what I needed. I admittedly have become a bit of homebody recently, maybe even a little burnt out on being away from home all the time, and so having what feels like a fresh new ride has rekindled some of the excitement and desire to go exploring. We need this from time to time, a fresh start. This all being said I still haven’t exactly dialed in on what I’m doing this year, a foreign concept of which I am slowly becoming comfortable with. The uncertainty and complete lack of planning, however, will open me up to last minute opportunities. So I guess you could say that my summer travel plans are to have no plan at all and just make it up as I go…that makes sense, right? A rather bohemian, which is just a fancy word for lazy, approach if I might say so myself. I suppose I have always taken a somewhat casual approach when it comes to travel, rarely is there a strict plan, but there is usually a plan of some sort. Not this year. This year will be a “make it up as we go” kind of year. Speaking of plans, or lack thereof, let’s discuss something else that will be dramatically different this year. The paint job. I, like most of us, have predominantly stuck to black motorcycles. They are classic and predictable; you just can’t go wrong with them. It’s safe. My motorcycles have always been black or some variation that may as well be black. That is changing this

time and in a big and glorious way. Here’s the thing: I’ve always been drawn to bright vehicles, especially the highly decorated trucks in India and Pakistan. These trucks are unapologetically loud. Highly decorated. Bright. Full of life and character. They are the polar opposite of what you picture when you think of a Harley Davidson, and for that reason, I love them. The intricate, handpainted designs and bold colors capture your attention and leave you wanting to look closer. That is art at its finest. Taking cues from these vehicles, I handed the bike over to my wife, who just so happens to be an artist and cut her loose. Throw “hardcore” and “tough” out the window and brace yourself for something wildly different. But isn’t this what choppers are all about, shattering the status quo? I believe so, but for so long, I’ve feared branching out too far from the socially acceptable “normal” of chopper paint jobs. Those days are over. It’s time to shatter the expectations and paint it the way I want and not in a way that I think will be accepted by the masses. Choppers are meant to put a smile on your face, so why not have a paint job that reflects the level of fun we have while on them?

So there you have it, my disjointed and mildly chaotic explanation of what I intend to do this summer. I guess you could say that my ultimate goal is simply to mix things up a bit. I want to fly by the seat of my pants with zero expectations and do it all on a shiny new and brightly colored motorcycle. I will venture to new events and places and meet new people. I will use my motorcycle as a vessel of fun. Simply put, it’s time to flip the script on what the world expects from chopper riders. It’s time to stop taking ourselves so seriously and just have fun.

DRAG SPECIALTIES CENTER STANDS

DRAG SPECIALTIES SEATS FREEDOM TOURING SEAT

The Freedom Touring seat features a 5 ¾” tall driver support with unique styling and is covered in high-quality automotive-grade vinyl. Seating area is contoured for maximum comfort and is made narrow up front for better leg clearance. This seat also works with our EZ Glide framemounted driver backrest receiver mechanism that accepts EZ Glide backrests. It will also work with H-D® and OEM frame-mounted backrest mechanisms and backrest pads. Available in Smooth solar-reflective leather, Smooth vinyl, and Double diamond stitch vinyl with black, silver, or red thread for 97-07 FLHT/ FLHTC/ FLHTCU/ FLHR/ FLHX/ FLTR models. All mounting hardware is included and FLHT and FLTR applications will use the included lower dash panel extension. Made in the U.S.A. with a suggested retail price starting at $517.95.https://seats.dragspecialties.com/products/?productId=673493

Make cleaning and servicing your bike easier with Drag Specialties Center Stands. These stands lift your bike upright for easier cleaning and servicing, as well as take up less space when parking your bike. Adjustable feet allow the rear tire to be lifted off the ground and works with both OE and Profile rear suspensions. With a bolt on design, there is no loss of lean angle. These stands are available in chrome and black (repl. OEM #9157309A) Not for use on models with adjustable passenger floorboard mount kit (OEM #50768-07). Suggested retail price is $219.95. https://www.dragspecialties.com/ search;q=0510-0608;r=eJyrVkrLzClJLSpWsoqOrQUA JusFKA%3D%3D

