Torque Fall 2021 by Cycle Source Magazine

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BIKES Tiger Glide

Law Tigers Flagship Motorcycle .................................... 20

Mystery Machine

Club Style Dyna From Across The Pond ............................ 36

Fast Life Road Glide

Jace Hudson's Rolling Calling Card ................................ 50

Instahavin

Forever Rad's Indian Challenger..................................... 62

miserlou

alleyway kustoms Superglide.........................................76

FEATURES bagger racing league

the inaugural event in slc .......................................10

inside out

story time with jeff g ........................................... 28

Fast Life Campout

Performance party at k river ................................ 42

origins of performance

a look at one of the original race bikes ................. 58

tmmr 2021

Parties & Performance at Loretta Lynn's ............... 68

pit stop with pistol pete

the keys to a successful shop ................................ 83

draggin the line

ahdra race report ................................................. 86

tool room

meet the torque team ............................................. 90

TECH fifty -fifty

do it in under 50 minutes for under $50 bucks ............................................... 16

tech with tucker

Cam upgrade ................................................................................................. 46 6

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EDITORIAL OFFICE

Source Media Group 118 Dellenbaugh Road Tarentum, PA 15084

For Any Questions Or Comments Please Call 724-226-2867 or e-mail cyclesourcemain@comcast.net EDITORIAL STAFF

Chris Callen - Publisher Jason Hallman – Editor In Chief Heather Callen – Managing Editor STAFF

WRITERS

James “Fish” Alcorn “Nothing Stock” Cam Edwards Jeff G Holt Natalie Kleiner Mark Matthews TECH

CONTRIBUTORS

John Jessup “Pistol Pete” Nowasky Tony Tucker

STAFF PHOTOGRAPHERS

Jace Hudson, Chris Callen, Heather Callen, Melissa Shoemaker, Jason Hallman, Jordan Porritt CONTRIBUTORS

Del Hickey, Tim Hailey ADVERTISING

Jason Hallman- Torquemagusa@gmail.com

GRAPHIC

ARTISTS

Chris Callen, Heather Callen DISTRIBUTION

CoMag 1955 Lake Park Dr - Smyrna GA 30080 Torque Mag - Dealership Direct Distribution 724-226-2867

SPARE PARTS

CIRCULATION DIRECTOR

Hot Products

Heather Callen - 724-226-2867 For Any Subscription Questions Call 724-226-2867

VTV Recommendations ................................................... 30

New Products

Hot Of The Rack .................................................................... 92

DEPARTMENTS From The Editor’s Desk .......................... 8

Torque Magazine® is published 4 times a year by Source Media Group with Offices at 119 Dellenbaugh Road Tarentum, PA 15084, 724-226-2867, www.torquemagusa.com. U.S. Subscription rate is $24.00 for 4 issues. Back Issues, when available, are $8.00 each, payable in advance. Periodicals postage paid at Tarentum, PA and additional mailing offices. Torque Magazine® reserves the right to reject any advertising or contributions that it deems unsuitable. Opinions expressed are those of the author and not of Torque Magazine or Source Media Group®. Nothing printed in Torque Magazine® can be re-printed in whole or part without the express written consent of the publishers. Copyright ® 2021Torque Magazine®,is a registered trade mark.

POSTMASTER: Send address changes to TORQUE Magazine 118 Dellenbaugh Rd. Tarentum, PA 15084

Picked Apart ............................................ 26

46 Street Level .............................................. 56

Rap Sheet ................................................... 72

Shops To Check Out ............................. 96

ABOUT THE COVER

For the inaugural issue of TORQUE we wanted to make the biggest impact we could. We wanted to come out swinging and show the world that the performance community is strong enough to support a new media outlet. Jace Hudson’s Road Glide sets a high bar having been across the country and back more than once. TORQUE PERFORMACE

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ust let me introduce myself. My name is Humpty… pronounced with “umpty” – Shock G (RIP) For the last 18 years, I have sat in the back of the room quietly, waiting for an opportunity to speak up as a voice for our community. In 2012 I started the Garage Built Podcast. I recorded only 10 episodes before I parked the podcast for about six years. To be honest, I think I was a little ahead of my time. While I am proud of those episodes, today’s Garage Built Podcasts are much better produced, more professional sounding, and, overall, much more popular with the masses. Even though Chris (Callen) and I have been around each other consistently for the entirety of my career, we hadn’t really done much together until one year ago. I have been a staff writer for Cycle Source for one year. It seems like we are bombarded by new content, almost on a second-by-second basis all day long. Not all of this content is of value either. Some of it is designed only

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to evoke a response or draw a line in the sand. Our goal for TORQUE is to create a place for everything performance oriented. Indian seeks to be a part of what our community is doing, as does Harley Davidson. I anticipate the Asian manufacturers are not far behind. This magazine is a place for ALL performance twins, the folks who ride them, and the companies that are supporting Team Us! Our features will not be beside a babbling brook and a single-lane covered bridge in New England. The features will have the feel of the forward momentum that is driving our community to the top of the motorcycle industry. We, the performance community, are pushing the limits of the stock machines and driving the innovation of new products designed to make bikes intended for a Sunday cruise some of the best performing motorcycles ridden today. TORQUE will be about you and your experience. This is YOUR magazine. A real, visceral, and tangible hard copy and record of

your experience and the experience of those in our community. No hate, no shade…only a bright beacon of light shining on all of us…Team Us! Daytona Bike Week was only a few months ago. Through the wonderment of social media, we were all able to see an entirely new generation of guys and gals making their own bike week traditions. Guys like Sit Down Steve and Steve Chamberlain, who rode all the way from Texas, are making their mark (literally) on the pavement that runs parallel with the mighty Atlantic Ocean along A1A. Wheelies, burnouts, shots of whiskey, and all of the trappings of a city and event like Daytona, Florida has hosted for 80 years were there for the world to see on the Gram! This is the genesis and reason that we are birthing this new publication. While others have said that “magazines are dead,” we say, “Nah, the only thing dead are the guys that used to publish them!” I cannot fathom a better human to partner with than Chris Callen. Fifteen years ago, my previous magazine publisher launched a “Digital Media Sucks” campaign. I love the guy, but his magazine is no longer with us because digital media was the future. It was then, and it still is now. If you have an idea, I want to hear it. If you think something sucks…let me know. If you have a problem, you better come at me with a solution. I don’t do snakes and rats. For as long as I am at the helm of this magazine, I will promise you this: I will not let the vampires into the castle! Go hard or go home -Jason Hallman

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utting a race together sounds simple enough. Call every manufacturer you know, get a few distributors on board, rent a track and then call a few friends that like to ride fast…sounds easy, right? Well, if everything hard to do seemed so upon first glance, how many great ideas would fail before they even get a chance to become a reality?

It doesn’t really matter “who” had the bright idea to create a league of extraordinary racers, manufacturers, and distributors. The fact is that the Bagger Racing League went from concept to reality in less than one year. Not to mention, it was planned during what was likely one of the most challenging years to put a plan in place since Harley Davidson and the Indian

Motorcycle companies began their tussle for first place over a century ago. In short order, the Bagger Racing League has proven beyond a shadow of a doubt that there are more than enough riders with the required intestinal fortitude to throw a 600-pound motorcycle around a track designed for much lighter and certainly more venerable race

Article By: Jason Hallman Photos By: Cali Photography & Derek Clourtier

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machines…or so one would think. They have also garnered enough industry support to financially back a new race series. The fact of the matter is that at nearly 600 pounds (plus rider), the Indian and Harley Davison baggers, Big Twins, and Hooligans were not that far off the mark from the other two-wheeled race machines. By my standards, they are exceptionally more exciting to watch battle for the pole and to see get tossed into the turns at speeds exceeding 100 mph! There were four classes to choose from at this inaugural race at the Utah Motorsports Complex just outside Salt Lake City. The views are breathtaking, the people are nearly overly friendly, Salt Lake City was welcoming in every way. I’ll definitely be back! Let’s start with the Hooligan class. It seemed to be a placeholder for the future pros of the sport. Made up of primarily race-prepped Sportsters, the Hooligan class left nothing on the table as far as performance and excitement. During qualifying sessions on Saturday, there was plenty of posturing for the pole position. There were grassroots teams and pro teams alike, with every rider working hard to make themselves and their machines raceready for the final heat on Sunday. Benny Carlson (#45) topped the podium with Alfonso Vasquez (#51) and Gregg Stinnett (#816) rounding out 2nd and 3rd respectfully. The Big Twin class was by far the largest, with 22 entries. Being the largest class, you got to see the widest variety of riders and machines. The class was made up of mostly Dyna’s of every unique configuration. This class held the distinction of being the class that represented the grassroots movement the most. Some teams were as large as five to six riders, all functioning as a family and went to great lengths to help each other out when the need arose. There were several spin-outs throughout the 12

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weekend, most of which didn’t take the rider or the bike out of complete contention. Whenever possible, the teams pooled resources and made the most out of what was left just to see their fellow racer (competitor) get back on the track to make the next qualifying session. The number 1 qualifier, Rennie Scaysbrook (#33), held his position all weekend long and took the checkered flag, followed by Sean Ungvarsky (#48) and Anthony Sollima (#12). Pro Stock Bagger was the class that had the most eyes on it. Riders like Steve Chamberlin and Tony Tucker pulled out all the stops and brought out the best of both riders. Tony Tucker of Tucker Speed is no stranger to V-Twin racing, but this being the inaugural event, the Tucker Speed team was just as green as their neon flat bill snapbacks. Their entry was finished at 1:30 am the day before the event and loaded in the trailer. Tony didn’t take the checkered

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flag, but he finished the race in the 4th position. He learned quite a bit about suspension setup, and his bike ran flawlessly all weekend. The Lucky’s Speed Shop entry is the one that stole the spotlight for us. Karl Row and his rider Cody Dantley had their work cut out for them. They had the oldest chassis in the race, the smallest engine in the class, and the smallest rear tire. They fielded a beautiful 2002 Harley Bagger that was the only carbureted bike in the class! Look for a full feature on the Lucky’s Speed Shop entry in an upcoming issue! The Pro Stock podium had Benny Carlson (#9) up top, with racers Oleg Pianykh (#79) and Logan Lackey (#102), finishing the top three positions. The Pro Class (Bagger GP) was the class everyone was pressed up against the fence for. The number one qualifier was Michael Barnes. Tyler O’Hara qualified number two with barely a one-second difference off the pole. When the checkered flag went down, it was pole-setter Michael Barnes (#34), followed by Tyler O’Hara (#29) and Corey West (#3) on the podium for 1st, 2nd & 3rd place. Interesting enough, it was Tyler O’Hara that posted the fastest lap in the race with a 1:38.550 lap time on lap 7. The BRL made certain that there were plenty of other events happening throughout the weekend. The Bassani Stunt Team performed. There was the Arlen Ness custom motorcycle show and a manufacturer’s midway. Overall the takeaway was that; the UTAH Motorsports Complex is a worldclass facility accustomed to hosting world-class events. This one was no different. If you haven’t made plans to attend a BRL race, you should do so now because there is no putting the proverbial smoke back into the bottle. The BRL is the real deal, and they are not looking backward.

