amretroi 6ri

Page 1

AIMag.com US $7.99

2020

Cover Bike

TM

2019 FLHT STANDARD

Customized by HOFMANN DESIGNS

ALLOY ART: Swingarm, Fork Legs w/ Fender Mounts, Caliper Mounts ARLEN NESS: Pro Short Front Fender, 10-Gauge Rocker Box, Cam, Lifter Block, Transmission Top and Saddlebag Latch Covers, 10-Gauge Engine Stabilizer Link, Clutch Actuator, Pushrod Tube Kit and Saddlebag Levers BASSANI: Short Road Rage III 2-into-1 Exhaust System* CUSTOM DYNAMICS: ProBeam LED Headlight DRAG SPECIALTIES: Predator III Seat, Wide Blade Clutch and Brake Levers, Brake Line & Fitting, Clutch Line Adapter & Fork Seal Kit HOFMANN DESIGNS: Carbon Fiber Side Covers, Saddlebags, Saddlebag Lids JOKER MACHINE: Serrated Driver Floorboards, Front LED Turn Signals

KICKER: PS Coaxial Speakers, PX Amplified Controller, Batwing Speaker Grilles LEGEND SUSPENSIONS: AXEO21 Front End Suspension, 13” Remote Reservoir Rear Shocks and Mounts MJK PERFORMANCE: Radial Mount Mono Block Brake Calipers, Adjustable Shifter Kit, Brake Arm Pedal Kit PERFORMANCE MACHINE: Pro-Am Front & Rear Wheels and Brake Rotors, Extended Kickstand, Contour Black Grips PIRELLI: Night Dragon Front & Rear Tires S&S: Super Stock Stealth Air Cleaner Kit*, Teardrop Air Cleaner Cover THRASHIN SUPPLY: Mid Bend 1” Handlebars

FROM OUR GARAGE TO YOURS

Check out more details on this bike at various rallies and events throughout the year; or log onto dragspecialties.com/bike-builds to view the complete parts list. *Disclaimer: NOT FOR LEGAL SALE OR USE IN CALIFORNIA ON ANY POLLUTION CONTROLLED MOTOR VEHICLES

dragspecialties.com

2Q WKH &RYHU Terry Keene’s Softail was built for (trade)show and go! Photo by Don Kates/ Shooters Images

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NEW BIKES, CUSTOMS & CLASSICS

28

/HWKDO 6RIWDLO One killer custom

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,QGLDQ 6FRXW 7ZHQW\ A brawler of a bobber

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.QLJKW LQ 6KLQ\ $UPRU Holy Grail custom

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%HH 6WLQJ 6SRUW\ Computer generated café

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NUTS & BOLTS

26

7HFKOLQH CV Carb Troubleshoot

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%HHU %XGJHW %DJJHU Part IV: New Seat

60

)RUN 2LO 0DLQWHQDQFH Rainy day DIY

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5RDGVLGH 7LUH )L[ Plug and go

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6WUHHW 6XVSHQGHUV Progressive shock install

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'D\WRQD %LNH :HHN EXLOG

'D\WRQD %LNH :HHN %XLOG Part IV: Coming together

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+RJ +HOSOLQH Clutch switch & buying tips

REVIEW

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Armored inside

DEPARTMENTS 12 14 16 18 22 73 82

Shifting Gears Ride to Work Indian Country Quoted & Noted Letters Widgets Memories

8 / American Iron / Issue #385

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EDITOR IN CHIEF Buzz Kanter EDITOR Steve Lita SteveL@AmericanIronMag.com ART DIRECTOR Tricia Szulewski ASSISTANT EDITOR/COPY EDITOR Edward Arriaza CLASSICS EDITOR Jim Babchak SKILLS EDITOR Don Gomo WOMEN’S POV EDITOR Cris Sommer Simmons ONLINE MANAGER/DESIGNER Matt Kopec CONTRIBUTING Frederick Fortune, WRITERS Dain Gingerelli, Chris Maida, Donny Petersen, Dr. Mark Stanley, Andrew Wiatrak CONTRIBUTING Daniel Danbom, PHOTOGRAPHERS Dain Gingerelli, Barry Hathaway, Don Kates/Shooters Images, Chris Maida ADVERTISING SALES Terry O’Brien 203/994-9518 TerryO@TAMCommunications.com ADVERTISING COORDINATOR Rosemary Cafarelli 203/425-8777 x114 RosemaryC@TAMCommunications.com

PRESIDENT/PUBLISHER SENIOR VICE PRESIDENT/ ASSOCIATE PUBLISHER CREATIVE DIRECTOR SENIOR STAFF ACCOUNTANT STAFF ACCOUNTANT ADMINISTRATIVE ASSISTANT

Buzz Kanter Gail Kanter Tricia Szulewski Claudia Garavito Kathy Greco Rosemary Cafarelli

This magazine is published with the understanding that the information presented is compiled from many sources and that there is no warranty or responsibility on the part of TAM Communications Inc., the publisher, staff, or contributors of AMERICAN IRON MAGAZINE as to the legality, completeness, or accuracy of said information. SUBMISSIONS: AMERICAN IRON MAGAZINE welcomes unsolicited material, but cannot be held responsible for its return unless accompanied by a self-addressed stamped envelope. All submissions are subject to editing. All letters will be considered as unconditionally assigned for publication and are subject to editing. PERMISSIONS: Material printed in this publication may not be reproduced in any form without written permission. Requests should be directed to Buzz Kanter. AMERICAN IRON MAGAZINE is published by TAM Communications Inc., 37 North Ave, Suite 208, Norwalk, CT 06851 203/425-8777 • AIMag.com • PRINTED IN THE USA 10 / American Iron / Issue #385

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SHIFTING GEARS

0H DQG 0\ 0RWRUF\FOHV Over time my tastes and budgets evolved and so have the machines in my garage.

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V , FHOHEUDWH P\ ELUWKGD\ WKLV month, I think back over my life and experiences. Hard for me to believe it, but I have been riding, wrenching, and restoring motorcycles for more than 45 years. In that time, I have owned close to 500 motorcycles of various manufacturers, ages, styles, and mechanical conditions. But this madness started out very modestly when I bought P\ Ă&#x;UVW PRWRUF\FOH LQ ,W ZDV a cheap, clapped out Honda 305 Superhawk, and I learned many lessons with and on it. First real bike (after beating on a minibike in high school), Ă&#x;UVW RQH , ZUHQFKHG RQ Ă&#x;UVW ELNH , SDLQWHG Ă&#x;UVW RQH , Ă˜XSJUDGHGĂ™ ZLWK cheap JC Whitney mail order parts. <RX NQRZ WKH GULOOĂ”D ORW RI Ă&#x;UVWV some I am proud of, others, not so much. I was a broke college student with more enthusiasm than money, tools, or mechanical skills. I rode and wrenched on that bike for two years before I sold it for enough to buy a newer and bigger used bike WKDW QHHGHG Ă&#x;[LQJ 'XULQJ P\ college years I repeated this process with almost a dozen bikes. After college I ZDV Ă&#x;QDOO\ DEOH WR EX\ a new bike, which I put on the racetrack and crashed the

Ă&#x;UVW UDFH $QRWKHU OHDUQLQJ HYHQW +RZ WR Ă&#x;[ D FUDVKHG ELNH LQ WKH SLWV WR JHW LW through tech inspection and back out on the track for the next race that day. Since then I have bought, sold, traded, and enjoyed more motorcycles than I can remember. Some I had RQO\ D ZHHN RU WZR EHIRUH Ă LSSLQJ them. Others I still have, decades later. Over time my tastes and budgets evolved and so have the machines in my garage. When younger, I was drawn more to the import sport bikes and racers. I then moved on to American cruisers, and eventually to classic and antique motorcycles. After more fun than success on racetracks, I am done with motorcycle racing other than an occasional outing RQ P\ H[ %XWFK %DHU ,QGLDQ Sport Scout racer. I had fun with the Sons of Speed boardtrack racing but am done with that too. And, after FRPSHWLQJ LQ WKH Ă&#x;UVW WKUHH 0RWRUcycle Cannonball coast to coast events I am done with that too. So, it’s time to sell off some of the bikes I don’t ride so others can enjoy them. When I sell a rare or unusual bike, people ask how I can do it. 0\ UHSO\ LV VLPSOH Ă˜<RX FDQĂ–W NHHS WKHP DOO Ă™ Especially when you think back on all the amazing ma-

chines I have owned and ridden over the years. Besides, when I sell one or more motorcycles, it grants me the garage space and funds for the next new ones. After years of owning and riding LW , UHFHQWO\ VROG P\ ,QGLDQ )RXU motorcycle. I had a line on a great +HQGHUVRQ 'HOX[H D ELNH , KDYH wanted to try for years. Selling the Indian allowed me to get the Henderson. Both of them are great bikes, but I’m not able to keep and enjoy them both. I’m happy with this deal and so is the new owner of the Indian. I’m not complaining, but my garage is and has housed more bikes than I can properly care for and enjoy. So, once again, I am trying to sell more bikes than I buy to replace them. Wish me luck as this has been tough for me to accomplish.

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If all went as planned, we should have D WHUULĂ&#x;F QHZ ZHEVLWH XS DQG UXQQLQJ by the time you read this. I’d like to invite you and your riding friends to FKHFN RXW RXU VLWH DW ZZZ $,0DJ FRP Please let us know what you think or what we can do to make it better. As ZH FHOHEUDWH RXU VW \HDU LQ SULQW ZH continue to invest in this magazine and our online efforts too. Thanks for the support. We can’t do it without you. Ride safe, ride smart, have fun.

Buzz Kanter Publisher/Editor in Chief Buzz Kanter @ Buzz Kanter 12 / American Iron / Issue #385

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RIDE TO WORK

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It’s not just getting kids into riding that’s a challenge

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RXÂśYH KHDUG LW DOO EHIRUH :KDW are we going to do about declining motorcycle ridership? And I’ll bet you’ve heard plenty of wailing, whining, and “woe is us.â€? Thinking about the big picture, there is no single solution to the dilemma. Some folks have come up with great ideas for bringing new, young riders into the fray. That’s great news. The solution will no doubt take some time, but people are thinking, and talking, and someday soon we might see the bar graph column rise in our favor. We ran a guest column in issue 382 by Donald Broadfoot entitled Play The Motorcycle Game. Donald is the man behind a grassroots effort to show motorcycling in a favorable light to kindergarteners. And he’s not dictating a theory from a boardroom; he’s rolling up his sleeves and putting in the miles. Hopefully, some of those kids he visited with will remember what fun it was to meet Donald, and his motorcycle, and want to pursue a life of riding. At AIMExpo last September, there was a forum on the future of motorcycling and the MIC announced it had hired a consulting group to tell us what we’re doing wrong, and to come up with a plan of attack for the future of the motorcycle industry. (Well, there’s one company that made money on the motorcycle industry lately.) Some of the takeaways were buzz phrases like “More Riders, Riding Moreâ€? and “Riding Provides Personal Sovereignty.â€? 14 / American Iron / Issue #385

All good stuff. Months of research revealed that almost all potential motorcyclists—from any background, age, gender, or race—if spoken to ZLWK VSHFLĂ&#x;FDOO\ WKHPHG PHVVDJHV can be well on their way to experiencing motorcycle riding. A playbook is being developed to help companies assess their messaging to new audiences. I’ve been told, several times, that the industry must connect with potential riders on an emotional level, instead of focusing on technical specs. Well, we here at American Iron Magazine pride ourselves in presenting the fun lifestyle of motorcyling, along with the technical qualities; a formula that has worked for us, and our product, for many years. So while we like showing the smiling faces of folks having fun with bikes, we’ll continue to show you KRZ WR Ă&#x;[ DQG WULFN RXW \RXU ELNH along with technical evaluations of bikes and products. And to that point, something happened at the AIMExpo presentation that helps me prove “the technical aspectâ€? is still important. One of the presenters at the forum was a millennial, a young lady with under 10 years of riding experience. She was asked about what brought her into this pastime and to give a little information about herself. She started out by showing a picture RI KHU Ă&#x;UVW ELNH and then she commented that she had already been through Ă&#x;YH RU VL[ ELNHV

to get to the one she currently rides. WOAH! Stop right there! That raises D UHG Ă DJ IRU PH ,I ZH DUH EHLQJ WROG that young people these days only care about experiences and technical aspects mean less, then why isn’t WKLV \RXQJ ODG\ VWLOO ULGLQJ KHU Ă&#x;UVW bike (or her second)? Apparently, there was something technical about ELNH QXPEHUV WKUHH IRXU DQG Ă&#x;YH that brought her to her current ride. 6R ULJKW WKHUH , DP FRQĂ&#x;GHQW WKDW American Iron Magazine’s formula for our content is still valuable. I’d also like to look ahead to what I sincerely hope is not the next predicament: Rider retention. It’s not just getting kids into riding that’s a challenge, but getting them past learning the basic skills, and building retention that matters. I met a young rider recently who has to sell his bike LQ RUGHU WR EX\ KLV Ă&#x;UVW KRXVH IRU KLV family. What’s more important? A Street Glide? Or putting a roof over the heads of your wife and children? When he gave me the news, I didn’t beg him to stay in motorcycling. Instead, I gave him some advice for getting the highest dollar for his bike on the used bike market. I told him he should wait until springtime to put it up for sale as it will command the highest dollar then. If he tries to sell it in the wintertime, he will probably have to settle for a lesser amount. I’m hopeful he will come back to the riding community sometime in the future, yet I can understand his need to step away at this time. I guess that opens up another conversation: What can we do to encourage the returning rider? Steve Lita Editor Steve Lita AIMag.com

INDIAN COUNTRY • BY DR. MARK STANLEY

7KH $QDWRP\ RI D *XLQQHVV :RUOG 5HFRUG 600-Plus Indian Motorcycle Parade

2

Q 2FWREHU WK , ZDV SULYLOHJHG to take part in a successful attempt to break a motorcycle record for Guinness World Records. It was “The Largest Indian motorcycle Paradeâ€? and it was the brainchild of Rob Gregory, owner of Gregory Polaris, an Indian Motorcycle dealership that serves the greater area of Little Rock, Arkansas. The attempt was about a year in the planning and included: •Almost 1,100 riders and passengers • Over 700 Indian motorcycles from HYHU\ HUD RI ,QGLDQ 6SULQJĂ&#x;HOG WKURXJK Spirit Lake • Four continents, 42 states, and riders from as far away as Canada and the Czech Republic • 150 volunteers • A 3.4-mile parade course that had to be traversed at 10 mph or less Rob Gregory had begun planning this attempt the year before, and it became a massive undertaking to pull together all the elements required. A site had to be arranged, a Guinness ofĂ&#x;FLDO KDG WR EH Ă RZQ LQ IRU WKH UHFRUG and last but not least, enough bikes to break the previous record had to be registered, with enough leeway to ensure that the record would be broken if there were no-shows. Rob decided to hold the attempt in nearby Hot Springs, Arkansas, at the annual Hot Springs Indian Motorcycle Get Together in October. There were already a large number of Indian riders coming to that event, and so with a little prodding, it would be fairly easy to coax more riders into coming. The riding in the area is great, with fall colors in the Ouachita and Ozark mountains, and the town itself was already a popular biker destination. The world record attempt was set for the weekend ending the rally, and was a booming success, albeit not with16 / American Iron / Issue #385

out a few glitches. Kickstands came up at 10 a.m. for WKH Ă&#x;UVW DWWHPSW 7KHUH DUH D EXFNHWORDG of rules to follow, and one of them is that there can be no gaps in the parade. The bikes have to stay tucked in tight. Well, there was one area somewhere around the 170-motorcycle mark that the GuinQHVV RIĂ&#x;FLDO GHFUHHG ZDV WRR ZLGH DQG another attempt had to be made. You only get three shots to make a record, so everyone was a bit tense as we re-staged. A minor disaster struck when the staging for the second run was in progress. The rows of riders were aligned rather closely and one of them tipped over, and the domino effect took out an entire row of bikes. Luckily, the damage was comparatively limited, and in a show of biker brotherhood, many of the participants offered parts from their garages to the owners of the damaged cycles. There was some attrition from WKH Ă&#x;UVW UXQ WR WKH VHFRQG UXQ with loss from the unseasonable heat, mechanical issues or damage, and a couple of individuals (who shall remain nameless), ahem, running out of gas ‌ The number of motorcycles available for the second run dropped down to 651. Kickstands came up, engines were started, the parade marshals gave the “goâ€? signal, and the parade rolled out of the staging area. Keeping your front fender just a couple of feet or less from the rear fender of the bike in front of you, and holding formation with the bikes next to and in front of you, at