PRIMARY CHAIN AUTO ADJUSTER KITS

Don’t worry about loose chains with the Drag Specialties Primary Chain Auto Adjuster Kits. Used for updating an old adjuster system or when building a new bike from the ground up, these kits include an adjuster plate, bolts, shoe, brackets, and hardware. Available for 01-06 FLHT, FLHR, FLHX, FLTR, FXST, FLST models and 01-05 FXD, FXDWG models for a suggested retail price of $55.95. Also available for 84-00 FLHT, FLHR, FLTR, FXST, FLST models and 91-00 FXD, FXDWG models for a suggested retail price of $73.95. https://www.dragspecialties.com/ search;q=1120-0447;r=eJyrVkrLzClJLSpWsoqOrQ UAJusFKA%3D%3D

The AW36X Axle Wrench solves an age-old problem of accessing the rear axle nut without having to remove the exhaust on Harley-Davidson touring model motorcycles. It’s an essential tool for belt/chain adjustments or road-side tire repair. This innovative 36mm axle wrench has a lightweight aluminum extension to boost leverage while keeping it compact for easy storage on the bike. -Lightweight at only 7oz -High-strength steel wrench with chrome finish and aircraft-grade aluminum extension -Finger-friendly rounded edges with non-slip finish for solid grip-Ideal for HarleyDavidson baggers, Pan America, & Indian FTR motorcycles www.cruztools.com

A new generation of performance: the MK136

MK45 SLIP-ON MUFFLERS WITH CUTLASS END CAPS FOR M8 TOURING!

Your CVO deserves better than the stock mufflers that came on it. Our top-selling MK45 slip-on mufflers are now available in our Lava Chrome finish, which leverages the mirror finish of traditional chromium and gives it a smokey radiance, producing a very dark look while retaining the reflective qualities. The best part? They match the stock Scorched Chrome® headers for a uniform look, putting the “Custom” back in your CVO. Discover more about the S&S Lava Chrome MK45 Slip-Ons and their detailed specs on the S&S website. Or, better yet, get them for yourself from your favorite Local S&S Dealer today! https:// www.sscycle.com/feature/exhaust/mk45-touringmufflers

The MK136 is the latest in the line of complete replacement engines for your Harley-Davidson® and S&S Cycle’s first for your 2017 and later models! The team took all of their proven performance parts for the M8 engines and made the biggest, most reliable option out there! The Mk136 features the MK crankcase and its precision machined oil scraper, patented dual-spray piston cooling jets, and retention plate. It marries that to a set of 136” cylinders, forged pistons, and brand-new high-flow cylinder heads featuring .605” lift springs, .30” longer valves, and oversized intake and exhaust valves, topped off with exclusive breather boxes. This massive displacement is sure to create an equally massive increase in horsepower all while retaining stock engine height so it will fit into your 2017 and newer touring frames! To find more information and detailed specs, check out the S&S website or get them for yourself from your favorite local dealer today! https://www.sscycle.com/mk136

Seventy-nine-year-old retired Ron Pearce has a background in auto manufacturing and aerospace but not motorcycles. However, he did start riding when he was fourteen years old. His first bike was a 1959 Triumph T20c Tiger Cub. Pearce didn’t come from a motorcycle family; in fact, he was the first to ride,

but his brother followed suit a few years later.

It didn’t take Ron very long to figure out that he loved the mobility, excitement, and skills required that are all part of motorcycling. Growing up in Flint, Michigan, a hotbed of Flat Track Racing talent. Bart Markel, Scott Parker, Ted Boody, Jay Springsteen, Corky Keener,

Article By: Heather Callen

Kevin Atherton, Rex Beauchamp, and many other notables lived and raced in or near Flint. So, Ron tried his hand at amateur scrambles and flat racing. He says he never did particularly well but loved the racing, the people, and the racing equipment, particularly the Harley XR750. Ron spent a good forty years as an avid off-road rider and a

RACE READY TECH SHEET

Owner: Ron Pearce

City/State: Arlington, Tx

Builder: Ron Pearce

Year: 1999

Model: XL1200s Sportster

Value: $8,500.00

Time: 2 Years

Engine

Year: 1999

Model: Sportster XL1200s

Builder: Ron Pearce

Ignition: Stock

Displacement: 1200cc

Pistons: Stock

Heads: Lightly Ported Stock Heads

Carb: Mikuni HSR42 Flat Slide

Cam: Norris

Air Cleaner: K&N

Exhaust: Super Trapp

Primary: Stock

Transmission Year: 1999

Make: Harley Davidson

Shifting: Stock

Frame Year: 1999 Stock

Model: XL1200s Sportster

Rake: Stock

Stretch:

Forks Builder: Stock Type: Triple Trees: Stock Extension:

