Torque Winter 2021 by Cycle Source Magazine

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BIKES The g

A Tribute to Willie G ........................................................ 20

LaFawnduh

Covington customs 2019 Road glide ................................. 36

accidental fxr

jody perewitz's 1993 fxr convertible ............................ 50

bus boy

kso's 2019 road king ....................................................... 62

rolling art

jc mason's turbo challenger ..........................................76

FEATURES sturgis 2021

torque magazine is born .........................................10

inside out

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

the test

jason takes spin on the new bmw r18 ..................... 30

sons of speed

Adrenaline Rush of Sons of Speed .......................... 42

vtv smoky mountain tour

a reason to ride ...................................................... 57

origins of performance

a week at bonnevile with buell brothers .............. 68

born free 12

fish & chris head west to check out the scene ......... 74

pit stop with pistol pete

the keys to a successful shop ................................ 82

five for fighting

5 questions with chopskee ..................................... 86

TECH dyna death wobble

how tofix it with hadrcore cycles ................................................................. 16

Bagger Audio Gone Wild!

TORQUE TECH TIPS & HOP-UPS with dream rides ............................................... 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 Karen Hallman TECH

CONTRIBUTORS

John Jessup “Pistol Pete” Nowasky John O'Brien STAFF PHOTOGRAPHERS

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

Del Hickey, Tim Hailey, Chris Rosenberg 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 CIRCULATION DIRECTOR

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

SPARE PARTS

Hot Products

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

VTV Recommendations ................................................... 34

New Products

Hot Of The Rack .................................................................... 94

DEPARTMENTS

From The Editor’s Desk .......................... 8 Picked Apart ............................................ 26 Street Level .............................................. 56 Draggin The Line .................................... 86 Rap Sheet .................................................. 92

ABOUT THE COVER

Issue number two and the speed is picking up. Of course we have to double down on our cover offering and we couldn't think of a bigger move than to have the fastest woman on two wheels with her latest creation, the Accidental FXR. Thanks to Jody Perewitz for letting us feature this killer build. TORQUE PERFORMANCE

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n March, Source Media agreed to launch a new performance-based publication and complimenting weekly live stream with me at the helm. At the time, it seemed simple enough [to me]. I had no clue how much work it would be. I don’t think I can articulate the level of intensity my life has seen since that day. It is more work than I have ever done. I have known Chris Callen for my entire career. I mean, how could I not? From the instant, I started my shop in December of 2003 I was interested in magazines. Cycle Source was one of my favorites, and it was also the first magazine I ever offered one of my personal bikes to for a feature. My Angel of Death CFL was featured in 2009, and Chris is the one that interviewed me for it. To be honest, TORQUE is not my first experience in the magazine business. My first magazine was a small zine I self-published in 1989 called “Mean Zine,” It featured my friends and I and our exploits in the BMX world. I only published two issues…but then it was only 1989, and my mom’s work caught on to my use of their paper and Xerox machine early on, so two issues was

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all I could muster. In 2006 I was on the staff of Chopper Builder. I wrote a column where I pretty much complained about the ins and outs of the motorcycle business. Then I joined The Horse Backstreet Choppers magazine, where I was an “Associate Editor” for a number of years. Cycle Source has been in constant print since 1997. Without stirring up a storm, I feel like that makes Source Media the most successful motorcycle-only media company on the planet. It is for this reason that I partnered with them to create a new brand. The level of resources available is incredible. While other media companies created Dogma surrounding digital media, Source Media embraced technology and created new innovative ways to bring new members of our community together and keep old ones relevant. Issue #1 went to print approximately two weeks before Sturgis this past August. After 5-nights of postmidnight writing, editing, arranging, and pagination, we hit the send button back at HQ in Tarentum, PA, at 1:32 in the morning. Then, we consummated this

momentous occasion with a happy dance over facetime! We printed thousands of copies of the first issue and sold out almost immediately. Because of the resources afforded to me by Source Media, we hit the national newsstands to compete at the national level with the other magazines from jump street. We took cases of the magazines with us to Sturgis and ascended on every single show and event we could get to to share our hard work. We hosted and/or attended at least one show daily, some days two or more. We made our base camp at The Steel Pony Campground just out of town. This would be the spot for us to convalesce at the end of our workday, listen to Stone Senate play live, and knock the frost of a few beverages before hitting the hay to do it all over again the next day. Tuesday was our first TORQUE Performance show. Thanks to everyone that attended. Special thanks to Justin Page, John & Jannine Jessup, Tom Jessup, Jim & Katherine Sanborn and King Tony from Rebel’s Den Cycle, Tom Keefer, Bill Radcliffe, and everyone that brought their bikes to show support! By the end of the rally, I was tired and ready to sit in a comfortable motorcoach for the ride home (or so I thought), but that story is for another time! In closing, I’d like to say that none of this would have happened without John O’Brien, Jeff G Holt, The Callen’s, Fish Alcorn, Cameron Edwards, Pete Nowasky, Jace Hudson, Tony Tucker, Mark Matthews, John Jessup, and a host of other people supporting us. Last but not least are our advertisers and of course YOU! You are the reason we are doing this, so YOU keep doing what you do…send us your content and follow us on social media. You have a front-row seat to our takeover of the world!

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Article By: Jason Hallman Photos By: Torque Staff

o say that Sturgis was a little different from my perspective this year would be a massive understatement. I would attend all the shows in the performance segment in previous years as a spectator; now, I was there with a purpose. Even though TORQUE was brand new (the print product launched in Sturgis), the word had already gotten around, and there was much ado surrounding it. For starters, my week began a full week earlier than normal. I arrived on the Monday prior to the official start of the rally. This meant that I was on the grounds way before the Callen’s arrived in town. I had other business to tend to, so while that was happening, I had the opportunity to get a feel for how the event would shape up before many others got to town on Friday afternoon. I typically get into town on Saturday, which means that I miss any show on the first day of the rally. This year was different, which meant that I was able to attend Mondo’s show at the

Chip. Mondo is a legend, and my long-time friend Aaron Greene was at Mondo’s show. I have to say that when I was asked to be a judge, I was beyond honored. I only wish my dad was still around to share the news with. Judging such a show means that you are trusted by your peers, and that was something I’ll never forget. Sunday is always the same for me…Big Joe Mileke’s FXR show. This show is the best

collection of FXR’s in Sturgis (some would argue the world), and again…I had the honor of presenting a trophy and judging the show. TORQUE Magazine chose the FXR build by Bare Knuckle Performance, which is owned and ridden by Jim Root of Slipknot. You can bet your a$$ you’ll see this killer FXR in the

pages of TORQUE very soon! I also caught up with the other OG’s in the FXR world like Joe Jurado, Darrell Huxsol, Nigel Kennedy, Tom Edison, and of course, John and Tom Jessup from the Dream Rides family. Monday was another day in the life of a magazine editor… this time, it was the Hardcore Cycles Performance show put on by my co-host on TORQUE Performance Television, John O’Brien. I am always surprised at the sheer number of bikes at the “pop-up” shows in Sturgis. Monday was also the V-Twin Visionary Show in Deadwood. I haven’t found an effective way to clone myself yet, but I can tell you this; Jeff G’s shows are the archetype for the pop-up show, and they are all pro! The only solace I had in not being able to be in Deadwood was that I knew VTV was hosting a second show in Sturgis off of Main Street on Wednesday, so I was able to attend that. Tuesday was a big day for TORQUE. This year Kurt

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sturgis showtime

the lil' evil torque performance show at steel pony Article By: Nothing Stock Cam Photos By: Torque Staff

s it time for Sturgis again yet? We always look forward to going to the Black Hills Rally. If you were there this year, you know that the 81st did not disappoint. The weather was perfect, the people were great, and the riding was some of the best the USA has to offer. One of the highlights and most talked about events this year was the release, and test rides of the new Harley Davidson Sportster S. Nimble, compact size with a power-packed engine would be how I would describe it. Go find yours at your local Harley Davidson dealer and check them out. My favorite part of Sturgis is always the bike shows. From the VTV show to the Dave Perewitz Paint Show and several in between, you can see everything from rolling art to fully Turbo’d baggers from Nick Trask & Trask Industries. On August 10, 2021, The Torque Performance Show was going down in Sturgis at the famous Steel Pony Campground. If you missed it, you missed out! Some of the baddest bikes in Sturgis were found at this show. Next year, we predict an even bigger, better turnout than we had this year. This was the 5th year for the “The Original Lil Evil Inkorpor8ted” Performance Bike Show while being the first to partner with us here at Torque Magazine. Baggers, Dynas, FXRs, Sportsters, and even an Indian were spotted at the show, showing off their amazing stylings, parts, customization, and paint. Seen here in photos are just a few of our favorites from this year. Congratulations to the following people on their builds and awards: 1. Best FXR – Jack Reigelsperger 2. Best Dyna – Tony Jones 3. Best Sportster – Lauren Kendall 4. Best Bagger – Nowasky 5. Best Softail – Cody Brantley 6. Best Paint - Bill Rad 7. Editor’s Choice – Tom Keefer 8. Nothing Stock Cam’s Pick – Ramon Marrufo 9. Kurt’s Lil Evil Pick – Donnie Hill 10. Steel Pony Best In Show – Donnie Hill We were honored, and the award winners were stoked that so many

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notable companies stepped up to donate the prizes for this year’s event. A huge thanks to Dirty Customs, Purpose Built, Dyno Guys, Hoffman Designs, John Jessup/Team Dream Rides, Arlen Ness, Lectric Lighting, S&S Cycle, and Sawicki Speed! This event wouldn’t have been as good without all of you.

Bad news if you missed it. The good news is we’ll be hosting the same event at The Steel Pony Campground in Sturgis 2022, so be sure and stay tuned for those dates. We plan on next year’s show to be bigger and better. You DO NOT want to miss it!

Peterson from Lil’ Evil Inkorpor8ed asked us to manage his show in hopes that he could step back a bit and enjoy his newfound retirement. The show count was up, and most show-goers found their way to the pool for a dip. Torque has the distinction of being the ONLY performance motorcycle show in Sturgis with a pool! The Lil' Evil Show is the first of its kind, the original “performance-only” show in Sturgis. Torque has big shoes to fill, but rest assured Kurt, still has his hand in the show’s success for the foreseeable future and will see to it that it stays true to its roots. Tuesday night, the TORQUE Launch party went off without a hitch. I would like to take a moment to thank everyone that attended and send an extra special thanks to a few that helped make it happen. Curtis Hofmann and Sawicki Speed for donating killer prizes. To Jim Root and Xavier Muriel, two friends that make my job even cooler than it already was [is]. A big thank you to Nothing Stock Cam and all of the other staffers that helped make the first issue even happen. To my daughter Amanda and right-hand

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man Shannon Parkey for being there after long workdays over at J&P Cycles. To Stretch and Kimmie Sanderlin and Chris and Heather Callen for making good on every single promise they have made up to [and since] the launch of TORQUE! I also need to thank Kerry and his staff at the Iron Horse Saloon for hosting our event. I hope you’ll have us back every year for an industry party to celebrate another great year of TORQUE. Whew…we are only to Wednesday, and my fingers are tired! Wednesday is the Perewitz Paint Show at the Iron Horse Saloon. I go every year. Not only to support friends Dave and Jody but to see the best paint on the newest customs on the planet. If you are a painter and you aren’t at this show…what are you even doing? This is a storied accolade, and if you want the award, you gotta get on the dias! I cannot even think of a better award as a custom motorcycle painter than being recognized by one or both of the Perewitz. The V-Twin Visionary show in town was also on Wednesday, and the vendors and bikes there were killer! If you haven’t attended a VTV event, you need to. Just follow on the “Gram,” and you’ll see that VTV is likely coming to a town near you soon! Thursday was a first for me. Chris and I took part in the Hamster luncheon, and the police escorted ride from Spearfish. The Hamsters donate a ton of time and money to charity. In fact, this year in Sturgis alone, the Hamsters and their friends raised $528,000 for local children’s charities and Meals on Wheels too! So when you see those yellow shirts…tip your hats! On Friday, I did my best version of the “Abilene Adios” [I’ll have to explain later] and dipped out of town pretty early for what was supposed to be a comfortable 36-hour ride back to Florida in the motorcoach. What I got instead was a 50-hour [plus] ride in the front seat of the motorcoach with no generator for air conditioning, radio, or any other creature comforts I had become accustomed to on the ride to Sturgis two weeks prior. Oh well…I guess the glamorous life of a magazine editor will have to wait!