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his month we are repurposing a segment from our weekly live show where we do everything you would expect in a magazine, plus a lot more. You can see a write up in this issue, but from that show this article is based on our 50-50 segment. For those of you that haven't caught it the 50/50 is a tech segment that you can do at your home garage for 50 dollars or less in 50 minutes or less. For this segment we're gonna change the oil in my 2016 dyna lowrider.

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Now I'm fresh back from bike week and we ran thins thing pretty hard so my guess is the oil is pretty cooked. Let's take a look at what we're going to use to get this job done. Our 2016 Dyna Lowrider calls for 3 quarts of oil plus a filter. We'll be using three quarts of Spectro 20/50, conventional. This is a fantastic oil that's available at all WPS Hard Drive Dealers. We're going to use high flow Filtro black oil filter because I like using a black filter instead of chrome one.

We're also going to change the drain plug oring. The Oring is part number 11105 and are available at all Harley and independant dealers. Let's take a look at the tools needed to complete this job. We need a small pick to remove the Oring from the drain plug. Three eights drive ratchet. three eights drive extension with a 17 mm for the end of our old oil filter. I'm gonna use a swivel socket is five eights for my drain plug on a 12 inch extension so I can get right under

the engine and transmission to take the drain plug out. most your major home improvement stores have a very good tool selection nowadays and all these tools can be cound there. As always we never use any thread tape on any over our drain plugs, we only use liquid teflon so I have some of that here as well. Now this is a job that anybody can do with a reasonable ammount of tools and a reasonable ammount of skill and you don't need a hoist to do it, you can do it all right on flat ground. In fact a Dyna leans to the left when it's on the kickstand and this will help yopu drain all your oil. The on thing I will tell you is that it helps to heat the bike up to full operating tempature first because the oil come out a lot faster. Let's walk through the steps for changing the oil. STEP ONE: I remove the dipstick. I check to see if there's any debris on there I'm also checking to see the quality oil that I'm removing if it's too dark I got a remember that I'm going to do an oil change sooner than later next time. STEP TWO: Make sure the drain pan is under the drain plug then I

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remove the drain plug. As I remove the drain plug there is a magnet on the end, I check that to see if there's debris and if there is, what that debris is and what it could mean.At that point time I clean the drain plug threads, remove the old oring, put the new oring on and apply a small ammount of liquid teflon. And now my drain plug is ready to go back in after the oil is completely drained. STEP THREE: As my oilis draining in the back I loosen the oil filter in the front. With the oil' coming out of the front it's gonna leave a little bit of a mess so I wanna give you a little tip here and tell you to stuff something under the filter first to catch any additional oil. Once the oil filter is removed I usually leave it in the pan upside down for about 24 hours, then I can dispose of it propperly. STEP FOUR: When you're reinstalling the new oil filter put a small amount of oil on the o-ring to make sure that when you tighten up to the oil filter housing outlet on the block of the engine, that O-ring doesn't twist or tear, it's super important. Also make sure that o-ring is there. If it's not your oil filter is not gonna seal. STEP FIVE: The next step is to put the oil drain plug back and make sure they have a small amount of liquid Teflon on your new o-ring. When you tighten the drain plug make it snug and go about an eigth of a turn more. You don't want to over tighten it and tear the o-ring because it will leak. STEP SIX: We asdd three quarts of 20W50 Spectro Oil back into Our engine. STEP SEVEN: Reinstall your engine oil dipstick. I like to reinstall mine once, then pull it back out and check to see the oil level is indicated correctly on that dipstick before I fire my engine. STEP EIGHT: Once I've tightened the dipstick I will start my engine and let it idel until the oil light goes out. Once the oil light goes out you're good to go. Check for leaks, wipe up any risidual oil on the motorcycle so than nothing gets on your tires and you're road ready.

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Article By Jason Hallman Photos By: Missi Shoemaker

he Law Tigers organization (based in Phoenix, Arizona) isn’t just a law firm. It is a group of attorneys firmly entrenched in the motorcycling community in over 30 states in the USA. Their primary spokesperson and corporate leader is Ari Levenbaum. This feature is about his custom-built “Paul Yaffe’s Bagger Nation” Road Glide. As many of us do, Ari and Paul became acquainted with each other through their passion for motorcycles. It is impossible to deny that once the common ground of a mutual love of the motorcycle is established, a friendship usually isn’t far off. Lots of people would love to have an original Paul Yaffe bike. Ari was no different. Paul has been a leader in the industry for

years. His style is unmistakable. He goes to great lengths to collaborate with the best parts makers in the industry, and his parts can be found on many of those builder’s bikes too. Ari approached Paul about fulfilling his dream of having a custom motorcycle built. The bike you see here is a direct reflection of the conversation between builder and client. Building a custom bike for a client is an intimate experience. The best builders understand exactly what the client is trying to accomplish. Some customers want something subtle while others want flash. Being a custom builder requires you to find that place the customer wants to go, even when the client doesn’t have the words to take you there. Paul is the type of builder with his own unique styling queues. When a client

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ends up at Paul Yaffe Originals, Paul already has an advantage. Paul’s work has been featured for decades in magazines and on television, and at every major rally. This usually means that the customer has already seen Paul’s work and is eager to see their dream bike come to fruition. Paul has the vision to forgo the pleasantries of browsing a parts catalog and get right into the concept. Ari wanted something faster than the average Road Glide and something that would promote his brand without losing the essence of the motorcycle he started with. He needed a bike with just enough properly placed branding so that it would stand out in a positive way no matter how many bikes were parked next to it. Ari knew that if Paul built it…it would never get lost in a parking lot. It would draw the right kind of attention, be fast, look fast, and be dead reliable to ride in any weather conditions for short or long distances. Ari and Paul were able to work together from the instant the decision was made. They both knew that he and Paul were on to something. The entire build went exactly as was expected. However, one thing that did happen unexpectedly: the friendship that Paul and Ari now share. It is funny to think just how things can work out that way. Like I mentioned previously, building a custom motorcycle is an intimate experience, and sometimes new friendships just fall into place. The engine in Ari’s bike was built and tuned by Jack Gould and inhales and exhales through

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a Trask Performance air intake and stainless exhaust system. A Fueling cam actuates the valvetrain, and the engine is tuned via a Techno-Research tuner. The forks and trees are from ODC. Paul swears by the OCD suspension systems, and you’ll see their parts on many Bagger Nation builds. This Road Glide rolls down the road on BST carbon fiber wheels wrapped in Dunlop rubber. Twin Rebuffini calipers halt the oversize front

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Tiger glide Tech Sheet

Owner: Ari Levenbaum City/State: Scottsdale, AZ Fab. By: Paul Yaffe’s Bagger Nation Year: 2019 Model: FLTRS Value: Time: 6 Months Engine Year: 2019 Model: FLTRS Builder: Jack Gould Ignition: Technoresearch Displacement: 114 Pistons: Harley-Davidson Heads: Harley-Davidson Carb: EFI Cam: Fueling Air Cleaner: Trask Performance Exhaust: Trask Performance Primary: Harley-Davidson Transmission Year: 2019 Make: Harley-Davidson Shifting: Crisp Frame Year: 2019 Make: Harley-Davidson Rake: Stock Stretch: Stock Forks Type: ODC Inverted Builder: ODC type: Hydraulic Triple Trees: ODC suspension Front: Rear: Wheels, Tires, Brakes Front Wheel: BST Size: 19” Front Tire: Dunlop Front Brake: Rebuffini Rear Wheel: BST Size: 18” Rear Tire: Dunlop Rear Brake: H-D Brembo Paint Painter: Rolling Art Custom Motorcycle Paint color: Orange/Gray/Black Type: Graphics: Carbon Fiber Chroming: Removed Accessories Bars: PYBN Monkey Sport Bars Risers: PYBN hand controls: Rebuffini Fuel Tanks: PYBN Front Fender: PYBN Cafe’ Rear Fender: PYBN Short Sport Seat: LePera Kick Flip Foot Controls:PYBN Oil Tank: Crime Scene Choppers Headlight: H-D Crossfire W/Tracers Taillight: PYBN Tripods Speedo: PYBN/H-D Photographer: Missi Shoemaker 24

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rotors to a dead stop. The orange, black and grey paint was handled by Rolling Art Custom Paint. There is no chrome left to speak of on Ari’s bike. Paul opened the Bagger Nation vault for the front and rear fenders and the fuel tank, bars, and risers to round out the parts list on the Tiger Glide. A LePera “Kick Flip” seat provides riding comfort. The hand controls are from Rebuffini. All in all, I’d say that these two make a perfect pair. Ari went to Paul for a motorcycle and left with a friendship any guy would be proud to hang his hat on. In fact, Paul and Ari have already collaborated on what will be the biggest prize giveaway in Sturgis history, a brand-new Road Glide built by Paul Yaffe’s bagger nation valued at over $90,000. We cannot wait to see what this pair conjures up next to work on!

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Article By Jeff G. Holt

t’s been three years since I have sat down to write a feature for a paper magazine. Since my demise of being the editorial and brand director of Hot Bike, Baggers, and Street Chopper magazines, it seems as if the whole world has gone paperless. The huge magazine racks that used to fill retail stores are gone, and along with it, many great features, articles, and photography are no longer easily accessed by simply flipping through pages. This is why I jumped at the chance to be a part of Torque when I was asked. Sure, I have my own thing going on with the V-Twin Visionary brand that easily takes up all of my waking hours. Still, there was something about getting back into a paper periodical that excited me enough to do so. And here we are. Talking about custom performance motorcycles.