Wheels

Front Wheel: Harley

Size: 19”

Tire: Dunlop Flat Track

Front Brake: Stock Dual Disc Set Up

Rear Wheel: Harley 19 Inch Front

Size: 19”

Tire: Shinko Flat Track

Rear Brake: Stock

Paint

Painter: None

Color: Orange

Type: Embedded In Fiberglass

Graphics: Phil Little Racing

Chroming: Stock

Accessories

Bars: #10 Flat Track Bend

Risers:

Hand Controls: Stock

Foot Controls: Stock

Gas Tank(S): Phil Little Racing

Oil Tank: Stock

Front Fender: Rear Fender:

Seat: Phil Little Racing

Headlight: Stock Shell

Taillight: Phil Little Racing

Speedo: Stock

Photographer: Ron Pearce

solid decade as a flat track racer in California and Michigan.

After retirement, Pearce dragged a couple of old crocks out of the back of the garage and set off as a hobby to build and/or restore the bikes from his past.

Over the years, Pearce has restored and built or restored a fair number of imports, including a Trackmaster Yamaha, 650 Yamaha Street Tracker, restored 1977 Yamaha TT500, restored 1964 Honda CB72 Superhawk, Yamaha 1981 XT500 made from bits and pieces from eBay and other sources (Bitsa), 1972 Honda CB500 café racer, Yamaha SR500 cafe racer.

He says they were all built to be riders, but he also took pride in their aesthetic.

Despite Ron’s history with Yamaha’s and Honda’s, he had always been a fan of Harley’s XR750. After building the Street Tracker, he decided it was time to give Harley a shot using the XR as inspiration. On Craigslist, Ron found a great donor bike, a 1999 Sportster XL1200.

Not being much of a fabricator, in Ron’s words, he leaned on Piper Performance for the nuts and bolts of the fab work. Pearce was able to do some of the minor stuff, like brackets and smaller pieces.

With his son Robert’s help, Ron

tackled the more challenging parts of the build, including relocating all the bits and pieces like fuel lines and exhaust brackets that wouldn’t fit under the race bike bodywork. Robert’s youth came in handy when it came to lifting the engine into the freshly powder-coated frame. After two years, Ron rides the race ready Sporty frequently on short hops to local bike and hot rod shows and dealer events. He says the race seat is “comfortable” for about an hour. All I can say is I pray that I’m like Ron when I’m 79, still building, riding, and racing! Way to go!

Sturgis Motorcycle Museum News

- Hall of Fame Breakfast sold out! All the tables and seats are currently sold, but don’t give up if you want to attend this iconic event. Reach out to the Museum and put your name on the list.

Expansion meeting to take place in May. Our dream to expand the museum from 10,000 square feet to 70,000 square feet is about to take the next step with a new expansion committee and Heavy Constructors out of Rapid City.

Tomorrow I will arrive at the Museum at 8:30 to help the curation committee relocate materials, photographs and art, while cataloging every item.

Our new executive director is investigating new and improved museum inventory software.

More to come! -Bandit, Sturgis Motorcycle Museum Board Member

2024 Long Road To The SmokeOut

- For our 16th year we will return to the simple and pure one night format of eat-drink-sleep-ride. The “gypsy ride” tradition has been a mainstay of our culture, so don’t plan on having a “kickstands up time” or having to

ending at SmokeOut.

Each rider will need to make their own reservations for the nightly stays, the registration fee this year is $35. to cover t-shirts, decals, some artwork and printing of maps/local bike shops along the route.You can send a check or money order with your shirt size as well as your e-mail address to:

Mike Allen, PO Box 11, Canon City, CO 81215 or use PayPal.me/ TerreHeroux and include your shirt size in the notes. Once you register, I (Uncle Ben) will send you a copy of the optional route I put together. Remember, you can always choose your own route. This is just a nice, scenic route with a few road number changes that some of us will be taking.

We will ride to SmokeOut where we’ll have the notorious but tasteful Long Road Lounge as our base of operation during SmokeOut. Long Road Medallions will be awarded to our new family members on Saturday afternoon as we meet at the lounge for a group picture. Get your event and camping tickets at: www. smokeoutrallyshop.com

The Sturgis 2024 magazine is sold out advertising wise at a larger format and enhanced distribution. Every business in our Key City region will receive a copy and have the opportunity to buy single copies or boxes of issues.

ride as a massive group. Just make sure you check in with Mike Allen or Brian “Uncle Ben” Sauer, especially first timers.