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Article And Photos By: John O'Brien www.hardcorecycles.com

e’ve all heard about it before, the dreaded Dyna “death wobble,” and nearly anyone who has taken a sweeping turn at 100MPH+ has experienced it. I love Dynas. They are the first Harley I ever really fell in love with. To me, nothing on two wheels looks better than a properly set up one, but with that being said, they handle like absolute garbage off the factory floor. For me, though, that is part of the fun. Can it be aggravating at times trying to get a bike to perform

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the way you want? Absolutely. This may sound crazy, but that is what I love about Harley-Davidson! If I bought a bike and it came exactly how I wanted it, and I didn’t have to figure some things out it, would be boring. Where would the fun be in that? I want to make a bike my own, have it ride exactly how I want through my own efforts. And to be honest, I think the performance scene owes a lot to the Dyna. Sure, it all started with the FXR and its incredible handling of the budding performance bagger scene we

are experiencing now but let’s not forget what was in between. I truly believe we would not have nearly as many Road Glides with T-Bars and a proper suspension set up if many of those riders did not experience what a difference those parts could make on a Dyna. So how do we fix it?! Well, before we talk about curing the problem that has plagued Dyna riders as long as the platform has been around, we first need to understand why there is a wobble in the first place. The Dyna has two basic

mounting points that are rubber mounted. The rubber isn’t very rigid, to begin with, and when it starts to wear and stretch even a little, the rider can experience a hinged feeling in the rear of the bike. When cornering, it will almost feel as if the bike is going to scissor. This is due to the drivetrain having the ability to move within the frame. It sucks, and nothing can ruin a ride more than not having confidence that your bike can handle what you are throwing at it. So, now that we understand what causes the problem let’s move on to some possible solutions. Maintenance Before you upgrade anything, you need to be sure your neck bearings, wheel bearings, and tire pressure are all in order. If your neck bearings are worn or too loose or tight, it can cause some serious front-end wiggle. Tires too. I know, I know. Talking about tires can be boring, but they really are an incredibly important aspect of how your bike tracks. Just because they have good tread does not mean that the tire is in good condition. Tires that are old and hard or tires with

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improper pressure can ruin a ride. Tire technology has come a long way, and finding a tire that is right for you can make a world of difference if inflated to the proper manufacturer specification. Me personally, I run Pirelli Night Dragons. I get decent mileage out of them, but more importantly, they grip the road really well, especially in rain. You can talk to ten different riders who put on tons of miles and get ten different answers as to which tire they prefer. Find a good dual-compound tire that performs well and take care of it.

Suspension Suspension may be the worst part on your bike that comes from the factory. If you want to carve corners, you need to improve the suspension and lean angle of the bike. If building my Dyna taught me anything, it was that you get what you pay for. Suspension can have a huge impact on the comfort and fun you have while riding, so don’t skimp on it. Suspension set up is key as well. Make sure your sag is set up to handle your riding load and go with a company that gives you the ability to adjust your rebound and even

compression. I rock Legends on all my bikes. They feel great, are easy to adjust and give me the ability to stiffen up the shock when I really want to ride more aggressive. Steering Stabilizers Steering stabilizers or dampers have become more and more popular on Harleys in recent years. They help mitigate uncontrolled movement in the front end which in turn helps control how the bike tracks. There is a plethora of options available nowadays, but I think the GPR stabilizers are by far and away the best. It is a fully adjustable hydraulic stabilizer that mounts directly to your steering head. Engine Stabilizers This is the upgrade that I think that has the best direct impact on fixing the wobble. As previously stated, wobble can be caused by quite a few things but with Dynas specifically allot of it is due to the engine moving in the frame so the more we can do to align them and have them move as one the better. There are plenty of options here as well. Chopper Haus and Big Bear Choppers make motor mounts that are similar to the old FLT style mounting system. They replace your stock mounts entirely and the difference will be instantly noticeable in how the bike tracks, however you will experience some added vibration even with the rubber isolators. Another popular option is the Sputhe Stabilizer Kit. This chassis kit will bolt on to your stock mounts and allow for quite a bit of adjustability in an effort to eliminate lateral isolator flex. You can really dial in the alignment of the steering head and rear axle without much added vibration. As always with this kit be sure to maintain your rubber mounts and change them as needed. So, while I wish there was a miracle fix for the Dyna wobble the truth is the wobble can be caused by a bunch of different of things and fixing it will most likely mean a combination of the above, but nothing beats getting that Dyna dialed in and shredding corners once you do.

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Article By: James “Fish” Alcorn Photos By: Jace Hudson / Fast Life Visuals

hen Tommy Donnelly from House of Harley set out to build his Harley Lowrider S known as “The G,” he had a vision. Tommy’s original vision started out with paying tribute to the iconic Harley designer “Willie G” by way of a portrait that was to be done on a helmet. His idea eventually morphed into a tribute that included the complete motorcycle. Tommy initially bounced the idea off of his

old friend from Texas, Jace from Fast Life Garage. Tommy’s story begins in 2004 when he left New York City and quickly found himself in the sales department of a local HarleyDavidson dealership. After a bit, he decided that he would start taking “working vacations” all over the country. He filled positions at shows for other dealerships while hustling and continuing to push forward, building a career in the industry

and making himself known in the dealership community. It wasn’t long before people started taking notice. Eventually, he was approached by a representative from HarleyDavidson, and he was offered a fulltime job with House of Harley. Always one to grab life by the balls, Tommy accepted the oneyear offer. Within three months, he became the new general manager. With a new team, more resources, and fire in his eyes, he scooped up

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his Softail Low Rider “S” and, in 2020, began planning and building our feature bike coined “The G.” If you have kept up with the King of Baggers, you know about Eric Stall’s trailer fire (which totaled his race bike and all his race equipment). Tommy and his team at House of Harley came to the rescue and got Eric back on his feet and ready to race in four very long days. In the midst of that, Tommy’s interest was piqued when he saw the Team Saddlemen race bike. This bike influenced his choice of colors. Once again, he was on the phone collaborating with Jace and putting pen to paper on what he wanted for his paint scheme. Tommy knew that overall he wanted a race bike feel. He was also looking for a significant number set to run somewhere on the bike. Eventually, he chose the “03“, throwing a nod at the

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“1903” origin of the Motor company. While most of the creative control was charged to Jace, there was one exception: Tommy wanted them to leave a blank spot somewhere on the bike in hopes that he could get Willie G himself to sign and endorse the bike. At this point, Donnelly enlisted the help of his close friend (and Service Manager) Harper Hemenway to become the lead on his assembly team. Most things went smoothly in the assembly process. However, one of Harper’s major hiccups was adapting the generation-two Trac Dynamics swing arm to a PM caliper. Trac doesn’t make a bracket to adapt and mount the PM Caliper, and since ABS wheel spacers don’t exactly machine well, Harper and his team summoned the talents of Justin Page (www.mymachinistdesigns.com) to work out the kinks and get them tracking in the right direction.

Jay VanNocker handled the engine build, and Tommy dealt with the style and assembly plan. The parts list on this bike is impressive: Speed Merchant Original Garage Moto, Saddlemen Seats, and of course, Lyndall brakes. There were also multiple products supplied by Drag Specialties. The bike was completed in March of 2021. The original plan was to have the motorcycle finished for the performance bike shows at

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The G Tech Sheet

Owner: Tommy Donnelly City/State: Milwaukee Wi Builder:Harper Hemenway/ Jay Vanknocker Year: 2020 Model: FXLRS Value: Time: 6 months ENGINE Year: 2020 Model: FXLRS Builder: Ignition: Harley-Davidson Displacement: 131 Pistons: Harley-Davidson Heads: Harley-Davidson Carb: Cam: fueling 521 race kit Air Cleaner: HPI 70 mil throttle body Exhaust: HPI Primary: Harley-Davidson TRANSMISSION Year: 2020 Make: Harley-Davidson Shifting: 6 FRAME Year: 2020 Model: FXLRS Rake: STOCK Stretch: Forks Harley-Davidson Builder: Harper Hemenway Type: Legends Drop ins Triple Trees: Harley-Davidson Extension: WHEELS Front Wheel: Lyndall Rocker Size:19x3 Tire: metzeler Front Brake: PM calipers/ Lyndall Rotors Rear Wheel: Size: 18x5 Tire: metzeler Rear Brake: PM/Lyndall PAINT Painter: The Fastlife Garage Color: Candy orange/ White Type: Graphics: Chroming: ACCESSORIES Bars: Harley-Davidson Risers: Hardcase Performance Hand Controls: Elite moto Foot Controls: OG moto Garage Gas Tank(s):Harley-Davidson Oil Tank: Harley-Davidson Front fender: Harley-Davidson Rear Fender: Harley-Davidson Seat: Saddlemen Headlight: OG moto garage Tail light: OG moto garage Speedo: None Trac Dynamics Gen 2 swing arm The Speed Merchant skid plate OG moto garage Tsport Fairing Photographer: Jace Hudson/Meghan Ormsby 24

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Daytona Bike Week, but unfortunately, things just didn’t fall into place. They ended up unveiling The “G” at TMMR’s (www.motorcyclesandmusic.com) V-Twin Visionary (www.vtwinvisionary.com) show. If you haven’t seen this bike in person, you need to. Pictures just don’t do it justice, so do yourself a favor and plan on making it to a show near you and check this thing out! You won’t be disappointed!

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Article And Photos By Jeff G. Holt

he 159ci Kit from Leading Edge V-Twin is unlike anything the custom motorcycle industry has seen before. This kit can deliver any Milwaukee Eight powered motorcycle 200+ horsepower and 210+ ft-lb of torque. This performance kit increases a Harley-Davidson M8 engine’s torque and horsepower by over 60 percent. It runs on pump gas at 11:1 compression; making it a biginch motor upgrade that can provide both consistent and dependable naturally-aspirated horsepower as well as massive amounts of torque. The Leading Edge 159ci kit comes complete with a balanced crank allowing the factory balancer assembly to be eliminated. The kit also comes complete with a Timken bearing conversion, proprietary H-beam rods, pistons, cylinders, a performance oil pump and cam plate, performance valve springs and tappets. Options also include your choice of a “horsepower” or “torque” style cam to fit your personal taste and riding style. Included items in the 159ci kit are Flywheel assembly, cylinders, pistons, Timken bearing conversion, roller bearing on pinion side, cam bearing, choice of cam, lifters, pushrods, piston jet block off plate kit, and all the necessary gaskets and seals.