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And now V-Twin racing. I made my stand in the V-twin industry for years, waving the performance flag when it was all big wheels, fat tires, and affliction jeans. Back in 2013, when I was finally given full reign of the design, concept, and content of Hot Bike magazine, I wanted to put out something that would put an end to the “custom” motorcycles of the day. The hangover haze of Discovery Channel show bikes was getting long in the tooth. In all my ego-driven brashness, I had to do something about it. Harleys were always about performance to me. Club bikes, Drag bikes, and even what the guys in East LA and Compton were doing to their Baggers always piqued my interest. I decided to put a white Dyna built by San Diego Customs and owned by legendary skateboarder Corey Duffel on the cover of Hot Bike with an all-

new logo that harkened back to a time when the magazine was full of Shovelhead and Evolution performance motor and bike builds to put all the trucker chicks, skulls, snakes, bolt-on doodads, and spinning dice theme bikes behind us. Corey was in a jean vest, faded Levis, some beat-up boots, and a Simpson helmet. It was an action shot with Corey rockin’ the horns while being chased by Chip and photographed by Mikey of SDC. There were no blonde chicks, chromed-out bikes, or big wheel baggers anywhere near that cover. As we put that issue to bed and were ready to walk out the door for Thanksgiving vacation, I got an email from the head group publisher. I figured it would be an email from the Big Cheese telling me what a great job I had done on the new look and feel of the magazine. And boy, was I f#@

king wrong. He was in shock that the bike was not black or red. And that we didn’t have multiple bikes at different angles on the cover. He was in utter amazement that we did not have an “All-American” looking girl (i.e., a tan blonde with big boobs) on or near the bike. At the end of the email, there was the kicker. It simply said, “If we let this issue get to the newsstand the way it currently is, it would be like committing mass suicide.” Of course, my editor John Zamora and art director Robert Martin took major offense to this email. Hot Bike was on its last legs from the years of regurgitating old and stale content to a geriatric customer base. I was tasked with putting together a team to take this magazine (and brand) into the future of custom and performance V-Twins. I honestly felt that this very issue was the archetype for all future performance and custom H-D magazines. And after reading that email, it honestly looked like it wasn’t ever going to happen. I was so pissed that I quickly fired back an email telling

him how shortsighted and plain wrong he was about every aspect of the new version of the magazine and literally betting my job on the issue and its promotion of the

redux rollout would do even better than projected. And after I waged my entire career on something that management thought would fail, it

f#@king killed it on the newsstand. For years, my crew and I jamming the pages of Hot Bike cover to cover with fast bikes built by a new crop of fabricators who put function over form. It was a great run at the helm of the magazines until a corporate acquisition, and a new management team mismanaged the magazine into non-existence. And here we are in the now. Where Performance Harley-Davidson and Indian motorcycles are on the rise throughout the world. It is a great feeling to know that I have had a hand in showing guys and gals that custom motorcycles don’t have to be just pretty machines that can only go in a straight line. But that these bikes with big brakes and real suspension can get down on both the street and track and look good doing it. And to think, it almost never happened…

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Article By: Chris Callen Photos Courtesy Of Harley-Davidson

his will not be an article to help you deal with the anxiety of losing the Evo Sportster. Harley-Davidson’s brand-new Sportster S is just that, brand new. A new day, a new direction, and a completely different model. 100 years after HarleyDavidson’s founders arrived in the United States, the world saw the birth of the Sportster. It was the quick kids’ bike of the day and Harley’s answer to the smaller European brands that were more appealing to younger riders. That model evolved through the engine families until the Evolution, but then never went beyond, is with good reason. The Evolution Sportster was bulletproof and had plenty of power. Little more was needed for this model as the big brothers all moved through Twin Cam and then M8’s. But with the inception of the Revolution max, the possibility of a new mill for Sporties came about. The new Sportster S was announced in a worldwide digital release, and in it is the future of the model, and I’m sure what HarleyDavidson hopes to be their future as well.

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At the first hint that Harley was about to readdress the iconic Sportster brand, I was skeptical. I had seen the ideas of a flat track inspired bike and the Bronx. Still, I think part of me knew that the standards they would have to meet for modernday manufacturing, coupled with the need to update this age-old product line, would demand that a new breed come about. Well, that is

precisely what they did. While many from the core will have the knee-jerk reaction, it may be the first time that Harley hit a trend so squarely when it comes to the emerging performance segment. The younger audience that comes along with them is one of the strongest segments of growth today. Let’s face it, very little about the previous Sportster family was going to grab their attention. So instead of spending more time lamenting

the loss of the Evo Sporty, which by the way, will be available in the used market after we run out of Oil on planet earth, let’s take a look at what Sportster S is. EVERYTHING AND THE KITCHEN SINK I have to say that it was somewhat refreshing to hear buzz words in the presentation Harley gave the media on this new offering that somewhat suggested that this is actually the “evolution” of many products and much of the history of HarleyDavidson’s growth. These would be terms like “Mass Centralization” and “Frame Rigidity” both of which started being used back in the Buell days. Other terms like: “Modular design” and a “new power train” were key in the V-Rod from inception. The styling cues that came from the XR750, The Fat Boy and Fat Bob models all add up to a motorcycle that is actually more than the sum total of its parts but carries a rich and deep history with it. For starters, the amount of technology built into this motorcycle is staggering. We can start off with a quick understanding for those not already hip to the Pan American, with the “ride mode”. There are

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three separate ride modes to assist riders for various riding conditions, and experience levels, I would wager. Riders can select from Road, Rain or Sport modes and even have the option of customizing two additional mode settings to affect the technical assist features to their liking. So, what does that mean? Well, this motorcycle is outfitted with ABS, Curve ABS, Traction control, Curve traction control, FLP or “Front Wheel Lift Prevention”. The ride mode affects each of these components in different levels depending on the mode you select. Additionally, it also controls the amount of throttle response for each mode, rain mode having a lower throttle response to prevent spin out in wet conditions up to Sport mode that has the maximum amount of throttle response. As we rode through the canyons outside of LA testing this bike, I made sure to work through these modes. It was very noticeable, not only in the take off and acceleration but in the braking and handling. I could definitely feel the bike interacting with choices I was making and situations I put it in. The display has to be mentioned as well as far as advancements in technology. While at first glance before you start it, this would seem to be a 32

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traditional rider mount speedo, it is in fact a modern central information bank. Of course, that’s not what they call it. It’s a four-inch round LCD Display that contains all the instrumentation, and infotainment generated by the riders bluetooth equipped mobile device. Navigation and music integration, Ride mode, alerts, all the bells and whistles are accounted for. NUTS AND BOLTS One thing that needs to be addressed right off the bat is that this is not a little brother to the V-Rod. Other than having a DOHC 60-degree V-Twin, everything else about it is different. To start, the chain driven DOHCs are complemented with hydraulic self-adjusting lifters. There are four valves per cylinder, these are both smaller and have port dimensions that differ from the Revolution MAX engine found in the Pan-American, hence the different cubic centimeters. The cylinders are 4.13 inch bore with a stroke of 2.85 inches giving it a displacement of 76.4 inches or a total of 1252cc. The Sportster S is fueled by an electronic sequential port fuel injection system that breathes through a downdraft intake and tuned velocity stacks. The lubrication system is another place where Harley made advancements in technology, now

a semi-dry sump, keeping the mass of the internal engine components from having to move through an oil bath to be adequately lubricated. The power delivery comes in at a reported 94 ft lbs. of torque and 121 peak horsepower at 7500 rpms. The Revolution Max is liquid cooled and makes power throughout the range, no seriously! There wasn’t a place where I found the bike was under power. If we went hot into a turn and I was high in the RPM range, it still had power, if it was a gear too low all I had to do was roll it on. Nice Job! While the bike sits a small amount higher (29.6 in unladen seat) and a few inches longer (89.2 in) than previous versions of the Sportster, it still manages to feel like a bike that you are in rather than one you are on. As we got into the talk of what engineering went into the construction of the Sportster S, it was apparent that with the opportunity to redesign opened before them, Harley’s teams were going all out. The frame is a stressed-member, high strength low alloy steel trellis frame with stamped, cast, and forged junctions and an all MIG welded, aluminum forged mid-structure. A high strength, low alloy steel, tubular sectioned, stamped x-member and forged axle junctions

make the swingarm an important part of that handling, which I fear, may be the first part of the bike that the aftermarket wants to change out. This all adds up to a tight rigid frame that provides more confidence as you push the apex of a curve at speed. The suspension is all about the rider with front 43 mm inverted forks featuring compression, rebound and spring preload adjustability and an aluminum fork triple clamp. Rear suspension is a Linkage-mounted, piggyback mono shock with compression, rebound and h y d r a u l i c spring preload adjustability. The rear suspension adjustment is located just at the back of the seat so it can be adjusted as you go down the road, which we did a lot of, hopping from bike to bike that day. Once

you find your personal perfect spot, it rides like it was made for you. Overall, the bike has 34-degrees of lean angle to both sides and 3.66 inches of static ground clearance, making it more than

capable of aggressive maneuvers. FINAL IMPRESSIONS Bottom line is this thing may or may not deserve to be called a Sportster by the standards put forth by the purist but

there are some undeniable factors here. This thing has more technology than any other Sportster before it. It is faster than any other Sportster ever and if HarleyDavidson has a prayer of keeping up to some of the other manufacturers and what they are offering in the mid-weight class, it had to come to this. Sportster S is a huge leap into the future for Harley and I feel that the timing is perfect. While the price point may be my only criticism, (at $14,999)I feel that this may take the Sportster S out of the entry level bike market for them. I do however know exactly where that money went, and it is more than a value for what you get. I would get your money read boys and girls cause this thing is gonna go fast when it hits the dealerships.

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or years I have been installing, testing, and reviewing performance parts and gear. Whether it be a small part, a big-buck upgrade, or something that I feel makes riding your bike better, I am down with showing my readers, fans, and followers some of the good stuff. Here are four very vastly different products for both the bike and the rider. Hope you enjoy them.

Alloy Art The Swinger Swingarm $2,600.00 www.alloyart.com If you have been around this performance HarleyDavidson thing for any amount of time, you must have heard of the name Alloy Art. They have been making a gang of lighter, stronger, and faster parts in the USA for years now. And for my money, I would say they have one of the nicest swingarms ever produced for H-D Baggers. The Swinger is 7lbs lighter than the stock 2009-up steel H-D Touring swingarm, and it looks far better too. The three-piece CNC machined aluminum design features a bolted, pinned, and welded assembly process, making this non-ferrous work of art both strong and functional. The Alloy Art swingarm has adjustable shock mounts. It comes complete with axle adjusters, a Chromoly axle with stainless steel nuts, and a stock-style brake caliper mount. I have one of these Swingers on my personal 2020 Road King. It installed easily and was arrow-straight once everything was put back together. It is only available in the as-machined finish you see here but can easily be anodized, powder coated, painted, or plated to suit your personal style.

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Race Tech G3-S Piggyback Shocks Starting at $1299 www.racetech.com There are a ton of high-quality shocks on the market today. But not many as performance-driven as Race Tech. Most other suspension companies have their suspension in boxes with a range of rider weights and lengths ready to be shipped out. Race Tech builds all of their shocks one by one to order right here in the USA. What does that mean, you ask? Race Tech won’t build you a set of shocks until you fill out a multi-question sheet including information on your bike, your weight, intended usage, riding style, and a percentage of how much you will be riding with gear and with a passenger. You also decide the length that suits you best and whether you want an IFP (internal floating piston) shock, piggyback shocks, or a remote reservoir setup. I have used Race Tech suspension for well over a decade now and have found them one of the best rear shocks that money can buy. And how could they not be when they are literally made just for you? I warn you, though, if you think this will be some sort of Amazon Prime situation when ordering shocks, you should look at some off-the-shelf suspension options because these can take 6-8 weeks to receive from the time of order. But they are worth the wait, trust me.