As always, the first-time riders will earn the highly coveted Long Road Medallion for making every stop and

Get ‘em early while they’re on sale. -Uncle Ben

Motorcycle Riders Foundation Report

- Who Do You Know Should Join Us?

Yes, that headline is probably not the best grammar, but the question is one of the best. We participate in the Motorcycle Riders Foundation (MRF) because we want to ride what we want, where we want, when we want and with whom we want.

The MRF has always been as much about personal freedom and

the lifestyle as it is about motorcycles and biker’s rights. If you know someone who would be a good fit with the MRF but you’ve never found a good way to tell them, share this message with them. Maybe they’ll ask on their own.

Don’t forget to remove the “unsubscribe” link at the bottom when forwarding!

Breaking Sema Legislative News

- Alaska Introduces Bill to Protect Vehicle Choice

Alaska has introduced a SANsupported bill (H.B. 375) to ensure consumers’ choice of vehicle power plants and fuel by preventing a state agency, county, or city from limiting access to internal combustion engines.

The SAN believes that Alaska residents, not the government, should decide what vehicles are best for them and their families. The bill is scheduled for a hearing by the House Committee on Labor & Commerce on Monday, April 22, 2024. -SEMA

legislation signed into law. -from Dealernews website

AMA National and Regional News

- The House Motorcycle Caucus recently announced Rep. Michael Burgess of Texas, who announced his retirement at the end of this term, will step down from leadership. Taking over caucus responsibilities is current co-chair and AMA Life Member, Rep. Tim Walberg of Michigan.

Joining the leadership team on the House Motorcycle Caucus are co-

ENGLAND — The National Motorcyclists Council (NMC) has strongly welcomed a new discussion with the Department for Transport (DfT) regarding making motorcycle access to bus lanes the default position in regulations throughout England.

The consultation follows through on ministerial commitments made directly to the NMC last year and builds on a recent DfT update to its traffic advice leaflet on motorcycles and bus lanes, which now says: “Wherever it is appropriate, local councils should allow motorcyclists to use bus lanes.” Although the update is welcomed, the NMC feels it still contains far too many caveats in relation to access, which extensive and long-standing practical experience of bus lane access reveals are unnecessarily precautionary.

Lane Filtering Legal In The High Country - AMA reports that lane splitting is now legal in another jurisdiction. Colorado became the fifth state to legalize lane filtering after Gov. Jared Polis (D) signed SB24079 on April 4, allowing motorcycles to filter between stopped cars in traffic and at stoplights. The bill passed through both the Colorado House and Senate behind strong bipartisan support. Colorado now joins California, Utah, Montana and Arizona as states with lane-filtering

chairs Rep. Troy Balderson of Ohio and Rep. Donald Norcross of New Jersey. Walberg also announced Rep. Derrick Van Orden of Wisconsin will join the leadership team as vicechair.

This bipartisan leadership team signals great things for the motorcycling community. Issues impacting motorcyclists go beyond traditional political party differences and require commonsense cooperation from our legislators. The AMA continues to support the bipartisan structure and mission of the House Motorcycle Caucus.

The NMC will shortly be issuing an advice note on responding to the consultation.

Indian Motorcycle Builds Upon A Timeless American Icon, Introduces The Next Evolution Of Indian Scout - AllNew 2025 Indian Scout Lineup Delivers Unique Combination of Iconic American Design, Legendary Balance of Power & Control, and New Rider-Centric Technology. Five Models, Including Scout Bobber, Sport Scout, Scout Classic, Super Scout, and 101 Scout, and Three Diverse Trim Levels Offer a Robust Lineup with Varying Price Points. 2025 Indian Scout Lineup Introduces All-New SpeedPlus Engine – A 1250cc Liquid-Cooled, V-Twin

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Delivering up to 111 Horsepower. New Steel Tube Frame Delivers Timeless Style and Makes for Easier Customization. Lightweight, Nimble Handling, and Low Seat Height Delivers Balanced Ride and Inspires Confidence. Full Line of Over 100 Scout Family Accessories Offer Convenient Personalization Across Entire Lineup

Indian Motorcycle, America’s First Motorcycle Company, today introduced the next evolution of the iconic Indian Scout. Leveraging authentic Scout DNA, the all-new 2025 Indian Scout lineup builds upon its unparalleled history with five models, three trim levels, and more than 100 Scout family accessories for endless personalization.