Details of what’s in the LE 159ci kit. Rods Leading Edge’s balanced rods are also made of the brand’s proprietary design in the USA. Due to their inherent design these rods are far stronger than stock and are significantly lighter. Pistons The custom-designed 11:1 compression ratio pistons are specially-dished to offer the most 28

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Big Displacement Monster Motor Leading Edge 159ci Milwaukee Eight Engine

performance. The Leading Edge pistons also feature valve reliefs and are forged and machined right here in the USA. They are balanced and come with Total Seal rings. Cylinders The look of the Leading Edge’s cylinders are what has set the 125, 129, 131, and 159ci kits apart from the rest of the competition. But the beauty isn’t only skin deep. LE’s cylinders are made in the USA from aerospace-grade billet aluminum. The radically different fin design results in far more efficient air cooling. A traditional fin design dissipates heat that is then pushed away as the air passes. This “grooved and faceted” design turns the cylinder body into an active cooling system, which reduces temperatures by over 20-percent. Inside the cylinders reside aircraft-grade Ductile Iron sleeve that is centrifugally forged right here in the United States.

are made from Chromoly. They are proprietarily designed to be extremely rigid while also being very lightweight. Oiling System With all of their high-horsepower

Crank The LE 159ci Flywheels are 5 inch stroke. They are static balanced, assembled and then dynamically balanced allowing Leading Edge to eliminate the stock counterbalancing system. Cam There are many cam choices from Leading Edge. There is a mild torque cam as well as a mild horsepower cam. For optimal performance LE has an aggressive torque cam along with an aggressive horsepower cam. Each of these cam choices are key to the various LE 159ci characteristics and horsepower/torque. Tappets Leading Edge uses precision-machined tappets that have been specifically designed to work well with each of our high-performing cam grinds. Our hydraulic roller design also optimizes oil flow to the top end of the engine. Adjustable Push Rods LE’s adjustable tapered push rods

of return gearmotors for the crank case, and one for the cam chest. This design maintains proper oil levels in both of those chambers minimizing loss of power from excessive fluid being present. This in conjunction with our proprietary cylinder design makes the oil temperatures drop 1520% in the oil tank. This engine build is not an easy one. This is why Danny Wilson aka Motorwitch, who is the creator of the kit, personally hand builds every single 159ci engine himself in Phoenix, Arizona. The reason behind this is twofold; Danny is a perfectionist, and the engine cases have to be thoroughly and expertly machined for this version of the big-inch kit to be used correctly. “Many people have asked if I can just ship them the parts so they can build their own engine with Leading Edge parts, but at this point, with the brand, I am more comfortable with doing the work myself so I know it’s right and at a place where each engine can be expertly assembled, broken in, and properly Dyno tuned.” Stated Danny. If this is just not feasible for you and your situation, Leading Edge also offers turn-key 159ci crate engines for Bagger or Softail chassis that can be custom built and delivered world-wide via freight. Leading Edge also sells 125ci, 129ci, and 131ci kits that can be shipped and installed worldwide. For more info on Leading Edge’s technology and products, hit up www. leadingedge.com

engines Leading Edge upgrades all oil pumps and cam plates to the S&S pump and plate. The S&S pump employs a dual scavenging system, that has a dedicated set TORQUE PERFORMANCE

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turgis 2021 was an event that changed the way I forever view the events that I have attended for decades. The first issue of TORQUE Magazine was launched, we hosted our first performance show, and I found out that BMW was entering the V-Twin Bagger market. I caught a glimpse of the new bagger models from a distance, and I was instantly drawn to them. BMW has a stellar reputation for performance motorcycles. Their dualpurpose bike is lauded by those that ride them, and the BMW S1000RR is one of the world’s fastest production motorcycles with a top speed of 188mph in stock form. I was certain that if BMW Motorrad had decided to enter the bagger market, they hadn’t come to play…this was serious business! I stopped by the BMW Motorrad display and was instantly greeted by a fellow named Oleg. I was eager to ask questions, and Oleg was eager to oblige with answers. Almost immediately, I offered to ride one home to Florida. Oleg couldn’t make that happen, but he offered to allow me to attend the upcoming

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press ride in Denver a few weeks after Sturgis, so that would have to do. First Impressions: Immediately upon first inspection, I was impressed. Even though the R18 bagger models (two of them) are newly engineered and designed, they were very “BMWesque.” Their boxer engine and shaft-

driven driveline were in place just as I expected they would be. BMW engines, particularly the “boxer” type engines, are a signature of BMW motorcycles, for good reason. The opposed-twin engines are very balanced by nature. Their cylinder design lends itself to an amazing ability to cool itself. It also makes for an interesting overall look. I later found out that this engine design also provides ample torque for a smooth ride, but we will get into that in a

minute. I would like to point out that BMW went to great lengths to attract potential new customers without sacrificing the mechanical advantages that BMW is most known for. One example is the nickel-plated driveshaft. BMW cruisers have always been shaft-driven. Rather than compromise and install a belt drive, they elected to accentuate the driveline by making it stand out. Nickel is a warm plated finish and really adds panache to an otherwise mundane but necessary part of the driveline. The paint is elegant, as are the body lines. It is clear that BMW designers and engineers spent ample time studying what types of aesthetics riders in the States are most inclined towards. Europe offers very different riding opportunities, and European riders have very different riding habits. Since the R18 Transcontinental and R18 Bagger (as it is called) were intended primarily for the U.S. market, it was very important that designers hit the mark with a bike that fits into U.S. consumers’ expectations both mechanically as well as visually.

Article By: Jason Hallman Photos Courtesy Of: BMW

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Once I arrived in Denver and the rider meeting and press briefings were over, the riding that we all came for began. The guided tour of 35 members of the press, dealers, and other notable BMW dignitaries was broken into two large groups. Each group was then broken down into smaller cohorts of four riders plus a BMW factory guide for a day-long ride through the mountains of Colorado. The bikes we rode were actual production models prepped and ready for dealers. My group was to ride the Transcontinental model (full dresser) first. Then we would switch at lunch to ride the Bagger models, which fit right in line with a Harley Street Glide to finish the day. Riding Impressions: Right out of the gate, the R18 was impressive both aesthetically and mechanically. I had anticipated that I would feel like I was riding a luxury sport machine. The R18 did not disappoint one bit. The first thing I noticed with the engine was the TORQUE. The boxer engine did not waste a single revolution. It didn’t bark [or bite]. There was zero ancillary or unwanted engine chatter even later in the day once the engine was red hot from riding through the mountains of Boulder, Golden, and Estes Park. The powerband 32

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was very different from the baggers I am accustomed to. While I never felt like the front wheel would, or could, come off the ground, there was ample (not too much/not too little) TORQUE throughout the entire powerband. The engine never once detonated, and never once did I feel there was not enough power to pass on the freeway or the surface streets without downshifting to do so. I would characterize the engine operation as strong, steadfast, and engaging no matter the speed of the motorcycle or the engine’s RPM. Overall, the engine performed precisely as I expected it would. Ergonomics: Seat wise the riding position was right in the middle of the pack. I think every single motorcycle in the world deserves a seat that “fits” the rider and the motorcycle. However, for a stock saddle, BMW did a fair job. Honestly, if I were to be critical at all, I’d prefer some sort of leather/Alcontara seat with a firm foam and gel pad combination. Still, honestly, there is little room for overall improvement. I am sure there will be aftermarket solutions right around the corner once the R18 models hit the streets in the marketplace. The instrumentation and audio systems were exactly what I expected to find on a

motorcycle from BMW. With near perfect placement, BMW engineers hit the controls out of the park. The push-button main power and touchscreen audio systems are functional and fit the current expectations of buyers today. Foot placement was relaxing and allowed for the rider to move around just enough to not feel stifled. My only complaint here was the height of the toe-shifter, but if one was so inclined (and possessed a small hand tool), the shifter could be adjusted in a dozen different positions to suit the rider’s foot height and shoe size. Closing Thoughts: Overall, between the travel, the accommodations, and the experience of riding new motorcycles from a company that has such a rich history of performance and innovation, I’d say we are on to something. As I briefly mentioned previously, I am slated to ride one of the R18 touring models for an extended test ride very soon. I can only imagine that I will grow more fond of this bike once I get some serious miles on it! My advice: if you are pondering a new motorcycle like one you’ve never ridden or seen before…check out a BMW dealer near you…I think you’ll be surprised.

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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 the riding of your bike better, I am down with showing my readers, fans, and followers on V-Twin Visionary some of the good stuff, and now I want to show & tell about some of my favorites with the readers of Torque. Here are eight different product upgrades to make your riding experience a better one.

Trac Dynamics Billet Series “Classic” Dyna Swingarm $1295 tracdynamics.com Trac’s Billet Series swingarms feature single-piece CNC machined sides pocketing on the inside. This combination makes a very strong, yet lightweight aluminum swingarm. These swingarms also have and axle interchange system that allows you to change axle diameters without having to purchase a whole new swingarm. Beringer Brakes Aerotec Radial Brake Caliper $729 beringerbrakes.us The Beringer 4RO1A Aerotec 4-piston caliper has a 108 bolt spacing in is available in left or right offerings. I have used these brakes on a ton of bike projects and have found them to be some of the very best. And they also come in a myriad of colors to fit your bike’s style and color scheme.

Imzz Elite Big Dick Exhaust $1475-$1750 imzzelite.com Made in-house in Orange, California the IMZZ Elite Big Dick exhaust is built from stainless steel and has a big, booming sound. The pipe is available in brushed or hi-polish stainless for Dynas, FXRS, M8 Softail, and Twin Cam and M8-powered Baggers.

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San Diego Customs Flying Saucer Air Cleaner Cover $75 sandiegocustoms.com Available in polished, gold, or black these USA-made fits on most 5.5-inch hi-flow washable air cleaner elements adding some class to any machine its bolted to. I like to simpleness of the cover as well as the SDC logo, which is laser etched on the top flange.

ODI x Cult x Vans Slip-On Grips $20 odigrips.com From the kings of MX and BMX grips, ODI comes the Vans Slipon grips for Harley-Davidson and Indian motorcycles. These 125mm long grips have the famed Vans shoe sole pattern, but they are made in the USA with a top-level proprietary rubber compound. They are available in 10 different colors including gum rubber.

Boosted Brad Death Metal Racing Pegs $189 boostedbrad.com Booster Brad’s DMR bear trap pegs have BMX styling with a noslip grip. These anodized and laser etched pegs are made in the USA from billet aluminum and have a stainless steel 360-degree adjustable clevis with two locking set screws to secure any and all adjustments.

Thrashin’ Supply Co Street Glide Riser Adapter $199 thrashinsupply.com There are many of these types of adapters on the market, but I have found the design of the USA-made Thrashin’ Supply Riser Adapter to be the best of the bunch. It includes two grade 8 bolts dropping down through the triple clamp, which is mated to a chromoly steel bushing/nut. This ensures a high-strength connection of performance handlebars to your Batwing motorcycle.

Original Garage Moto Honeycomb Mini Floorboards $299 originalgargagemoto.com These grippy 5.5” long X 3.5” wide mini floorboards are made in Canada out of 6061-T6 aluminum. They have stainless steel clevises for strength and tapered edges for greater ground clearance. The OG Moto mini boards also have three position selections to fine-tune your ride. Available is silver, black, and a bunch of other colors.

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Article By: Hans Landa Photos By: Jace Hudson

ust mention the words “Covington Customs” to anyone that has been in the custom motorcycle industry for at least a decade or more, and you’re likely to get a smile from them. Jerry Covington and his son’s David and Jerry Jr., affectionately known as “Pee Wee,” are craftsmen, no “masters,” if you will, in the art of custom motorcycling. I’ve known David peripherally for well over a decade, and while he is short on words, he is not short on talent.