Greene Bros Designs M8 Softail Brake Linkage $129 www.greenebrothersdesigns.com Greene Brothers Designs has solved the 2018-2021 non-adjustable brake pedal issue, which plagues HarleyDavidson Mid-Control Softail motorcycles. By swapping out the stock steel linkage with this fully adjustable billet aluminum version, you can adjust and set the brake pedal height exactly where you need it. Also, with this stiffer linkage design and quality USA construction, it allows any rider, big or small, to have a better overall braking feel. Swapping it out is easy. Just pull the stock one-off with the two OE bolts, replace it with the new GBD linkage and use a bit of blue Locktite on the threads of the bolts before screwing them back in for good measure. They are available in black, silver, red, and gold with black rod ends and hardware.

Doomed NYC Smokey Mountain Straight Cut Vest $300 www.doomednyc.com Doomed NYC makes these vests right here in the USA by hand out of 10oz of soft yet sturdy garment leather. This vest also has two outer pockets, two hand pockets with YKK locking zippers, a rightside chest vest pocket w/ flap and sunglasses slit, and a left-side chest side access pocket with yet another legit YKK locking zipper. Inside this vest, there are two other interior pockets in the liner. The interior leather is placketed for some good-old nonchaffing comfort. Another great thing about this vest is that it has a lining zipper to easily add back patches without having to rip the vest apart. When I first threw on this vest, it felt very comfortable and almost like I had been wearing it before. Which is a very good thing. I also like the fact that is not a club-style vest and that it is all black with only a few silver accent. But what I really like about this vest is the signature crossover collar which allows zero wind in when snapped all the way up. It doesn’t choke you like so many other vests do when fully closed. You can tell that somebody who really rides designed this vest, and it shows with the fit, finish, and quality of construction.

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he Dyna Street Bob you see here is my “Black Bike.” You know, the one you can ride anywhere without drawing too much attention. The sort you can pop to the shop on without everyone stopping you and wanting to talk to you about it. It was that bike for about

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5 minutes of owning it. The problem I had was the more I rode it, the more I fell in love with it. The more I realized what a capable all-rounder it could be. Having a small shop, Unit 6 Custom, I would be stupid not to build it out. This was when the fun started. Initially, I added a T-Sport fairing and some Lucky

Dave’s bars, a LePera Kickflip, and some Leather Pro’s. This got the bike to the daily rider stage. After putting some miles on it and pushing it a bit further, it was handling time. If you want top-level suspension, you look to Ohlins. So, I called up Kevin at Big Bear Performance. He hooked me up with their latest 30mm cartridge kit up

Article And Photos By: Del Hickey

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front and some HD816s with his 1” extensions. While I was ordering, I added an adjustable front mount and the matching rear. I’m from the UK, so they shipped all this to my uncle’s place in Florida for me to collect and bring back as luggage while visiting Biketoberfest. All I can say about this combo is, “Wow.” It’s night and day different. It goes where you point it, no wobbles, straight as an arrow, and with the Shred Moto pegs, I have fantastic ground clearance and lean angle. Next up, I addressed the 103” motor. Initially, I added a TBR pipe, a S/E air cleaner, S&S 583 cams, and a tuner. It was a step in the right direction, but it never really ran great. Too much reversion with that combo

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of pipe and cam, so I swapped the pipe out for the BBP 2 into1. It ran a lot better but was past the fuel pack’s capabilities. This was when all hell broke loose. In went the S&S TC3 cam-plate, pump, 585 cams, 107 pop-up pistons, 56mm throttle body with up-rated injectors, and a thick stealth aircleaner partially hidden under a carbon cover. I added a complete set of PM covers to dress it up. It then went off to V-Twin to see Nick and Boz for a couple of days on a rolling road. It made a respectable 110hp 115tq at the wheel. This combo needed an uprated clutch, so I went with my favored, Primo. With the extra power and handling capabilities, I added a

BBP rear bracket with a Brembo M4 caliper and Galfer floating rotor (I’m a rear brake man) up front I fancied trialing the Arlen Ness big rotor kit, I was not disappointed. It pulls you up quick! All of the above work makes for an excellent bike and gets overshadowed by the body upgrades. The most obvious one is the replica FXRT fairing and lowers by Dominator motorcycles. I was very dubious about adding such a big fairing as I had a fantastic bike and didn’t want to ruin it. It didn’t. It’s stable at speed, gives me better wind protection than my Roadglide, and really does turn the Dyna into the perfect sports tourer.

I added a full fender with the Moons MC integrated taillight and carbon fiber side panels to finish off the bodywork. The paintwork was completed by Jack from “Peanut Butter Paint,” he’s a genius). The massive amount of silver flake is covered in candy paint. I think painting the screen works really well with this fairing and the fairing is a great shape for this style of paint. The pin-striping on the side panel is by Mad Danny Pinstriping. The color combination has earned the bike’s name of “The Mystery Machine” and was actually totally unintentional. I relocated the speedo to where I can actually see it and swapped it out for a Dakota Digital. I’m

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mystery machine Tech Sheet

Owner: Ashley Gettings City/State: Tring, Hertfordshire, UK Fab. By: Unit6Customs Year: 2015 Model: Dyna Street Bob FXDB Value: Unknown Time: 1-2 Years Engine Year: 2015 Model: 103” Twin Cam A Builder: Ashley Gettings Ignition: Direct Map by Boz @vtwin Displacement: 107” Pistons: S&S Pop Ups Heads: Stock, PM Covers Carb: S&S 56mm Throttle Body Cam: S&S 585 Air Cleaner: S&S Stealth Exhaust: BBP Stainless 2-1 Primary: Primo Clutch, PM Derby Transmission Year: 2015 Make: Harley-Davidson/PM Covers Shifting: 6 Speed Frame Year: 2015 Make: Harley-Davidson model: Street Bob FXDB Rake: Stock Stretch: Stock Forks Type: HD/BBP Ohlins Builder: Ashley Gettings type: 49mm Triple Trees: Stock extension: +2” suspension Front: Rear: Wheels, Tires, Brakes Front Wheel: H-D Reaper, Chrome Size: 19” Front Tire: Avon Cobra Front Brake: Arlen Ness Rear Wheel: H-D Reaper Size: 17” Rear Tire: Avon Cobra Rear Brake: Brembo, BBP, Galfer Paint Painter: Peanut Butter Paint color: Blue/Yellow Type: Metalflake and Candy Graphics: Mad Danny Pinstriping Accessories Bars: Lucky Dave’s “San Diego Bars” Risers: Lucky Dave’s hand controls: Oberon, Vans, Thrashin Fuel Tanks: Stock, Kit Sul Console Front Fender: Stock Rear Fender: Genuine H-D Full Fender Seat: LePera Foot Controls:PYBN Oil Tank: Stock Headlight: 7” LED Taillight: Moons MC Speedo: Dakota Digital/Kit Sul Photographer: Del Hickey 40

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sure I’ve missed plenty, but the pictures help to fill in the gaps. I’ve happily done a 300-kilometer day on it and been away for days at a time living out of the bags. I set out to have a bike I can use every day, come rain or shine, and I believe I’ve achieved that and more. Did I accomplish an inconspicuous black bike? Not, really. It snaps

necks every time it goes out. But if I’m honest, that was never going to be the case. I’ve had great fun building this with my team, Dyna Dave, Aaron, Paul (Dad), Andrew, and Bailey. I have even more fun riding it alongside them! Now, I better get back to my Black FXR I just picked up. There’s work to be done !!

n today’s world, what type of life do you live? Does work come before everything? Are you looking forward t o weekends on the water, weekly family barbecues, possibly movies, and video games alone in the darkness? The possibilities are greater now than ever before in human history, which provides many with an almost overwhelming amount of influence on how to enjoy their own lives. So how do you choose? In 2018, a newly formed group of friends, who all lived a life involving motorcycles, found each other at a Deep Ellum, TX bike night. Before long, they dove into the conversation of what type of life they each live. It quickly became apparent that this group of men in their 20’s & 30’s each had uniquely interesting paths that had somehow led them all to the bar tops they were standing around on these spring Texas nights. Fast forward a few months, and one thing had become quite apparent for the men, the bond they had formed was genuine and a direct

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result of each of their efforts to be part of something greater than themselves. That summer, a small handful of guys from bike night decided to escape the city and disappear a few hours away into the Oklahoma/Arkansas Ouachita National Forest. The plan was simple, pack only what you could fit on your bike, gas up, and ride. A plan so elementary that it surely had disaster written all over it. But low and behold, this shotgun-style getaway would change their lives forever. After what could only be described as a drunken blur of a motorcycle escape, the excitement level was at an alltime high. It was as though this group had discovered a new wonder of the world. Once the hangovers wore off, and everyone was back to reality, clarity set in. The concept of moto camping was not new. Still, it was conceptually an Easyrider era idea that predated the current world of digital connectivity for the younger generation. Although the concept was not the first of its kind, the principles of what made this experience special

Article By: James Fransen Photos By: Jace Hudson

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for these men were eye-opening. Pack out a motorcycle with anything that can fit, ride that motorcycle to a destination, start a campfire, drink alcohol, pass out in the dirt... These grassroots principals gave life to what we now know as The Fast Life Campout. In the fall of 2018, the inaugural Fast Life Campout was held in Moyers, Oklahoma, at motorcycle-friendly River Campground. Which has been the home base ever since and has been a great ongoing partnership between the event organizers, the campground owner, and motorcycle enthusiast Adam Sandoval. The first campout had a couple of primary goals: to provide an environment reflective of the grassroots principles learned and share the experience with anyone who had the guts to kick off this adventure with us. Little did we know, there were more than a few like-minded men and women who were seeking a form of motorcycle escape, and the newly formed campout was the moto doctor’s prescription for them all. FLC1 brought people from all over, some in groups and others alone, all on motorcycles and ready to experience the campout for themselves. Many of the attendees had not camped since childhood family trips or the scouts. The majority had never done it on a motorcycle. Adventure was in the air. Throughout day one, on that very first campout, there was excitement every time new riders would arrive. Not knowing who was under each helmet as they pulled down the gravel road toward the centralized tent location was exhilarating and nerve-racking at the same time. Who rides to a campground in the middle of America to meet complete strangers and spend an entire weekend? Answer, We Do! Explaining what an experience like this means to everyone is not possible because everyone experiences their campout differently but understanding that every person around that campfire put in the effort to be there is easy. Fast Life Campout started as a ride in three-day campout and riding event. It has since grown to an annual fourday event (Thu-Sun) every spring. The extension to a 4-day event was necessary as attendance substantially grew year over year for FLC2 & FLC3. In April of 2021, hundreds of attendees took part in the FLC4 festivities from across the country. All coastlines of the United States were represented, and we had our first international camper. The growth of this event can be attributed to one thing above all 44

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else, the people! Coming to the middle of nowhere, Oklahoma likely isn’t high on anyone’s to-do list. However, there is a hidden gem riding all throughout the forest (Talimena Scenic Byway), but leaving a motorcycle event knowing that you’ll be back because you’re now part of the Fast Life Campout family makes this a can’t miss for everyone. I’m already looking towards FLC5 in the spring of 2022. The organizers continue to rely heavily on the principles that have made the campout successful. Grassroots-style camping has been and continues to be the philosophy; the campout is not a rally-style event and will not attempt to be one. Although we intentionally don’t have vendors onsite, many moto industry companies have been represented as attendees by those who own/operate them. It’s a unique way to connect with the industry we’re all involved with. The fifth Fast Life campout stands to be the biggest and best yet, so mark your calendars now and experience some of the best riding, camping, partying, and definitely the best people you will ever meet.