10 mph or less, for nearly 3-1/2 miles is far more taxing than you would imagine. By the start of the third mile, my left hand was cramping hard from frequent clutch use. Also, as with any air-cooled bike running at low speed for an extended period, the heat was building. On the back half of the parade course, the rear cylinder was beginning to bake my right thigh and other, uh, necessary bits. By the time we rolled back into the staging area at the end of the ride, I had become a fervent new convert to the idea of liquidcooled motorcycle engines. 7KH RIĂ&#x;FLDO WDOO\ DQG DGPLQLVWUDtive necessities took 30 minutes or an hour after the second attempt, and the *XLQQHVV RIĂ&#x;FLDO Ă&#x;QDOO\ DQQRXQFHG that we had a new world record! 651 was now the record largest number of Indian Motorcycles on parade. Rob thanked everyone, recognized the indispensable event volunteers, and fed everyone some great Arkansas barbecue. Last week, a packet arrived via Her Majesty’s Royal Mail. It ZDV D FHUWLĂ&#x;FDWH IURP *XLQness World Records, denoting my participation in setting a world record. Oh, heck yeah. I’m getting this framed! As I understand it, the Australians have already got an attempt lined up for next year to try and break the Indian record. Hmm ‌ Now I MXVW QHHG WR Ă&#x;JXUH RXW how to get myself and my bike to Sidney ‌ $,0 AIMag.com

QUOTED & NOTED

AMA recognizes Hayley Bell, founder of Women Riders World Relay THE AMERICAN MOTORCYCLIST ASSOCIATION has named Hayley Bell 2019 Motorcyclist of the Year for calling attention to the needs of women riders and for creating a worldwide connection among them. The AMA Motorcyclist of the Year designation recognizes the individual or group that had the most profound impact on the world of motorcycling in the previous 12 months. Bell is the founder and president of global business development for the Women Riders World Relay (WRWR), a movement joined by thousands of motorcyclists from 84 countries to create a “global sisterhood of inspirational women� and to demonstrate to motorcycle manufacturers and makers of riding gear that female riders are a market worthy of their attention. “For her efforts to promote the motorcycle lifestyle around the world and bring together riders from all nations and backgrounds, conveying the positive aspects of motorcycling and drawing attention to the market potential of female riders, Hayley Bell is the 2019 AMA Motorcyclist of the Year,� said Maggie McNallyBradshaw, chair of the AMA Board of Directors. Bell was determined that the Women Riders World Relay demonstrate that female riders are equal to their male counterparts. The relay drew support and participation from male riders as well. WRWR participants carried the relay baton for a leg of the journey through their countries, then passed it along to the next group of riders. The relay brought together women from diverse cultures and across national borders.

Twisted Road Offers LiveWires in San Francisco and Los Angeles MOTORCYCLE RENTAL SERVICE TWISTED ROAD recently added to its list of 2,300 (and counting) privatelyowned motorcycles two HarleyDavidson LiveWires. The LiveWire motorcycles rent for approximately $199 a day and, like other Twisted Road bikes, will not have mileage restricWLRQV 7ZLVWHG 5RDG KDV D Ă DW per day charge for all bikes, set by owners based on popularity and rarity. The owners are located in Los Angeles and San Francisco. Austin Rothbard, founder and CEO of Twisted Road, further elaborated, “The owner in the LA area is offering the LiveWire for rent exclusively through us and will even arrange for airport pick up and drop off.â€? “It’s a great way to try out a 18 / American Iron / Issue #385

bike you’ve never ridden before,â€? said Rothbard, “Whether it’s a 21st century electric bike like the LiveWire that’s perfect for getting around the city, or a vintage beauty like the 1958 BMW R50.â€? 7ZLVWHG 5RDG YHULĂ&#x;HV DOO potential renters for driver safety, H[SHULHQFH DQG TXDOLĂ&#x;FDWLRQV Owner insurance protection is such that up to $100,000 of free liability protection is offered, as well as up to $25,000 of damage protection. Owners may choose to increase that liability up to $1 million. After each ride, the rider and owner rate each other, while the rider rates the bike, too. Rothbard continued, “We are building the most trusted motorcycle community around— a place for riders to connect with one another over their favorite passion: Riding.â€?

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QUOTED & NOTED

Brian Klock National Ambassador for All Kids Bike Movement ALL KIDS BIKE, A NATIONAL MOVEMENT OF THE Strider Education Foundation aiming to teach children how to ride a bike in kindergarten PE class, now counts Brian Klock as one of its National Ambassadors. Klock is President of Klock Werks in Mitchell, South Dakota. Klock was nominated as a National Ambassador because of his commitment to getting kids on the right track toward a healthy lifestyle by introducing them to the fun and excitement of riding a bike. Klock commented, “Getting kids on bikes early is a key to healthy living, better community, and the future of our industry. For minimal dollars expended, the return on the investment per child is monumental.” Ambassadors such as Klock help raise awareness of the Strider Education Foundation’s All Kids Bike campaign. A primary goal of the campaign is to collect 1 million signatures from fans in support of the mission. This vast show of public support helps secure the funding donated by individuals, businesses, and organizations that ultimately puts Learn-To-Ride

Programs into public schools. "Bicycling is much more than a simple recreational activity for children. It’s a proven, lifelong game changer,” stated Ryan McFarland, All Kids Bike Founder. “Together, we have the power to chart a better, healthier course for our children’s future. And it’s as simple as riding a bike.” To learn more about the All Kids Bike campaign, or to add your name to the list of fans, visit www.AllKidsBike.org.

Avon Cobra Chrome Tire Recall COOPER TIRE & RUBBER COMPANY Europe Ltd. (Cooper Europe) is recalling certain Avon Cobra Chrome motorcycle tires, size 240/50R16, manufactured April 8, 2018, through June 1, 2019 (DOT date codes 1418-2119). It has been found that the innerliner gauge may be too thin, possibly reVXOWLQJ LQ D UDSLG GHàDWLRQ RI WKH WLUH 5DSLG

WLUH GHàDWLRQ FDQ UHGXFH YHKLFOH FRQWURO DQG increase the risk of a crash. Cooper Europe will notify owners and dealers will replace the tires, free of charge. The recall began November 18, 2019. Owners may contact Cooper Tire customer service at 1-800-8546288 or email tyrerecall@coopertire.com. Cooper Tire’s number for this recall is 174.

Schedule for AFT 2020 Season

2020 American Flat Track Schedule

AMERICAN FLAT TRACK HAS ANNOUNCED ITS 18-EVENT SCHEDULE FOR THE 2020 season, which features coast-to-coast action and launches at the Daytona International Speedway on March 14 with a Saturday of Speed: An epic season opener Daytona 200 & Daytona TT Doubleheader. It will conclude next fall with the Meadowlands Mile* finale at Meadowlands Racing & Entertainment in East Rutherford, New Jersey. There are two fan favorite events returning to the schedule and one event revamped for a thrilling new experience. The returning venue is the Half-Mile at Charlotte Motor Speedway in Charlotte, North Carolina, and the famed OKC Mile. And on Labor Day weekend the Springfield Mile will run back-to-back as a doubleheader event that is sure to thrill. “AFT is coming off the back of a record-breaking season and we have planned the 2020 schedule to push things to the next level and return to the best tracks in the country,” said Michael Lock, CEO of American Flat Track. “We are delighted to be restoring the series to OKC and Charlotte and to amplify the thrilling action of Springfield Mile with a fall doubleheader.” Tickets are on sale now for the Daytona 200 & Daytona TT at the legendary Daytona International Speedway. General Admission tickets for these motorcycle racing events are $35 when purchased in advance online. Tickets may be purchased at tickets.AmericanFlatTrack.com. $,0

March 14: Daytona 200 & Daytona TT—Daytona International Speedway, Daytona Beach, FL March 28: Atlanta Short Track—Dixie Speedway, Woodstock, GA April 4: Charlotte Half-Mile—Charlotte Motor Speedway, Concord, NC May 2: Texas Half-Mile—Texas Motor Speedway, Fort Worth, TX May 9: So-Cal Half-Mile—Perris Auto Speedway, Perris, CA May 16: Sacramento Mile—Cal Expo, Sacramento, CA May 30: Red Mile—Red Mile, Lexington, KY June 13: Laconia Short Track—New Hampshire Motor Speedway, Loudon, NH June 20: OKC Mile—Remington Park, Oklahoma City, OK June 27: Lima Half-Mile—Allen County Fairgrounds, Lima, OH July 4: New York Short Track—Weedsport Speedway, Weedsport, NY August 9: Buffalo Chip TT—Buffalo Chip, Sturgis, SD August 11: Black Hills Half-Mile—Black Hills Speedway, Rapid City, SD August 22: Peoria TT—Peoria Motorcycle Club, Peoria, IL September 5: Springfield Mile I—Illinois State Fairgrounds, Springfield, IL September 6: Springfield Mile II—Illinois State Fairgrounds, Springfield, IL September 12: Williams Grove Half-Mile—Williams Grove Speedway, Mechanicsburg, PA September 26: Meadowlands Mile*—Meadowlands Racetrack, East Rutherford, NJ

20 / American Iron / Issue #385

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Send us your photos and story LETTERS

Letters@AmericanIronMag.com

We welcome letters on any subject, whether we agree with the writer or not. Photos should be high-resolution JPEG images (at least 300 dpi at 4" x 6"). Please include your name, address, and a brief description. E-mail them to Letters@AmericanIronMag.com.

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I’m a long-time reader. I still have the $SULO Ă&#x;UVW FRS\ RI American Iron Magazine. It still has the white outer FRYHU RQ LW $FWXDOO\ , KDYH D FRS\ RI HYHU\ LVVXH VLQFH WKHQ ,Ă–YH DOZD\V HQMR\HG LW DQG KDYH NHSW WKHP DOO %XW Ăž ,Ă–P PLVVLQJ RQH RI P\ IDYRULWH SDUWV WKH 0HPRULHV SDJH 2Q DUULYDO RI HDFK QHZ PDJD]LQH , KDG D FKRLFH HLWKHU JR GLUHFWO\ WR WKH EDFN SDJH IRU 0HPRULHV RU VDYH LW XQWLO , Ă&#x;QLVK WKH PDJD]LQH ,W ZDV OLNH GHVVHUW DIWHU D PHDO , GRQĂ–W NQRZ ZK\ LW KDV EHHQ GURSSHG EXW P\ YRWH LV IRU EULQJLQJ LW EDFN , HQMR\HG LW and miss it. Dana Caldwell Loves Park, IL

Thank you for your input, Dana. We have been listening to feedback from you and others requesting the Memories section be brought back. So, we are happy to announce its long-awaited return! As Memories is focused on user-submitted content, we ask our loyal readers submit material showcasing old school motorcycling exploits of themselves, relatives, friends, or any other people. To do this, please send high-resolution vintage photographs to Letters@AmericanIronMag.com. Photos should be high-resolution JPEG images (at least 300 dpi at 4" x 6"). Please also include in your email your name, address, and detailed descriptions and information on the images.

6PDOO 7ZHDNV 0DNH D 'LIIHUHQFH 7KLV LV LQ UHJDUG WR \RXU DUWLFOH RQ WKH QHZ );/56 DQG LI DGGLQJ D ORQJ UHDU VKRFN ZRXOG KHOS OHDQ DQJOH , RZQ D 6RIWDLO 6OLP , ZDV WRXFKLQJ GRZQ WKH Ă RRUERDUGV SUHWW\ UHJXODUO\ VR , DGGHG D 3URJUHVVLYH UHDU VKRFN ,W LQFUHDVHG WKH ULGH KHLJKW RI WKH UHDU RI P\ ELNH E\ DERXW , DP UDUHO\ WRXFKLQJ GRZQ WKH Ă RRUERDUGV QRZ , DP KDSS\ ZLWK the ride height. ,Ă–G DOVR OLNH WR LQFUHDVH WKH OHQJWK RI WKH IURQW IRUNV DW VRPH SRLQW LI SRVVLEOH , SXOOHG WKLV RII ZLWK P\ 6SRUWVWHU E\ DGGLQJ ORQJHU GDPSHU IURP D 5RDGVWHU Mike Reagan Point Pleasant, NJ 22 / American Iron / Issue #385

JUST A LITTLE BUSY I ďŹ nished the ’05 VROD A-model Bobber three years ago. What I wanted to do was give a VROD a more traditional Harley look. So, I designed a new airbox cover (Sportster-shaped) and had it repoped out of ďŹ berglass. And of course, you change one thing and you have to change another thing; risers, in this case. Had new ones CNC’d so I could still use the stock top clamp and gauge cluster. Made new handlebars so I wouldn’t have to change the cables or rewire the controls. Painted the legs, trees, risers, and swingarm to match the frame. Took a set of SuperTrapp mufer and fabricated headpipes for them; should have put in a crossover pipe. Seat, frame covers (by neck, perforated steel inserts instead on louvered), and radiator cover tips are from newer Nite Rod models. I also laid out the tank graphics and had it painted. I ďŹ nished my ’04 VROD B-model Bagger just a couple of months ago. I wanted a bagger; I’m not a big fan of Twin Cams. Bought it six years ago. I changed the wheels and painted the swingarm and a few other parts immediately. This last winter I started mocking it up with an Unlimited Engineering ďŹ ve-gallon tank, early Tour Glide fairing, Sportster hard bags, oorboards, and a SuperTrapp 2-into-1 exhaust. Finally got it back together in September. I took it on a couple of charity runs and had a lot of people tell me that it is a cool-looking Road Glide. I didn’t bother to tell them otherwise. Mark Sandbo Windom, MN

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120 MILES AND RIDING I have been enjoying the saga of the “Beer Budget” bikes. Last year, I found a bike from my bucket list that was near enough and cheap enough to buy and ride home. So, in late October, with a chill in the air, I drove from Potsdam, New York, to Burlington, Vermont, and made a nice cash deal on a 1988 Harley-Davidson Springer Softail. I hopped on and rode the 120 miles home. What a blast! The ride home revealed some electrical and cosmetic issues, all of which have been put to rights by Merlon Rogers of B&M Performance in Massena, New York. I added some swap meet mirrors and a LePera solo seat. So now, for less than $4,000 total, I have a beautiful Springer to ride. Granted, she’s very loud and rides hard, but it’s a lot of fun. And she looks great next to her stable mate, my 2010 Dyna Super Glide Custom. Thomas Morrison Potsdam, NY

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AUTUMN IN NEW ENGLAND Attorneys Marc Torrisi and John Mello on a late fall ride in Pittsfield, New Hampshire. Marc Torrisi Andover, MA 24 / American Iron / Issue #385

American Iron Magazine, Attn: Kathy 37 North Ave, Suite 208 Norwalk, CT 06851 AIMag.com

HAVE YOUR CAKE AND EAT IT TOO After reading your “Beer Budget Bagger” story, I had to share with you a similar experience I recently had. I’d been looking for a late model Harley Electra Glide for a while. My lady Brenda and I wanted more comfort and carrying capacity than my 2012 Road King Classic could provide. After nearly trading in my Road King Classic and getting a 2017 Ultra Classic, I changed direction and bought a beautiful 2003 Ultra Classic, with just under 35,000 miles, from a used bike dealer. Original deal would have cost me $13,000 and included trading in my RKC. Now I still get to keep my RKC and the 2003 Ultra Classic ran me half that at $6,500. The bike is just as it was advertised and we look forward to many miles ahead with a little more traveling cash.