The Covington’s work goes back decades [1994], and their name is synonymous with high quality, craftsmanship, design, and innovation. They have built bikes for the famous and the non-famous, all under the same pricing and quality structure set forth by the elder Covington, Jerry, many moons ago. These days David handles most of the design and build process while “Pee Wee” handles the engine builds and mechanics. Aside from that, the Covington’s employ the finest outside craftsmen for what they do not handle inside their own

shop. Painters like Jace Hudson [Fast Life Garage] and seat builders like James Carter [Bitchin Stitchin] are on call for the Covington’s and consistently produce the finest workmanship in their respective fields. This Road Glide is owned by a good friend of a repeat client of Covington’s Customs. This is the second time the owner modified the Road Glide. David Covington states: “The owner of this bike has always had really nice bikes, but this is the first time he really went all-in on a build, and we are glad to be his first

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choice of builders.” Even though Covington Customs has its own line of CNC machined parts, for this build, David and the owner decided that the new line of Rebuffini parts would fit the bill nicely, and we would have to agree. The entire front end, brakes, foot & hand controls, and gauge mounts with risers are all from the Italian manufacturer’s parts catalog. Rounding out the front end is an 18” wide front Carbon Fiber wheel from Brock’s Performance and BST and a Covington modified fender from Fat Katz. Wind deflection is handled by a legendary Klock Werks windshield. Not everything is what it seems, though. Jimmy and the crew at HPI fabbed the stainless 2 into 1 pipe and had it coated in black to keep it aesthetically sublime. They also installed one of their legendary Horsepower Inc throttle bodies. Jimmy himself tuned the engine built by Mr. G to reach maximum power and torque. The air cleaner assembly is an S&S anodized red to match the Rebuffini parts and sealed off with a Fuel Moto clear cover that

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lafawnduh machine Tech Sheet

Owner: Scott Kauffman City/State: Zionsville IN Builder: Covington Customs Year: 2019 Model: Road Glide Special Value: Priceless Time: ENGINE HD Year: 2020 Model: Jim’s V-Twin performance Builder: Mr G Ignition: Thunder Max Displacement: 128’’ Pistons: J&E Heads: Ported/polished heads Carb: HPi Cam: MaxCell by Mr G Air Cleaner: S&S/Fuel Moto Exhaust: HPi Primary: Stock w/ AIM lock up TRANSMISSION Year: 2019 Make: HD Shifting: one at a time FRAME Year: 2019 Model: HD Rake: 0 Stretch: 0 Forks Rebuffini Builder: Type: Inverted Triple Trees: Rebuffini Extension: Rebuffini WHEELS Front Wheel: BST Size: 18 x 5.5’’ fatty Tire: Metzler 180mm Front Brake: Rebuffini Rear Wheel: BST Size: 18’ x 5.5’ Tire: Metzler 180mm Rear Brake: Rebuffini PAINT Painter: Jace Hudson/ Fast life Color: Candy red and silver flake Type: PPG Graphics: Jace Hudson/Fast Life Chroming: nope ACCESSORIES Bars: Fly Risers: Rebufinni Hand Controls: Rebuffini / HD Foot Controls: Rebuffini Gas Tank(s): Covington Customs Oil Tank: Front fender: Fat Katz Rear Fender: Top Shop Seat: Corbin covered by James Carter Headlight: Baja Design Tail light: HD Speedo: Covington Customs/ Nu Image Photographer: Jace Hudson 40

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allows you to view the HPI throttle blade in action! David fabricated a new dash for the tank and handled the fabrication of the dished side panels. A Top Shop Wheelie bag and fender kit, and remaining body panels were sprayed by Jace from the Fast Life Garage. The owner’s previous Corbin saddle was reworked to fit his height by James Carter of Bitchin Stitchin in Arkansas. To add the finishing touch, David sent the gauges to New Image for the custom treatment. All in all, this second time around, Road Glide is a killer example of the kind of work the Covington’s are known for. The only thing that needs to be added at this point is more miles on the clock and a set of Anodized Red cylinders from Leading Edge HP! If you are looking for a killer motorcycle built by a family, some consider industry royalty hit the Covingtons’ up. You’ll be surprised just how far your imagination will take you.

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Article By: Karen Hallman Photos By: Karen Hallman & Missi Shoemaker

ver the last couple of years, I have found myself much more interested and much more able to attend some of the nontraditional motorcycle events. What I mean by that is that many folks (including m y s e l f ) a t t e n d Biketoberfest and Daytona Bike Week in Florida annually but how many really venture off the Main S t r e e t looking for something else to occupy their time? This fall, I had the opportunity to attend a motorcycle event like nothing I have seen before. As a former athlete who has

experienced some success at a national level, I was amazed to witness an event that unleashed the emotions of competition and pure adrenaline yearning to be awakened within my soul. That event is Billy Lane’s Sons of Speed! Just imagine s t a n d i n g trackside surrounded by people on all sides chanting and cheering for their favorite rider. Their echoes ring into your ears and stimulate your senses. Your heartbeat, p u l s e , and body temperature elevate as you study the competition, ready to battle it out right in front of you on the half-mile oval that is the New Smyrna Speedway.

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Imagine trying to contain your focus as you line up, side-byside with your competitor, feeling the adrenaline rush through your body, igniting pure excitement. The hairs on your arms tingle, traveling down your arms and spine as you position yourself in a stance that prepares you for a face-off against your opponent on a half-mile banked wall asphalt track. Standing in the pits of the Sons of Speed vintage race at New Smyrna Speedway was something I had not experienced up until now. There was so much happening. In between heat races, the builders, crew members, and riders bustled around the pits while the sweltering heat radiated down on them while racers like Dan Toce and crew member Steve Broyles prepared their team’s early 20th century machines for some vintage racing. The smell of hot asphalt, exhaust [race gas], and burning rubber permeated throughout the pits. The sounds of the antique single cylinder and v-twin engines rumbled through the air as the riders raced down a curved track with elevated banks on bikes that have no brakes! That’s right, no brakes! You could feel the energy from the competition surrounding you as the riders sped down a paved track neck-and-neck / side-by-side instilling trust in themselves, their crew, and their vintage machines. As someone that grew up around recreational vehicles, dirt bikes, and motorcycles my whole life, this was a visceral event. I found myself drawn to the motorcycles in the same manner that I would be drawn to a historical event. Each one of these vintage bikes seemed to have a piece of an early-century rider that brought forth a new-century mark in the arena of competitive racing. As I stood there watching the racers push themselves and accelerate their machines at high speeds of up to 80+ MPH along the track, the adrenaline re-awakened and rushed through every inch of my body. I could feel the hairs on 44

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my arms stand straight up (once again) and travel down my spine. Fans in the stands stood and eagerly watched the motorcycles make their way around the track. Cheers echoed from all around as the checkered flag waved while some of the best riders competed against each other. Racers like Fast Freddie, Jody Perewitz, and eBay Jake were crowd favorites. At the same time, famed rocker Riki Rachtman announced the race progress! Even Cycle Source Editor-In-Chief Chris Callen took to the track on Tom Keefers’s vintage Harley twin. If you want to witness history in motion that leaves you with an adrenaline rush, the Sons of Speed vintage motorcycle racing just might be what you need. A true modern-history event! Vintage bikes and pure speed! What an epic experience!

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Article And Photos By: Dream Rides Tennessee www.tndreamrides.com

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n the world of performance Harleys, having more power is never bad. In fact, sometimes it’s necessary. At Dream Rides of Tennessee, we’ve become quite good at arguing the case for the necessity of power. That way a customer can go home and confidently say, “Honey, it would be irresponsible NOT to build this engine.” Its not different with the audio system on your bagger since most factory audio systems will benefit from help to get those tunes to your ears at highway speeds. Our featured 2017 Road Glide was in desperate need of a power increase. The owner had previously installed a set of coaxial speakers, but he was disappointed with the overall volume level and lack of “punch.” Unfortunately, a speaker upgrade is only as good as the wattage behind it, and this customer was still living with the anemic stock stereo’s internal amp, which was providing less than ¼ of the wattage his new speakers needed. There are so many options on the market, however, we settled on the Wild Boar Audio WBA 400.2R. two-channel amplifier. This plug-and-play amp is built for ‘14+ non-CVO touring models. It not only offers a substantial power increase (200 watts RMS), but also cuts down on labor time for installation. It comes with all of the necessary wiring and brackets and instructions. It is also scalable, meaning the whole package is designed to allow for additional amplifiers, should they be desired down the road. Once the bike was secured to the lift, our tech Dusty got started to work. When you are doing any audio or 12v work, it’s always a good idea to disconnect the battery. With that out of the way, you can loosen and remove the front of the fairing. Now is a great time to take a look at everything that comes with the WBA 400.2R. Power and ground wires are run through the wiring portal in the fairing and back toward the battery for dedicated amplifier power. The instructions say that you can run this wire over the tank (UNDER the dash/console), but with just a few more minutes

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effort, we recommend removing the tank and running under the tank along the backbone of the frame. Using the provided bracket, mounting the amp in a Road Glide is a cinch. You will want to pull it back out to make all of the wiring connections (pic 12), and leave it out until it has been tested and tuned. The instructions are well written and the well-engineered harnesses and plug connections make wiring very simple. Some of the plugs look similar, so take your time and double check the colors. Make sure each connection seats in with a positive “click.” When all of the connections are made at the amp, reconnect the battery and the ring terminals of the newly run power/ground wire. Now it’s time to do a software flash so the stereo plays at the correct volume. Wild Boar is careful in their instructions to warn the buyer/installer from the beginning, that the audio will not be satisfactory unless this is done using Techno Research software. This will [likely] require a trip to your local shop for the flash. With the flash done, it’s time to permanently bolt the amp bracket into its home, reassemble the fairing, cue up your favorite test tracks and enjoy! If you have a modern touring bike with the stock entry-level audio system, and you’re considering replacing or adding speakers, don’t forget the power! It’s the responsible thing, really.

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Article By: Jason Hallman Photos By: Missi Shoemaker

f there was such a thing as a “Mount Rushmore” of motorcycle builders Dave Perewitz would definitely be on it. His bikes and paint jobs are timeless exactly like an old rock song. When I hear Good Times, Bad Times I instantly transport back to my second-story bedroom in my Granny’s house on the corner of Inkster Road and Woodsfield when I was 13. While there is no one “King” in the custom motorcycle world, there are certainly a few “Royal”

families. The Perewitz’ are certainly counted among royalty in the Chopper world. Jody Perewitz is Dave’s daughter. Jody is a world-class painter, racer, and record holder. She currently holds 16 land speed records. Her first one was captured in Maine during testing when she recorded 164mph on a 100 cubic inch Procharged powered cycle. She is also a Bonneville record holder. She set the FIM world record of 207mph. Jody’s bike on this month’s

cover is one that she purchased after seeing it listed for sale [incorrectly] as a “Dyna.” There was a time when that happened often. Without knowing better, many people conflated Dynas for FXR’s when they first came out, mostly because the Dyna replaced the FXR in the factory lineup. Jody knew better and snatched the FXR Convertible up with no hesitation at all. Jody rode the FXR in stock trim just long enough to talk herself out of the stock driveline and

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suspension. So she pulled it into the shop, removed the driveline to sell it, and removed the remainder of the parts to start her new project. That was six or seven years ago. As often happens on the side of the counter that Jody and those of us employed in the motorcycle industry stand on, our projects tend to sit until we can either afford to finish it to our liking or until our customer’s bikes are done first. Last year Ms. Perewitz was invited to act as Grand Marshall of the Sturgis Black Hills Motorcycle Classic for 2021. This is a tremendous honor, and Jody knew that in order to make the best showing, she needed something to ride that would honor this event in proper fashion. Since the FXR had been sitting for about six years, she and her father decided it was time to breathe life into the convertible. The project started with a few items that Jody insisted on.

