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December‘10 CYCLE SOURCE

CYCLE SOURCE APril APril - May ‘21 7

BIKES Wildfire

Shovelhead Revived By S&S Cycles ............................................................ 22

Excitable Boy

Paper Street Customs 78 Shovel ...................................................................40

Crotch Rot

Brock Bridges Tribute To The 70's ............................................................... 58

Brookville Bobber

Tinworks Yamaha SR250 .................................................................................. 70

Let It Go Elsa

Schock's XS650 ......................................................................................................80

Excelsior

Garage Builder Ballard And His Custom 1919 ........................................88

Saucy Suzy

Chris Brown's 1978 Suzuki GS750 Cafe ......................................................94

FEATURES

High Voltage Motorcycle Show & Drag Races

The Year Of The Burnout ......................................................................................10

Shop Dog

Spotlight On Man's Best Friend ..................................................................... 28

Not N.O.T.T.

To Hell With The Squares We’re Partying! .............................................. 34

Art Of Our Culture

Mad Artistry Share His Story .......................................................................... 38

Product Spotlight

Missi Highlights The Biltwell Gringo S ..................................................... 46

Denton Swap Meet

The Motorcycle Scene From A First Timer ................................................52

Unsung - Ed Fish

DK Salutes America's Garage Builders ..................................................... 64

TECH

Blast Cabinet Tune Up

Building A Metering Valve................................................................................. 18

Cycle Stop USA & VHT

A Simple Introduction To Vapor Honing..................................................... 30

Raising The Bar!

Thrashin, Wild One, and Joker Machine Sportster............................... 48

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EDITORIAL OFFICE

The Cycle Source Magazine 118 Dellenbaugh Road Tarentum, PA 15084

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

EDITORIAL STAFF

Christopher Callen - Editor In Chief - cyclesource69@comcast.net Heather Callen - Managing Editor - cyclesourcemain@comcast.net Will Ramsey - Tech Editor - will@faithforgotten.com Milwaukee Mike - Mid-West Editor - neanderthalneon@hotmail.com Roadside Marty - South East Editor - roadsidemd@bellsouth.net Keith “Bandit” Ball - News Editor - bandit@bikernet.com

STAFF WRITERS

Chris Callen, Milwaukee Mike, Jack Schit, Pat Jansen, Will Ramsey, Xavier Muriel, Charlie Weisel, Mitch Bodine, Mark Velazquez, Amelia Rose, Daniel Donley, Joshua Elzey, Jimmy Frizzell, Roadside Marty, Heather Callen, Dan Venditto, Melissa Shoemaker, Tyler Porter, Troy Bensinger, Jason Hallman, Chip Parisi

STAFF PHOTOGRAPHERS Chris Callen, Heather Callen, Mad Stork Ken, Mark Velazquez, Twila Knight, Dan Venditto, Melissa Shoemaker, Deb Fitch

CONTRIBUTORS Benny Stucker, Jenny Leffert

STAFF ARTISTS Jimmy Frizzell, Chris Callen

ADVERTISING

Heather Callen- Sales Manager - cyclesourcemain@comcast.net

GRAPHIC ARTISTS

Chris Callen, Heather Callen, Amelia Rose, Missi Shoemaker

DISTRIBUTION

Comag 5230 Finch Ave. E., Ste. 1, Toronto, ON, M1S 4Z9 Cycle Source - Dealership Direct Distribution 724-226-2867

CIRCULATION DIRECTOR Heather Callen - 724-226-2867

COPY EDITOR Judy Duggan

SPARE PARTS In The News

The World Report Powered by BikerNet.com .......................................... 99

Hot Off The Rack

New Products From Industry Leaders ......................................................... 102

DEPARTMENTS

From The Editor’s Desk .................................................... 8 Pin-Up Of The Month ....................................................... 16 Photo Hunt ........................................................................... 64 Chopper Charlie ............................................................... 76 Killing Time With ............................................................. 86 Great American Road Chip .......................................... 91 InSlide Line ....................................................................... 104 On The Edge ...................................................................... 108 Gut Busters ........................................................................ 114