BAY AREA BIKE Sitting at the dock of the Bay. John Dalen Napa, CA AIMag.com

Robert Kestner Dagsboro, DE $,0

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TECHLINE • BY DONNY PETERSEN

7URXEOHVKRRWLQJ &DUEXUHWRUV Simple solutions for simple problems

&

DUEXUHWRU WURXEOHVKRRWLQJ usually involves one overriding truth, which is that rider neglect is the cause of the majority of SUREOHPV 0RVW GLIĂ&#x;FXOWLHV DUH DYRLGable and occur because of inadequate maintenance. Most of what I will say will apply to all carburetors, but I will use the best of all Harley carburetors, the CV Keihin (circa 1988 to 2006) when giving most examples. Ignition timing should be accurate and components like the coil, wires, and spark plugs must be in excellent condition before attempting to isolate carburetor issues. If the plugs’ electrodes are EOLVWHU\ ZKLWH Ă&#x;QG DQG Ă&#x;[ WKH VRXUFH of too much air relative to gas. Look for DLU OHDN V Ă&#x;UVW ,I EODFN DQG Ă XII\ Ă&#x;QG the cause of too much gas entering the combustion chambers. If the plugs are scaly, shiny black, then engine piston rings, valves, or valve guides need repair to eliminate oil blowby. If you have a pre-1978 point ignition, look no further than an improper gap adjustment, corroded point contact faces, and/or the presence of oil or moisture. Consult your various manuals including the rider’s manual that came with your bike for troubleshooting charts, tips, and a better understanding of carburetor related problems. 2IĂ&#x;FLDO PDQXDOV DUH YHU\ H[SHQVLYH in part to discourage riders from doing their own work. Clymer publishes good aftermarket manuals and digital H-D manuals are relatively inexpensive online for downloading. There are many common issues and VROXWLRQV 'LUW\ DLU Ă&#x;OWHUV FDUEXUHWRU DLU leaks, gas cap and other venting blockDJHV VHGLPHQW LQ WKH JDV WDQN JDV Ă&#x;OWHU DQG PDODGMXVWHG Ă RDW OHYHOV WRS WKH OLVW If maintaining the bike on a regular basis, many potential problems disappear. If experiencing poor gas mileage, P\ Ă&#x;UVW FRPPHQW LV WKDW VORZLQJ GRZQ

26 / American Iron / Issue #385

The enricher valve (sometimes called a starter valve) (circled) seats into a Harley CV carb in the cavity shown (arrow). to highway speed limits will increase mileage exponentially. However, if related to a mechanical issue, inspect WKH DLU Ă&#x;OWHU ,I GLUW\ FOHDQ 5HSODFH LI necessary. Check if the choke plate is on or partially on in the Keihin, Bendix, Tillotson, Linkert, and Schebler (Linkert predecessor) carburetors. In the case of the CV Keihin and the aftermarket S&S B, E, and G carbs, overuse of the enrichment device also known as a starter valve puts excess gas into the engine. Symptoms of this are rough running, especially at lower RPMs and black smoke emanating from the exhaust pipes. Inspect to see if the enrichener valve is leaking; adjust or replace if necessary. Inspect if the enrichener valve is not seated. If so, adjust or clean. A defective, worn accelerating pump nozzle will also allow too much gas to escape or inject into the carburetor throat on Tillotson, Bendix, and Keihin carbs. If problematic, replace the nozzle. The Enrichener Valve (27583-88) causes many problems as it wears. It has two names that confuse rid

ers working on their own bikes and novice mechanics alike. The H-D part book I am currently using, 99450-94A, calls this device a starter valve while another H-D manual, 99483-99, calls the same device an enrichener valve. Many H-D technicians frequently miss a faulty enrichener/starter valve DQG SHUIRUP RWKHU Ă&#x;[HV WKDW GR QRW work. This valve causes many tricky symptoms as it wears or becomes contaminated with dirt. The bike may run richer with a low air to fuel ratio (AFR). The engine will run rough and have poor acceleration. Furthermore, the idle may vary, going up and down, seemingly at will. Adjusting the idle will not fully cure the situation and may mask symptoms. Some riders and mechanics do not totally understand how an enrichment device works relative to a choke plate. The choke is easy because the observer can watch it open and close in the carburetor throat. A choke plate stops the amount of air enContinued on page 81 AIMag.com

A Genuine

Threat HELL

BENT

AND

LETHAL

By Steve Lita / Photos by Don Kates/Shooters Images

TERRY KEENE HAS ALWAYS HAD A FASCINATION WITH MOTORCYCLES. When asked where this came from he vividly recalled traveling as a young boy in his parents’ VW Beetle on the New York Thruway, hearing a roar in the distance coming up behind the car. It was a seemingly unending stream of motorcycles, riding in formaRGML N?QQGLE RFC A?P 3FCW UCPC AFMNNCPQ UGRF KCR?J d?IC N?GLR HM@Q ?LB QFGLGLE chrome, ridden by bearded, long-haired guys with tattoos. Hippie girl passengers waved as they saw Terry, his nose pressed up against the window of his dad's car. Terry relates, “To me, that was the coolest thing I had seen in my young life up to that point. It was probably between 1969 to 1972 when I had this life changing experience. There was no doubt in my mind that I wanted to ride a motorcycle when I got older.�

28 / American Iron / Issue #385

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Issue #385 / American Iron / 29

Terry remembers his friend's big brother had a huge Jimi Hendrix poster featuring the rock legend posing on a springer front CLB COSGNNCB AFMNNCP F?LEGLE SN GL FGQ @CBPMMK LB 3CPPW Q cPQR KISS poster had to be the one with the Rock gods all posing with KMRMPAWAJCQ _,W cPQR PGBC U?Q ML ? KGLG @GIC UGRF ? QGLEJC AWJGLder engine. For the summer, my family would spend two months at Rockaway Beach in Queens, New York. My friend, Eddie, had a mini bike that I would always hitch a ride on. He would drive that bike like a bat out of hell, tearing up the sidewalk onto the beach boardwalk, sending pedestrians scrambling. I would hold on for dear life, but nothing could match the adrenaline of being scared s#!&less as well as the exhilaration of the need for speed.� Indeed, Terry was hooked. 6FCL 3CPPW cL?JJW EMR ?PMSLB RM ECRRGLE FGQ MUL cPQR @GIC ?R RFC age of 21, it was a used candy red Harley Sportster. He bought if from an older guy who had taken great care of the bike. “When he sold it to me, I can remember him lecturing me that he had better not hear that I f#*^ed up the bike. After convincing him I would take good care of the bike, he reluctantly sold the bike to me,� Terry says.

30 / American Iron / Issue #385

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Terry rode that bike every day, in all sorts of weather, even freezGLE RCKNCP?RSPCQ 1GBGLE GL RFC cTC @MPMSEFQ MD -CU 8MPI @?AI GL RFC ’80s was always an adventure, from huge potholes to dodging debris on the highways, to tearing down the streets of Manhattan. From the Sportster, Terry moved up to a used Harley Street Glide with a bored and stroked engine. Terry recounts, “I snapped countless drive belts with that bike because of the excessive power the engine put out.� Tired of being stuck on the highway with a snapped belt, he decided to have the bike converted to a chain drive. After a while, it was time for Terry to step up to a new Harley. He knew the bike he wanted was a Harley Fat Boy. “For me, it was the wheels that sold me on the bike. If it was good enough for Arnold in Terminator, it was good enough for me.� Terry bought a new Fat Boy in 1996 from Reggie Pink Harley-Davidson, one of the oldest Harley dealers in the USA, which sadly closed their doors some years later. On the buying experience, Terry tells us that buying a Harley back then was a big deal. You had to give a non-refundable $300 deposit and put your name on a list, and there was no guarantee you would get the bike you wanted from the factory. All the dealer could do was

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Issue #385 / American Iron / 31

give the factory your request. You also had to specify two other bikes you would want if they could not get you the bike you really wanted. Once your bike showed up at the dealer, you got a phone call and F?B RCL B?WQ RM QCASPC RFC cL?LAGLE ?LB NGAI SN WMSP @GIC LB GD you couldn’t get your act together, quick, the bike was offered to another waiting customer. You paid full sticker price, with no incentives MP BGQAMSLRQ ML EC?P (R U?Q ?Q GD WMS HSQR UML RFC @GIC JMRRCPW RM DMPI over your money to buy a Harley. In 1989, Terry quit a good paying HM@ RM QR?PR FGQ MUL @SQGLCQQ GLQNGPCB @W FGQ K?HMP N?QQGMLQ PR ?JJ RFGLEQ fast and cool, and hard Rock music. He started in his garage and built a business in the Bronx doing custom painting and graphics on cars, trucks, and motorcycles. Terry created the decal character with the bandana EGTGLE RFC cLECP ?LB NCCGLE ML CTCPWthing from car brands to Bin Laden. (Bet you didn’t know where those started.) He branded the outline vinyl designs under the trademark Car Tattoos and started selling the line of decals to automotive aftermarket stores across the country. Having started to secure business in the car market, he set his sights on the motorcycle market and launched a new brand called Lethal Threat (LethalThreat.com). “My mission for the brand was to offer killer artwork geared toward the hot rod, motorcycle, and Kustom Kulture enthusiasts on top quality products at an affordable price,� Terry tells us. “Thirty years later, Lethal Threat is a well-established brand name in the motorcycle and car market with a product line of casual apparel, embroidered patches, headwear, and decals. Our artwork is also licensed to numerous companies for their products from motorcycle helmets to car seat covers.� 32 / American Iron / Issue #385

Being lucky enough to have built a business in the car and motorcycle market, Terry has traveled the world attending some MD RFC @CQR KMRMPAWAJC QFMUQ ML RFC NJ?LCR 3FC (LRCPKMR 2FMU GL &CPK?LW $(", GL (R?JW ?LB ,MMLCWCQ 2FMU GL )?N?L HSQR RM L?KC ? DCU 'C F?Q ?JQM F?B RFC @CLCcR MD F?TGLE QMKC MD RFC @GEECQR motorcycle aftermarket parts distributors in the world selling his Lethal Threat brand and has attended their industry shows, which are loaded with custom show bikes. Having seen thousands of some of the best motorcycle builds from around the world in his time in this industry, Terry was inspired to create his own radical custom. Terry decided to commission a bike builder to create a Lethal Threat motorcycle. He wanted a mean, aggressive-looking motorcycle with some of his company’s artwork incorporated into the paint scheme. And this bike would be no trailer queen! He wanted something he could also use as a daily rider. During his many trips to Germany, he saw that the Harley V-Rod was embraced as a top bike to customize. Every custom V-Rod he saw always had a big rear tire, and the look appealed to him. Terry had a clear vision for what he wanted in the build, but who would build the bike? Terry knew Don at Shooters Images has done countless shoots of some of the best custom bikes from around the world. So, Terry asked Don for a recommendation on a good, reliable @GIC @SGJBCP RF?R UMSJB EGTC FGK RFC @GIC MD FGQ BPC?KQ 3FC cPQR name out of his mouth was Jere Booher at Hell Bent Motorcycles in Tennessee. Terry reached out to Jere, and upon speaking with him, knew this was the company for the build. After sending Jere some

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reference material of bikes and bike components he liked, they both agreed the build would be based off the 1996 Harley Fat Boy that Terry rode out of the dealership in 1996. Terry’s Fat Boy was picked up in New York and trailered down to the mountains of Tennessee. Hell Bent had many issues with the hand drawn artwork. They had to try a lot of different styles to suit Terry’s vision, and Brad 'SBQNCRF MD !P?B ' #CQGELQ HSQR ?@MSR ASR FGQ F?LB MDD UMPIGLE ML ? BGDDCPCLR NPMHCAR QM WMS AMSJB Q?W RFC ?PRUMPI RMMI ? UFGJC @SR !P?B knocked it out of the park. Lots of fabrication work went into this build. The bike was intended to be used in booths for display and be ridden. The steel seat pan was made in house at Hell Bent then 34 / American Iron / Issue #385

hand tooled by the world-famous James Carter. The rear fender is a F?LBK?BC SLGR ?LB UFCL RFC @GIC GQ ML BGQNJ?W RFC DCLBCP HSQR IGQQCQ the huge tire. The front end is clean with all hidden wires and cable. 3CPPW F?B dM?RCB RFC GBC? RF?R GR UMSJB @C AMMJ RM SLTCGJ RFC +CRF?J Threat bike at a display booth at the SEMA car show in Las Vegas. SEMA is the largest aftermarket car show in the world. Incredible custom cars and motorcycles are on display from the top car and motorcycle builders in the world. Jere was up for the challenge and promised to deliver the motorcycle to the Lethal Threat booth in Las Vegas. 3PSC RM FGQ UMPB RFC cPQR RGKC 3CPPW Q?U RFC KMRMPAWAJC U?Q UFCL Jere wheeled it into the booth. Terry says, “We both agreed it would

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be a surprise and he would not show me any pictures of the bike prior to the delivery. The bike was everything and more than what I expected. It was a show stopper.� Jere truly captured the essence of what Lethal Threat is about in this bike. Terry highly recommends Hell Bent Motorcycles and Brad Hudspeth at Brad H Designs who nailed the graphics and BGB ?L MSRQR?LBGLE N?GLR HM@ 3CPPW ?JQM F?B Hell Bent build him a very cool old-school Sporty a few years ago, and he rides the bike every chance he gets. Apart from SEMA, the Lethal Threat motorcycle has been on display at the New York International Motorcycle Show, New York Auto Show, Indian Larry Street Party in Brooklyn, Hogs For Hospice in Canada, Laconia Bike Week, and countless local dealer and local motorcycle shows. There is always a positive response to the Lethal Threat bike, with the most common sentiment being, “That bike is Bad Ass!� When not in shows, Terry rides RFC @GIC ?Q KSAF NMQQG@JC 3FC ?BHSQR?@JC ?GP ride is a cool feature that he never had on his previous bikes. The bike rides great and gets countless compliments when stopped at a RP?DcA JGEFR MP N?PICB 3CPPW F?Q @CCL ?QICB GD he would be willing to sell the bike, but without hesitation, he always replies, “I appreciate your offer, but the bike is not for sale.� And he has been offered considerable amounts for the bike. Terry shares, “At this point, it is a part of me. It would be like selling my arm; it’s not worth it. There’s nothing I would change about the bike.� $,0 AIMag.com

Tech Sheet Owner Builder Year/model Time to build Polisher Powdercoater Painter Color

Terry Keene Hell Bent Custom Cycles 1996 H-D Fat Boy Six months Chewy’s Powder Coating Chewy’s Powder Coating Brad Hudspeth, Brad H Designs Black/Grey, with artwork in wax pencil

Powerplant

Engine Builder Displacement Horsepower Cases Flywheels Cylinders/pistons Heads Cam Valves Lifters Push rods Carb Air cleaner Exhaust Wires Charging system Regulator Primary cover Transmission Case/gears

1996 H-D Hell Bent Custom Cycles 89 ci 90 plus hp H-D H-D 4.250 S&S Ported Andrews 560 Manley S&S Andrews Mikuni Chopper Boyz ModiďŹ ed LA Choppers Amped 38 Amp Biker’s Choice 38 Amp Biker’s Choice Ultima Open BAKER Right Side BAKER

Clutch BDL Primary drive Ultima Open Final drive Chain Chassis

Frame Rake Stretch Swingarm Shocks Front wheel Rear wheel Front/rear brakes Front tire Rear tire Front fender Rear fender/struts

1996 H-D Fat Boy 34 Degrees 2" Hell Bent Custom Cycles Wide Tire Kit Shotgun Air Ride 23" DNA Storm 18" DNA Storm DNA AVON 130/60/23" AVON 300/35/18" HHI ModiďŹ ed Hell Bent

Accessories

Low Brow Low Brow ModiďŹ ed Fat Katz DNA Fat Bars Biker’s Choice James Carter—Hand Tooled Leather Speedo Dakota Digital License bracket Performance Machine Mirrors Arlen Ness Hand controls/levers Performance Machine Foot controls/pegs DNA Headlight Taillight Fuel tank Handlebars Risers Seat

Issue #385 / American Iron / 35

NEW BIKE REVIEW • BY DAIN GINGERELLI • PHOTOS BY DAIN GINGERELLI AND BARRY HATHAWAY

2020 Indian

Scout Bobber Twenty Looking like a back-alley brawler

36 / American Iron / Issue #385

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38 / American Iron / Issue #385