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She needed the bike to have a Twin Cam engine and genuine “RT” bags in the back end. The engine received the Dan Thayer “treatment” and was bored to a larger displacement. The stock Harley Davidson transmission internals are bulletproof enough to

handle the torque and horsepower thrown at it. The Lyndall wheels are spun through the addition of a chain and sprocket rather than the stock belt drive. A chain is a bit more maintenance, but Jody is a racer at heart, so a broken belt was not something she intended to deal

with, so the belt had to go. Over the years, Jody’s father and Russ Wernimont have fostered a stellar working relationship, so both front fairing and fenders came from RWD. If a painter like Dave uses your body parts, I can’t think of a better endorsement. Arlen Ness supplied the side covers and Jody employed one of her new signature “Jody Perewitz 2-up” Mustang seats. The front suspension is 49mm, and the rear shocks are 14” long. The rear wheel swings on a Brocks Performance billet swingarm. Jody and Dave are best friends, not just father and daughter. When I asked her if they butted heads during the project, she laughed. “DP likes the bikes to sit low…I want them up higher. He kept telling me that we needed shorter shocks.” She has learned a lot from her dad over the years and says that the most important thing that sticks in her head from her elder regarding her work is that “The best artists know how to hide their mistakes.” Dave Perewitz is the “King Of Flames,” and while he has taught his daughter everything he knows, she has a tendency to gravitate towards the sublime rather than the larger color palette that her famous dad prefers. Rather than

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accidental fxr Tech Sheet

Owner: Jody Perewitz City/State: Halifax MA Builder: Perewitz Year: 93 FXRS Model: Convertible Value: Priceless Time: too long ENGINE Year: 2005 Model: Twin Cam Builder: Perewitz / Dan Thayer Ignition: Displacement: 95” Pistons: Thayer CP Heads: Thayer Ported Carb: S&S Cam: 485 Thayer Air Cleaner: S&S Exhaust: Trask Primary: Stock TRANSMISSION Year: 2005 Make: HD Shifting: FRAME Year: 93 Model: FXR swingarm: Brocks Aluminum Stretch: SUSPENSION - FRONT Builder: Legends 49 mm Type: Triple Trees: Stock Dyna Extension: Rear -FOX shocks / Harddrive WHEELS Front Wheel: Lyndall Size: 19 Tire: Shinko’s Front Brake: PM Radial Caliper Rear Wheel: Lyndall Size: 18 Tire: Rear Brake: PM PAINT Painter: JP Color: Dreamsickle Type: PPG Graphics: JP Chroming: NONE ACCESSORIES Bars: ODI Risers: Trask Hand Controls: ISR Foot Controls: Perewitz / stock Gas Tank(s): stock Oil Tank: removed, uses oil pan Front fender: RWD Rear Fender: RWD Seat: Mustang fairing: RWD Fairing bags:Stock RT Bags Headlight: Stock, Letric Lighting Tail light: Letric Lighting Speedo: None Photographer: Missi Shoemaker 54

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offer “cheat codes,” DP has let Jody develop her own unique style. She has done that by repurposing the tricks and techniques that she has learned over the years and relying on new technology where applicable. Jody spends her shop time in the paint booth rather than with a wrench in her hand. That said, Jody knows her way around the shop and gets her hands dirty plenty. While Jody is comfortable in the shop, her

Zen is on the water. Jody is an avid boater and spends her free time, what little there is, on the ocean. I asked Jody how she envisions the legacy of Perewitz Cycle Fab for the future. She said: ‘Perewitz Cycle Fab needs to stay the same size as it is now. We did BIG. It was too much stress on my dad. I want to keep it small… quality over quantity.”

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ith the already smashing success Torque Magazine has seen since the inaugural issue released in August 2021, I was humbled to have been asked to write an article for the second issue to drop in quarter 4 of 2021. Keeping in line with something I’m incredibly passionate about, I started researching USA companies that produce products for American motorcycles. Since coming home from the 81st Sturgis Motorcycle Rally, I decided to tear down my Big Boy FXR (2010 Road King Police) and freshen her up a bit. One key detail I knew was a “must-have” were mid controls. I needed to get my feet under me instead of in front of me to have better control and handling capabilities through the twisties that I love so much. There are a few USA-operated companies that produce mid controls for baggers. This time, I chose a company from my home state; Dropkick Customs out of Tampa, FL. Matt from Dropkick is a super nice guy, is easy to work with, and is willing to answer any and all questions you’d have for all of their offered products. With most projects, you’re bound to run into at least one issue. In my case, it was the exhaust. The exhaust I was running would not mount up with mid controls. The rear head pipe just didn’t come close to curving around the right control. James, one of my closest dudes, sent me a link for RedFox Baggers with an exhaust system that looked

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to be made for my purposes. After contacting them about their stock, I was able to get the information for the actual owner/operator in the Dallas, Tx area. With an upcoming previously scheduled trip to Dallas for pleasure, I chose to turn it into a working trip. Rickey Graffeo of Graffeo Original Exhaust Systems welcomed me to tour his small shop where he creates, in my opinion, one of the most beautiful pieces of art you could hang off the side of your motorcycle. They are hand-shaped, tig-welded, stainless masterpieces with dyno-proven numbers we all want on our performance baggers. Rickey and his son Rick Graffeo are the real deal, small, independent style shops I love to do business with. Spending about an hour with the boys, I heard a bit about him and how he ended up coming out of retirement to produce these functioning pieces of art about four years ago. At age 11, Rickey started working for his uncle in New Orleans, LA, in the HVAC industry. As Rickey was talking about those days, I could tell they had a special bond. After 13 years of doing HVAC, Rickey decided he didn’t want to be in that field but had always had a passion for welding. For Rickey’s birthday that year, his uncle gave him a welding machine, helmet, and gloves and said, “get to learning.” For the next 45 years, Rickey had a great career as a cryogenic tig-welder and earned the nickname “Golden Hands Graffeo” after his uncle said, “Rickey, I’ve never seen someone who works like you. You’ve got golden hands. Don’t ever mess them hands up”. Also, while visiting with Graffeo’s, as you’d expect in the motorcycle game, we found we had quite a bit in common, including being gun-toting rednecks. Rickey showed a few cool pieces in his collection, one being a CZ Shadow 2. He said, and I quote,

“This firearm is so tricked out and accurate, Stevie Wonder could shoot it and hit the X.”

side covers, and cases, Graffeo and I discussed design and measurements to solve the problem of not having an exhaust to work with my setup. As I explained to Rickey, I didn’t have the time to order and keep trying exhaust systems until I found “the one.” With Rickey’s long-time knowledge and expertise, he created the Graffeo Original Exhaust – NSC Pipe (Nothing Stock Cam). For you performance bagger guys and gals running mid controls, this pipe was designed and created to fit perfectly, looks amazing, and puts down the dyno numbers. No more questioning fitment. You can call Graffeo directly and get your “NSC” Pipe ordered today. Before I close this one out, I want to give a special shout-out to a few guys. James Melton, Jason Kenny, and Jon Luft. These 3 have been called upon for help on numerous occasions. They will show at a moment’s notice and always help me get whatever done with my bikes that needs to get done. Good friends are hard to find. Thanks, boys. If you have a small business (motorcyclerelated) or know someone that does, feel free to reach out to me. (NothingStockCam@ gmail.com) I’d love to get to know you and your products and maybe write about you also. Small business owners are a key element to the American Dream, and somewhere along the way, people have forgotten that. “Oh, I can get that cheaper from China.” The old saying is, “you get what you pay for.” Save a little more to spend on parts made here in America. In the long run, you’ll be glad you did. Stock Sucks...

After reviewing my photos of the mounted mid controls, my Winter 21

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Article And Photos By: Natalie Kleiner

he V-Twin Visionary Smoky Mountain Tour has become one of the fastestgrowing motorcycle events in the past three years. If you have not yet attended or just looking for a reason to make your way over to Eastern Tennessee, then you need to put this four-day event on your list. The VTV Smoky Mountain Tour is not a show that focuses

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primarily on standing around at a bike show. In fact, one of the reasons the location at the Smoky Mountain Harley Davidson in Maryville, TN was chosen, is due to the beautiful range of roads and riding right in their backyard. The name says it all, this is, in fact, a “Tour,” which is heavily focused on riding, all while seeing some of the top performance motorcycles and newly innovated parts and builds

being put to the ultimate test. Tennessee boasts some of the most beautiful riding in the country. Each year, the VTV Tour provides organized group rides if you are not familiar with the area. You can meet a ton of new people who share the same passion for motorcycles and experience breathtaking scenery on roads such as The Tail of the Dragon and Foothills Parkway, to name a few. The choice is yours,

if you want to ride in an organized tour or go off exploring with your friends, there’s a wide array of road types to be chosen from; whether you want to rip hard in the curves or go for a leisurely sweeping ride, the tour offers something for everyone. Once you’re done with a great ride, head back to the event for some real deal BBQ straight out of the smoker and cold beers from The Shed Juke Joint, all held right on sight at the dealership! Check out all the vendors with great apparel, top performance parts, and all the latest and greatest gear. Don’t forget to check out the bike shows that take place each day, talk to the builders and meet new folks from far and wide! There are a variety of motorcycle shows held. Each day brings a new type

of show with an array of bikes. The shows include “Ride In” shows, where anyone can enter their bike. This year, people rode from across the country and entered the exact bikes they rode in on! Other shows, such as the Invited Builders Show, present some of the industry’s topnotch builds, boasting some of the newest performance parts and designs! Some of this year’s builders were, Boosted Brad’s Death Metal Racing, Lefever’s Cycles, Blue Ribbon Cycles, Danny “Motorwitch” Wilson, and Denton Designs to name just a few. If that’s not enough, watch or participate in head-to-head drag races and put your bike to the ultimate test! Watch the builders race the bikes they built down the track and compete on the dyno machine to see who takes

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home the cash prizes! Each night wraps up with some amazing live Southern rock bands, and the bar keeps you far from thirsty! If you love riding, top-notch performance motorcycles, and killer music, this is a must to put on your calendar for next year, October 6-10th, 2022. There are also VIP packages available! To learn more, check out @ vtwinvisionary on Instagram and view the website at www.vtwinvisionary. com

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love a clever name, especially when it has a clever story attached to it. A few years back, the owner of this 2019 Road King became acquainted with custom motorcycle builder Kory Souza. It was through that friendship that the “Bus Boy” Road King came to fruition. The process of having a custom motorcycle is an experience that

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is very different depending on the shop that you choose to make this happen. In the case of Kory Souza Originals in Sarasota, Florida, before you have the opportunity to ride a KSO custom motorcycle built for you…Kory has to get to know you. If you spend any time around Kory, you will find that most of his customers become friends long before their one-off custom

motorcycle ever hits the lift in Kory’s shop. Kory is a bit of an outlier in that he employs several talented individuals in his shop, but his hands and creative control carry through the entire build from concept to reality. This particular motorcycle started over a few drinks at the customer’s home bar when the conversation turned to the subject of custom motorcycles. Not

Article By: Travis Bickle Photos By: Missi Shoemaker

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everyone agrees to what makes a motorcycle “custom.” For some, it is bars, boards, exhaust, and the basic bolt-ons. If you talk custom motorcycles to Kory, you’ll get a very different set of parameters to work from. If the frame isn’t modified even slightly, you’ll likely not get the nod from Kory. His bikes are known to be somewhat over the top in the paint and fabrication departments, but what you may not know is that Kory is a horsepower junkie. That is kind of how this project actually got off the ground, so to speak. After the conversation with Kory the previous evening, Gary

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realized he wasn’t riding a “custom motorcycle” as his friend would define it. One thing led to another, and just like that, Kory and Gary were on their way in the truck to pick up a 131 Screaming Eagle engine for an entirely ridiculous price from a local dealer. While that deal was going down in the parts department, Gary disappeared for a spell. The next thing Kory saw was a Cheshire grin on his friend’s face, and they loaded up a brand new 2019 Road King into the trailer along with the 131 engine. After all, the smack-talking banter between the boys was over, Kory

proceeded to remove everything (including the engine) from the brandnew motorcycle at the customer’s house. Kory figured that if his friend wasn’t going to waste anytime grabbing up a new motorcycle to have built, why should Kory waste anytime [or space] pulling and storing stock parts that aren’t of any real value to a custom builder anyway? While the ink was still wet on the title work, Kory and Gary crafted a plan, placed some orders and by the time Kory got back to Sarasota a few days later, parts had already started to arrive. Here is the rundown of the parts used: 23” Fat front wheel from SMT