LEGAL COUNSEL

James L. Paz Attorney at Law - Tarentum, PA - 724-226-9PAZ For Any Subscription Questions Call 724-226-2867 The Cycle Source Magazine® (ISSN 1935-0287) is published 12 times a year by The Cycle Source Magazine with Offices at 119 Dellenbaugh Road Tarentum, PA 15084, 724-226-2867, www.cyclesource.com. U.S. Subscription rate is $30.00 for 12 issues. Canadian Subscription rate is $45.00 for 12 issues. Back Issues, when available, are $6.00 each, payable in advance. Periodicals postage paid at Tarentum, PA ad additional mailing offices. The Cycle Source Magazine® reserves the right to reject any advertising or contributions that it deems unsuitable. Opinions expressed are those of the author and not of The Cycle Source Magazine®. Nothing printed in The Cycle Source Magazine® December re-printed in whole or part without the express written consent of the publishers. Copyright ® 2020. The Cycle Source Magazine®, A Grass Roots Motorcycle PublicationSM, Scooter Tramp ™ Wild Man™ Low Down & Dirty Rotten™ Grease & Gears Garage™ Grease & Gears TV™ Grease & Gears Garage Roadshow™ ShopTalk™ Do It Your Damn Self™ Inslide Line™ are registered trade marks.

POSTMASTER: Send address changes to Cycle Source Magazine 119 Dellenbaugh Rd. Tarentum, PA 15084

ABOUT THE COVER

Brock Bridges didn't just come into the motorcycle scene, he exploded on to it! This is Brock's second cover with us and each one equally well deserved. While one would think skill like this would come from part of the older guard, it's the young ones like Brock that are going to keep this motorcyle thing we love going. We're thrilled to have this bitchin chopper on our cover! April - May '21 - CYCLE SOURCE MAGAZINE 7

ith the political climate today, people fighting over differences of opinion when it comes to government, religion, race, and economic disparities, the question is often posed: Can’t we all just get along? Well, dear reader, if you suppose this to be one of those “kumbayah” types of editorials, I would warn, it’s not. You see, the most honest answer to that age-old question is; no, we cannot all just get along. Oh, it’s an excellent idea, good stuff to bring up at your local hippie gathering while some jackass strums his acoustic guitar, and everyone around him is on acid and in love with the color blue. But in the real world, people are just not wired to get along. There have been great wars fought over the smallest of differences. The borders for hunting, religion, and access to water and sometimes just because you are they and we are we… We are a very clanlike animal. Our nature is to ban together with a group to protect ourselves and those around us. No, nature would suggest we can’t all just get along, and to suggest that some state of Nirvana will be achieved is foolish.

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What has changed in the last decade is that even though we all know that we would never truly all get along, we could still respect each other. Now respect for an enemy, or just someone different from you, is another thing entirely. I would put forth the idea that this is the very fabric of an advanced civilization. Our ability to not see things like another person, not walk in their shoes, not understand their perspective or share their burden but still have enough respect for them to let them be who or what they are without having to make them think like us, act like us or look like us, well that goes a lot further than the ideal of world peace through assimilation. That very act is indeed showing that we have respect for ourselves and life, to begin with. Now, I’m not saying that someone doesn’t deserve a pop in the mouth every once in a while. That shit happens and probably always will, but having enough respect for the person with whom you may have just had an altercation; to settle it right then is the point. To let it go on to a place where their friends gather with banners and signs, your friends gather with

speeches and burning flags, all demanding the other side accept your ideology… Well, my friend, that will just make it worse. Each side continues to hunker down, fortify their positions and prepare for war. In truth, someone just needed punched in the lips, then they needed to get over it. Here’s the deal, you piss someone off that’s on you and them. Someone pisses you off that also on you and them. This idea of leading moments for the rights of unwed teenage lesbian Indians against nuclear war, well, it gets to be a pain in the ass. Here’s something to try, if you are, in fact, an unwed teenage lesbian Indian against nuclear war, just stay away from where that viewpoint is not widely adopted or just keep it to yourself. No law says everyone has to see things your way, or in other words, the world is not Facebook, and everyone is not your friend. So no, we can’t all get along, but a little respect for each other can keep this whole thing from boiling over. Of course, I might just be a bit more tolerant of other people’s dumb shit; after all, they have to put up with plenty of mine.