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W

ITHOUT A DOUBT, THE GROUNDbreaking Challenger touring model represents Indian Motorcycle’s big news Ă” ERWK OLWHUDOO\ DQG Ă&#x;JXUDWLYHO\ VSHDNing — this year. But 2020 also marks the centennial celebration of Indian’s legendary Scout. It ZDV \HDUV DJR WKDW WKH Ă&#x;UVW 6FRXW SRZHUHG E\ D FF FXELF LQFKHV VLGH YDOYH 9 WZLQ MRLQHG WKH WULEH Designed by Indian’s chief engineer Charles B. Franklin, the Scout quickly gained its reputation as the best motorcycle that Indian offered up to that time. In fact, some motorcycle historians contend that the Scout and later the Scout 101 (1928) were among the best motorcycles of their day, period. Fast forward to the present. To help commemorate the Scout’s original glory days, Indian offers the new Scout Bobber Twenty, a model similar to the current Scout Bobber (launched in 2018, see American Iron Magazine, issue 354), but with recognizDEOH VW\OLQJ YDULDWLRQV that pay homage to the Scout’s 100-year legacy. Yet make no mistake, Indian’s limited edition 6FRXW WK $QQLYHUVDU\ (Read: Collector’s edition, and only 750 will be offered worldwide) remains the company’s RIĂ&#x;FLDO FRPPHPRUDWLYH PRGHO 7KLQN RI WKH Scout Bobber Twenty, SULFHG OHVV WKDQ WKH WK $QQLYHUVDU\ VSHFLDO DV the blue-collar worker’s collector model. “One hundred years is an incredibly special milestone,â€? VWDWHG 5HLG :LOVRQ 9LFH 3UHVLGHQW IRU ,QGLDQ 0RWRUF\FOH about the two 2020 models, “and it made perfect sense to honor Scout’s history and legacy with these two heritageinspired 2020 models.â€? The new Twenty also is an extension of Indian’s existing Bobber, and so it checks in with the same upgrades found throughout the 2020 Scout lineup that includes the VWDQGDUG 6FRXW WKH WK $QQLYHUVDU\ 6FRXW DQG

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Scout Bobber. And so the Twenty rides and stops using XSJUDGHG PP Ă RDWLQJ URWRU EUDNHV IURQW DQG UHDU both locked in sync with ABS (anti-lock brake system). The new front rotor is squeezed by a two-piston caliper, and a single-piston caliper controls the new rear rotor. $%6 LV DYDLODEOH RQ DOO 6FRXW PRGHOV WRR ,Q DGGLWLRQ ERWK WKH %REEHU DQG %REEHU 7ZHQW\ UROO RQ QHZ 3LUHOOL MT60RS tires wearing big-block tread patterns to underscore their bobber persona. 6HYHUDO VW\OLQJ IHDWXUHV IXUWKHU VHW WKH QHZ %REEHU Twenty apart from the standard Bobber. For starters, the Twenty comes standard with a new, and rather stylish, Ă RDWLQJ WUDFWRU VHDW VLPLODU WR WKDW RI WKH WK $QQLYHUsary model. And a mini-ape handlebar with drooped bar HQG PLUURUV VHWV WKH WRQH IRU WKH Ă&#x;VWV LQ WKH DLU ULGLQJ position, and blacked-out wire wheels suggest a roughneck back-alley heritage. As with the full Scout line, Indian Motorcycle offers a ZLGH YDULHW\ RI DFFHVVRU\ items to personalize your Scout Bobber Twenty HYHQ PRUH We sampled two YDULDWLRQV RI WKH %REber Twenty, one with standard equipment throughout, the other equipped with some of Indian’s accessory items, including the compact Stage 1 chromed 2-into1 exhaust system (plus FRPSDWLEOH DLU Ă&#x;OWHU DQG PDSSLQJ WR ERRVW SRZHU E\ D claimed 10 percent) and stainless steel spokes laced to chromed rims. Both bikes wore the new Burnished Metallic ($13,399 including ABS) paint scheme with Indian logo and graphics on the gas tanks, although Thunder %ODFN 0653 ZLWK $%6 DQG 6DJHbrush Smoke ($13,399 including ABS) paint colors are also offered. 3HUKDSV WKH 7ZHQW\Ă–V PRVW GLVWLQJXLVKDEOH IHDWXUH LV WKH VROR ULGHU Ă RDWLQJ WUDFWRU VDGGOH 7KH ULJLG PRXQW saddle raises seat height from the standard Bobber’s 26.1"

Issue #385 / American Iron / 39

40 / American Iron / Issue #385

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height to 27.9" (unladen). For reference, my inseam is 31" and I could easily set both feet on the SDYHPHQW GXULQJ stops with either bike. The saddle is rigid mounted to the frame— there are no springs suspending it—and only a thin layer RI SDGGLQJ EHQHDWK WKH FODVVLF EURZQ FRYHU VHSDUDWHV \RX IURP WKH VHDWÖV VWHHO SDQ (YHQ VR WKH QHZ à RDWLQJ VDGGOH LV VXUSULVLQJO\ FRPIRUWDEOH GXULQJ DEEUHYLDWHG VWLQWV RQ WKH road. But by the time your wristwatch’s hour hand makes a IXOO VZHHS \RXÖOO EH UHDG\ WR SXOO RYHU IRU D EULHI EHYHUDJH break or perhaps to pose and post an Instagram update of you and your ride. 7KH %REEHU 7ZHQW\ÖV DEEUHYLDWHG VXVSHQVLRQ KRZ else do you think Indian got that low seat height?) also UHVXOWV LQ DQ H[SHFWHG URXJK ULGH RYHU KDUVK EXPSV DQG GLSV 7KH WHOHVFRSLF IURQW IRUNÖV RI WUDYHO VRDNV XS a good portion of those annoying bumps, but the rear VKRFNVÖ WUDYHO TXLFNO\ JRHV $:2/ ZKHQ WKH JRLQJ JHWV rough. It’s simply part of the price you pay for the lowstance bobber look. Despite a somewhat choppy ride, the Twenty exhibits the same predictable and easy turn-in for cornering that other Scouts exhibit. The rigidly built frame eliminates DQ\ à H[LQJ GXULQJ WKH ULGH DQG VWHHULQJ JHRPHWU\ LV ZHOO VXLWHG IRU PDQHXYHULQJ WKURXJK WKH FURZHG XUEDQ MXQJOH RU RYHU ZLGH RSHQ VSDFHV RI \RXU IDYRULWH FRXQWU\ URDG $QG HYHQ WKRXJK WKH ELNHÖV ORZ VWDQFH OLPLWV OHDQ DQJOHV while cornering, maintaining a casual, manageable pace means you shouldn’t scrape any hardware through the AIMag.com

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2020 Indian Motorcycle Scout Bobber Twenty Length Seat height Ground clearance Rake Trail Wheelbase Engine Compression ratio Fuel system Front tire Rear tire Fuel capacity Oil capacity Dry weight GVWR Front brake Rear brake Exhaust system Front fork Rear shocks Front suspension Rear suspension Front wheel Rear wheel Colors MSRP

cessories for its Scout line, and to really treat yourself, order that chromed full-length 2-into-1 exhaust system like the one we sampled on our test bike. Not only does it look clean and compact compared to the Bobber Twenty’s stock DQG VWDFNHG V\VWHP LW GHOLYHUV D ORZ EHOORZLQJ WRQH WKDW LJQLWHV \RXU VHQVHV UHPLQGLQJ \RX ZK\ \RX HQMR\ ULGLQJ PRWRUF\FOHV LQ WKH Ã&#x;UVW SODFH ,WÖV QRW D EDG WKLQJ HLWKHU that it boosts power by a claimed 10 percent, so when you twist the right grip you’re entertained with snappy acceleration. No doubt, bobbers remain popular among bikers today, which explains why Indian Motorcycle chose this particular model to help commemorate the Scout’s landPDUN MXELOHH &RQVHTXHQWO\ WKH %REEHU 7ZHQW\ VHUYHV DV a link to the past with a nod to the present and future of what an all-American cruiser motorcycle should represent. In that context, today’s Indian Motorcycle brand mirrors what the original company stood for one century ago. $,0

WXUQV 6WDUW EHKDYLQJ OLNH 5LFN\ 5DFHU WKRXJK DQG \RXÖOO OHDYH WLQ\ ELWV DQG SLHFHV RI \RXU ERRW KHHOV RU WKH ELNHÖV KDUGZDUH RQ WKH SDYHPHQW The 10" ape handlebar not only looks cool, it offers a pleasant stretch for you from the saddle. Wrap your hands DURXQG WKH Ã&#x;UP KDQGJULSV SODFH \RXU ERRWV RQ WKH VHPL forward foot controls, and you settle into a rather comfortable rider’s triangle. There’s no extreme arm reach, knee bend, or bent posture to contort you during the ride. Simply VLW EDFN UHOHDVH WKH FOXWFK OHYHU VR WKDW LWV VPRRWK DFWLRQ HQJDJHV WKH YHQHUDEOH 6FRXWÖV HQJLQH DQG WUDQVPLVVLRQ WR WKH rear wheel, and go. Ratcheting up through the tranny’s six JHDUV GHOLYHUV VPRRWK HIIRUWOHVV VKLIWV DQG WKDW ZRQGHUIXO FXELF LQFK 6FRXW HQJLQH VHUYHV XS WDVW\ SRZHU LQ KHIW\ time-honored doses. Charles B. Franklin would be proud of WKLV SRZHUSODQW DQG TXLWH IUDQNO\ WKH HQJLQH DORQH VHUYHV as a lasting link to the Scout’s 100-year legacy. But recall: Indian Motorcycle offers performance ac42 / American Iron / Issue #385

87.5" (2222mm) 27.9" (709mm) 5.1" (130mm) 29 degrees 4.7" (120mm) 62" (1575mm) DOHC, liquid-cooled V-twin (69"/1133cc) 10.7:1 EFI, closed loop Pirelli MT60RS, 130/90B16" Pirelli MT60RS, 150/80B16" 3.3 gal. (12.5 liters) 4.5 qt. (4.3 liters) 561 lbs. (255 kg) 988 lbs. (449 kg) 298mm floating rotor, two-piston caliper 298mm floating rotor, singlepiston caliper Split dual exhaust with cross over 41mm Telescopic fork Dual shocks 4.7" (120mm) 2" (50mm) Laced-spoke, 16 x 3.5" Laced-spoke, 16 x 3.5" Thunder Black/Sagebrush Smoke/Burnished Metallic $11,999–$13,399

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Issue #385 / American Iron / 43

The Holy G

rail Street Glid e

BY AND REW WI ATRAK & EDWARD PHOTOS ARRIAZ A BY DON KATES/S HOOTER S

44 / American Iron / Issue #385

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Issue #385 / American Iron / 45

There’s something about motorcycles that imparts a fascination with the eerie and the macabre in many of its riders, regardless of age or background. Take Andrew Wiatrak, a Minnesota native with an interest and love of bikes since he was a kid. Not entirely surprising—after all, who but a major enthusiast would go around making a custom build? What separates Andrew from most other riders, penchant for building customs aside, and even from custom builders with skull-and-bones, hell-on-earth paint MREV LV WKH WKHPH XVHG IRU KLV ODWHVW FUHDWLRQ 7KLV PRGLĂ&#x;HG 2008 Harley-Davidson FLHX Street Glide boasts a unique look that portrays Knights Templars rising from the grave to enact revenge on those who arrested and tortured them. Quite the brutal backstory, and, most importantly, a unique and intricate idea for a custom. But while some good effort goes into the aesthetics of one’s bike, what will ultimately bring it all together is a team that knows what they’re doing. As the owner, much of this responsibility fell on Andrew. Not that there was ever anything to worry about. Since he was a child, Andrew has always considered himself to be a reasonably good mechanic, his late father having imparted the skills unto him. Throughout Andrew’s childhood they would rebuild and work on motorcycles, cars, boats, and even snowmobiles. His interest in rebuilding and modifying shows in his extensive history of purchasing and reworking motorcycles all through the years. Since the age of eight, Andrew has been riding, his IDWKHU SXWWLQJ KLP RQ D 5XSS 0LQL (QGXUR RXWĂ&#x;WWHG ZLWK a straight pipe and a kickstarter instead of rope pull on the Tecumseh engine. Then he moved onto a 1965 Honda 90CC C200, and then a 1967 Honda CL160 Scrambler. After a while, he was ready for the big leagues, so he purchased a used 1976 Honda CR125 from a racer in his neighborhood who had tricked it out with a T&M swingarm, Girling gas shocks, and a few other goodies. 46 / American Iron / Issue #385

+LV Ă&#x;UVW VSRUW ELNH ZDV D +RQGD 9) ) ,W ZDV FXVWRPL]HG ZLWK D FRPSOHWH IDLULQJ NLW PRGLĂ&#x;HG LQWDNH DQG 9DQFH +LQHV LQWR SLSHV Ă˜,W ZDV D SUHWW\ JQDUO\ ULGH until one rainy day a lady ran me off the road and totaled WKH ELNH , VOLG IRUHYHU RQ WKH ZHW SDYHPHQW ZLWK P\ OHDWKers on!â€? Not to be deterred, his next ride, a Kawasaki 1LQMD XQGHUZHQW PRGLĂ&#x;FDWLRQV LQ RUGHU WR EHFRPH Ă˜DZHVRPHĂ™ DQG Ă˜D IXQ ULGH Ă™ +H WKHQ SXUFKDVHG KLV Ă&#x;UVW +DUOH\ IURP D FOLHQW D EDUHO\ ridden 2003 Screamin’ Eagle Deuce. As always, Andrew put his purchase through another round of performance work. He took the already impressive platform of the Screamin’ (DJOH DQG DGGHG LQWDNH PRGHV 9DQFH +LQHV VLGH VKRWV cam, and a new tuner.

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The next lucky bike was a 2008 Street Glide Anniversary (GLWLRQ Ă˜7KH GD\ , SXUFKDVHG LW , KDG WKHP GR D NLW ZLWK SLSHV LQWDNH DQG UDFH WXQHU /DWHU , SXW ZKHHOV DSH hangers, and a few other items on it,â€? he notes. Ă˜6R DIWHU VSHQGLQJ D FRXSOH \HDUV RQ WKH EDJJHU , ZDV PLVVLQJ WKH EDU KRSSHU GUDJ UDFH H[SHULHQFH VR , VWDUWHG picking out parts to build the Deuce into a wide tire single seater.â€? During that process and just before he ordered a fortune in parts, he ran across a 2008 Thunder Mountain )LUHVWRQH SUR VWUHHW FKRSSHU Ă˜%DVLFDOO\ LW ZDV DOUHDG\ done, other than the paint was an attempt at cool but not FRRO HQRXJK IRU ZKHUH , ZDQWHG LW WR EH , FKDQJHG DQG PRGLĂ&#x;HG WKH IHQGHUV GLG D LQWR VHW RI SLSHV DQG D VH[\ paint job. Loved it!â€? AIMag.com

%XW WKHQ WKH %LJ :KHHO %DJJHU FUD]H FDPH DORQJ Ă˜6R , started designing a bagger with some cues from my chopper. The thought was to have them themed the same. One a bar hopper and the other a racked big wheel cruiser,â€? Andrew GHWDLOV Ă˜, KDYH DOZD\V EHHQ IDVFLQDWHG E\ WKH .QLJKWV 7HPSODU VR , ZHQW ZLWK PHGLHYDO WKHPHV IRU WKH ELNHV Ă™ For this bike, he did the disassembly and prep for the frame rake at his garage. He hauled the stripped-down bike frame with drive train to Deadline Customs in Forrest Lake, Minnesota, for the neck rake and a fork rebuild. From Deadline Customs, he hauled the bike with the new raked frame down to Jordan, Minnesota. TJ Design then handled the mockup, body work, and paint. The body work WXUQHG RXW WR EH H[WHQVLYH Ă˜:H EDVLFDOO\ UHEXLOW WKH ULJKW