Machine, Full TOL Designs front clip, chain conversion and Baker Drivetrain transmission, Burns exhaust all held together with ARP polished stainless steel hardware. The handlebars and controls are “all business”. LA Choppers Kage Fighters and Rebuffini Hand Controls handle the steering and front brakes. Originally intended for standard style upgraded performance suspension, the bike ended up with air ride. Now, before the performance snobs scoff at the idea of air ride on a performance bagger, Gary needed the ability to exit and mount the bike with ease. The air ride system allows for that. The only other “non-performance” part on the bike is the audio system which consists of a Sound Digital 800/4 amplifier and Hertz Speaker

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bus boy Tech Sheet Owner: gary raphael City/State: flagler beach, fl Fab. By: kory souza originals Year: 2019 Model: road king Value: $20 bucks is $20 bucks Time: 8 Months Engine Year: 2021 Model: Screaming eagle Builder: kory souza originals Ignition:Thundermax Displacement: 131 Pistons: Screaming eagle Heads: Screaming eagle Carb:Not Today Cam: Jim’s Performance v-twin 550 Air Cleaner: Trask performance Exhaust: burns primary: stock Transmission Year: 2019 Make: baker Shifting: 6 speed Frame Year: 2019 Make: touring Rake: 44 degrees Stretch: 2 up 2 out suspension-front Type:Air over oil Builder: kory souza originals Triple Trees: hawg halter Extension: +2” Wheels, Tires, Brakes Front Wheel: smt lucky 7 Size: 23” Front Tire: v-rubber Front Brake: Galfer wave rotor/Brembo caliper Rear Wheel: smt lucky 7 Size: 18” Rear Tire: dunlop american elite Rear Brake: Galfer wave rotor/Brembo caliper Paint Painter: ryan hathaway color: black Type: ppg Graphics: perewitz powder coat: Accessories Bars: la choppers cage risers: 10” hand controls: rebuffini Foot Controls: Arlen Ness/RSD Fuel Tanks: Stock Front Fender: Steel RWD Rear Fender: TOL Designs Seat: kory souza originals Windshield: Klock Werks Headlight: Daymaker H-d Taillight: alloy art speedo:dakota digital Photographer: missi shoemaker 66

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system and the Dakota Digital instruments. This bike stands out in the crowd. I instantly was drawn to it like a moth to flame. If you want a flame job you go to the master, and by “master” I mean Dave Perewitz. Regardless of anything else you know about his fabrication skills, building skills, his eye for design… Dave’s flame jobs are all one of a kind and they are the pinnacle when it comes to proper flames. Truth be told, if you don’t have a flame job by Dave…you have a flame job that is done by someone that copied Dave, end of. Kory rode the completed bike for 50 miles before it was loaded into the transport and shipped to San Francisco. From there Gary rode it, with ZERO failures or issues for 3200 miles. It won the TORQUE Award at Paul Yaffe’s Baddest Bagger competition in 2021 and that is why you are looking at it here. If you want something bad ass like you see here, call Kory Souza and tell him that TORQUE sent you!

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Article By: Drew Woodford Photos By: BMST Racers

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’m Drew Woodford with Buell Brothers Racing. I’m a Land Speed Racer, and this article takes a look at a week of racing at the Salt Flats as seen through my eyes. Buell Brothers has been racing and setting records at the Bonneville Salt Flats since 1995. We ride Buell and Harley Davidson Motorcycles. We’re a grassroots team that goes as fast as possible on a tight b u d g e t with many swap meet parts and help from a handful of great sponsors. T h e r e are multiple events on the Salt Flats every year. In our world, the two most p o p u l a r are the Bonneville Motorcycle Speed Trials and the SCTA Speed Week event. Speed Week draws racers and spectators for cars, hot rods, trucks, full streamliners, and motorcycles. The BMST event is limited to two and threewheel motorcycles, sidecars, and streamliners. Our team runs at the BMST event, mainly because the entire event is designed around motorcycles. This means the track doesn’t get the big ruts caused by cars spinning their tires. The tech inspectors know bikes and bikers are treated like royalty. It’s an AMA and FIM sanctioned event, so you are racing for National or International records instead of club records. Another reason we do this is that the event feels like a family reunion that you don’t want to miss. Our convoy left our place in Cave Creek, AZ, with our truck and trailer loaded with three race bikes, a pit bike, tools, spare parts, pit set up, and everything we

might need for a week of racing in the middle of nowhere. We were followed by first-timer Dusty Dollar from Arkansas with his Buell and then teammates Scott Schroeder and David Ray. The first 3/4 of the trip was uneventful. Between Vegas and Ely, Nevada, where there’s nothing except ranches for over 125 miles, our truck started acting up. The tach bounced

around erratically, and the transmission wouldn’t shift right. After some roadside diagnosing, we figured out that the alternator was failing. This made a 60-mile drive pulling a gooseneck to Ely the longest three hours of our lives. We bought an alternator and swapped it in the NAPA parking lot in time for dinner at Denny’s. All of this put us in Wendover after 10pm, just in time for a shower and bed because days start early at Bonneville. Saturday was the usual hectic first day, setting up the pits and getting the bikes through tech inspection. My race bike, dubbed the “Half-Brother” by the old guard, is a modified 883 Sportster running in the MPS-PF1000 (Modified, Partial Streamlined, Pushrod, Fuel, 1000cc) class. The class record was 146.521 mph that I set in 2019. My wife Ashley races the historic “Buell Sisters” bike, a 1995 Buell S2 Thunderbolt in the

P-PG1350 (Production, Pushrod, Gas, 1203cc) class. The class record was 136.282, which she set in 2019. Our third bike is a 2000 Buell S3 Thunderbolt called the “Experience Bike.” This machine is dedicated to helping introduce new riders to Land Speed Racing by allowing them to make a pass or two on the historic Bonneville Salt Flats without spending thousands of dollars. It runs in the Run Whatcha Brung (RWB) class but still has to meet strict safety standards. Sunday morning kicked off with a riders meeting and rookie orientation. To race, you first must go to Pre-Stage and choose between one of four courses. Any rookies, RWB racers, and bikes running below 125mph must start from Mountain 1. This means you’re on the course closest to the mountains and starting at mile 1 instead of zero. On mountain one, you have one mile to get up to speed before entering the timed mile. Once through the mile, you exit as quickly as possible, safely, so the next racer can go. Once you have made a pass over 125mph, you have qualified for a two-mile run up. This means you can start from Mountain zero or the equivalent on the International course. To be eligible for the International Long course, usually between 7 to 9 miles, you have to run over 175mph. My first pass started out great. The Salt was hard, the course was smooth, and the bike made great power with new Leineweber cams. I counted my shifts, concentrated on the tach, and made a mental note that I needed TORQUE PERFORMACE

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to adjust the shifter. As I entered the timed mile, I tucked my Biltwell Lane Splitter helmet in tight and worked on my arm, knee, and foot placement. The bike was humming and felt great. It all went south about 3/4 of the way through the mile when the bike died. My first thought was that I had bumped the kill switch, but the tach was still on, so I knew something bad had happened. I pulled in the clutch lever, coasted 1 1/4 mile to a spotters stand, and waited for the chase truck. My average speed was 142mph, even with coasting 1/4 of a mile. We did a quick check of the plugs and could see damage to the front cylinder. After disassembling the engine, we found a valve had popped, trashed the head, and beat up the top of the piston pretty good. While I was working on my engine, Ashley made her first pass. Ashley said she was gonna make a little 100mph shake-down run but made a pass of 136mph instead, which was just under the record. She followed that run up with one at 137.369, which qualified her for a return run. After making a record run in AMA and FIM competition, the racer must go straight to Impound and then make a return run in the opposite direction. A record is the average of the two speeds. In theory, this eliminates a tailwind helping since you’ll have to run into the wind on the return run. Her return run was a whopping 141.257, which put her average of 139.313 and upped the record by over 3mph. We had four riders scheduled for the Experience Bike. Pistol Pete Nowaskey from Menomonie, WI, made his runs on our Experience Bike. Our Experience Bike program is usually limited to one or two runs per rider. However, Pete has phenomenal tuning skills, so he offered to hook the laptop up and do this thing. He did some tuning and made a third pass. Pete ran 129.710, 129.703, followed by 130.637, and immediately picked up his Bonneville 125mph coin. Listening to him explain what he felt is precisely why we spend the time and money on this part of our race program. Monday was a good day. Ashley reset her record with runs of 142.465 and 136.802 for an average of 139.633. Our second Experience Bike rider was David Ray from Phoenix, Arizona. He’s also an EFI tuner and continued to tune the bike with Pete and Jim Higgins. David earned his 125mph coin with runs of 129.054, 130.391, and 129.815 but noticed the bike 70

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was having issues. They diagnosed a failed voltage regulator, which is a real problem on a fuel-injected motorcycle. After walking up and down the pits trying to find a regulator, we figured the only option we had would be to drive two hours to Salt Lake in the morning in hopes of finding one. A short time later, Brian Klock stopped by to tell us that his buddy Gary Poh from the Tintic Motorcycle Museum was coming out in the morning and would bring one with him. Gary actually had to hit up five different shops but came through. Bonneville racers are notoriously helpful. Talk about a blessing. Monday night, we went to the “Legends” event at the Wendover Community Center, which is a must if you’re at the BMST. We listened to memories from motorcycle greats Claus Anderson, Al Lamb, Larry Coleman, Erin Sills, Micah McCloskey, and Jay Allen. Tuesday had its highs and lows, which is typical when racing. I got my engine cobbled back together using spare heads and filed the top of the piston kinda smooth only to find more damage while adjusting the pushrods. After pulling it apart again, we found one of the cam lobe welds had broken during the blowup, and the lobe was

spinning on the shaft. Thankfully a fellow racer, Jim Cole, had a welder and was willing to help. Justin Leineweber retimed the lobe, and Jim welded it. Ashley continued to make passes but went 134.579 and 137.100 and then blew it up good. Our third Experience Bike rider was Brandi Hoel out of Las Vegas, she’s an avid rider on the street and dirt, and it definitely showed. Her personal goal was to do 75 mph, but she took off like a boss and went 128.879, followed up with a 129.463 and a 125mph coin. Brandi was hooked immediately and talked to her co-worker, Hiro Koiso, about helping her find something to race. Hiro owns and runs the fastest Harley in the world, so I’m pretty sure she’s in good hands. After racing on Tuesday, Ashley took part in the Women of Bonneville photo with Scooter Grubb, followed by a crazy wind storm that tried to destroy the entire pits. Wednesday morning, we met up with Matt Friest before heading out on the Salt. He had driven straight through from Knapp, Wisconsin, and was the last scheduled Experience Bike rider. This was a personal highlight for me since I’ve known Matt my entire life. He was the first person to tell me

about Bonneville when I was 10 or 11 years old. I was expecting him to run between 80 and 90 because he’s a novice rider, but he surprised me with passes of 121.363 and 127.960, which called for a 125mph coin. He definitely caught “Salt Fever” and bought a bike within two weeks of getting home. Thursday is the last day of racing, and things usually wrap up pretty early. We started the day off by disassembling the Sisters bike in impound to measure the displacement by the tech inspectors. When we pulled the rear cylinder head off, we found a hole in the top of the piston, in the exact shape of a valve going through it sideways. The valve head had come out of the intake and was sitting in the front of the intake port. The stem had snapped off and was wedged in the front intake valve. When you push things further than they are designed for and do it for extended periods, these things happen, and it’s back to the drawing board! We love to get as many new riders as possible on the Experience Bike but never want to overbook it and let people down. Therefore we like to schedule four at the most. If we get them all run and can add more, it is a