With roots celebrating Indian Motorcycle’s rich history, the new Scout family delivers a unique combination of iconic American design, a legendary balance of power and control, and new ridercentric technology.

At the heart of the all-new Indian Scout is a completely redesigned 1250cc liquidcooled, V-Twin engine – the SpeedPlus 1250. Delivering up to 111 horsepower and north of 82 ft-lbs of torque, each Indian Scout offers crisp acceleration and superior passing power. Electronic fuel injection provides consistent fueling for smooth throttle response, while a responsive sixspeed transmission keeps all the power easily within reach for sporty riding.

helmet mandate, effective January 1, 2024. However, as happens with new legislation, unforeseen loopholes and implementation issues need addressing. The Nebraska State Legislature, at the urging of ABATE of Nebraska, passed a corrective bill that clarifies some of the requirements in the original bill.

There are three fundamental changes to the law in Nebraska. First, the bill eliminates requiring outof-state riders to take a safety course to ride without a helmet. Out-of-state riders need only be over 21 and wear eye protection.

they have the needed skills to operate a bike in the state.

The final vote of 39 yes, 4 no and 3 not voting demonstrates the broad support for these commonsense fixes. Signed by Nebraska Governor Jim Pillen on April 2nd, this corrective bill takes effect immediately.

Congratulations to the bikers in Nebraska on their victory! Cornhusker bikers prove that persistence and hard work become legislative victories. Well done! -MRF

IMA ALERT, PAY ATTENTION - The “Right to Repair” Must Be Protected The Right to Repair affects all of us whether or not we work on our own bikes.

To evolve an American icon like Indian Scout, Indian Motorcycle focused its efforts in three areas. First and foremost, the new Scout must uphold its legendary design DNA.

Nebraska Modifies Helmet LawLawmakers in Nebraska last week updated their new helmet law to make life easier for both Nebraska bikers and those traveling through the Cornhusker State.

As you may remember, after decades of fighting to let those who ride decide whether to wear a helmet, Nebraska repealed the state

Second, Nebraska riders who received their M endorsement before May 1, 2024, can take a three-hour online course to qualify for helmet choice. This online course replaces the skills test requirement for all riders stated in the original bill. Again, to ride without a helmet, Nebraska bikers must be over 21 and wearing eye protection.

Finally, the new bill eliminates the rider education course requirement for motorcycle passengers to qualify for helmet choice. A passenger need only be over 21 to ride without a helmet, assuming the rider meets the above safety course requirements, is over 21 and wears eye protection.

When Nebraska’s new helmet law rolled out earlier this year, experienced riders were flooding safety training courses to comply with the law to ride without a helmet. Allowing experienced riders to take an online course frees up safety instruction for new riders, ensuring

The information and tools necessary to make repairs has to be available to Independent Dealers as well as individuals. Not everyone that owns a newer motorcycle under 10 years old wants to go back to a franchise dealer (be it Harley Davidson, Honda or any other major brand) to get their bike serviced or repaired. We should not be penalized with a threat of losing our warranty for taking our bikes to our favorite Independent Dealer we have trusted and supported for years. Furthermore, if you own a bike over ten years old most franchise dealers won’t even work on it.

Most bikers I know enjoy working on their bikes as much as riding them. It is part of our culture to hang-out with your buddies and help each other out. Most franchise dealers would prefer to eliminate independent dealers so they can charge us outrageous prices for parts and labor.

Franchise dealers and manufacturers work hard to restrict parts and updated information from the Independent Motorcycle Aftermarket.

Even worse than the high prices are the ridiculous amount of time they want to tie your bike up for service in the middle of riding season. The existence of Independent Dealers is

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critical for the survival of our culture and riding lifestyle.

Harley stopped the production of carbureted bikes in 2007 and will not work on your carbureted bike because it is over 10 years old and they probably don’t have a tech on staff that knows how.

If you own a 2007 – 2013 Harley, where do you go for an electronic fuel injection tune? Harley no longer supplies programable ECUs for these bikes. The EPA has restricted the Aftermarket from selling the current generation of modules to street bike owners and there is a campaign to penalize any dealer willing to tune your fuel-injected bike.

All this is supposedly to help create a clean climate but they won’t even publish emission standards/limits acceptable for the Independent Motorcycle Aftermarket to

years but End of Life Directives for motorcycles is another issue for discussion at another time.