Issue #385 / American Iron / 47

side bag to house a JL audio 10" subZRRIHU LQ D VHDOHG HQFORVXUH WKDW Ă&#x;UHV directly into the rear wheel area.â€? +H FRQWLQXHV Ă˜,W UHDOO\ EXJJHG PH that the bat wing fairings on racked baggers had to tilt down facing the JDV FDS DQG , ZDQWHG PLQH WR EH designed like it should be, so we PDGH D PRGLĂ&#x;HG PROG IURP D 6LQLVWHU outer fairing that tilted the gauge set back to its normal Harley angle and WKHQ PRGLĂ&#x;HG D &DPWHFK LQQHU IDLUing that would hold the GPS/Audio head unit.â€? Well, that turned out to be a fantastic idea because it worked out great! The gauge set and radio can now be comfortably seen from the rider’s position. And the sound system has been upgraded so that it can deliver the kind of bassy sound WKDW JHWV SHRSOH SXPSHG Ă˜,WĂ–V D UROOing disco and cracks people up when WKH\ KHDU LW 0RVW LPSUHVVLYH EDVV , have ever heard on a Harley!â€? For assembly, Andrew and company did all-new brakes, hydraulic clutch conversion, new wheels/tires, air ride rear suspension, blacked-out braided hydraulic lines, bolt-on accessories, stereo ZLULQJ DQG Ă&#x;QDO ERG\ SDUWV Guys like Andrew with an insatiable need to tinker know that they will encounter some problems and spend lots of time troubleshooting. Well, turns out things went by pretty smoothly, but then this shouldn’t be too surprising considering the pedigree of the team at work. There GLG WUDQVSLUH DQ Ă˜DGROHVFHQW MRNHĂ™ LQYROYLQJ 7UDF\ Ă˜7-Ă™ +LOJHUV RI 7- 'HVLJQ -HII Ă˜0RQH\Ă™ 8UPDQ RI Money Shot Design, and Andrew himself. For this FLHX, Andrew had picked up the front inner and outer fairings, front fender, and bag lids from Money Shot Design and couriered those down to TJ so he could get some of the Candy and &OHDU FRDWV ODLG GRZQ ,W VR KDSSHQV that TJ’s shop has no cellular service whatsoever, cellular communications only being possible once in the immediate outside area. Ă˜7- DQG , WKRXJKW LW ZRXOG EH a real laugh to send a picture to Money and explain in a text that TJ has made a decision that we ‘must’ do a lime green pin stripe around the tribal artwork. So, TJ painted a temporary lime green stripe and we WRRN D SKRWR DQG , VWHSSHG RXWVLGH 48 / American Iron / Issue #385

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the shop for a cellular signal and messaged it over to Money.â€? Andrew then proceeded to enter the shop and continue working on the bike. About 90 minutes later he stepped outside to call his wife when his cell phone started blowing up with messages from Money that had not made it to his phone while indoors‌ Ă˜7HOO KLP KH FDQĂ–W GR WKDW 7KDWĂ–V disgusting!â€? Ă˜'RQĂ–W OHW KLP GR LW KH LV JRLQJ WR ruin the artwork!â€? Ă˜/LPH *UHHQ GRHV 127 JR ZLWK any of those colors!â€? Andrew wasn’t able to deescalate the situation before it erupted and let Money in on the joke on time, giving the poor guy a huge headache. With the exception of that farcical hiccup, the design process was fairly straightforward, but it was still quite a taxing and time-consuming endeavAIMag.com

or as these sorts of things tend to be. Andrew needed a list of items he wanted to cover from body work, bolt-on parts, and performance and ride components. The internet was instrumental in expediting the process. Andrew VSHQW KRXUV VHDUFKLQJ RQOLQH Ă&#x;QGing things he liked and then tracking them in a spreadsheet, prioritizing Ă˜/LNHVĂ™ DQG Ă˜5HDOO\ /LNHVĂ™ EHIRUH FRPLQJ WR KLV Ă&#x;QDO GHFLVLRQ Then there was what to do with WKH DUWZRUN ,W ZDV GHFLGHG WKDW the story it was to tell would be one revolving around the theme of a Ă˜UHYHQJH RI WKH .QLJKWV 7HPSODU Ă™ Ă˜, also needed to have the artwork lay RXW ZLWK WKH Ă XVKHG LQ WDLOOLJKW DQG blinkers on the bags,â€? Andrew reYHDOV Ă˜6R WKH FRQFHSW , FDPH XS ZLWK was a Knights Templar coming back from the grave after being burned at the stake, seeking revenge.â€? With his

Issue #385 / American Iron / 49

Tech Sheet bloody war axe in his right hand (blood Owner Andrew Wiatrak illuminates red for blinker/braking) and Builder Dana Hallberg, Deadline WKH KHDG RI .LQJ 3KLOLS ,9 LQ KLV OHIW Customs, Tracy Hilgers, TJ Design hand (skull illuminates red for blinker/ Year/model 2008 H-D FLHX Street Glide braking) and his Cross on his chest (ilOXPLQDWHV UHG IRU GULYLQJ EUDNLQJ ,Q Time to build Three months the end, concerns fell to the wayside as Chromer Gary Dubois Money nailed it in the layout. Painter Tracy Hilgers, TJ Design; Airbrush $QGUHZ DOVR DGGHG PRUH VLJQLĂ&#x;FDQW by Jeff Urman, Deadline Customs artwork. The Number 13 is prominently Color Custom mixed black, charcoal, displayed, in reference to the fateful Friand Candy Brandywine day the 13th in October 1307 when King 3KLOLS ,9 RUGHUHG VFRUHV RI 7HPSODUV Powerplant to be simultaneously arrested. Also on Engine 2008 V-Twin, Twin Cam display is the Holy Grail and a Templar Builder St. Paul Harley-Davidson with his shield coming straight at you on Displacement Screamin’ Eagle 103 ci (1690cc) the front of the outer fairing. 7KH Ă&#x;UVW VKRZ WKH ELNH ZDV HQWHUHG Big Bore Stage 2 Kit. in was the Donny Smith Show in Saint Horsepower Approx. 105 hp/100 ft-lbs. torque 3DXO 0LQQHVRWD ZKHUH LW ZRQ Ă&#x;UVW SODFH Cylinders H-D, 3.875" x 4.38" for its open class division. Next was the Pistons H-D Screamin' Eagle Ă˜5XPEOH RQ WKH 'HFNĂ™ LQ 6WLOOZDWHU Heads Diamond Cut Minnesota, where the team took second Carb H-D EFI with Screamin’ Eagle in their class. Race Tuner Ă˜7KH RWKHU IXQ WKLQJ ZH GR LV D +DOAir cleaner H-D Heavy Breather loween Harley Ride. After the bike was Exhaust V&H Dresser duals, SuperTrapp FRPSOHWHG , GHFLGHG WR PDNH D .QLJKWV SE slip on Templar Helmet-themed, uh, helmet, one Transmission 2008 H-D six-speed , FRXOG DFWXDOO\ ULGH ZLWK VR , SXUFKDVHG a nice full-face unit and then formed Clutch HHI Hydraulic Conversion D VKHHW PHWDO Ă DW WRS +DG P\ EXGG\ Final drive Renegade Cheyenne pulley shocks 0RQH\ DLU EUXVK LW XS DQG DZD\ , ZHQW in full Knights Templar regalia with Chassis helmet for riding the streets.â€? Frame 2008 H-D FLHX Street Glide Well, it’s no longer Halloween and Rake 44 degrees Friday the 13th came and went this past Stretch 1.5" December, but who isn’t in the mood Front forks 2" Fork Ext. for vengeful zombie knights adorning a Swingarm Stock H-D Harley anytime of the year? $,0 50 / American Iron / Issue #385

Shocks Legends Air Front wheel 26" x 3.75" Renegade Cheyenne Elite Rear wheel 18" x 4.25" Renegade Cheyenne Elite Front brake HHI/4 Piston Dual Rotor Rear brake Stock H-D Front tire 120/50-26V Rubber Rear tire 150/70-18 Avon Front Fairing Custom molds from Sinister and Camtech Front fender Sinister—26" Twenty Sick Ribbed Rear fender Bad Dad wide fender Saddlebags Bad Dad stretched saddlebags, lids custom Camtech Accessories

Headlight H-D Daymaker LED Taillight Bad Dad ush LED/Templar cross design Fuel tank Stock H-D 6 gallon with Camtech ared side cover body kit Handlebars Yaffe Monkey Bars Seat Curt Gilbertson Pegs Accutronix Tribal Spike Speedo H-D with custom air brush Dash Camtech low proďŹ le ďŹ berglass, JVC audio License bracket Bad Dad stainless steel Mirrors BikeMaster Sickie mirror Hand controls Chrome H-D w/ Accutronix Tribal Spike grips Foot controls Accutronix Tribal Spike Levers Chrome H-D

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Building for the sake of it

By Edward Arriaza & Frederick Fortune / Photos By Daniel Danbom

IT ALL STARTED with an interestingly curved gas tank, the dim memory of an Airtech racing saddle blank with the obverse of that curve, and an engineering diagram of the rear suspension of a Vincent Black Lightning. Being a graphic designer, it didn’t take too much time for Fred Fortune to blend those elements to scale over the bones of an evo Sportster. Next thing he knew, looking back at him from the monitor was an amazing CafĂŠ the likes of which he had never seen. “Posting it for kicks on my local Sportster owners’ Facebook site drew many positive comments including several quite insistent suggestions that I build it,â€? %PCB PCdCARCB

52 / American Iron / Issue #385

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At this point, he laid down his challenge: He would build it, for free, if someone in the group provided the donor bike and covered the assembly, parts, and fabrication costs. Jason’s logic: “What amateur builder makes any money creating custom bikes in the real world? It always ends up with a zero bottom line anyway, so why not just do it for the love of it and forget punching a time clock.” It wasn’t long before one brave soul, Jason Clark, with deep enough pockets raised his hand, stepped up, and made the commitment. The deal was made easier by the availability of a slightly over-used 1996 Sportster that had been across the country once or twice. The deal was arranged courtesy of a Sportster Goddess named Diana who lives, eats, and breathes the marque having a Sportster collection of more than you can count on two hands and feet.

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Issue #385 / American Iron / 53

The teardown went quick. What didn’t happen so quick was a complete motor teardown and an extra healthy rebuild by Bonneville LSR Sportster racing guru Duncan Keller. In the meantime, after hacking off the entire rear half of the frame, sketches of the proposed rear suspension (and its nod to Vincent) were created and run by the engineers at Worx Performance, who tailored a short single shock that would support both bike and rider “reasonably� comfortably. Total comfort is out of question for even a quasi-period racer. Shock in hand, the whole mess was turned over to Banke Performance for magic to happen. With the new suspension in the works and the desire for a “see-through� motorcycle, number one on the list was that both the battery and oil tank had to go somewhere else. The battery solution was a high amp lithium-ion unit RF?R HSQR @?PCJW cR SLBCP RFC Q?BBJC LCQRJCB GLQGBC ? LCU rear frame loop. ,MPC BGDcASJR U?Q RFC MGJ PCQCPTMGP _3FC QMJSRGML ?Npeared when I realized the stock Yamaha Seca tank I fell in love with was miles too wide, making the bike look like a weight lifter wearing extra small bikini briefs,� he said. The tank was to be sectioned by at least three inches, so the next step was to decide to blank off both sides, making the left side the oil reservoir and the right side gas.

54 / American Iron / Issue #385

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Issue #385 / American Iron / 55

“I assumed this would be an easy slamdunk because they do it all the time on TV, right?” Well … Not exactly. As it turns out, Japanese fuel tanks, especially Yamaha, are slightly asymmetrical to accommodate their engine bits and they are also blow molded when originally fabricated so the top of the tank is practically paper thin. “So much for an easy in and out.” It would be more than six months before the highly recommended tank pro worked up the LCPTC RM cLGQF GR ?LB ?BB RFC cJJCP DCCB and return bungs. “Just as well,” Fred remarked, “since my choice fabricator also took his time getting around to my project. Just goes to show how years-long relationships can go out the window and one’s place in line continually shift or evaporate when someone else steps up with deeper pockets and/or a more important project.” By the way, the tank bungs and rear sprocket came from Bung King. Despite virtually a year’s delay, progress elsewhere on the bike went on, Sportster 1200s forks were found professionally rebuilt, Chainsickle rearset controls 56 / American Iron / Issue #385

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ordered, Buell controls and headlight were sourced, the headlight brackets heavily KMBGcCB RM cR RFC 2NMPRQRCP DMPIQ ?LB ? +CV?L dWQAPCCL APC?RCB 3FC GPRCAF streamline saddle arrived two-thirds the expected size, forcing Fred to learn a little c@CPEJ?QQGLE 3FC Q?BBJC ?Q GR A?KC U?Q sized for some small Benelli-sized racer and required widening to straddle the more robust Sportster rear loop. The seat’s beautiful lower reverse curve had to be increased to extend low enough to hide the hiding spot for the Ballistic lithium battery, ignition module, and Ultima solid-state black box. Leather work on the saddle and tank cheek panels expertly done in leather was left over from a Finish Line Upholstery Ferrari interior redo. The wiring was masterfully hidden where possible by expert friend ValDare who enjoys the mysteries of all things mechanical and electrical pertaining to vehicles whether two-, three-, or four-wheeled. “I love the elegant and practical simplicity of the early Sportster nine-spoke 19" front wheels,� Fred related, “so how cool would it be to have them front and back like the dirt trackers do. Fortunately, there’s a character in southern California who makes an adapter do exactly that: Phil Little.� Brakes were next. Fronts were bolt-on late model 4 puck calipers. Rear stopping duties are taken care of by a custom plate under the left side of the swingarm mounting a Brembo racebike caliper squeezing a disk rotor identical to and visually balancing the two up-front. The gently breathed-on motor, by Yankee Engineuity, inhales through a Mikuni carburetor and exhales through a very unique header and exhaust from Ryca Motors. While the frame and other yellowto-be bits were out for powdercoating, the Ryca headers were sent to Oregon for “near-chrome� ceramic coating while the exhaust resonator was done in high temp ceramic satin black, aiding its disappearance under the bike. Assembly done to the tank, DCLBCPQ AFGL ES?PB ?LB ASQRMK RFGL cJK decals were turned over to master craftsman Trailer Steve for a rich deep coating of white and yellow with a schpritz of limegreen pinstripe. “Riding it is what you’d expect since the basic Sportster geometry is unchanged, though a lot nimbler and with quicker steering considering it is a good 40–50 lbs. lighter than stock,� Fred reveals. The bike debuted at the 2018 Quail Motorsports Gathering, keeping a sizable crowd around all day asking questions and busily taking photos. You could say it stung quite a few onlookers. $,0 AIMag.com

Tech Sheet Owner Builder Year/model Time to build Powdercoater Painter Color

Jason Clark Frederick Fortune 1996 Sportster One year + RC ReďŹ nishing, San Jose Trailer Steve’s Custom Paintworx Yellow/White

Powerplant

1996 Sportster Yankee Engineuity 1200cc Mikuni atslide Velocity stack Ryca Motors, Chromex ceramic coated Final drive Chain

Engine Builder Displacement Carb Air cleaner Exhaust

Chassis

Frame 1996 Sportster Front forks Sportster 1200S Swingarm Monoshock by Banke Performance Shocks Works Performance Front wheel 19" Sportster mag

Rear wheel 19" Sportster mag, rear adapter hub by Phil Little Racing Front brake 1200S/FXR 4 pot, 1200S rotors Rear brake 1200S rotor, Brembo underslung by Banke Performance Front tire Heidenau 3.25 x 19" K44 Rear tire Heidenau 3.25 x 19" K44 Front fender Harley-Davidson custom group Rear fender eBay Special Accessories

Headlight Ex-Buell X1 Lightning Taillight Sidemount, repro taillight Fuel tank ’90s Yamaha Seca narrowed and split oil/gas by Banke Performance Handlebars Stainless steel Seat Airtech Streamline modiďŹ ed by Fortune Motorcycle, Finish Line Upholstery Pegs Chainsickle rearsets Hand controls Buell X1 Lightning, Motion Pro cables Foot controls Chainsickle Levers Ex-Buell X1 Lightning Issue #385 / American Iron / 57

TECH • BY BUZZ KANTER

Beer Budget Bagger Upgrade LePera to the rescue

N

I BOUGHT A WELL-USED 2002 Harley Electra Glide Classic cheap. I shared the experience of buying it sight unseen and riding it about 1,600 miles halfway across the US to my home. I called it the Beer Budget Bagger adventure tour in our articles here in American Iron Magazine. I loved the bike, but not the seat, which was a worn-out stock Harley saddle that had seen better days. Truth be told I have never been a big fan of most stock Harley seats. This one was no exception, especially after 52,000 miles and 17 years of hard use and abuse. While many people simply don’t give much thought to the stock seat on their bike, that doesn’t mean that you should settle for anything uncomfortable, and that’s why there are so many aftermarket motorcycle saddle makers. When you are shopping for a new seat for your motorcycle, there are two main areas to address: Form (how it looks DQG Ă&#x;WV DQG IXQFWLRQ KRZ LW IHHOV WR \RX LQ WKH VKRUW WHUP DQG ORQJ WHUP , ZHQW ZLWK WKH 0DYHULFN IRU WKH FODVVLF JRRG looks, touring style, and extra support to the rider’s lower EDFN $IWHU P\ Ă&#x;UVW IHZ ULGHV , NQHZ LW ZDV D JRRG FKRLFH OT SO LONG AGO

)RUP

Just look around at any bike event and you will quickly see that motorcycle seats come in a wide spectrum of shapes and sizes, but their main purpose is to offer a comfortable and stable place for the rider to sit. Let’s start with how they look on the motorcycle.