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bonus, and this year, we tried to add two more. The fifth rider was Vanessa Klock from Mitchell, South Dakota. She’s the CFO at Klock Werks and loves to ride but had never raced on the Salt. Her first pass was right on point at 113mph. Her second pass didn’t go so well, and we welcomed her to the Blown Up at Bonneville Club. Again, breaking things happen when racing. We packed up the pits and headed back to the hotel to prepare for the racer’s banquet. The banquet was held at the beautifully restored Historic Wendover Airfield Officers Club. This is always the perfect ending to a week of racing with great food donated by the city of Wendover, UT. Every year at the banquet, Buell Brothers Racing presents a handful of unsuspecting racers with Lucky Charms Awards. It’s one of those awards you really don’t want because it means you had a catastrophic failure. The award is a box of Lucky Charms cereal. Legend has it that if you bring them back, they will bring you good luck. This year, we presented them to Jarron Tyner, Jim Cole, Brian Klock, TK Williams, Mike Garcia, and Vanessa Klock. The second award is the Fritz Kott

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Enthusiast Award, a trophy made of blown-up parts and $1000. This year’s award was sponsored by our friends at the world-famous Hideaway Grill in Cave Creek, AZ, and was presented to Jim Cole from Parker, Colorado. He and his crew completely rebuilt his engine after a significant failure while continuing to help others. During the banquet, the top honors of the week are handed out. The Top Time went to Hiro Koiso on his Harley Davidson Dyna at 251.484 with a record of 249.443. The SheMoto Scholarship went to Shery Soliz. Troy Nelson from Granby, Colorado, was the Racer of the Year for saving Brew’s life. After the banquet, we made our way to Carmen’s Black & White for good times and lies with our Bonneville family. All in all, I’d say we had a pretty successful week. We have three blownup bikes, but we set another record and introduced six new riders to land speed racing. My record was beaten by my friend Keoki Kaolelopono, which took it to 151.311mph on his 1000cc Sportster. We don’t own records, they’re borrowed, and if I have to lose one, I’d rather lose it to a friend. Dusty Dollar ended up going 140.659 on his

modified Buell. I’m confident that all five of the Experience Bike riders will be back. That’s a win in my book. Events like this don’t happen on their own. I would be remiss if I didn’t give a massive shout-out to the volunteers and track crew. These folks spend their vacation time working at BMST with little thanks or fan fair. They are our heroes, and without them, the event wouldn’t be possible. I’d also like to thank everyone that helps out our team. Without funds raised from shirt sales and the support from our sponsors, we would be slower, and the Experience Bike program probably wouldn’t continue. These folks graciously help us, and we are grateful. We ask that you remember them when you’re in the market for parts: Biltwell, Kibblewhite Precision Machining, Twin Power, Worldwide Bearings, Leineweber Enterprises, Baisley High Performance, Moto Stuka, The Chop Parlor, DIY Moto- Phoenix, Hideaway Grill & Roadhouse, Arizona Motorcycle Towing, Law Tigers Arizona, Ramjet Racing.

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Article And Photos By: Chris Rosenberg

s most people know, Born Free was postponed in 2020 due to Covid. Alleyway Customs knows this story all too well. Of course, we had built a bike for the Biltwell’s “People’s Champ” competition, 2020. We made it to the “Final Six” cut in the competition, which meant a guaranteed trip to California. Unfortunately, luck wasn’t on our side that time; but business is business. A new 2021 competition started, which left our trip in limbo while everyone sorted things out. We were finally given an invitation to display our bike

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alongside this year’s competitors and almost two years later locked in our travel plans! We took off the Tuesday before the show on our three-day trip across the country. We were excited and had very high expectations that we would finally experience what is rumored to be one of the best shows in the country. We were not disappointed! With beautiful sunny (humidityfree) California weather on deck, the stage was set at a massive venue filled with all the nation’s top vendors, builders, and show bikes. There was an impressive display of motorcycles that

were ridden to the show. Bikes could park in the grass area with a specially purchased pass or in the general parking area. I’ve always heard that the parking lot could be a bike show in itself, but it wasn’t until I saw it for myself that I could grasp just how killer it actually is. The Ives Brothers and their Wall of Death shows were on hand all day Saturday and Sunday. As if all of that wasn’t enough, during the awards ceremony on Sunday, they also gave away three bikes: A 1939 Knucklehead restoration, a full custom FXR build from San Diego

Customs, and a modified brand-new Harley Lowrider S! While the Born Free motorcycle show is most recognized for its excellent display of Vintage Choppers, several years back, they added a performancebased show for FXR‘s and Dyna’s put on by San Diego Customs. In 2021, they separated the two shows. Now, Saturday is the FXR show, and Sunday is the Open/Bagger show which was essentially Dyna’s and Performance Baggers. This division within their show has been growing for many years. This year was no different. There were tons of the most recognized bikes we’ve all seen on social media, as well as dozens of fresh new bikes. There were also more traditional FXRs at the show that did not vary far from their original components. They did have performance upgrades and traditional takes on modern paint. There definitely was a strong trend leaning towards the ’90s influenced bikes. Many of the most recent builds threw a serious nod to Arlen Ness. In fact, there were even two of Mr. Ness’ personal builds displayed by their current owners. The addition to the “Performance Bagger” category was equally impressive this year. There were bikes from the Bagger Racing League (www. baggerracingleague.com) on display, as well as plenty of new builds that leaned toward the race bike theme. While this show displays many of the nation’s top builders of these style bikes, it is also a platform for all builders, not just professionals. All you had to do was obtain a General admission grass pass, and then you could enter whatever bike you had built. The performance shows definitely give off a different vibe than the majority of things going on at Born Free. Still, they are no less of a tight-knit community. Many of these enthusiasts get to the show early to hang out and meet the other builders. They meticulously go over each other’s bikes and pick each other’s brains about their choice of parts and design. Many of the industry’s top names actively socialize with all of the builders and attendees, and that makes it a really friendly and welcoming experience Overall, this particular part of The Born Free show continues to grow year after year. If you are in the California area in June, I highly recommend checking it out.

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f you had two men working 16-hour workdays for 60 days in a row, do you know what you would get? You’d get the motorcycle that you see here on the pages of TORQUE Magazine. When JC Mason of Rolling Art Custom Paint and Mike Porham of CMP Motorcycles in Phoenix, Arizona, set out to build this Challenger, that was exactly the amount of time that they had to complete this project and make it to Sturgis.

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Of all the motorcycles on the market to choose from, it is nice to find a brand that seems to check all of the boxes you look for in a motorcycle. Indian’s Challenger certainly has made a wave in the performance industry with unique standards like an integrated driveline (this means that the transmission and engine are unit construction), single coil over mono shock in the rear, and inverted forks (standard front) with Brembo calipers on both ends (dual front

radial mount calipers). It is easy to see why JC chose the Challenger platform for his muse. In addition to the equipment that the Indian came with in stock form, JC wanted to be the first in the nation [ahem’…the world] to turbocharge a Challenger. For this, he went straight to Mike over at CMP Motorcycles. The two got straight to work fashioning a turbo kit that didn’t exist for a motorcycle that had never been turboed before. This meant that there were tons of

Article By: Ron Burgundy Photos By: Missi Shoemaker

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challenges to overcome. First and foremost, the engine and components sit in a “cradle,” not a traditional frame like almost every other motorcycle on the planet. This meant that to modify the engine, it had to be removed from the cradle, modified for the CMP turbo, then re-installed. This also means that any future changes or potential damage from pushing the limits will make for a lot of work to repair. Other challenges included but were not limited to the lack of a quality

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tuner available with the software to communicate with the Challenger’s ECM. The tuning was assisted by Lloyd’s. The other issue was due to the overall “newness” of the Challenger. Parts were tough to source. There were plenty of other things that were not for the faint of heart, tools, or abilities. All in all, Mike and JC have about 1920-man hours invested all in a matter of two months from paper and pen to in the trailer and off to Sturgis! JC’s first ride on the Challenger was

in Sturgis. With the turbo producing 5psi of boost, the Indian belts out 185 horsepower to the rear wheels. With that kind of power, the rider can’t even hit the peak without a serious conversation with themselves about the limits of man and machine. JC insists that no matter the boost, the tire can melt away at almost any speed. He also reports that he rides it as hard as he possibly can, every chance he gets. Rolling Art Custom paint has been

a family business since 1972. JC has been at the helm for 25 of those years. Since custom paint is in the family, you didn’t think JC was going to show up to the party in stock paint, did you? JC wanted a performance paint job that still says “Indian” but looked racy and used the factory lines to accentuate the overall look. A Klock Werks front fender, molded bag lids, and fender all make for a streamlined look. JC and his main man Jerry removed all of the plastics on the bike and smoothed them out. Never one to leave a stone unturned, JC and Jerry removed the inner fairing for molding and paint. The inner fairing requires 20 hours to remove and install, so the next time you see a custom Indian Challenger, and the fairing is stock, you’ll know why. If there is any space that the Indian can be criticized for, it is in the ergonomics and aesthetics of the controls. JC originally Cerakoted the stock hand controls, but he has installed a full complement of Beringer brakes and hand controls since our photoshoot. CMP’s Mike Porham is responsible for the mid controls, and Boosted Brad supplied

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ROLLING ART TECH SHEET

Owner: JC Mason City/State: Tempe, AZ Builder: Owner/Mike Porham Year: 2020 Model: Challenger Value: I’m afraid to tally it up! Time: 1920 Hours ENGINE Year: Model: Builder: Indian/Mike Porham Ignition: Displacement: Stock Pistons: Heads: Carb: Cam: Air Cleaner: CMP Exhaust: Turbo built By CMP Primary: Stock TRANSMISSION Year: Make: Stock Shifting: Foot FRAME Year: Model: Stock Rake: Stock Stretch: Stock Forks Builder: Stock Indian Inverted Type: Inverted Triple Trees: Extension: N/A WHEELS Front Wheel: Brocks (BST Carbon Fiber) modified to fit Indian Size: 19” Tire: Front Brake: Stock Brembo Rear Wheel: Brocks (BST Carbon Fiber) modified for Indian Size: 18” Tire: Rear Brake: Stock Brembo PAINT Painter: Rolling Art Custom Paint Color: Several Type: Graphics: Yup! Chroming: None ACCESSORIES Bars: Barnstorm Cycle Tee Bars Risers: N/A Hand Controls: Beringer Foot Controls: CMP Motorcycles/Death Metal Racing Gas Tank(s): Barnstorm Cycles custom dash Oil Tank: n/a Front fender: Klock Werks Rear Fender: Factory modified by Rolling Art Custom Paint Seat: Modified Stock by Guy’s Upholstery Headlight: Tail light: Paul Yaffe’s Bagger Nation Speedo: Photographer: Missi Shoemaker 80

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the pegs. The seat was modified and covered by Guy’s Upholstery in Mesa, Arizona. The bike sat for an entire year before he had a time slot to build it. In two months, it went from stock to what you see here. It was all hands on deck until the bike was done. JC would like to acknowledge a few folks who helped him finish this beast on time for its maiden voyage. Mike Porham for the hard work and turbo, Brock Davidson for being a good friend. Mr. Brian Klock for the killer front fender, Jake from Barnstorm Cycles for his awesome inner dash kit with navigation relocator & tee bars. Paul Yaffe supplied the bullet kit for the rear fender. Boosted Brad’s Death Metal Racing for the footpegs and Guy from Guys Upholstery for the seat work.

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Article And Photos By: Pete Nowaskey

y name is Peter Nowaskey and I have been in and around a work shop for over 32 years. I am a Certified Motorcycle Te c h n i c i a n , f o r m e r Certified Diesel Te c h n i c i a n and former Certified Automotive Technician. In 2004 I opened Nowaskey E x t r e m e Performance in Menomonie WI. My staff and I specialize in Harley Davidson motorcycle performance. Over the years we have been striving to perfect our showroom presentation. After all, at Nowaskey E x t r e m e Performance, we focus on the details. We believe that our facility plays a key role in our success. Check us out at Nowaskey.