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Article And Photos By: Tony Tucker

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e are always chasing more power. We live in a time where we are pretty lucky to have a handful of different motorcycles in the Cruiser/Touring motorcycle market with impressive power and torque numbers right off the dealership floor. But even still, we always want more. With all the trends that come and go, the one constant trend is always HORSEPOWER. In our shop, Tucker Speed, we specialize in all things performance when it comes to late-model HarleyDavidson motorcycles and, more specifically, the new MilwaukeeEight engines. In this article, I want to talk to you about one of the first performance upgrades you should do to your new M-8 motor. The cam upgrade. With the M-8 being on the market for almost 5 years now, the aftermarket world has zeroed in on what’s working and how to unleash the potential in the motor. We will discuss some of the best “boltin” cams on the market today for this article. “Bolt-in” meaning that there are no other parts or mods needed with the cam install like high lift valve springs, adjustable pushrods, or a need to worry about valve to piston contact. Some of the cams that we have found to have really good results on the Dyno are the S&S 475 and the Woods 22X-E. Both have given us great HP/TQ numbers on the Dyno but, more importantly, create a very fun motorcycle on the streets. In these images, you will see that we are installing the S&S 475 cam in a 2018 FXLR Lowrider. Although the cam is a “Bolt-in,” we would strongly recommend installing an upgraded camplate and oil pump with the job. We are also installing adjustable pushrods to make the installation a little easier because we will not remove the fuel tank or the rocker boxes. We are also installing the S&S tappet cuffs. The stock cuffs are plastic and are likely to break or warp from heat causing further damage. The other key is to make sure to install Torrington style (full complement) inner cam bearing. Meaning that there is no

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cage in the bearing. It’s a full stack of needle rollers and far less likely to fail. As you can see in picture #1, I like to lay out everything in the kit and take an inventory and also inspect all parts to make sure I have everything I need and there is no damage from shipping or anything of the sort. Once I have verified that I have all my parts, I proceed to the teardown portion of the job. It’s always good practice to follow your model-specific service manual for this step. But in this case, I have opted to not remove the rockers. I put the cylinder I am working on at TDCC and cut the stock pushrods out with bolt cutters. You must be careful when doing this, as the pushrod still has 48

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slight tension on it from the lifter. Once you’ve got them out of the first cylinder, find TDCC on the other cylinder and repeat. In pic #2, I have completed the teardown process. It’s essential to keep everything clean here. At this point, I like to do a crank runout check just to see where the crank is at. Whether it has 10 miles or 100k, I want to see where it currently is at. I personally use the crank runout tool from Feuling. It’s simple and easy to use. The first step in the install is to remove the old inner cam bearing and install the upgraded one. This requires a special tool. Companies like Jims Tools or George’s Garage make very nice stuff. As you can see in pic #3, I

have gotten the cam, pump and camplate installed. Be sure to follow the instructions that come with your specific kit. At this point, it is very important to do a proper oil pump alignment. Usually, each manufacturer will have its own version of how to perform this. It’s a good idea to follow the instructions for your specific brand. But if all else fails, refer to the factory manual. Be sure to use lots of assembly lube. You don’t want to start everything up dry. Pic #4 I have aligned and torqued the plate and pump, installed the chain sprockets. Now, you want to perform a gear alignment check. A shim behind the cam sprocket will space it in or out to achieve proper alignment. The spec is .010”. I usually like to get it under .005” personally. And the final step is to install the chain and torque the cam and crank sprocket bolts. You can see in pic. #5 there is a sprocket locking tool from Jim’s Tools to lock the sprockets together during the torque procedure. Lastly, install the cam chain tensioner and torque to spec. After all of this is complete, it is critical to have the motorcycle adequately tuned. Many really good Dyno tuners around the country can get the fuel map properly set up and running correctly. My preferred tuner is the Dynojet Powervision. But there are other tuners like Thundermax or TTS Mastertune that can do a great job as well. In my opinion, these “bolt-in” cams can really take your M-8 powered motorcycle to another level without breaking the bank. So, for all you horsepower junkies, I hope this has helped answer any questions about how to start to get the most from your motorcycle. Like we say here at Tucker Speed, we like to “make power, not friends.” Tony Tucker Tucker Speed

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picked up this 2019 Road Glide in September of 2018. My previous Road Glide was a 2017 that I sold just 2-months prior. At that time, I was on the fence between getting a BMW adventure bike or purchasing another Harley. That changed once I saw the 2019 CVO models equipped with the lower fairing spoiler. The fairing lowers instantly made me fall in love with the Road

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Glide all over again. Since 2012 I have had a Road Glide in the garage consistently, and while I have fallen in love with many FXR’s and Dyna’s over the last few years, the Road Glide has always been my “must-have.” As my urge to travel on motorcycles grows each year, the need for a capable machine is the most essential piece. The “Performance Bagger” style brings me all the comforts and

aggressive riding necessities that I like to have on my bikes while still allowing me to ride hard in many different situations. I am big on having the best suspension. For my money, I chose to go with the Ohlins. This is for two reasons, one practical and one not so much. The practical reason I chose Ohlins Suspension is its top-tier adjustability and quality. The second is that the reservoirs hanging off the rear struts

Article And Photos By: Jace Hudson

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wave a flag to other guys in this performance scene, saying, “Hey, I’m into this too.” Over many years working in the industry and through my podcast “The Fast Life Podcast,” I’ve built relationships with brands I like to use exclusively. Brands including Lucky Dave’s (seats) and Klock Werks (windshields) have ridden on every bike I have owned since 2016. Some of us are lucky because we get to know the men and women behind the logos and products you’ll see on our machines personally. I consider both Dave and Brian friends. I went with Jade Affiliated 21” / 18” (front & rear) set up and paired

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them with Lyndall rotors and brake pads for wheels and brakes. Letric Lighting Co supplied the lighting from front to back and keeps the road in front of me well-lit while the lights on the back of the bike ward off would-be tail gaiters. Due to the riding style I like, the mid control setup you see keeps my feet planted firmly under me for carving all the types of roads you will find when you ride across America as I often do. It is fair to say that I’m definitely most known for my paintwork. An emerging style that has found

its way back from the early days of custom paint is panel paint jobs. Being the paint nerd I am, I can tell you about the differences in style and where or how the styles have emerged onto the scene over time, just like a wine connoisseur. When I explain my paint style to potential clients, I describe it as a blending of the traditional lowrider style mixed with the race helmet graphics you often see in NASCAR and other forms of Automotive racing. Sharp lines and points laid over a bed of Paint Huffer metal flake.

The goal with the paint job on this Road Glide was to find colors that were not as popular or more on the unknown side of the paint spectrum. My goal was to blend these colors with touches of gold leaf and sharp lines to give it a racy feel. On my personal bikes, I will almost always have purple in my paint job in one way or another. Perhaps it’s my way of signing my work? After I ripped coast to coast several times and racked up 40K miles on this bike in a short time, I reached out to my friends over at House Of Harley just outside of Milwaukee about an engine upgrade. I wanted to get the Factory’s new 131” crate motor installed. At that time, there wasn’t any info on its reliability or peak horsepower and torque output. With plenty of other brands of big bore kits, I finally decided that the crate engine was my best move. Once the engine was installed and heat cycled on the Dyno, I did the break-in miles on the way

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fast life road glide Tech Sheet

Owner: Jace Hudson City/State: Waxahachie Texas Fab. By: Jace Hudson/The Fast Life Garage Year: 2019 Model: Road Glide Special Value: Time: Engine Year: 2020 Model: 131 Crate Engine Builder: House Of Harley ECM: Thundermax EFI Ignition: Technoresearch Displacement: 131” Pistons: Harley-Davidson Heads: Harley-Davidson Cam: Harley-Davidson Air Cleaner: S&S Cycle Exhaust: Two Brother Racing Primary: Harley-Davidson Transmission Year: 2019 Make: Harley-Davidson Shifting: Stock Frame Year: 2019 Make: Harley-Davidson Rake: Stock Stretch: Stock suspension Front: Ohlins Nix 22 Rear: Ohlins 357 Wheels, Tires, Brakes Front Wheel: Jade Affiliated Size: 21” Front Tire: Front Brake: Lyndall Crown Cut Brakes Rear Wheel: Jade Affiliated Size: 18” Rear Tire: Dunlop Rear Brake: Lyndall Crown Cut Brakes Paint Painter: The Fast Life Garage color: Custom Type: Matrix Automotive Finishes / Paint Huffer Metal Flake Graphics: Jace Hudson cerakote: Hazmat Designs Accessories Bars: West Coast T Bars Risers: hand controls: Fuel Tanks: Front Fender: Hofman Designs Rear Fender: Seat: Lucky Dave’s Foot Controls:Drop Kick Customs Headlight: Letric Lighting Taillight: Letric Lighting Speedo: Photographer: Fast Life Visuals 54

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to the Indian Larry Block Party in Brooklyn, New York. Using Thundermax and tuning it on the Dyno, J-Rock (lead tech for house of Harley) was able to squeeze 136 horsepower and 146 lbs feet of torque out of the new engine. This engine makes more than enough “out of the box” power for my needs on a travel bike! Since

the motor install, I’ve laid down another 20K with numerous iron butts, a few accidental wheelies, and most importantly, a win in a Harley vs. Indian drag race against another TORQUE magazine featured bike!

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he twenty years I have enjoyed the sport of Motorcycling has paved the way to developing relationships with some fantastic acquaintances, friends, and what I now consider family. I have seen the vast majority of this beautiful country through those relationships, shared moments and have excellent everlasting memories. Suppose you happen to stumble across my path at any major event. In that case, you will likely find me posted up behind a friend’s table of merchandise, mainly causing trouble but also lending a helping hand when and where I am able. Through these particular moments, I enjoy learning the ins and outs of the motorcycle parts/apparel retail side of things, what it takes to run a small company, and the sacrifices made by all involved to do so. A close friend and independent motorcycle shop owner once told me, “Harley-Davidson is a clothing company that sells unfinished motorcycles.” That statement, more than most others I had ever heard, rang so true in my mind, and it’s something I’ll never forget. From the time I was given my first vehicle, purchased my first motorcycle, and up to the current date, I have never been able to leave them alone. It is a passion to transform what I own into something that is truly mine. Yes, I borrow ideas from others as inspiration but will typically change details to not be a complete knock-off artist.