)XQFWLRQ 0RVW PRWRUF\FOH VHDWV DUH PDGH HLWKHU of a single piece or layers of open- or closed-cell polyurethane foam that’s molded into a seat pan. So, what’s the difference? A motorcycle seat’s foam is often chosen based on two properWLHV 7KH IRDPĂ–V GHQVLW\ DQG LWV Ă&#x;UPness. Density refers to the weight of the foam. The heavier the foam, the longer it will retain its shape over time. 7KH Ă&#x;UPQHVV RI WKH IRDP PHDVXUHV WKH foam’s ability to resist compression. Open-cell foam basically consists of many tiny broken cells, which allow air to pass through providing a gentle cushioning effect. Open-cell polyurethane foams have the advantage of EHLQJ YHU\ Ă H[LEOH DQG PDNH DQ H[FHOlent material for a seat’s top cushioning layer. Closed-cell foams, on the other hand, are like open-cell foams but the cells are sealed with gases inside. This creates a denser cushion than the softer, open-cell foam design. Some motorcycle seats are composed entirely from closed-cell foam.

&RQVLGHUDWLRQV

The foam used in motorcycle seat construction is normally made from the highest quality materials. However, open-cell foam is susceptible to water

2

1 This is how the bike looked with the stock Harley seat. After more than 50,000 miles, it was well past its expiration date! 58 / American Iron / Issue #385

Removing the old seat is pretty simple. Step one is to unscrew the bolt holding down the back of the seat. You might prefer to use a long reach screwdriver for this. AIMag.com

absorption. Tears or holes in the seat’s cover can allow water to enter the seat and become trapped within the cushioning layers of open-cell foam. If left unattended, the open-cell foam can begin to deteriorate over time. Keeping a close eye on the seat cover’s condition is the best way to prevent this from happening.

4

6

This particular bike had chromed passenger handles and a support bracket for a rider’s backrest. I was not planning on using either with the next saddle, so they had to come off.

Comparing the old, worn vinyl Harley seat with the new, nicer leather LePera one.

3 Once the back bolt is out, lift the seat up from the back and pull it backwards and up. Pretty easy. SOURCES LePera Enterprises Maverick Saddle, From $559 818/767-5110 LePera.com

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7 5 You need to install the new chrome rear bracket on the seat. Easy stuff.

Reinstall the new seat in reverse of removal—as expected. Slide the nose forward, making sure to line up the catch. Then screw in the back bolt and you are done. Looks good and feels great! $,0

Issue #385 / American Iron / 59

TECH • BY CHRIS MAIDA

Fork Oil

How to change the fork oil in most HarleyDavidsons equipped with a hydraulic front end

A

S STATED IN THE ENGINE OIL AND FILTER CHANGE

article in issue 380, nowadays almost every motorcycle owner knows the importance of changing WKHLU HQJLQHÖV RLO DQG ßOWHU DW WKH PDQXIDFWXUHUÖV recommended intervals. This is done to keep the engine from wearing out prematurely since the molecules in even the best oil break down after many hours of operation and can then no longer properly protect the engine’s internal moving parts. However, when it comes to their motorcycle’s front forks, many owners completely forget that the oil in their bike’s front end also needs to be changed regularly. In fact, some owners don’t even realize there’s oil in their bike’s front end! Thankfully, unlike when performing engine, transmission, and primary system oil changes, which are easier to do with the motorcycle on a bike lift, the front fork oil is replaced with the bike on the ground. And, like the oil in your bike’s transmission and primary system, the perfect time to change your front end oil is on a rainy Saturday or Sunday. TOOLS NEEDED In most cases, Harley-Davidson recommends changing the fork oil annually or every 10,000 • Drain pan miles. And, as it is with the transmission and • Clean rags primary system, different year and model bikes • Blanket or towel require a different amount or type of fork oil. • Measuring cup The owner’s manual for the 1993 Evo Softail FL • Small funnel PRGHO ZHÖUH ZRUNLQJ RQ LQ WKLV DUWLFOH VSHFLßHV D •#2 Phillips screwdriver wet quantity of 11.5 ounces of H-D Type E fork • 3/8" wrench • 1-3/8" wrench oil. Many year and model bikes, like our 1993 • Torque wrench (ft-lbs.) Softail FL, have two fork oil quantities listed in their owner’s manuals and service manuals: A wet quantity and a dry quantity. If you’re just draining out the old oil and then adding fresh oil, you use the wet quantity of oil. However, if you disassemble the front end and wipe all the old oil from the internal parts, once the front forks are reassembled you must use the dry quantity. For our 1993 Evo Softail FL, the dry quantity is 12.5 ounces. Be sure to check your service manual for what type and quantity of oil your bike requires. Again, as it is with the transmission and primary system, though the fork oil should be changed at or near the mileage intervals recommended in the H-D service manual, if you push the job off for a while as you wait for that rainy day, it’s no big deal. However, some owners take this too far and push the job off for thousands of miles. Not good! Even when there’s enough oil in there, it doesn’t mean the oil can still protect the moving parts of the components involved or smooth out your ride as it should. If the oil quantity in each fork leg is less than it should be, the negatives are increased. But how could there 60 / American Iron / Issue #385

be less oil in the fork legs if you’ve never had any traces of oil under the front end? Though the drain screws on the sliders and the slider (fork) tube caps on the fork tubes are not leaking, what about the fork tube seals in the sliders? A fork seal can be leaking oil without leaving any drops of oil on the ground. Have you ever wiped a slight oil stain off the fork tube just about the slider? While the quantity is slight, it all adds up. After all, each entire fork assembly only holds about 12 ounces of oil. If you’ve had to wipe dirt off the fork tubes just above the sliders, it means the seal is letting enough oil pass by it that road dirt is sticking to the oil coated fork tube. That said, check out the accompanying 15 photos and captions to see how easy it is to do this required bit of motorcycle maintenance in your own garage without jacking up the bike.

1 Here’s our 1994 Evo Softail on its sidestand with a drain pan under one of the lower legs (sliders).

2 Use a #2 Phillips screwdriver to remove the drain screw and its copper washer. We’re using a screwdriver with a hex-shaped section on the tool’s shaft so we can use a 3/8" wrench to help turn the screwdriver. AIMag.com

8 3 Just before you remove the drain screw, turn the front end so the drain hole is over the pan. Then drain the old oil into the pan. Before moving to the next step, cover the gas tank with a blanket or large towel to protect it.

Make sure all the oil is drained from that fork slider by holding the front brake and pushing down on the handlebar then pulling up. Do this several times to pump out any remaining oil for both sliders. Then check the condition of the slider drain screws and their copper washers. Replace the screw (#45858-77) or copper washer (#45845-77), which H-D calls an O-ring, as needed.

12 Reinstall the fork tube oil seal ensuring it is fully seated inside the top of the tube.

13 4 Use a 1-3/8" wrench or a large adjustable wrench to remove the slider (fork) tube cap on the fork tube you’re draining to allow air to enter the tube and speed up the draining process.

Place the large washer (spacer) onto the slider (fork) tube cap and then insert the fork tube cap into the fork tube and seal.

9 Reinstall both drain screw and washer sets using a #2 Phillips screwdriver. Then wipe everything clean, so you can easily tell if any of the new oil starts leaking out.

14

5 Set the fork tube cap and its large washer (spacer) aside for now.

To get the fork tube cap’s threads to engage with the fork tube’s threads, you’ll have to push down on the top of the cap with one hand as you turn the cap with the other. Then screw the fork tube cap down as far as you can.

10 Your bike’s owner’s manual will have how much oil should be in each fork assembly in the Capacities section in the column for your model bike. For example, our bike is an FLSTC, so it requires 11.5 ounces of oil in each slider.

15 Use a 1-3/8" wrench or a large adjustable wrench to torque the fork tube cap to 9-13 ft-lbs. Then do the same for the other fork tube assembly. $,0

11 6 Pull the large oil seal from the fork tube. If this seal is in bad shape, replace it with a new one (#45733-48). AIMag.com

With the proper amount of oil in a measuring cup and a small funnel inserted in the top of the fork tube, slowly pour in the oil. Then check the drain screw on the slider to make sure you have a tight seal.

SOURCES Harley-Davidson Motor Company Harley-Davidson.com Issue #385 / American Iron / 61

TECH • BY MATT KOPEC

Tubeless Tire Plug Fix 5RDGVLGH WLSV IRU D GHÃ DWHG VLWXDWLRQ

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ECENTLY, IN PREPARATION FOR A DAY OUT ON THE

,WÖV JRRG SUDFWLFH WR DOZD\V KDYH D ,QGLDQ %REEHU , ZDV VLGHOLQHG E\ D à DW WLUH $V WLUH UHSDLU NLW ZLWK \RX ZKHQ ULGLQJ VRRQ DV , RSHQHG WKH JDUDJH GRRU , VDZ WKH KHDG 7KH\ÖUH XVXDOO\ VPDOO HQRXJK WR VWRZ RI D VFUHZ VWLFNLQJ RXW RI WKH UHDU WLUH D GHà DWLQJ XQGHU WKH VHDW RU ZKHUHYHU \RX KDYH D VLWXDWLRQ OLWHUDOO\ DQG Ã&#x;JXUDWLYHO\ OLWWOH URRP IRU VWRUDJH 0RVW NLWV GRQÖW 6HH LWÖV FUXQFK WLPH KHUH DW American Iron Magazine and FRPH ZLWK SO\HUV RU D NQLIH VR WKHVH ZHÖYH EHHQ ZRUNLQJ RXU Ã&#x;QJHUV WR WKH ERQH LQ RUGHU WR EULQJ LWHPV ZLOO QHHG WR EH DGGHG \RX WKH ODWHVW DQG JUHDWHVW LQ $PHULFDQ PRWRUF\FOLQJ 1R 3OXJJLQJ D WLUH DV ,ÖP VKRZLQJ KHUH UHDOO\ WKLV MREÖV DOPRVW DV VWUHVVIXO DV \RXU ORFDO SXEVÖ EHHU LV MXVW D TXLFN Ã&#x;[ ,W HQDEOHV \RX WR JHW WDVWHUV DQG WKDWÖV DQ RFFXSDWLRQ WKDW EULQJV VWUHVV OHYHOV WR D RII WKH URDG WR D VKRS RU KRPH 7KLV IRDP\ KHDG 6R , ZDV ORRNLQJ IRUZDUG WR D QLFH ORQJ ULGH RQ LVQÖW D SHUPDQHQW Ã&#x;[ WKH WLUH ZLOO QHHG WKH EREEHG VFRXW P\ JR WR WKHUDS\ ZKHQ OLIH NLFNV EDFN WR EH UHSODFHG RU SHUPDQHQWO\ UHSDLUHG 6DGO\ VHHLQJ D à DWWHQHG UHDU WLUH RQO\ DGGHG WR WKH ZLWK D SDWFK DQG SOXJ LI \RXÖUH SODQ VKRXOGHU FUXVKLQJ ZHLJKW RI KDYLQJ WR ULGH DQG UHYLHZ EUDQG QLQJ WR NHHS LW QHZ PRWRUF\FOHV IRU D OLYLQJ %XW EHLQJ D VHDVRQHG 6R KHUH ZH DUH ZLWK D à DWWHQHG UHDU TOOLS NEEDED PRWR MRXUQDOLVW , DVVHVVHG WKH VLWXDWLRQ DQG DVNHG WLUH D VLPSOH SOXJ NLW DQG VWUHVV OHYHOV P\VHOI Ø:KDW DUH WKH TXDOLÃ&#x;FDWLRQV QHHGHG WR EHFRPH ERUGHULQJ RQ IRDP\ 7LPH WR WDNH D GHHS • Tire plug kit D SURIHVVLRQDO EHHU WDVWHU"Ù $IWHU WKDW , GHFLGHG WR EUHDWK JHW VRPH DLU LQ WKLV WLUH DQG JHW • Pliers SOXJ WKH WLUH DQG VKDUH WKLV PRPHQW RI WULXPSK RYHU WKH ELNH VDIHO\ EDFN RQ WKH URDG • Knife or razor DGYHUVLW\ ZLWK \RX WKH AIM UHDGHU SOURCES

Kolpin Tire Repair Kit PN 284429 $29.99 DennisKirk.com

1 Locate the source of the leak, in this case a screw.

3 Set up the insertion tool by pulling a sticky rubber reinforced rope plug halfway through the end.

5 Remove the screw (source of the leak) using a set of plyers.

2 Use the rule of thumb to make sure you can safely plug this tire. Anything on the side or within a thumb’s width of the tire’s edge cannot be plugged. 62 / American Iron / Issue #385

4 Set the preloaded insertion tool and reamer tool aside, but within reach of the rear tire. Make sure to keep the rope plug clean.

6 Quickly ream the puncture using the reamer tool. Don’t overdo this step; you want a tight seal. AIMag.com

7 Insert the rubber rope plug about halfway into the tire. This will require some force. Make sure the bike’s in gear and push. You want this to be a tight fit.

11

10 2

Using the CO cartridges, reflate the tire. This tire required two cartridges.

Test for leaks using the old spit method or anything that will produce bubbles.

8 Pull out the insertion tool and the rope plug will remain in the tire by slipping through a small opening on the end of the tool.

9 Using a knife or razor, trim off any excess plug.

12 If no bubbles appear, you’re ready to get back on the road. Remember, this is a temporary fix. The tire will need to be replaced or permanently repaired as soon as possible. $,0

WANT MORE TECH? Get one year (4 issues) of DIY Tech and Home-Build Customs for $14.97 Call toll free: 877/204-0774 • Subscribe online: GarageBuild.com

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Issue #385 / American Iron / 63

TECH • BY TRICIA SZULEWSKI

Put Some Spring in the Street

Progressive Suspension shock and rear wheel swap

W

MAD MAPS’ Founder Jenny Lefferts and her Harley-Davidson Street 750 project. Now that we’ve upgraded the ergonomics and rear lighting, it’s time to enhance the performance of the bike’s rear suspension with a set of Progressive Suspension 412 series shocks. TOOLS NEEDED Progressive has been selling top-quality shocks • T45 for decades, so we knew the company’s value• T50 priced shock would be an improvement over • 6mm Allen the stock suspension. The 412’s doublewall steel • 13mm wrench body construction with nitrogen charged, multi• 18mm open ended staged velocity sensitive valving offers smooth, wrench FRQVLVWHQW GDPSLQJ $QG LWV ßYH SRVLWLRQ FDP • 30mm socket style preload adjuster can be changed easily • 36mm socket with the included spanner wrench. • 1" wrench Since Jenny bought the bike, she has • 1/2" wrench deplored the look of the wheels—the previous • Two 3/4" wrenches owner had upgraded the stock wheels to Har• 5/8" wrench ley’s Typhoon wheels. Jenny prefers the look • Belt tension tool of the stockers, so we thought this was a good • Blue Loctite time to swap out the Typhoons and get the stock • Motor oil wheels back where they belong. • Torque wrench (ft-lbs.) Once again, we thank San Francisco HarleyE ARE BACK WITH

Davidson for offering up expert tech and Todd Gregson to us for the afternoon. Already super-excited about the Street’s comfort improvements, Jenny couldn’t be happier with the quality of the upgraded ride with this simple shock swap. And now she can look at the bike again without cringing at those ugly wheels!