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Article By: Ronster Ron Brefka Photos By Angie Lockerman & Mark Garcia

he High Voltage Vintage & Chopper Motorcycle Show is always a good time with great bikes, great music, and good vibes. This year’s 5th Annual High Voltage was no exception. There were Burnout Pits and Motorcycle Drag Races to ramp up the fun even more. Going ‘urban industrial’ this year, High Voltage was held on Saturday, Sept. 12th, at the shop of 7MetalWest Custom Fenders and VMetals Custom Metal Fab in a MetroM i l w a u k e e industrial park. There was plenty of room for parking, people, music, burnouts, and bikes. It’s a ride-in show, and all the bikes rolling in provided a backdrop rumble,

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which blended with the music as High Voltage 2020 got underway. Brian Smith

opened with live outlaw country music before Ace jammed his rad DJ playlist to the crowd who was havin’ a great time checkin’ out the excellent show bikes. As usual, the show bikes were great this year, and dozens of High Voltage Award Pennants were given out to the best bikes among the over 100. The bikes ranged from vintage factory racers to rad garage-built choppers. One great chopper was ridden in by Ken Carvajal, who built his outstanding ’62 Panhead Chopper in his garage. One sweet example of a race bike was an XR750 Harley factory racer brought by Jack Kainz. The High Voltage Bestof-Show Trophy

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was presented to “Part-timer” Steve Glennon and his clean ‘NoName’ Panhead Chopper. Steve came all the way from Colorado and said he loves Milwaukee; he enjoyed the beer and said he will definitely be back next year. Right on, Steve! Best Chopper Award went to a 1970’s survivor Milwaukee longchop. Owned by Brian Chemery. The Shovelhead chop with its long girder front end was a cool old classic chopper to behold. Best Vintage Award went to Mike Lange and his 1946 WR Factory Racer. Mike’s vintage racer was decked out in blue and white with plenty of chrome, including the old springer front end. Mike also earned a ‘Best Burnout’ award for easily smoking the tire on the old racer. Smoke ‘em if ya got ‘em 2020 was the Year-of-theBurnout at High Voltage, with Nick from Motofied winning a ‘Best Burnout’ award for smokin’ up the place right to the treetops. Another winner was Brad Haugland for all the ‘burn circles’ he laid down at the show. The ‘Best-of-the-Best’ Burnout award went to Mike Stanfill, who burned his tire right down to the ground while the crowd cheered wildly. Good Times Mike! High Voltage Drag Races The party continued Tuesday with the High Voltage / MKE Street Drags at the historic Milwaukee Mile Speedway. The Milwaukee Mile is the oldest continuously operated track in the world, and the High Voltage motorcycle and chopper drag races on the straightaway featured nearly 150 race bikes in four different classes. The bike classes included: Chopper & Vintage (just like the High Voltage Show), Cruiser, Sportbike, Electric, and even a limited Super Moto class. To indicate class, each race bike had a large color-coded High Voltage Show sticker on the headlight. It was pretty cool to see each and every race bike representing High Voltage. raced, and I have to say that flying down the track with the throttle wide-open really gets your adrenaline buzzing. My Shovelhead racer was running great after Rob Schopf, a Milwaukee area performance

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engine builder, made some simple pre-race adjustments. I was actually winning for a bit until I was eliminated with two losses to Jonah Holter and Chris Trapp – the same two racers that I drew for the art on the High Voltage Drag Races poster! Crazy how that worked out. But it was all for a good cause: raising awareness and donations for cancer research. The High Voltage Show recently presented a check for over $7000 to the WeCareFund for cancer research at the Medical College of WI. All that High Voltage fun while supporting a good cause – it’s pretty cool! I must extend my gratitude to all those that make the High Voltage Show happen. It takes a considerable team of true friends, volunteers, track officials, sponsors, and spectators to get it all done. Thank you all for supporting High Voltage and cancer research! Upcoming High Voltage Events: The ShovelHead ReUnion will be presented by the High Voltage Motorcycle Show on June 26th, 2021, in Milwaukee, in partnership with the Harley Davidson Museum. The High Voltage Half-Mile flat track races will be on June 6th, 2021, in Elkhorn, WI, at the Rustic Road Rally to benefit the Children’s Hospital of Wisconsin. For details on the on the High Voltage happenings visit www. HighVoltage414.com

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s I sit here today, 10 Years ago this month was my first tech article for this fine magazine that you have in your hands right now. To think about how many tech articles that I have done from then to now, blows my mind. Well over 100 of them, and I hope to do many more! Me being me, I can never leave well enough alone. I am always trying to work better or be better. That is where this article stems from. I have an old sandblaster from somewhere I cannot remember but it is a cheap one. I am always messing with it to try and make it perform better. This month I am going to show you how I made a metering valve for my sandblast cabinet. Not knowing if it is going to improve the cabinets performance or not but we are going to give it a shot. A metering valve replaces the siphon tube that is inside the cabinet. The metering valve is mounted on the outside of the cabinet on the trap door. Everybody says these things work great. But no one has yet to say how or where they improve the performance of the machine. So, a quick trip to the local hardware store to gather up supplies. This is what I came up with. It’s worth a try right…