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com You never chance to impression. presentation

happen fast and stick second forever. a first Surveys show that 95% get the of people believe that first 50% of impressions are important. It makes sense because it’s hard-wired into our DNA. Almost 70% of people stand by their first impression. Once it happens, it’s over, forever. You get one chance to do it right. Let’s talk about The Showroom W h e n people enter your business, a first impression is made. They enter a showroom, office area, or a designated section of the workshop. You are sending a message right away, but your work is done before what is it? Is the area clean, you even start working. organized and professional? Seriously, first impressions Do you look professional? get a make If you right,

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You know what you are, but what is the customer going to think you are? By the time you engage them, they have already made up their mind about a lot of things. It’s not intentional, but once an impression is made, it’s almost impossible to change. What does your reception area say about your business? Does it inspire confidence? Imagine yourself standing there for the first time. Imagine what you would see looking through the other person’s eyes. I actually know what they see at Nowaskey Performance. At least once a week I stand with my back against the front door of my business. I look in at everything from the customer’s perspective. Floor, lights, pictures, bikes, stools, displays, parts, etc. Then I take a couple steps forward and do it again. I repeat this throughout my facility. It allows me to pick out every detail and improve on it. My theory is that people will always see the one thing you don’t want them to see. That means that I need to get every detail right. Changes don’t happen all at once. I pick away at things one by one. Over time I gain some traction and things come together. All this is important to me because I want my customers to be excited about their experience. I want to give that person something to talk about. I put a high priority on my presentation. My showroom speaks volumes without a word. Your presentation has to be appropriate to your business. Project what you do. Your reception area is an opportunity to impress. Show that you care. Be clean and organized. If you are a service shop, present the best service items you have available. If you are a performance shop, present performance parts. Choose 3 items that best represent what you do and showcase them. If you are a paint shop, show a spray out of your best color combination. Remember, you only have a few seconds to send a message. After the 08 recession, I predicted that service work would save my business. I borrowed money to purchase large quantities of oil, filters, tires, plugs, gaskets, etc. I made an organized display showcasing the large volume of 84

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product on hand. It was called the “mountain of oil”. I discounted the parts and survived on the labor. I sent a clear message, right inside the door. During one of the hardest financial times of my life, my business grew. Presentation was key! Today my showroom has a different feel to it. I display custom bikes, performance parts, accolades, and industry memorabilia. My presentation is “Quality”, my first impression is “Professional”. In a nanosecond you know, without even knowing that you know. Awesome, right? You can supercharge your business by setting up the right presentation! Make sure your showroom or reception area is on point. Make time to improve, clean and maintain it. You are doing work that pays over and over and over again. Remember, 50% of your work is done before you even start working. Get the presentation right! It’s the most important thing!

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rom the U.S. Nationals in Indy to AHDRA’s Southern Nationals in Orangeburg, Ryan Peery is enjoying a streak like few other racers have. Through heat and humidity, cool and dry, quarter mile or South Carolina Motorplex’s eighth mile, Peery has wins in Top Fuel Harley races one after another in AHDRA, NHRA, and AMRA. Peery well might be headed to multiple Top Fuel Harley championships this year, which includethe AHDRA all-American motorcycle drag racing series. His final round win against Dr. Jimmy “Mack” McMillan at Orangeburg on September 17-18 might have sealed the deal. Peery qualified number one and ran a consistent 4.20’s all weekend while Jimmy McMillan had to face Bad Apple Racing’s Tracy Kile—the winner of AHDRA’s Cecil County event. “Jimmy ran some personal bests

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and took out Tracy. Peery said, “He and I paired up for the final, and it looked like he was lined up a little crooked and he crossed center. Jimmy is doing a great job

though. He will turn into a tough competitor with a little more seat time.” Local star, Armon Furr won Hawaya Racing Nitro Funnybike by beating points leader Michael Balch in the final. “I appreciate

everyone that came out and participated in the event,” Furr said. “I hope we can try it again, maybe this time earlier in the year. If we are going to have a race in South Carolina, this is the best track even though its an eighth mile.” Like Furr, South Carolina’s Sam White gave the home crowd what they wanted, taking the Hawaya Racing Pro Fuel final over Rocky Jackson. Nate Carnahan scored an easy Pingel Modified win when Stoney Westbrook redlit in the final. Carnahan, who was struggling all weekend, with tire spin off the line, got his first win in Mod. John Shotts won Vreeland’s HarleyDavidson Super Gas 6.35 index, beating Robert Willis in the final. Shotts took the tree .039 to .049 and came out on top of the double breakout race. “We struggled all weekend with the bike,” said Shotts, echoing Carnahan’s path to victory. “Never did figure out the problem

Article And Photos By: Tim Hailey

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but we ran good enough to win! It was our first time at that track and we really had a good time.” Willis also runner-upped in Top Eliminator, losing the final round to Ken Strauss, but he won Mad Monkey Motorsports Eliminator over Jason Leeper. Jason’s son Jordan Leeper had a Luke Skywalker moment, beating his dad in the Street Eliminator final. “Wasn’t the first time,” laughed Jordan. “He’s good, but my bike was dialed in more than his was. When it came down to it, I got the holeshot and he broke out trying to chase me down.” Leeper’s teammate “Crazy” won Trophy. Larry Maynhart hadn’t been to the track in over five years and came back with a bang— winning Universal Fleet & Tire Pro Eliminator 7.00 index. He fell just short in Super Pro 6.60 as the runner-up. Maynhart was sharp on the tree in both finals, putting .040 on Cody Hayward while winning a double breakout Pro Eliminator final. He had .033 on Bob Maier in the Super Pro final but let Maier win with a sharp 6.609. “ John Price won the Zippers Performance Pro Modified final over Shane Pendergrass, and Ryland Mason tamed his wheelies long enough to win Law Tigers Pro Bagger over Justin Demery. Greg Quinn is another winning wild wheeler, picking up the MTC Bagger trophy. “Been trying to tame my bike,” Quinn said of his Kendall Johnson ProCharged machine. “Finding the perfect combination is tough for a carbureted bike. Still doing wheelies and climbing the ladders of the field. Kevin Campbell won GMS Racing Pro Open Now Bill Rowe, his family, and the AHDRA community turn their attention to making the World Finals at Gainesville Raceway the biggest, baddest, and best ever! Be there November 6-7 to cap off a great 2021 and set the stage for a historic 2022.

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he art of capturing something through the lens of a camera is something that is as individual as the person holding the camera is. We all see things differently. We all have a different “lens” that we see the world through, and that is what makes us special. I’ve spent the better part of the last two decades surrounding myself with people that I thought “must see things like I do,” but the older I get, the more I realize that everyone sees what they want to see. Everyone has a very different take-away from the same situation. This is what makes something like the photography of an artist like Chopskee so unique. This year, I learned about Chopskee from Jace Hudson (Fast Life Visuals / Fast Life Podcast) and John O’Brien (Hardcore Cycles / TORQUE Television). I asked both of them to share their thoughts on Chopskee’s work, and then I sat down for a quick interview in our new segment focused on influencers we call “Five For Fighting.” Jace Hudson: “Chop brought a fresh flavor to our Instagram feeds with his moody yet vibrant style! For me, as a fan, I’m most inspired by the composition he finds for his

photography! Chop is relatively young in his photography career, and he has already produced images we will be looking back on for many years to come!” John O’Brien: “Chopskee has a distinct style that is easily distinguished, and that makes the bikes he shoots pop!”

TORQUE: How long have you been shooting images?

TORQUE: So tell us about yourself

CHOPSKEE: I love shooting motorcycle action shots

CHOPSKEE: I’m a photographer based out of Buffalo, New York

TORQUE: What camera set up do you use?

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CHOPSKEE: I’ve been traveling and shooting images for 5 years now TORQUE: What is your favorite subject to shoot?

CHOPSKEE: My go-to set up is a Sony A7III with a Sony 1635 GM 2.8 TORQUE:How can people find you besides here? CHOPSKEE: Right now, at the moment, just my Instagram @ chopskee. I’ll have a website this winter.

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Article By: Jason Hallman Photos By: Rick Caballo

’ve never felt like music was disposable. There are only the songs and the bands that I liked or disliked based on their music. I first heard Stone Senate in Tennessee in 2019 at the Tennessee Motorcycle and Music Revival. They blew me away. I was instantly a fan. I’ve since seen them play everything from a crowd of ten to a crowd of 100+. You can tell when a band really “strikes a chord” with an

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audience (see what I did there?) when you find yourself in a crowd of a hundred or more folks that are all singing along with the band they came to see. Stone Senate is one of those bands…if you haven’t heard of them already, that is about to change. Their new EP called “Dusk” is out, and I’ve had the pleasure of listening to it pre-release. While I am a fan of this band, it will not preclude me from being a critic, especially when it comes to the music. Those that know me

know that I am something of a music nerd. This is likely why I was asked by this band’s publicist to review their latest EP titled “Dusk,” which features five original songs written by the band. Whether you need a song to wind down to after a long day (“Slow Crusade” fits this nicely) or something to wind you up for the same reason (“Down” hits that mark perfectly), Stone Senate’s new EP, Dusk, has new runes that all have the Stone Senate sound; thundering drums, a heavy, greasy bass line, solid guitar riffs, and solos all accentuated by frontman Clint Woolsey’s signature vocals and rhythm guitar playing. Rather than take up too much space on the road to success, Stone Senate is a band that is right at home riding the edge. Sitting comfortably with one foot firmly planted in Nashville and the other in Rock and Roll, Stone Senate can make you wanna slow dance with your lady to “Slow Crusade” or boogie with your girlfriend to “The Whiskey Helps!” The remainder of the EP plays well in any occasion that one would want to kick back and have a listen. My only complaint is that there are only five songs on this EP. While it would be easy to relegate themselves to the “same old Nashville” sound and strike gold, which they could easily do, Clint and the boys would rather grind it out and build the right audience. One who actually knows a little bit about the band and can sing along at the gigs! A true American musical treasure, Stone Senate songs are timeless. Something most bands struggle for [some for decades] and never find. They have a sound that comes in somewhere between Blackfoot and The Eagles on some songs. While other songs find them harboring somewhere in a ZZ Top/Allman Brothers Band space. Southern music that makes you turn the dial all the way up and sit on the tailgate of your pickup! This EP is available on iTunes, and if you’ve never heard of Stone Senate before, well…now you have! So get your ass out and see them play!

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Alleyway Kustoms ...............................49 Alloy Art ................................................81 Bagger Racing League........................81 Baker Drivetrain....................................60 Bell Helmets..........................................33 Cycle Stop USA......................................5 Dream Rides.........................................98 Fast Life.................................................45 Feuling Parts.........................................97 Garage Built Podcast............................98 Hardcore Cycles......................................4 High Seas Rally......................................25 Klock Werks..........................................89 Law Tigers...............................................2 Lectric Lighting......................................13 Lexin.......................................................72 Metzeler..................................................73 My Machinist.........................................96 Namz......................................................13 Natalie Kleiner.........................................4 Ness Motorcycles.................................99 Nowaskey Extreme Performance.......71 Rebel’s Den..........................................96 S&S Cycles..............................................9 Sawicki...................................................15 Shine Werks.........................................100 SmokeOut Rally....................................89 Spectro...................................................19 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 Winter 2021

Articles inside

the keys to a successful shop

jc mason's turbo challenger

a week at bonnevile with buell brothers

fish & chris head west to check out the scene

kso's 2019 road king

a reason to ride

jody perewitz's 1993 fxr convertible

jason takes spin on the new bmw r18

story time with jeff g

A Tribute to Willie G

TORQUE TECH TIPS & HOP-UPS with dream rides

Adrenaline Rush of Sons of Speed

how tofix it with hadrcore cycles

Covington customs 2019 Road glide

torque magazine is born