2 He uses a T50 and 18mm open ended wrench to remove the lower shock bolt from each shock.

3

1

Todd then uses the T50 to remove the top shock bolts. Retain the cover and hardware for reuse.

Todd supports the Street 750 on the lift and raises the rear end using a jack. 64 / American Iron / Issue #385

AIMag.com

4 Todd lowers the jack a little to raise the wheel a bit for more clearance. Then he uses a 6mm Allen to remove the two caliper bolts and removes the caliper.

11

8 Todd’s fancy lift allows him to easily drop and remove the wheel. He also could have raised the jack a little to roll the wheel back and out.

Todd uses a wheel bearing removal tool and a 1" wrench, 3/4" wrench, and 5/8" wrench to remove the bearings to get to the spacer.

5 Todd uses a 13mm wrench to loosen the belt tension evenly on both sides.

12 He uses clean motor oil to lube new bearings and presses them into the brake side of the wheel with the lettering facing out.

9 Now Todd pulls off the pulley and the pulley isolator.

6 And he uses 30mm and 36mm sockets and removes the rear axle nut.

13 He then lubes the bearings for the pulley side and presses them in using two 3/4" wrenches and the wheel bearing tool.

10 Todd uses a T45 to remove the rotor, using a star pattern.

7 Then he pulls the axle and places it, along with the spacers, on a clean surface out of the way. AIMag.com

THE BOLTS used to attach the rotor need to be replaced every time they are TIPS & removed. The heat TRICKS generated from use stretches them, rendering them useless for reinstallation.

14 And tightens the new bolts in a star pattern using a T45 to secure the disc. He then torques each bolt to 40 ft-lbs. Issue #385 / American Iron / 65

23 The bottom stock bolts are not long enough for the Progressive 412 shocks we ordered, so Todd acquires a couple of bolts that measure about 1/2" longer than the stock shock bolts. He preps them with a dab of Blue Loctite.

15

19

Then he removes the tire.

Todd cleans the axle, then generously lubes it with hi-temp anti-seize.

16 Using a 1/2" wrench, Todd installs a new valve stem on the new wheel.

24 Todd uses the stock bolts and washers and uses a T50 to attach the top of the Progressive 412 shocks.

20 He gets the wheel in position and repositions the belt on the pulley.

17 And then installs the tire to the new wheel and balances it.

25 21 Then he reinstalls the axle with the spacers back in place but doesn’t completely tighten it yet.

Todd adjusts the jack so that the shock eyes are aligned and installs the newly-acquired bottom bolts, nuts, and washers. He torques each bolt to 45–50 ft-lbs.

18

22

26

He inserts the pulley isolator and pulley on the new wheel.

Todd reinstalls the caliper finger tight, then lowers the jack to gain clearance before torqueing it to 15–17 ft-lbs.

Next, Todd checks the belt tension and finds it to be a little tight. So he turns the rear alignment adjuster nuts evenly on each side.

66 / American Iron / Issue #385

AIMag.com

SOURCES Progressive Suspension 412 Series shocks 412-4044B-12", $299.95 877/690-7411 ProgressiveSuspension.com

29 27

Todd ďŹ nishes by installing H-D axle nut covers with the included set screw and Allen wrench.

San Francisco Harley-Davidson 333 Corey Way South San Francisco, CA 94080 650/381-1903 SanFranciscoHD.com

Todd checks the alignment with an alignment tool and follows up with another tension check.

28 The tension is just a tad loose, so he tightens the axle nut and rechecks the tension, and it is spot on. Lastly, Todd torques the axle nut to 140–150 ft-lbs.

AIMag.com

30 This rear end is ready to roll! $,0

Issue #385 / American Iron / 67

TECH • BY STEVE LITA

.DcAG?J #?WRML? !C?AF !GIC 6CCI !SGJB Part 4: Let’s spray together

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2020 DAYTONA BIKE WEEK GIVEaway bike is coming together quite nicely. Only a few more visits to Dave Perewitz’s shop in Halifax, Massachusetts, and we’ll have a completed rider ready for Bike Week. In the last issue we told you about hanging the freshly painted engine covers, installing the new S&S carb with Pingel parts feeding This new Perewitz Signature Series Mustang Seat was hot off the presses. WKH IXHO Ă&#x;QLVKLQJ WKH UHDU IHQGHU mock-up, and prepping for some PPG paint on our low-mileage 2005 Dyna Super Glide giveaway bike. /DVW LVVXHĂ–V 3DUW ZDV PRVWO\ DERXW Ă&#x;WWLQJ SDUWV DQG mocking up the body, but in this issue, we’ll start showing some color and continue with the bolt-ons. Dave and Jody Perewitz are both known for their masterful paint jobs on custom bikes, and this bike will certainly be an eye catcher. As you’ll see in the detail photos, the paint scheme leans toward blue, silver, and aqua colors, and the details ZLOO EH Ă&#x;WWLQJ IRU D Ă˜EHDFKĂ™ WKHPHG FXVWRP ELNH HOW TO WIN Most of the parts have arrived, but there are You can win the OfD IHZ Ă&#x;QDO SLHFHV ZHĂ–UH ZDLWLQJ RQ IRU WKH EXLOG ďŹ cial Daytona Bike See the attached vendor list sidebar to learn which Week custom Dyna companies provided parts for the build in this issue. The tasteful design of the new seat is topped off with built by American One of the coolest parts just in was the new Perewitz body colored stitching and an embossed Perewitz logo. Iron Magazine and Signature Series Seat from Mustang Seat. This might Perewitz Cycle Fab! KDYH EHHQ WKH Ă&#x;UVW RQH RII WKH DVVHPEO\ OLQH ,W IHDPurchase your rafe tures blue stitching to complement the paint scheme, tickets at OfďŹ cialBikehot rod-looking round vents, and the Perewitz Week.com. Tickets are signature embossed into the cover. As you’ll probably $50 each, or three for remember from last month, this bike is going Club $100. For every two Style! This seat has an appropriate look, and there’s tickets you order, you even room for a passenger. get one additional ,Q WKLV LVVXH 'DYH Ă&#x;QLVKHV XS WKH UHDU ZKHHO ticket. Drawing will be and brake install, and adds some trick LED lightheld March 14, 2020. ing. With the addition of a MagnaFlow exhaust A limited number pipe, the engine is just about buttoned up. Not of tickets are availmuch more to keep you in suspense about the ultiable; only 4,500 will mate look of the 2020 Daytona Bike Week Givebe sold. All proceeds away Bike. Watch for a big splash on the cover of from the drawing doWKH QH[W LVVXH :HĂ–OO EH GRLQJ WKH Ă&#x;QDO ELNH DVVHPnations go back into bly and a full custom feature bike story in issue 386 Dave bolted the Hard Drive sprocket onto the Brocks supporting Daytona of American Iron Magazine which hits newsstands just Performance carbon ďŹ ber wheel with Gardner Westcott Bike Week. before Daytona Bike Week 2020. hardware. 68 / American Iron / Issue #384

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AIMag.com

The wheel was installed, adjusted for alignment, and the new DID chain was laced on.

The new design LED headlight from Lectric is trick looking, and bright!

The HHI rear brake caliper and bracket were hung. Dave will make a custom caliper stay-rod to ďŹ nish it up.

Dave added the Magna Flow pipe onto the engine. Avon footpegs were then installed. The style matches the grips.

Up front, the Russ Wernimont Designs fairing bracket was bolted in place on the upper triple clamp. AIMag.com

Jody put the ďŹ nishing touches on the custom gauge bracket for the Russ Wernimont Designs fairing.

Jody spent hours laying out the tape stripes for the custom paint job. She started with some front fairing highlights. Issue #384 / American Iron / 69

WANT MORE TECH?

Then she moved on to the rear fender. Then she wet sanded the tank before final mask off.

Into the booth for some airbrushed details on the silver highlights.

Get one year (4 issues) of American Iron Garage for $14.97 Call toll free: 877/693-3572 Subscribe online: AIMag.com

SOURCES Avon Grips Pegs AvonGrips.com DID Chain DIDChain.com Gardner Westcott Hardware kits Gardner-Westcott.com

The trick for getting the water droplet look was, well, water droplets. Dave applied a mist of water to get the right look. The aqua airbrushing will certainly give this bike the Daytona “Beach” Bike Week finish we desire.

Hard Drive Sprocket HDTwin.com HHI Brakes Brake components HawgHalters.com Lectric Lighting Company LED Headlight NamzCCP.com MagnaFlow Exhaust Pipe MagnaFlow.com Mustang Seat Perewitz Signature Series Seat MustangSeats.com Perewitz Cycle Fab Fabrication, assembly, custom painting JodyPerewitz.com PPG Paint PPGAutoCoatings.com Russ Wernimont Designs TXR Fairing RussWernimont.com

Finally, Jody lays on some clear coat to seal all the artwork in place. $,0 70 / American Iron / Issue #384

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HOG HELPLINE

Trade Up Advice & Clutch Switch

4

My 2012 Softail Deluxe is acting strange. I usually park my bike in gear to keep it from rolling, just in case. Lately, I haven’t been able to start the bike unless I put the bike into neutral. This isn’t a big deal, but it occurred to me that if I stalled the bike on a hill or in WUDIĂ&#x;F LW PLJKW EH GLIĂ&#x;FXOW WR JHW LW LQWR QHXWUDO TXLFNO\ DQG safely. Any ideas as to what could have happened? Matt Gleason Savanah, GA

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The smaller clutch lever switch in the foreground can be replaced, but installation is not as simple as just bolting in. It must be soldered in place.

Your motorcycle is equipped with a switch in the handlebar switch housing that works in conjunction with the neutral lamp switch and the starter relay in the Body Control Module (BCM). The switch is activated by the clutch lever. The BCM needs to see one of these switches closed in order for it to activate the starter. When the motorcycle is not in gear, the BCM sees the motorcycle is in neutral because the lamp is on. The motorcycle will start without pulling in the clutch. If the BCM doesn’t see the lamp it needs to see, the clutch switch is closed. Then the motorcycle will start in gear. I think the switch at the clutch has probably failed. It is not closing when the lever is pulled in so the BCM doesn’t know you have the clutch in and won’t let the starter spin until it sees the neutral lamp when you shift to neutral. And yes, that can be awkward under certain circumstances. Especially if you have an impatient car driver behind you! The clutch switch itself is replaceable in the switch module but it is a little tricky as it needs to be soldered in and there isn’t much wire to work with. In some cases, the switch module itself may be bad but this is rare. If the pivot pin or brake lever is excessively worn the switch may not be pushed enough to activate it. Also, some aftermarket levers may not allow the switch to close.

4

I am looking at a used Fat Boy. It is a 2010 model and seems to be in great shape. It is cosmetically very clean, no chips or scratches and no corrosion or oxidation anywhere. I’ve heard it run and all lighting works as it should. The bike has 5,300 miles on it. What I’m concerned about are the tires. They seem to have acceptable tread depth but I don’t know if they are original and, if so, are still useable.

What can I look for so I can decide what I’ll need to do if I buy the bike? Manny Quinn Costa, WV

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7KH Ă&#x;UVW WKLQJ \RX FDQ ORRN DW is the tread depth. Check with an actual indicator so you’re not guessing. You’d be surprised how worn a “good-lookingâ€? tire actually is when you measure the depth. Next thing I would look at is the date of manufacture. If the tire is more than Ă&#x;YH \HDUV ROG , ZRXOG UHSODFH LW 7KH tire is made of a complex compound RI DGGLWLYHV DQG PRGLĂ&#x;HUV WR JLYH WKH tire a desired mix of properties like JULS Ă H[LELOLW\ FRPSOLDQFH FRPIRUW stability, and so on. Over time, these additives can evaporate from the tire surface, and the cross-linking in the compound will oxidize and break down. The tire’s properties can be compromised, and its structure may even fail completely. At the very least, the rubber will be hard enough to reduce the available grip of the tire. Look on the sidewall of the tire for a raised block with the US DOT WLUH LGHQWLĂ&#x;FDWLRQ QXPEHU <RXĂ–OO VHH DOT, a group of letters, then four QXPEHUV 7KH Ă&#x;UVW WZR QXPEHUV indicate the week of its manufacture, and the last two are for the year. For example, 1702 would indicate the tire was manufactured in April, 2002. The letters in between indicate the manufacturer and the factory where the tire was made. The date is what you need. If the tires are the originals on this 2010 model, the last two numbers could be 09, 10, or even 11 depending on when the motorcycle was built. You’d probably want to replace them if they are the originals, as best case it is eight years old. If the tires have been replaced,

To submit a question to our H-D-certiďŹ ed mechanic, who has been working in dealerships for over 20 years, send in as much info about the problem and bike as possible to Hog Helpline, c/o American Iron Magazine, 37 North Ave, Suite 208, Norwalk, CT 06851 or e-mail SteveL@AmericanIronMag.com. Sorry, but due to volume, we cannot respond to requests for personal replies or to all letters. AIMag.com

Issue #385 / American Iron / 71

look for defects in the tire. Is there any cracking along the sidewalls, commonly known as dry rot? If so, the tire must be replaced. Look for uneven WUHDG ZHDU RU Ă DW VSRWV 0RYH WKH PRtorcycle and see if you feel any lumps or bumps as it rolls along. This could be a result of the motorcycle having sat in one place for a long time. My guess is, given the mileage on the motorcycle, the original tires DUH VWLOO PRXQWHG , ZRXOG Ă&#x;JXUH QHZ tires into the deal whether the seller pays or you do.