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Article And Photos By: Daniel Donley

www.pandemoniumcustomchoppers.com 1 ¼” Floor flange 1 ¼” 90 deg street elbow 1 ¼” x 4” long nipple 1 1/4x ¾” reducer ¾” x 5/8” brass barb 5/8” ID heater hose Approx. 6’ long ¼” NPT Motorcycle petcock from the junk drawer or some sort of valve All the parts listed cost about $35 excluding the motorcycle petcock from the junk drawer. Here you can see my trusty old cabinet. It is very similar to the affordable ones they seem to sell everywhere nowadays. I removed the siphon tube from the machine which is nothing more than removing a couple of bolts and a hose. After removing the trap door from the base of the machine, you will need to

find the center as we will be drilling a

1 ½” hole there. I use my drill press to drill the 1 ½” hole while holding it in my drill vise. I then line up the Floor Flange with that hole to mark and drill the additional 4 mounting holes and used some random ¼” fasteners that I had laying

around. Along with some silicone to seal the two parts together. Next drill a 7/16” hole in the center of the 4” long nipple. I then tapped sure to use sealant on the threads. Now you can get a better idea of what we are making here. The sand will collect into this metering valve and the petcock is used to allow atmospheric pressure into the valve, so you can custom tailor to the needs of your blasting machine. I drilled a 1” hole in the front of the

it to a ¼” NPT that is the size of the random junk drawer petcock find. This petcock valve is going to be used to allow air into the metering valve. I used a little bit of sealant on the threads. From the photos you can see that assembling this is straightforward. Be

machine for the 5/8” hose to pass through. You will want to use a rubber grommet here to protect the hose. (NOT PICTURED) Then attach the 5/8” hose to the metering valve into CYCLE SOURCE MAGAZINE - April April - May ‘21

the gun inside your cabinet. So, you are probably wondering by now, does it actually work? What does it actually do? Yes, it works, and it works great! What does it

do? It does away with any spitting or surging of sand coming from the gun. So, you get a constant flow of blasting sand. I also noticed that I do not have to run 50 lbs. of media in my machine anymore. It runs just fine with about 15 to 20 lbs. of media.

As for the petcock, that is used for your air inlet adjustment, I found that opening it halfway performed the best for me. Each cabinet will vary. The part pictured is a piece of 1 x 2 that is about 15” long that was covered in rust, I blasted it completely in under 60 seconds. So, for $35 bucks and couples of hours you can turn your joe-schmo blasting cabinet into a blasting beast! If there is something that you would like to see a Tech article on or have any questions, please call me or email me. 419-576-6812 Facebook- Pandemonium Custom Choppers Instagram - pandemoniumc2 happydandemonium@gmail.com www.pandemoniumcustomchoppers. com

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Article By: Chris Callen Photos By: Cody Allen

hen you look around the motorcycle industry, from the outside it is sometimes hard to see that this thing is built from the ground up by people who eat, sleep and breathe for the love of the motorcycle. A few years behind the scenes, you start to see that picture very clearly. A decade or two later, it still surprises you how many new and old players are in it for love and little more. The fella that rebirthed this here fine specimen of Milwaukee - SCRATCH THAT - Viola Iron, is just such an example. Jon Montgomery got bit by the bug on his 5th birthday when his old man handed him an Indian 50cc and told him where the brake and the

throttle were and told him to ride it. After about an hour of doing donuts, he figured out how to pick up his left leg, and the rest was history. While he still has that bike to this very day, Jon’s list of motorcycles is a mile long and contains everything from motocross bikes and sports to import choppers. His dad was a drag racer. As a kid growing up in Riverside, California, some of his fondest memories were from the track. Makes sense that years later, he would also find his way into the competitive side of motorcycles, racing motocross for a while, and finally joining Mark and the Rusty Butcher crew. After building XS650’s for himself and some friends for a bit, he was heading into Sportster builds

and got the invite to race with them. He admits now that he was never really that good but could throw his body to the ground pretty well. During one session in Mark’s garage, Jon overheard him ask if the person on the other end still needed a marketing spot filled. Well,, that person ended up being Dave Zemla at S&S. Before you know it, Jon was announcing to the family that they would be leaving California behind for a move to Wisconsin. With 17 years’ experience in marketing, he was a shoo-in for the job. He just had to get the family on board. That first winter was the real test, -5 degrees and quite a different social climate. They all adjusted well, and Jon feels it’s the best thing they