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Hence, the nickname, Nothing Stock Cam. From my truck to my motorcycles, bicycles, and even my trailers, you will undoubtedly find something that isn’t stock. Stock sucks, period. If you’re like me (I know most of you are), then you are always on the hunt for your next purchase. What will I change next? Where will I find it? How much does it cost? In my earliest days, all I knew was the H-D dealership. I overpaid for everything because it had a bar & shield logo on it, usually finding out that part was made somewhere overseas and was of subpar quality. Next, I began purchasing aftermarket parts through the dealership and online through large corporate retailers. I felt as though I was at least on the right track but still not always satisfied with the quality/craftsmanship of the product(s). Then, as if the motorcycle heavens opened up, with a bright beam of light shining upon me, I came across independent shops and manufacturers from right here in the good old USA. When it comes to online purchasing from Americanowned companies for my retail parts, my personal go-to sites are www. teamdreamrides.com and www.hardcorecyclesinc.com. Both companies have quick ordering/shipping times, offer every part you could ever need, and have outstanding customer service. They’ve never steered me wrong. They both are super knowledgeable, reachable, and stand by their product sales. With all of that, I know that purchasing my aftermarket parts from these companies is not just lining the pockets of large corporations but is helping to provide for the families of the employees and small business owners right here in our community. When it comes to specific parts that I run on my bikes, they can be found at www. deathmetalracing.com, www. bareknuckleperformance.com, and www.fab28industries.com. Let it be known that none of these companies endorse me in

any way. They do not offer me special discounts or any other type of side-deals or whatever else may be running through your mind. These are parts that I have

few. His risers, pegs, and covers that I run on multiple bikes are of superior craftsmanship, quality, and functionality. Not to mention that his custom paint is awardwinning, absolutely gorgeous, and a purchase that I guarantee to make at some point in the future. Paul of Bare Knuckle Performance also has an entire line of quality parts for the same models with the addition of his handmachined, stainless 12-point axles. I run his axle on my BigBoyFXR. The look and feel of his parts are extraordinarily excellent and should be on one if not all of your builds. Finally, exhaust. We all know there are some excellent, made in America exhaust companies. D&D and Sawicki Speed, just to name a couple. I have seen the performance numbers, seen their products, and heard the sweet notes of their pipes. However, I’m writing about USA companies I have personally purchased from and run their products daily for this article. Bring in Fab28. I was a fanboy from day one. Though I haven’t met the fabricator/owner of this particular company, I have run his exhaust on two builds, one being my daily rider. Fab28 exhaust performs flawlessly, looks excellent in raw stainless, and has that raunchy tone that I always look for. I want to be heard before I’m seen. Can you get cheaper knockoff parts from overseas? Absolutely. For my money, though, I take pride in purchasing quality parts built right here in America, providing jobs, roofs, and food for deserving local families. Save your pennies and by American. You’ll thank me later. Stock Suck, IG: @Nothing_Stock_Cam

purchased, installed, and are of the highest American-made quality and performance. Brad of Boosted Brad’s Chop Shop (Death Metal Racing) offers parts for Baggers, Dyna’s, and FXR’s, to name a Fall 21

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Article BY: Jason Hallman Photos By: Michael Lichter

he purpose-built race prepared bikes from this period set the stage for what was to come, not only in how we race, modify, tune and repeat with performance bikes, but with custom bike building as well, as these truly were the first custom bikes.” - Michael Lichter Ok…before I get scathing emails about why in the hell, we are running a feature on a 100-year-old motorcycle… Hit your asthma puffer, take a deep breath, relax and think about where our community actually fits into the culture of motorcycling as a whole. Can we all agree that our community is one of outliers, misfits and Ne’er do wells?

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Not that we aren’t good people or smart people. I would argue that our scene is made up of some of the most brilliant and ingenious riders today. Twenty plus years ago it was the guys like Aaron Greene, Billy Lane and Jesse James (to name just a few) that created mind blowing customs and rode them all over the place pissing off Karens’ before being a Karen was even a thing. Why should our scene be any different? I was a small part of the culture back in the chopper days and through sheer determination, a little hard work and some quality friendships, I’ve ended up here today writing this article. This article is

a call to arms for all of those of you doing this in your 20’s, 30’s, 40’s and hell even those in their 50’s to get off your ass and do something life enrichening. Everything has a genesis…a jumping off point, if you will, and more importantly, a purpose. Today’s performance rider sets their bike up for the type of riding they want to engage in. If you are a wheelie fan, then you likely have 13 or 14inch shocks. If you fancy a stop light to stop light drag race, then maybe your front end has a travel limiter, and your rear tire pressure is ten pounds under the recommended PSI so make the tire side wall flex a little. When you put it in to context in this way, it was really no different then, than it is now.

100 years ago, motorcycle board track racing was the rage. Motorcycle races consistently drew larger crowds than the automobile races did. In fact, back in 1915 in Chicago, a motorcycle board track race was attended by 80,000 spectators compared to the Indianapolis 500 which was attended by a far fewer 60,000 spectators only three weeks earlier. n 1910, in Tacoma Washington 35,000 fans attended a motorcycle race. The population of Tacoma was only 83,000 residents at that time. This motorcycle is an original 1912 “Flying Merkel” purpose built by Billy Lane. In his own words Billy Lane explains: “I installed the original

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rear wheel hub & switched the rear chain drive back over to the left side, like it should be. The center shaft is now machined to accept the original pedal crank, which I’d previously eliminated for racing. She’s cold-blooded & warms up slowly after I replaced the Linkert carburetor with the original Schebler. I never wanted a loud, orange Flying Merkel, but I’ll hand start this f#@ker in front of a loud orange shipping container any time”. This Flying Merkel sounds as “purpose built” as any performance twin I’ve ever seen! We will continue to feature the origins of performance in every issue of TORQUE Magazine to pay homage to the enduring pioneer spirit and the evolution of performance!

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hen Indian dropped the new Challenger, many folks weren’t as keen on it as I was. The second I saw it I was a fan. While it is nearly impossible to deny the resemblance to a certain other popular bagger-style bike manufactured by a certain American company, I’m not bothered one bit. Besides, who doesn’t like a good competition? I mean doesn’t Burger King need McDonalds? The Challenger came to

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party. Brembo radial mount calipers, mono-shock rear suspension, inverted forks, overhead cam fourvalve engine with 120 horsepower… need I continue? This Challenger is owned by Kyle Bertsch. Most people know Kyle by his Instagram handle: @instahavinkyle. Kyle is a super talented guy and an avid skateboarder too (he skates daily when his body allows). His new (epically cool) shop “Forever Rad” is in Hillsboro, Missouri just south of St. Louis replete with a

car hoist and several skate ramps as well as every tool one could need to customize…well, just about anything you can sit in or throw a leg over. After a ten-year stint working east of the mighty Mississippi River with his friend and mentor Jason Sprengel at Sprengel’s Innovative Kustoms in Illinois Kyle made some moves in 2021. This year Kyle moved west of the Mississippi and branched out on his own to start his first solo shop; Forever Rad which will specialize in

Article By: Kyle Bertsch Photos By: Jace Hudson

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everything from custom lay frame Harley’s to Hot Rods and Classic cars. While you may not already know Kyle, it is entirely possible that you may have seen his work and may already have met or been standing next to this fella at any number of rallies or events around the motorcycle community and not even known it. It is

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also likely that you may have heard him on the Fast Life Podcast. He and Jace Hudson are homies and the photo spread you see before you is courtesy of Mr. Hudson. Kyle is no stranger to travel, in fact it was during his rigorous travel schedule that Kyle kept encountering Indian

bagger owners over and over. Each time he would meet someone new riding an Indian he would ask “why?” “Why an Indian and not a Harley?” Each time he got the same, or similar response. Once he finally had the chance to ride one, he got it right away. The aforementioned factory equipment on the Challenger

made the bike he was currently riding simply below par for the kind of riding Kyle was ready to start doing. After his first 100-miles, he decided that the Challenger handled awesome, stopped awesome and overall was just better than an M8 motorcycle. That is a bold statement for sure! He also liked the idea of “poking the bear” so to speak. It is impossible to deny the resemblance to a certain other “fixed fairing” bagger. For starters it is impossible to miss the killer paint scheme on Kyle’s Challenger. The subtle use of denim finish on the body parts paired with the race number graphics scream performance. This paint job is a collaboration between artists, Jason Sprengel, Austin Polen and Kyle. Kyle told us that watching Jason and Austin work on this paint job together could be compared to having two tattoo artists work on a back piece at the same time. Once the graphics were decided upon, Kyle needed something to break up the flow of the paint job. The 21 symbolizes a big

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instahavin challenger Tech Sheet

Owner: Kyle Bertsch City/State: St. Louis, MO Fab. By: Forever Rad Year: 2020 Model: Indian Challenge Value: Priceless Time: 4 Months Engine Year: 2020 Model: 108 Power Plus DOHC Builder: Owner/Indian Ignition: Relocated OEM Displacement: 1769 Pistons: Stock Heads: Stock Carb: 2 Throttle Bodies Cam: Indian Stage 2 Air Cleaner: Indian Stage II =3 Exhaust: CMP 2 Into 1 tuning: Lloyd’s Garage Transmission Year: 2020 Make: Indian Shifting: Frame Year: 2020 Make: Indian Rake: Stock Stretch: Stock Forks Type: Indian Modified Builder: Owner/Bare Knuckle Performance type: Stock Triple Trees: Stock Extension: +2” Front & Rear Wheels, Tires, Brakes Front Wheel: BST TorqueTek Size: 19” Front Tire: Metzeler Cruisetec Front Brake: Galfer/Brembo Rear Wheel: BST Size: 18” Rear Tire: Metzeler Cruisetec Rear Brake: Indian/Galfer Paint Painter: Jason Sprengel-SIK/Forever Rad color: Asian Desert Type: Axalta Graphics: Polen Designs/SIK/Owner powder coat: Metro Metal & Resto Accessories Bars: Performance Machine Dash: Barnstorm Cycles Risers: Boosted Brad hand controls: Boosted Brad Fuel Tanks: Stock Front Fender: Klock Werks Modified Rear Fender: Hewily Modified Seat: Saddlemen Foot Controls:Barnstorm/Boosted Brad Windshield: Klock Werks Headlight: Eagle Lighting Taillight: Kuryakyn Mirrors: Arlen Ness Photographer: Jace Hudson 66

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year for Kyle it is the year he completed this build, and it is also the year he started his first professional shop as a solo shop owner. Even though the Challenger comes factory equipped with a ton of top shelf components, Kyle didn’t let his Challenger rest on its laurels. Of course, no new motorcycle comes equipped with suitable exhaust for an aggressive enough sound, so Kyle installed a one-off CMP Motorcycles stainless steel 2 into 1 exhaust to give this already “torquey” power plant some extra umph as well as the right exhaust note. Risers and foot controls are from

Boosted Brad’s Death Metal Racing. Brad’s parts are 100% made in the USA and they are of very high quality. They look perfect on the Challenger as do the risers (also from DMR). The stock hand controls on the Indians are one specific place that the masses find fault in. Aesthetically speaking the words “cheap looking” and “too plastic” are conjured up in most conversations around the table. Kyle turned to Beringer for hand controls and to Arlen Ness for the mirrors. The grips are from ODI which suit the flow of the bike, are high quality and very comfortable enough to ride long distance.