4

I’m looking into trading my older Ultra in for a newer model. I see some good deals on later model, low-mileage Twin Cams and early Milwaukee-Eights. I’m trying to decide on one of these or a brand-new Ultra Limited. A big deciding factor is the new RDRS that I can get on the Limited. I’ve read all the ads about it but what does this system really do and is it something I should have? Pat Holback Dover Plains, NY

$

5'56 VWDQGV IRU 5HĂ H[ Defensive Rider System. This technology is new to Harley but actually it is an extension of the systems used for anti-lock braking. The electronics available are now being more fully utilized. The systems are all designed to help control the motorcycle when riding in slippery conditions or in an emergency situation. As you know, RDRS is available on the FLHTK as an option. RDRS contains traction control. The system can see when a wheel loses traction. This is done by reading differences in wheel speed through the same wheel speed sensors used by the ABS. Sensors will also measure sideways movement for cornering traction control. When the sensors see wheel slip, as spin or sideways slip, the system will adjust the power to the wheel or apply the brakes to stop the slip. This is all designed to keep the rider in control and upright. The system also incorporates a Drag Torque Slip System. This system helps during hard deceleration when the condi-

tions aren’t perfect. If the road is slippery and you roll off the throttle quickly or downshift hard and the system senses the rear wheel sliding, it will actually increase engine RPM to keep that slip under control. The traction control will be enabled when the motorcycle is started. In certain situations, the rider may want to disable the system. Traction control may not be helpful when riding across deep sand or up a steep hill on a dirt road. The rider can disable the system by holding the Traction Control switch for one second. The traction control lamp will be lit while the system is disabled. So, do you need this option? To me there’s nothing more fun than sliding around corners on dirt tracks and climbing hills and rocks while spinning the rear wheel for control. Of course, this isn’t on my 880 lbs. $30,000 Harley. I think anything we can do on the street to give us a safety advantage should be utilized. If the system will help me stop quicker or swerve safely around a sudden obstacle, I’m all for it. $,0

PRODUCT REVIEW• BY STEVE LITA

closure on the left. The Flannel jacket/ shirt is not meant to be tucked, and there’s a neat feature at the base of the back panel: A belt loop anchor with snap to keep it from riding up on you. LANNEL IS HOT THESE DAYS! ACTUALLY, I GUESS YOU CAN A premium YKK brass zipper is the say Flannel is warm temperature-wise. But the beloved main closure for the front, but there’s à DQQHO SDWWHUQHG VKLUW KDV EHHQ H[WUHPHO\ SRSXODU ZLWK DOVR D ZLQG à DS ZLWK EUDVV VQDSV UXQmotorcyclists for a few years now. No self-respecting ning vertically. The YKK zipper and FXR rider would be caught dead without a riding snap treatment is also found at the à DQQHO LQ KLV ZDUGUREH DUVHQDO 8QIRUWXQDWHO\ cuffs, and the tips of the collar stay in DQ RII WKH UDFN à DQQHO VKLUW RIIHUV OLWWOH FUDVK place with brass snaps as well to keep protection. So, while it may be fashionable, them from beating your neck at speed. real riders need to prepare for the worst. There are two outer snap pockets, and At last, an answer to the dilemma from Hot underarm zippered vents to help keep Leathers: A proper riding jacket, with armor in you cool. all the right places, sewn to emulate the trendy So, is this a jacket or a shirt? Well, à DQQHO VKLUW 7KH +RW /HDWKHUV $UPRUHG )ODQ- it can be considered a lightweight nel Jacket comes in two material patterns: motorcycling-ready jacket, AND it’s a Black and white, or red and white (actually heavyweight shirt with proper riding more black and white with red stripes). It protection. It’s the best of both worlds, boasts armor on the shoulders and elbows in a lovable pattern. $,0 (pads included), all in hook-and-loop closed pockets, so the armor can be removed for SOURCES laundering. There is also a large pocket in the back for a Hot Leathers back protector pad (not included). Armored Flannel Jacket The mesh material interior features two concealed carry #JKM3001/JKM3002, $99.95 pockets with double brass snaps, one zippered inner media HotLeathers.com pocket on the right, and another pocket with hook-and-loop

Hot Leathers Flannel Jacket A fusion of fashion and protection

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72 / American Iron / Issue #385

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Issue #385 / American Iron / 75

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By Jim Babchak Photos by Don Kates/Shooters Images

76 / American Iron / Issue #385

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Issue #385 / American Iron / 77

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of vintage motorcycle collecting for as long as vintage motorcycles have been collected. This is a direct result of supply and demand, the driving force that shapes and determines markets and prices of all commodities. Desirability is driven by a number of factors, scarcity being the number one driver, of course. One dealer from Long Island, Gene Baron, who owned Suffolk County Harley-Davidson in Babylon, New York, ZDV D Ă&#x;[WXUH DW WKH HDUO\ PHHWV DQG RZQHG D FROOHFWLRQ RI old racing Harleys and a shop full of NOS parts. He was a passionate motorcycle enthusiast and racer and could be seen racing his vintage motorcycles around the old dirt tracks at the AMC meets at places like Schenectady, New York, and 78 / American Iron / Issue #385

Davenport, Iowa. He had a long and successful racing career and participated in Enduro, TT, circle track, hare scrambles; any sort of racing that fed his competitive spirit. Gene had a stable of rare machines, and was steeped in Harley history, but back then club members were not as sophisticated as we are today and the rarity of his collection was lost on most casual observers. He owned a few

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H[WUHPHO\ UDUH IDFWRU\ UDFHUV WKRVH PDFKLQHV VSHFLDOO\ EXLOW for the factory-sponsored race teams that incorporated stateof-the-art technology of the day. He owned a few board track racers; our feature bike was one, as well as one with DQ DWWDFKHG )OH[L VLGH FDU WKDW DOORZHG LW WR EDQN LQWR WKH WXUQV XQOLNH Ã&#x;[HG VLGHFDUV WKDW SURYLGHG QR OHDQ LQ FDSDELOLties. The motorcycles were FHAC models; twin cam go-fast machines with special racing frames, reinforced front ends, speed-equipped motors, and special racing geometry. Enter Mike Lang, a young, gung-ho Harley man who MRLQHG WKH $0& LQ WKH ODWH V +LV Ã&#x;UVW PHHW ZDV LQ 'DYHQport, Iowa, and his lifelong passion for vintage motorcycles ignited. An article in the club magazine a short time later featured Gene’s 1925 Harley-Davidson FHAC racer you see on these pages. Upon reading this article, Mike told his wife he had to JHW RQH RI WKHVH PDJQLÃ&#x;FHQW PDFKLQHV DQG ZLWKLQ VL[ PRQWKV AIMag.com

KH KDG WUDFNHG GRZQ KLV Ã&#x;UVW )+$& UDFHU LQ 1HZ /ODQR /RXLsiana, and purchased it from George Sceets. As a machinist and fabricator, Mike had the skill set to make these machines run and keep them running and he has devoted his life to rebuilding 1930 and earlier motors as well as making parts for obsolete motorcycles under his company Mike Lang Company, LLC. Through the years, Mike raced his FHAC at the AMC meets and he and Gene became lifelong friends and ontrack competitors. In fact, Gene became Mike’s mentor and VFKRROHG KLP RQ WKH Ã&#x;QHU SRLQWV RI +DUOH\ UDFLQJ DQG +DUOH\ heritage. Over time, Mike added to his racing motorcycle collection, and one fascinating piece of literature he collected unlocked the history of Gene’s machine featured here. Mike obtained a memo written in 1926 from the Harley-Davidson IURQW RIÃ&#x;FH WR WKH 5DFLQJ 'HSDUWPHQW RXWOLQLQJ XSGDWHV WR the racing motors and included all of the 1925 FHAC motor

Issue #385 / American Iron / 79

numbers and who owned them. It turns out Gene’s FHAC was originally owned and raced by Harry Ison, a Staten Island motorcycle racer and Harley dealer. Upon learning this, Gene said “Oh my God, I worked for Harry!â€? What a wonderful coincidence that Gene would own his old boss’s motorcycle many decades later! Its history is lost after Harry’s ownership, but Gene acquired it in the 1970s, still in UDFH WULP DQG UHDG\ WR JR DW WKH GURS RI WKH Ă DJ Close inspection of our featured bike reveals just how special and rare this motorcycle is. It is one of two 1925 )+$&V NQRZQ WR H[LVW WKH RWKHU &ODVV $ )DFWRU\ UDFHU being in Australia. The motor is a twin cam motor, identiĂ&#x;HG E\ WKH NLGQH\ VKDSHG JHDU FRYHU RQ WKH WLPLQJ VLGH RI the motor. It displaces 61 cubic inches, breathes through a EDUUHO YDOYH UDFLQJ FDUEXUHWRU LV Ă&#x;UHG E\ D GHJUHH %RVFK PDJQHWR DQG XVHV VSHFLDO 5LFFDUGR VWUDLJKW Ă&#x;QQHG F\OLQders. The frame is a keystone racing frame that mounts the engine to the frame by use of two plates under the motor. Traditional stock machines use a loop frame to cradle the motor. You can also see all the bracing and webbing around WKH UHDU D[OH PRXQWV LPSRUWDQW VWUHVV SRLQWV WKDW QHHGHG UHinforcing from all the abuse racing can dole out. There is no transmission; the power is transferred to the rear wheel by way of a compensating sprocket. The front end is known as 80 / American Iron / Issue #385

a castle springer, so called because of the tall front legs with castle nuts on top and reinforcements on the side. It runs [ ZKHHOV VKRG ZLWK FOLQFKHU ULPV DQG WLUHV DQG QR brakes. On a board track, no brakes were needed. The seat LV D 7UR[HOO UDFLQJ VDGGOH 7KH VKHHW PHWDO LV NHSW WR WKH EDUH minimum and the hand pump you see mounted to the side of the gas tank is used to give the motor a shot of oil at speed. Gene restored the bike in the 1970s and its condition is in as “last raced.â€? Gene retired from racing at 80 years old and, as was his, wish sold our featured FHAC to Mike for a number of reasons. First, of course, is because they were life-long friends and spent 27 years together racing. Second, he recognized in Mike his passion for these motorcycles and the fact that Mike will keep the Ă DPH OLW IRU DOO RI KLV GD\V 7R WKDW HQG 0LNH VWLOO UDFHV the bike at New Smyrna, Davenport, and Plymouth, intent on keeping up his end of the bargain. $V IRU *HQH KH ZDV D +DUOH\ GHDOHU IRU RYHU \HDUV DQG UHWLUHG LQ DQG SDVVHG DZD\ LQ +H ZDV WUXO\ a legend in our hobby and everyone in the club has a Gene Baron story to tell. I know Gene is looking down and smiling, seeing his and Harry’s old factory racer still laying down hot laps and doing what it was designed to do almost 100 years later. Godspeed, Gene. $,0

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TECHLINE Continued from page 26

ADVERTISER INDEX Big City Thunder ................ 704/847-1222 ......................10 Bike Week Rally ................. OfďŹ cialBikeWeek.com .......C3

tering the carburetor throat changing (richening) the AFR. An internal outof-sight enrichment valve/starter valve located on the left side, rear of the CV just under the carburetor top, allows extra fuel into the system to enrichen the AFR. Pulling out the enrichener valve cable allows converging fuel and air passages to open. Vacuum causes fuel to rise through the enrichener jet ORFDWHG LQ WKH Ă RDW ERZO DW WKH ERWtom of the carburetor. The fuel rises upward through a passage to the enrichener/starter valve chamber where it mixes with air. I do not understand mechanics looking for a complicated Ă&#x;[ ZKHQ V\PSWRPV RI EODFN VPRNH coming out of the pipes and darkened spark plug electrodes combined with rough idling are right in front of them. There are differences between the CV carburetors serving engines from 883cc to 1200cc to 1340cc to 1450cc but they all use the same enrichment starter valve, H-D 27583-88 from 1988 to the last year of CV Keihin use on a Harley-Davidson in 2006. If experiencing rough idling quality, check to see if the idling adjustment (idle speed) is correct. If not, set the idle speed adjustment. Check the gas cap vent and any vent lines. If the gas cap is plugged, remove dirt with a wire or compressed air or else replace the gas cap. All single gas tank gas caps vent. The right-side gas cap vents on dual fuel tank caps. Unkink or clear blocked gas vent lines. Inspect various sealing components for an air leak, which may include a worn throttle plate shaft through the carburetor body; worn gasket/ seal between the carburetor and the manifold; loose mounting nuts or, the most likely culprit, leaky manifold rubber sealing. Replace worn parts, retighten loose fasteners, and always use new gaskets and rubber seals. If equipped, check the enrichener valve for issues. If the low-speed jet is loose, tighten. Determine if the low-speed jet is blocked or partially clogged; clean until unobstructed. If the bike is hard to start, look to see if there is fuel in the tank and the petcock is turned to the ON position. Use the enrichener device or choke plate. Inspect the fuel supply. Correct AIMag.com

if impeded in any way (e.g., fuel line kinked, rubber deteriorated). In short, make sure that gas reaches and enters the carburetor. Inspect for carburetor cleanliness. Clean if dirty. Examine WKH Ă RDW OHYHO LI WKHUH LV JDV RYHUĂ RZ LI WRR KLJK DGMXVW WKH Ă RDW OHYHO DQG or clean to remove sediment. Consult \RXU PDQXDO IRU WKH FRUUHFW Ă RDW OHYHO and instructions on measurement and DGMXVWPHQW )LQDOO\ FKHFN WKH Ă RDW bowl vent for obstruction or partial clogging. The vent will be a simple hole RU D VPDOO Ă&#x;WWLQJ ZLWK DQ HQYLURQPHQWDO vent hose attached. The vent will alZD\V EH QHDU WKH WRS RI WKH Ă RDW ERZO If obstructed, clean. ,I RXWĂ&#x;WWHG LQVSHFW QHHGOH DQG needle jet for damage. Replace if necessary. Do not repair these parts if damaged. I always replace the pair since if there is damage to one, there may very well be damage to the other mating part. Look at the various sealing components for an air leak. Inspect and ensure the enrichener system is operating correctly. Clean, adjust, repair, or replace as necessary. Finally, inspect slow jet and passages for obstruction or partial clogging. Clean as necessary for XQLPSHGHG Ă RZ Rather than repeating myself for dealing with poor riding performance including poor acceleration, if having checked all the symptoms above this will no longer be bothersome. If using a CV Keihin, inspect the vacuum piston slide needle and needle jet for wear or damage. Replace if necessary. While at it, ensure the piston slide moves freely, up and down. Consult your manual if the slide is not co-operating. In conclusion, a lot of riders and many mechanics look for a complicated solution to a simple problem and tune merrily away until their frustration overwhelms. After all, replacing piston slides, jets, and needles are a waste of time if the cause is an empty gas tank, EORFNHG IXHO OLQHV RU D GLUW\ DLU Ă&#x;OWHU Next issue, I will conclude our carburetor series and look at the use of engine sensors in conjunction with the ever-developing electronic ignition control module known as the “brainâ€? as carburetion is integrated into an engine management system. $,0

Biker’s Choice/Twin Power... 817/258-9283 ....................... 9 Chrome Dome Motorcycles ... 800/951-1980 .................... 59 Classic Goggles .................. 845/856-4896 ....................81 Corbin .............................. 800/538-7035 .................... 43 Dennis Kirk ....................... 800/564-1822 ..................... 13 Drag Specialties ................. DragSpecialties.com..........C2 Dragony Brands Corp DragonyBrandsCorp.com ...................................................10 Faarken Biker Stirrups ......... 203/439-7060 .................... 59 Geico Direct....................... 800/442-9253..................... 21 Harbor Freight Tools ........... HarborFreight.com ......... 4, 5 Headwinds........................ 626/359-8044 ....................67 Indian Motorcycles ............. IndianMotorcycles.com .......7 International Motorcycle Show ................ MotorcycleShows.com ...... 15 Legendary Products ............ LegendaryUSA.com .......... 63 Mid USA Motorcycle Parts ..... 324/595-5555 .....................25 Mikuni America Corp. .......... MikuniPower.com ............. 43 Progressive Insurance ......... 800/776-4737 ..................... 17 Russ Brown ....................... 800/424-5377 .................... C4 S&S Cycle .......................... SSCycle.com .......................19 Sport RX ........................... 877/752-4864 .................... 63 Steel Horses Motorcycle Tours SteelHorsesMotorcycleTours.com ........................................25 Sur Tan USA ....................... 508/394-4099....................67 Western Power Sports ......... HDTwin.com .........11, 7, 23, 27 The Advertiser Index is a service to American Iron Magazine readers. American Iron Magazine is not responsible for omissions or typographical errors in names, page numbers, web sites, or phone numbers.

Issue #385 / American Iron / 81

MEMORIES

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Memories aren’t always black and white. Here are some photos of unique, cool-looking custom bikes taken by Ontario native Ken Owttrim at the Daytona Beach Bike Week from way back in 1976. These snapshots of this seminal motorcycle event were uncovered some four decades later while Ken was clearing out some things. They show the more colorful side of Bike Week.

Send your high-resolution image to Memories with all the info you have about the image to Letters@AmericanIronMag.com or Memories, American Iron Magazine, 7 North Ave, Suite 208, Norwalk, CT 06851.

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SUBSCRIBE NOW! AIMag.com or 877/693-3572 This magazine is independently published by TAM Communications, Inc. and is not produced by or for Harley-Davidson. AMERICAN IRON MAGAZINE (USPS 007-321, ISSN 1059-7891), Issue #385. American Iron Magazine is published every four weeks by TAM Communications, Inc., 37 North Ave, Suite 208, Norwalk, CT 06851. Subscriptions are $29.97 a year. Periodical postage paid at Norwalk, CT, and additional mailing offices. Tel: 203/425-8777. Contents copyrighted 2020 by TAM Communications, Inc. The magazine is purchased with the understanding that the information is from many varied sources, from which there can be no warranty or responsibility by the publisher as to accuracy or completeness. The publisher reserves the right to reject any advertisement deemed objectionable. It is the advertiser’s or its agency’s responsibility to obtain appropriate release on items described or illustrated in an advertisement. AMERICAN IRON MAGAZINE will not be responsible for any error in any advertisement published. For questions about your subscription, call 877/693-3572 or email: custsvc_ameriron@fulcoinc.com. POSTMASTER: Please send change-of-address forms and all subscription correspondence to AMERICAN IRON MAGAZINE, Subscription Services, PO Box 3000, Denville, NJ 07834. 82 / American Iron / Issue #385

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