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could have done as a family. When it comes to this bike, it was a couple of years into Jon’s time at S&S that they started talking about getting rid of it. Jon walked past that motorcycle 100 times and knew that underneath there was a chance to bring it out of the ashes. He talked them into letting him revive it as a way to showcase their SH 93” motor. It would be an excellent reminder to people that despite the purist belief that it has to have factory numbers on it, their incredible products like the KN, PH, and SH were all about old-school cool with worry-free riding. Jon believed in this project enough that he took on the task of getting this old girl back in shape on his own time after hours. Let’s face it, nobody likes downtime on the side of the road trying to figure out how to get a replacement NOS muffler bearing. Originally this bike was finished to debut at Mama Tried, but that canceled, so it became Donnie Smith… The same thing happened there, and one after another, the place to break it out just hasn’t happened yet. When we got a look at it, we knew that pics and a story would be just the medicine to hold them over until they could introduce her to the world. Initially built in 2006, this bike was quite different before Jon got his hands on it. He stripped it down, ditched the springer front end in favor of a narrow tube type that he almost used slugs on to go the whole way. In the end, did the modern equivalent and added 2 in the

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tubes and 2 in the damper springs. The motor was repositioned in the frame after he addressed the front section by lengthening it a bit. Then the motor was rotated to fit better and still align with the tranny. A Frisco sporty tank would sit nicely atop the backbone and let the viewer take in all that motor art without obstruction. As a matter of fact, one of the only things that it started with that got to stay was the old school FLH style front fender used on the rear. This is one of my favorite chopper tricks, and other than a better taillight option, Jon felt it was perfect for the build, so he left it with some slight reshaping. The color scheme that he outright admits is a little different; it came to him when David received a helmet from Biltwell painted almost precisely like the bike is today. The story goes, and Jon said this is just a rumor, but the famous Biltwell Mile Muncher was originally going to be this design, but at the last minute, they switched to a basic black. When Jon saw the helmet on Mr. Zemla’s desk, he knew it was the style for Wildfire. Oh yeah, that name is not

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wildfire Tech Sheet Owner: S&S Cycle City/State: Viola, WI Builder: Jon Montgomery Year: 2020 Model: Chopper ENGINE Year: 2021 Model: SH Builder: S&S Cycle Ignition: Mallory Displacement: 93” Pistons: S&S Cycle Heads: S&S Cycle Carb: Super E Cam: S&S Cycle 600 Air Cleaner: S&S Stealth Tribute Exhaust: V-Twin Primary: Primo Rivera TRANSMISSION Year: Make: 4 Speed Kicker Shifting: Jockey Shift FRAME Year: make: Paughco Model: Modified Rigid Wishbone Rake: 3” Stretch: 3” Forks: Builder: Type: Sportster Triple Trees: Paughco Extension: +2 WHEELS Front Wheel: Paughco Size: 21” Tire: Avon Speed Master Front Brake: Performance Machine Rear Wheel: Size: 16” Tire: Coker Rear Brake: Drum PAINT Painter: Brian Wiste Color: Artisan Turquoise Type: Graphics: Flames Chroming: ACCESSORIES Bars: Risers: Hand Controls: PM - Master Foot Controls: Biltwell pegs Gas Tank(s): Sportster Oil Tank: Front fender: None Rear Fender: Custom Seat: Saddlemen Headlight: Paughco Taillight: Biltwell Speedo: Photographer: Cody Allen

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what you might think, but it harkens to the idea of an uncontrollable force that comes out of ashes, and with a 93” S&S monster powering it, you can take that to the bank. Jon is currently working on a 2006 Dyna project, living his dream at a job where he gets to play motorcycle for a living, lucky bastard. His journey has come a long way from following his GPS from California up, an old dirt road in the middle of nowhere that would take him to the world. Whatever these cats dream up next, you can bet it will pass you in a hurry and look cool as hell while doing it.