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Article By: John Jessup Photos By:TORQUE Mag Staff

he Tennessee Motorcycle Music Revival returned to the Loretta Lynn Ranch in Hurricane Mills, TN for 2021. This time it was in the spring instead of the fall like it was in 2019. As usual it was quite an amazing event. It offered the enthusiast everything from bad ass old school choppers to some of the best performance V-Twins. In short you could say, they had it all. In the past, due to being based in Northern California, I

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have had to live vicariously through social media instead of having the opportunity to attend the rally. I was stoked to actually roll my motorcycle onto these hallowed grounds. What many don’t know, is that Loretta Lynn’s Ranch is a mecca for motorcyclists. Ms. Lynn’s motocross invitational has done so much more than we could ever measure for our motorcycle industry by fostering growth from a young

age for many of those of us that started on a dirt bike and then moved to the street. Jeff G Holt is the “V-Twin Visionary”. His performance bike show series is making its way around the country and is considered by many to be the premier performance motorcycle show. There are many events happening on the ranch property during TMMR. There is Bill Dodge’s “BC Moto” builder’s invitational. Nightly concerts, flat track races and plenty of opportunity to reconnect with the friends that we all seem to make in this industry whom we do not live near. There is also opportunity to make new friends too. This year TMMR added the V-Twin Visionary Performance Series to its list of activities. Bikes and builders from all across the nation converged at the ranch for the VTV show presented by Harley-Davidson. The VTV Performance Show was set up right in front of the big HarleyDavidson truck and trailer. It was impressive to say the least, to see how impressed the bar and TORQUE PERFORMACE

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shield guys were with the level at which builders have taken their bikes. From the killer front-end upgrades to carbon fiber body parts and engine upgrades, it was obvious these bikes were some of the finest in the country. There were vendors too. Letric Lighting was onsite, as was Denton Performance, Boosted Brad’s Death Metal Racing and Rad Flagz. The VTV show was on Saturday but over the course of the four-day event there was so much to see and so much to do it was almost overwhelming and there was always something fun happening. I agreed to cover the event for TORQUE Magazine, which is why you are reading this article now. 2021 has been a very busy year for Team Dream Rides. We opened our Maryville, Tennessee location this spring so this was my first experience with a Tennessee motorcycle event except for our open house (which was one week prior to TMMR). Since I am from California and only recently moved to Tennessee, I have to be honest I was not expecting much. I am used to west coast shows like Born Free and the FXR’s of California shows. I could not have been more wrong! TMMR was packed and it definitely had a much different feel to it. Tennessee is very relaxed. The people may have been chill, but the bikes definitely weren’t! The level of craftsmanship and innovation I witnessed at TMMR was every bit as impressive as the high-profile west coast shows. The setting on the Buffalo River has plenty of shade. The beauty of this setting cannot be put into words. If you ever get the chance to go to the Tennessee Motorcycle Music Revival, I would strongly recommend you go. I will definitely be there in 2022, I hope to see you there too!

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Article And Photos By: Gary Naito

he Bassani Xhaust Stunt Team performed at the Bagger Racing League’s Inaugural “Battle of the Baggers” event in Salt Lake City at the Utah Motorsports Campus on June 25-27. Team Bassani riders performed in front of massive crowds in the designated stunt lot set up on the west side of the race facility. Riders were brought in from

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several locations, including Washington based riders “Samoan” Bruce Tuia on his red Road Glide and Keith Shep on his blue Dyna. Bay Area, California riders led by Team Captain, Jason Pullen, on his Sportster included Pullen’s wife Ang Pullen (Sportster) Justin Lyons (Sportster) and Grom-rider Alex Gonzalez. Ashley Fitz also came with Pullen’s crew and performed on the “Roll Bike”. Vegas-based Ashley Lamella was also on hand to show her exemplary skills. It was some of the most exciting V-Twin stunt riding ever gathered for a live audience. Jason was doing his usual radical stunt riding which included high speed drifting, wheelies, stoppies, inverted highchair scrapes and also tandem wheelies too! Trust is the order of the day when Jason and Ang Pullen pull of their signature highchair tandem wheelie scrapes. It is almost impossible to explain…so let me try: While Jason sits on the handlebars, his wife sits on the rear of the seat. Jason somehow pulls the front end of the Sportster off the ground into a wheelie. He finds the balance point almost effortlessly while Ang sits on the rear seat leaning her head back far enough during the scrapes to make her helmet touch the ground. The icing on the cake was seeing Samoan Bruce on in his beautiful red painted bagger for a standup wheelie in front of the crowd. He also pulled off drifts, and knee scrapes with his Bagger for some jaw dropping excitement. The Roll bike would intercede in the action and do a somersault in front of the crowd for some “oooh” and “aaah” reactions. Smash Stunts on her blacked-out bike, would come in for some fast circle drifting action and stand-up wheelies, scraping rear fender producing sparks. Pullen also brought out his ramp for some jumps which Ang participated in landing a stand-up jump that needs to be seen to be believed. The crowed was amped and emcees, Marshall Tucker (LA TORQUE PERFORMACE

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Choppers) and Amanda (Icon), did one hell of a job announcing the event to the crowd. After the show, families lined up at the Bassani Tent to get autographed posters of their favorite rider for friends, and family. We hope everyone enjoyed the show as much as we did and look forward to our next Stunt Show!

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ome bikes are built for the exclusive purpose of riding, and some are built for show. This bike is a little of both. Oddly enough, this bike’s story starts with a completely different motorcycle altogether and my relationship with the original owner of the super glide. In 2007 I was collecting parts to put together an FXR using an ‘83 chassis and 107 S&S sidewinder motor. Around this time, I met Jason Kenny, who approached me about painting a bike for him,

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this 2013 Superglide. Jason proposed that we do some trading. He had an original deviant RT fairing, one of the first prototypes for Dynas that he swapped out for the second version. Having the old fairing as a bargaining chip, we struck a deal. Jason didn’t want to start on his paint for a while, but we had some ideas that we agreed upon, and he basically gave me the faring as a sign of friendship and good intention; knowing somewhere down the road when he got his finances right, we

would do business As things go, I finally got my FXR going and rode it for a little while. Then being a painter by trade, I decided to tear it down for paint since I didn’t have a “calling card“ at that time. Just before tear down, Jason contacted me saying life had changed and that he didn’t ride as much as he used to and asked if I knew anyone in the market because he was selling his bike. At the time, I didn’t, but a few months later, when my FXR was completed, my apprentice made me an offer

Article By: Fish Alcorn Photos By: Jim Arbogast

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I couldn’t refuse, and I found myself bikeless. It had been some time since Jason had told me his bike was for sale, and I thought for sure at his price it would be gone by now, but sure enough, he still had it. We worked out a deal, and

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Jason knew it was going to a good home. Jason and I share the same tastes, and he had the bike set up pretty good right out of the gate. Being it was a Superglide, it already had the stretched rear fender, and he already

had it set up with the RT fairing. Jason is not quite as tall as I am, so I had to change a couple things to get me sitting right on the bike. He had one-piece pullback risers on the bike, so I changed those to 8 inch Biltwell Murdoch risers and tracker bars and used their Moto pegs to give me the mini floorboard effect. I really like the stock mag wheel look but didn’t really want to fool with the bearing conversion, so I scored a deal on an RSD mag wheel kit with matching rotors and pulley. Jason had already put 13 1/2 inch Race Tech shocks on the rear but hadn’t done anything to the front suspension, so I upgraded to the standard Race Tech kit with the gold emulators. I took the stock seat pan and re-shaped the foam to make the seat a little flatter overall and moved the back portion further back, and had it recovered so it didn’t push me too far up on the gas tank. To finalize my fitment on the bike, I converted the stock mid control mounts to the further forward Mid style found on the stock

Lowrider S. I commute about 55 miles round-trip back-and-forth to work every day and love putting in as many miles as I can on two wheels. I had sold a 2015 street Bob that was set up perfectly for what I needed on my interstate commute every day, and I loved my FXR, but it’s tough to beat that six-speed overdrive. This Super Glide finally set me up with the perfect combination of my FXR and my Old Street Bob. I rode the bike for over two years with the stock black paint job because the shop never really slowed down when we moved into the new building over two years ago. Here I was again stuck in the same predicament of being a custom painter and not having a calling card. The only missing piece to the puzzle was finally getting around to putting the paint job down that Jason and I had initially talked about way back. This called for predominantly traditional Harley colors, black and orange, which was the goal of this paint job. However, in the middle of the

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MISERLOU TECH SHEET

Owner:James “Fish” Alcorn City/State:Jacksonville FL Builder: Alleyway Kustoms Year:2013 Model:Superglide Value: $25,000 Time: 3 Months ENGINE Year: 2013 Model: Twin Cam Builder: HD Ignition: Stock Displacement: 96” Pistons: HD Heads: HD Carb: EFI Cam: HD Air Cleaner: Ness Big Sucker Exhaust: Stealth Primary: HD W/ RSD pulley TRANSMISSION Year:2013 Make:HD Shifting: Standard FRAME Year: 2013 Model: Dyna Rake: 0 Stretch: 0 Forks Builder: Alleyway Type: HD/Race Tech Internals Triple Trees: HD Powdercoated Black Extension: 0 WHEELS Front Wheel: RSD Size: 19” Tire: Dunlop HD Front Brake: Stock W/ RSD Rotor Rear Wheel: RSD Size: 18” Tire: Dunlop HD Rear Brake: PAINT Painter: Alleyway Kustoms Color: HOK Candy Apple Red Over Paint Huffer Gold Metal Flake/ Alleyway TangerineW/Paint Huffer Smokey Tooth Dry Pearl. Engine Turned LA Goldleaf W/Alpha Enamel Type: Graphics: Hand Striped Eagle Wings /HD Tank Lettering Chroming: ACCESSORIES Bars: Biltwell Risers: 8” Biltwell Murdock Hand Controls: HD Foot Controls: Biltwell Pegs Gas Tank(s): HD Oil Tank: Front fender: Klock Werks Rear Fender: HD Seat: Alleyway Headlight: Moons Tail light: Moons Speedo: Boxers photographer: Jim Aborgast 80

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process, I changed the black backdrop to a candy apple red with a fade to black. I stuck with Jason‘s original idea of incorporating flames and turned gold leaf. What was supposed to be a twoweek job turned into almost two months due to adding different variations to the original paint scheme, but it’s finally

completed just in time for this feature! Jason and I are still friends. We are currently helping him get some parts together for a “performance“ Road King. He’s already let me know how much he misses his “baby“ and inquired whether or not I’m holding onto it. I guess only time will tell…..

heading straight back to Pennsylvania after the rally, Heather and Chris took a detour that led to the magazine that you are holding in your hands and a fourth weekly program called “TORQUE Performance

hile at the Daytona Bike Week rally, Chris Callen determined that the performance V-Twin community was growing quickly and had no focused media content funnel. At the time, Chris and Heather Callen were producing three weekly programs that were streaming on over a dozen different platforms. It was then that it was decided that there was room for one more. Instead of

Television” that airs every 9:00pm eastern standard time on Facebook Live and YouTube on the TORQUE Mag USA streaming page. It can also be viewed on every platform that Source Media broadcasts its content. The weekly program is newsworthy and topical regarding all the latest information in the performance scene. It is hosted by Jason Hallman of the Garage Built Podcast and John O’Brien of Hardcore Cycles and proudly brought

to you from the Shine Werks Studio! We’ve been honored to have some of the best in the industry join us so we can get the inside scoop on what’s happening in the performance segment. With thirteen episodes under our belt so far previous guests have included Patricia Fernandez, Roland Sands, Paul Yaffe, Adam Sandoval, Boosted Brad, and Robbie Lane from Alloy Art just to name a few. Throughout each program we have featured product spotlights, tech tips and our favorite segment, Torque The Gram! With the momentum we have going we don’t plan to stop any time soon, so be sure to set your alarm to catch Torque Performance Television live every Thursday at 9PM EST.