The MRF has been fighting for our Right to Repair and has pledged full support of the Independent Motorcycle Aftermarket to continue this battle.

manufacture the components that will be environmentally compliant. It seems like motorcycle manufacturers would like to sell you a new bike, service it twice a year and sell you another new bike in 5

We can’t do it alone! We need your support by joining the IMA today so we can continue to fight this attack on our rights and lifestyle. -Bob Kay,

Executive Director, IMA

Is life crazy or what… It really comes down to the need for truth and integrity. If you need a weekly fix on what’s happening around the world, slip over to Bikernet.com. We’ve got you covered. In the meantime, ride fast and free forever! -Bandit

Heard A Good One Lately ? Then Send It Along To Us At: 119 Dellenbaugh Rd. Tarentum, PA 15084 Or E-mail To cyclesourcemain@comcast.net

Ablind

man wanders into an allgirls biker bar by mistake. He finds his way to a bar stool and orders some coffee. After sitting there for a while, he yells to the waiter, “Hey, you wanna hear a blonde joke?” The bar immediately falls absolutely silent. In a very deep, husky voice, the woman beside him says, “Before you tell that joke, sir, I think it is only fair -- given that you are blind -- that you should know five things: The bartender is a blonde girl with a baseball bat. The bouncer is a blonde girl. I’m a 6-foot-tall, 175 lb. blonde woman with a black belt in karate. The woman sitting next to me is blonde and a professional weightlifter. The lady to your right is blonde and a professional wrestler. Now, think about it seriously, Mister. “Do you still wanna tell that joke?” The blind man thinks for a second, shakes his head, and mutters, “No. Not if I’m gonna have to explain it at least five times.

Jack

Frank always looked on the bright side. He would constantly irritate his friends with his eternal optimism. No matter how horrible the circumstance, he always replied, “It could have been worse.” To cure him of his annoying habit, his friends invented a terrible situation that even Frank could find no hope

in. On the golf course one day, one of them said, “Frank, did you hear about Tom? He came home last night, found his wife in bed with another man, shot them both, and then turned the gun on himself!” “That’s awful,” said Frank, “But it could have been worse.” “How in the hell,” asked his bewildered friend, “Could it have been worse?” “Well,” replied Frank, “If it happened the night before, I’d be dead now!”

Martin

Awoman meets with her lover, who is also her husband’s best friend. They make love for hours. Afterward, as they lie in bed, the phone rings. Since it’s the woman’s house, she picks up the receiver. The best friend listens, only hearing her side of the conversation: “Hello? Oh, hi... I’m so glad that you called... Really? That’s wonderful... I’m happy to hear you’re having such a great time... Oh, that sounds terrific... Love you, too. OK. Bye-bye.” She hangs up the telephone, and her lover asks, “Who was that?” “Oh,” she replies, “My husband telling me about the wonderful time he’s having on his fishing trip with you.”

Scott

Aman tells his wife that he’s going out to buy cigarettes. When he

gets to the store, he finds out it’s closed. So, the guy goes to the bar to use the vending machine. While there, he has a few beers and begins talking to this beautiful girl. He has a few more beers, and the next thing he knows, he’s in this girl’s apartment and having quite a pleasurable time. The next thing he knew, it was 3:00 AM. “Oh my god, my wife is going to kill me!” he exclaimed. “Quick, I need some oil!” She grabs some old oil, and he rubs it all over his hands. When he got home, his wife was up waiting for him, and she was furious. “Where the hell have you been?” He says, “Well, to tell you the truth, I went into a bar, had a few drinks, went home with this blonde, and I slept with her.” “Let me see your hands!” she demands. He shows his wife his powdery hands. “Damn liar, you were working on your motorcycle again!”

Clyde

Adrunk man who smelled like beer sat down next to a priest on the subway. The man’s tie was stained, his face was plastered with red lipstick, and a half-empty bottle of gin was sticking out of his torn coat pocket. He opened his newspaper and began reading. After a few minutes, the man turned to the priest and asked, ‘Say, Father, what causes arthritis?’ The priest replies, ‘My Son, it’s caused by loose living, being with cheap, wicked women, too much alcohol, contempt for your fellow man, sleeping around with prostitutes, and lack of a bath.’ The drunk muttered in response, ‘Well, I’ll be darned,’ then returned to his paper... Thinking about what he had said, the priest nudged the man and apologized. ‘I’m very sorry. I didn’t mean to come on so strong. How long have you had arthritis?’ The drunk answered, ‘I don’t have it, Father. I was just reading here that the Pope does.”

Mike