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BUSTER - ANTHONY SMITH

CHINOOK - DANIEL MOFFETT

DAISY DUKE - BODHISATTVA_CYCLES

DASH-JAY BERRY

JASPER - JAMES BIRDSONG

LUNA - CONNIE DIAZ

DIVA - LAURA MCKENZIE

MEATY JANE - ROB DOER

SECURITY - NEIL BODEMEAID

OLLIE - SAM GUIMBELLOT

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PAUL CRUMBY

R KURT KINZLER

RUGER - LES PATTON

TERRY NIXON

THOR - BRANDON KINKLE

TUCKER THE SHOP CAT - NELSON COSTA

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Article And Photos By: Jason Hallman

www.cyclestopusa.com

or over two decades, Cycle Source Magazine has championed the art of restoring and customizing motorcycles. In the annals of this highly regarded publication are words from some of the best known and most respected motorcycle craftsman, mechanics, and customizers. Each of us has our OWN way of doing things that either makes us unique or talented (or crazy), which helps us get our jobs done. Craftsmen are always looking out for a new way to skin an old cat. Some of us, and some of you, have already made our minds up about how to do “this” or “that.”

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It is usually because we have made enough bad decisions in our past, and we know better today, or at least

we know what works for us.

In 2019 I completed a project that was a decade in the making due to several reasons, the owner of the bike we were building lives in the United Kingdom. We agreed to build on the bike each time he visited. I told you all of that so I could tell you this: no sooner did we arrive back in Lakeland, Florida did Tik Tok call and inform yours truly, that we were to start another build. This time he wanted to defer the heavy lifting to me, and we would cut the build time down to a year or so if possible. He also inquired as to

my knowledge of a process called Vapor Honing. I hadn’t heard of it, so off to the inter-webs, I went! Vapor Honing is a fairly simple concept. This process is similar to bead blasting or sandblasting in a similar (looking) cabinet. After searching and searching, I went with a company called Vapor Honing Technologies. VHT (as I will now refer to them to cut down my total overall word count for editing purposes) is based in North Carolina. They have a wide array of machines that run the gamut from hobbyist cabinets to professional level cabinets suitable for production work. I have to say this on the front; their customer service is phenomenal. Since my purchase, I have referred several friends to them for purchase, and each one of them has reported back the same. All of their questions were answered in a timely fashion, and each of them now owns a machine that fits their needs, not the needs of the salesman on the line.

uses. Depending on the size of the cabinet you invest in, you can vapor hone almost anything without damaging the part, depending on the

Enough wordplay, now for the main course. While vapor honing (or vapor blasting as some call it) is a similar process to sand (or bead) blasting, there is a very different outcome that you can tailor to meet your exacting needs. It is also a very venerable process in that it is useful on many different materials. You can actually vapor hone plastic to clean it and return it to like-new condition or use it on cast iron to achieve a restorative finish for that OEM automotive or motorcycle look. It is useful on aluminum cases and finish parts to “peen” the metal’s outer surface before plating or polishing the metal surfaces. I have even used it on chrome. The process has limitless uses in a motorcycle shop, but it isn’t limited to motorcycle or automotive

type of media you use.

Here is how vapor honing works vs. conventional sandblasting processes. When you sandblast or vapor hone a part, you are actually altering the surface structure of the parts you blast. Suppose you have ever sandblasted a part and found that you have used too aggressive of a material. In that case, you know that you can actually damage that part. The same holds true for vapor honing. The difference is in just how you alter the surface of the metal. When you sandblast a part’s surface, you [usually] remove about 4 mils from the overall structure surface. It also “rips” the metal surface to promote adhesion for things like paint and powder coating. Now 4 mils doesn’t sound like much but imagine, a 70-year-old Knucklehead case that has been bead blasted a half-a-dozen times over the years. Removing 4 mils from the surface each time can create a problematic fit upon reassembly, and since we are all aware of the value of these coveted engines nowadays…you can’t just add mil thickness in a situation like that. This is one way that vapor honing is a winner when you are restoring a prized motorcycle engine like a Knucklehead, Panhead, or even a Shovelhead engine. The wet media, called a “Slurry.” vapor honing only removes [on average] 2 mils from most metals’ surface. Also, instead of exposing the metal molecules to promote adhesion for paint or powder coating, the metal molecules are “peened” closed, which promotes a unique surface that looks “fresh out the box” even on a 70-year-old set of engine cases. When you close the surface molecules of metal, you also limit stains from things like oil and gasoline. Cycle CYCLE SOURCE MAGAZINE - April April - May ‘21