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y name is Peter Nowaskey. I have been in and around a workshop for over 32 years. I am a Certified Motorcycle Technician, former Certified Diesel Technician, and former Certified Automotive Technician. In 2004, I opened Pistol Pete’s Custom Cycles in Menomonie, WI. My staff and I specialize in Harley-Davidson motorcycle performance. Over the years, we have been striving to perfect our workspace. After all, a wellthought-out and clean workshop makes for repeatable, quality work. At Pistol Pete’s, we focus on the details. We believe that our facility plays a crucial role in our success. Today I would like to talk about THE

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SHOP. The Shop Floor The first key to a successful shop is the floor. Yes, that’s right, the floor. You must have a clean and well-kept floor. It is the foundation for a well-organized and professional workspace. A clean floor is a bright floor. It is easy to clean up spills and find that pesky nut that someone dropped. If possible, refinish the floor. Just know that you will have to refinish it someday. A shop is made to work in, so it will get beat up. Lighting Another important factor is lighting. If

Article And Photos By: Pete Nowaskey

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attention to detail is your focus, then lighting is imperative. It is always a good thing to overlight your shop. It’s best not to have to rely on secondary light sources while working. The better the lighting, the easier it is on the technician working in that space. If possible, consult with a professional and have it done right the first time. You won’t regret it. Walls and Shelves. Paint your walls a bright color. White is best, but you will have to clean them once in a while. Clean, neatly painted walls make any workspace brighter and more pleasant to work in. Make sure you have ample shelf space on those walls. When working on multiple projects, it’s best to have well-thought-out shelving. It keeps everything organized and ready for the next step. In between projects, clean the shelves off and maintain a clean storage space for those high-end parts. Tools and equipment. Shop tools and equipment are an extension of the technician using them. Set yourself up for success. Outfit your shop with quality equipment that has a good warranty and support. Clean and maintain that equipment regularly. Stay updated on the things that make your work easier and more efficient. Invest in sound software systems for dealer management and vehicle diagnostics. Ensure that once you implement any of these systems, you have a plan to keep them up to date. Last but not least, the bathroom. A clean and well-maintained bathroom is essential for a successful shop. Make sure the facility is well stocked with all of the necessary items. Add some decoration and a nice mirror. Update the stool and the sink. Set a cleaning schedule and stick to it. Make it so your mother would be proud to use it. I can’t stress this enough. A clean, professional shop is something that you can achieve “one step at a time.” Most people can’t just “drop everything” and “start from zero.” You can, however, start by picking 84

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up a broom or a paintbrush. Start at one end and work through. Make a plan and block off a little time each week for cleaning. Pick a section of your facility to make improvements on. Do this on a regular basis and begin to see the difference! At Pistol Pete’s Custom Cycles, we have combined these key factors to create the ultimate Performance Harley Shop. We believe that these factors play a major role in our ability to create and recreate industry-leading performance Harleys. Our customers can see the pride we take in our work and the care we use in handling their machines. We are constantly improving our workspace to ensure our customers have the best possible experience at Pistol Pete’s. Thank you for reading about my Keys to a Successful shop. Future articles will touch on Showrooms, Rigs, Specialty Equipment, and Uniforms.

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OP FUEL Harley Ryan Peery has found his sweet spot, winning his third AHDRA all-American motorcycle drag race in as many events while in his home state is sweet indeed. That’s what the Milford, Ohio, based Top Fuel Harley racer did this past weekend at National Trail Raceway, as the AHDRA brought its nitro and gas V-Twin roadshow to the facility just east of Columbus. The pressure was enough that Peery let the number one qualifier slip away to Cecil County winner Tracy Kile. Tracy posted a 6.54 at 220, while Ryan clocked in at number two with a 6.64 at 212. The two met in the finals. Kile kept it planted while the usually consistent Rich Vreeland blew the tire off in their semifinal

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pairing. Hawaya Racing Nitro Funnybike Atlanta winner Michael Balch picked up his second Hawaya Racing Nitro Funnybike win, beating Peery’s “Big Nasty” in the final with

Buddy Johnson at the controls. Number one qualifier Balch took the tree .084 to .204 in the final and motored to a 7.0 for the win.

Hawaya Racing Pro Fuel Peery may have three wins to his credit this year and Balch two, but Preston Bartlett has won all four Hawaya Racing Pro Fuel races this season. Your number one qualifier, Sam White, snatched the honor with a 7.35. Preston raced past Jim Martin, whose bike has suddenly developed a habit of moving to the right. Bartlett took the final at the very start. His .105 light to White’s .142 was enough for his 7.522 to take the win against Sam’s quicker-butlosing 7.490. GMS Racing Pro Open AHDRA champion Mike Motto qualified number one in GMS Racing Pro Open, but his crankshaft

Article And Photos By: Tim Hailey

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broke on his way to the staging lanes for the first round of eliminations. This meant that the class boiled down to Paul Vicory and Gary Burkley in the final. Vicory’s turbocharged Bagger ran its quickest and fastest lap of the day (9.45 at 156 mph) for the win.

fogger set-up squeezed between the cylinders. Number one qualifier Rylan Mason ran 9.94 at 139.83 mph. Mason was also quick at the tree in

9.30 Index At 63, John Shotts is still young enough to take on a new challenge. The 2020 AHDRA 9.70 Super Gas champion found a way to take an extra 4/10ths off his Destroyer’s ET and try 9.30 for the first time and win. Runner-up Dave Doremus qualified number one and took the tree .090 to .114 in the final. Still, Shotts stayed closer to the index for the win as everyone was slowing down in the heat of the day.

Zippers Performance Pro Modified Cecil County Zippers Performance Pro Modified winner Shane Pendergrast took the stripe at National Trail. Pendergrast qualified number one and raced John Price in the final. Price took the tree by .005, but Pendergrast’s 8.70 drove around Price’s 8.82 for the win. Pingel Modified Rockingham Pro Modified winner 71-year-old Gary Douglass won the Pingel Modified this time around. The weekend was a tough one—rain on Saturday and two rounds of qualifying and eliminations on Sunday. It was hot, and the air was far from optimal. The win light came on just in time for Douglass, whose bike clocked out for the day immediately after crossing the stripe. Law Tigers Pro Bagger Law Tigers Pro Bagger winner David Miller’s 103 cubic inch engine is a collection of spare and leftover parts that David and his friend Brad had laying around—JE pistons, H-D cams, and most importantly, the NOS 88

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to the 11s in eliminations while Miller was steady in the 10-tens, which was good enough for a 10.16 to 11.51 win for David.

Vreeland’s HarleyDavidson 9.90 Brad Reiss Jr’s .058 advantage at the tree allowed him to take the stripe with a 9.98 to John Shotts’ 9.96. Reiss won this weekend on his 84 cubic inch Sportsterbased engine with nitrous and Buell bodywork adapted to the owner-built chassis. Crosby Blair was number the one qualifier.

the final against Miller, with a .056 to David’s .389 light. Mason had slowed

Universal Fleet & Tire 10.90 Crosby Blair also qualified number one in the 10.90 index and carried that honor for the win this time around. Runner-up Clayton Danford

took the tree .069 to Blair’s .098, but Crosby ran closer to the index with an 11.18 to Danford’s 11.27. 10.30 index Nate Carnahan was another racer scoring a third straight win, taking the 10.30 index final over Reiss Jr. Carnahan put .079 on Reiss at the tree, pushing Brad to breakout. Gary DeZee qualified number one. 11.50 Index Kevin Winters froze Loren Potter at the tree by .103 in the all-Buell [11.50 index] final. Winter put up an 11.52 while Loren broke out with an 11.43. Number one qualifier Charlie Walker lost to Winters in round two . Mad Monkey Motorsports Eliminator Cody Rozeski took the Mad Monkey Motorsports Eliminator win, taking the tree by .026 over final round opponent Robert Willis and running an 11.551 on his 11.50 dialin. Willis ran 9.705 against his 9.68 dial. T-Man Performance Bagger Eliminator Victor Gotay had some transmission issues, so his team switched focus to T-Man Performance Bagger Eliminator. That’s where Gotay was able to take a win against his teammate Crystal Lynch. Victor put .120 on Crystal at the tree and ran 10.22 on a 10.20 dial, while Crystal broke out with a 10.84 against a 10.90. Trophy Donny Herbert may have been slow at the tree with a .303 light but ran dead-on with a .003 for the Trophy win. Final round opponent Ron Sprout took the tree with a .215 but broke out. Shutdown Area: Bill Rowe, his family, and the AHDRA community look forward to recovering from several hot weekends of racing before returning to action at Sturgis Dragway on August 8-10.

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Alleyway Kustoms ...............................49 Alloy Art ................................................81 Bagger Racing League........................93 Baker Drivetrain....................................29 Cycle Stop USA....................................98 Dream Rides.........................................98 Fast Life.................................................45 Garage Built Podcast............................98 Hardcore Cycles......................................4 Klock Werks.............................................5 Law Tigers...............................................2 Lexin.......................................................33 Lone Star Rally.......................................41 Metzeler..................................................75 My Machinist.........................................96 Namz......................................................13 Ness Motorcycles.................................99 Pistol Pete’s Customs..........................71 Rebel’s Den..........................................96 S&S Cycles..............................................9 Sawicki...................................................15 Shine Werks.........................................100 Spectro...................................................19 Texas Performance...............................74 Toce Performance................................96 Tucker Speed.........................................17 V-Twin Visionary....................................25 Wheels Of Steel.....................................67 Yaffe’s Bagger Nation............................61 Zippers Performance...........................55 96

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Torque Fall 2021

Articles inside

ahdra race report

the keys to a successful shop

alleyway kustoms Superglide

Parties & Performance at Loretta Lynn's

Forever Rad's Indian Challenger

a look at one of the original race bikes

Club Style Dyna From Across The Pond

Cam upgrade

Performance party at k river

story time with jeff g

Jace Hudson's Rolling Calling Card

Law Tigers Flagship Motorcycle

do it in under 50 minutes for under $50 bucks

the inaugural event in slc