Stop USA currently has the VH1000 stainless steel cabinet but recently received VHT’s latest hobbyist machine. I cannot wait to add this to our lineup. We use our machine daily, and having this second machine will be a godsend as we will no longer have to change media mid-project. Watch out for a full write up on the unboxing and set up of this machine in the next issue. If you are on the fence about the process…send me your part, and I’ll show you the difference this tool can make in your final project outcome. If you would like a machine of your own, contact my friends over at Vapor Honing Technologies and tell them that I sent you. You will not be disappointed. Sources: Cycle Stop USA Lakeland Florida 813-754-2959 www.cyclestopusa.com Vapor Honing Technologies 313A Motz Avenue Lincolnton, North Carolina 28092 828-202-5563 www.vaporhoningtechnologies.com

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Article And Photos By: Joshua Elzey

ew Jersey held out as long as they could before informing the host of TROG and NOTT (Night of the Troglodytes) that with COVID-19 still of serious concern the weeklong gathering needed to be cancelled. It was a hard thing to do. The location is prime for those coming from both the north and south as well as those international riders that attend. In the meantime, with the unexpected downtime, Mel took on an outdoor bar called Long Tall Shorty’s. It is situated right off HW 78 and is a straight shot from NY, NJ, and PA making it Tri-State friendly! The property is six acres and is hidden from the road. It’s just past an upper parking lot that houses several old airstream and fancy shacks modified to serve food and beverages. One sits just outside a pavilion with a raised stage to host bands, plus a pool table. The site has strategically positioned fire pits and tables to meet COVID state requirements. When the state hit Phase three, the bar was able to start hosting swap meets, vannin shows, and other small events. It’s just walking distance from the Jugtown Campsites for those needing an extended stay. Affordable hotels were also nearby. So, no surprise to Harley when Mel reached out to see about hosting a ‘Not NOTT’ event on the same weekend the main gathering would have been held. Many had already planned to take time off that week and with some relaxed travel restrictions and designated low

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risk states riders were sure to be able to still make the trip. The bar was only an hour and half away from Wildwood so travel time wouldn’t change too much for most attendees. Actually, for most it would shorten time, so the date was announced, and it all started to come together. ‘Come for the Pleasures – Stay for the Treasures!’ and “To hell with the squares we’re partying!” A good group showed up Friday afternoon and thru the evening to socialize while Daddy Long Legs played. It was a very chill evening which was a much-needed breather and unwinding for most everyone. This atmosphere promoted long chats with many good friends that most hadn’t seen since the last NOTT. There was a fire to warm everyone that burned well into the next day. The next day brought many more vintage hot rods, customs, taildraggers, and of course wicked choppers. There was even a chop that came in the back of a stanced VW Rabbit truck! Old Lady Forever was ripping some honkytonk plus there was several BBQ vendors with savory tastes to appease the attendees. There were several debuts of survivors such as a sick Ironhead plus a Ron Finch seventies Honda and newly built long choppers to check out while DJ Terrible spun some amazing tunes via vinyl which kept the atmosphere lit. Bikes were everywhere around the grounds and were ripping on the back side as enthusiasts or first timers checked out the motorcycles which brought smiles to everyone. The event had the overall appeal of America and its freedom. There was as a large flag that hung over the event. Late evening meant some specialty awards were presented before the partying went into the next morning. The last day wrapped up with an antique motorcycle swap meet that had chopper parts, old bike swag, and memorabilia. It was hard to say goodbye on Sunday and head home. Many more memories were made that weekend, and that is what it is all about!

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ome people are born into a life of art, others discover it as a hobby. Then there’s this month’s artist, Eduardo Delacruz of MAD Artistry Airbrush and Paint, who began creating art by accident! It all started back in 2009 when he was working for the City of New York Sewer department. He broke his leg and had to go through months of rehab and therapy. At the time, he was building a 1951 Plymouth Kustom and was just getting ready to start bodywork and paint. While in recovery, he was introduced to a woman who was selling some of her late husband’s tools, who just so happened to be into painting and building motorcycles. So Eduardo bought a bunch of body tools and paint guns that he still owns to this day! The tool that made the difference was a Badger 150 airbrush. He wasn’t able to move around much with a broken leg, so he began airbrushing as

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a way to keep himself busy during recovery. Art became therapy, and as more and more people started seeing and liking his art, he quickly realized it was what he meant to do in the world. Along with being interested in cars, Eduardo spent his childhood around motorcycles and moto people. Two of his uncles were in the bike scene; one was actually friends with Indian Larry when he was with Psycho Cycles. Delacruz remembers seeing his uncle with his friends and all their bikes lined up outside his old neighborhood in Hell’s Kitchen and thinking it was the coolest. It was love, at first sight, the day he went to International Motorcycle Show and saw all the classic choppers and pro street bikes being displayed. Soon after, he began drawing his own bike designs. His first paid client was only a year after he started

in 2010. He was commissioned to paint a mural on the glove box door for a Dodge D100. In 2014, he airbrushed his first Harley Street Glide with stacks of skulls and evil eyes. On the top of the fairing was a demon style skull with long fangs and big goat horns. The whole piece was done in blacks and whites with some browns for a classic, clean look. Since then, the majority of his work has been motorcycles and cars. Eduardo’s inspiration to continue creating such fantastic art is his family, and more specifically, his children. He is the father of 4, 3 boys and one girl, and all boys have autism. Something he has learned raising them is that children with autism see things in a very different way. Delacruz works to create art from a perspective that not only represents him but his experiences and what he’s drawn to. It should also be noted that he has an Associates degree in Mechanical Engineering and is entirely self-taught as an artist. Eduardo uses airbrushing, painting, and pinstriping techniques to create his masterpieces, each for their own qualities. Airbrushing for the realism it brings to a piece, painting for the full realization of a project, and pinstriping for the classic and elegant touch it brings to a paint job. Those techniques are a part of what he feels sets him apart as an artist. He also incorporates a West Coast tattoo style into his art, using heavy black and grey work mixed with fantasy elements. He is also known for realism in his pieces. Despite being his own worst critic, he’s still able to see how much progress he has made over the years and how far he has come as an artist. His company, MAD Artistry Airbrush and Paint LLC, is starting to grow, and he’s now sponsored by Lime Line Precision Tape. He was fortunate enough to be chosen as a guest artist in the New Gen Customs booth at the Jacob Javits Center Auto Show three years in a row. Moving forward, Eduardo hopes to upgrade his shop’s size where he can eventually begin building and customizing motorcycles and create full custom paint jobs. If you want to see more of his fantastic work or reach out to commission a piece for yourself, you can find him on Instagram @ madartistry_airbrushnpaint_llc Thanks so much for reading, till next time.

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yan Gore is one of those guys that takes this motorcycle thing to an unhealthy level. Thank God he does because it pushes those of us around him to up our games. I first met him at a show in Vegas that we used to do when he rolled in on a Shovelhead that brought the show to its knees.

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The amount of detail he put into that bike as a builder who was still virtually unknown took me back a little. We put it on the cover back then, and I’ve always been thrilled to have Ryan’s bikes in our shows and on our pages. The story on “Excitable Boy” is years later and finds Ryan at accomplished craftsman status among his peers.

So much so that we invited him to compete in the first never “In Motion” show at the Lonestar Rally 2017. Ryan had just sold his blue Panhead and didn’t have anything to build for that show. He almost had to pass on the opportunity when his brother Marc stepped up. He had an old ’78 Shovel sitting around that would be a donor

Article By: Chris Callen y Photos By: Dan Rioz

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anyway and offered it to Ryan with the caveat that they would sell it when it was finished. The two men would split the profits. Of course, it was a hit, and the one and only Michael Lichter shot it, and we ran it in the August 2018 issue of Cycle Source. When Marc saw that feature title “My Brother’s Keeper,” a new deal was struck. He told Ryan to keep the money from the sale but wanted another ’78 that he had built into something to keep. Marc would supply Ryan with all the parts and the donor, so for sweat equity, he would not only get another project, but he’d also get to build a bike for his kid brother. Ryan said that what Marc gave him was described as a loosely assembled basket case. In truth, it would be better defined as a loosely assembled basket case from a meth head from the Oregon coast. Once he got into it, Marc saw that it was held together mainly with JB Weld, so he tore it apart and built it into a stock daily rider. Shortly after, the

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engine grenaded. It was pushed to the side and sat that way until he brought it to Ryan. While Ryan hardtailed the frame, Marc, a former H-D tech rebuilt the motor and transmission rebuilt from top to bottom. As far as the design, he had carte blanche and was let loose to create his vision. Ryan made as much as he could for it with a handmade gas tank, oil tank, pipes, bars, risers, sissybar, kicker arm, foot controls. All one-off stuff from Ryan’s hands. Of course, it got a set of his one-of-a-kind grips as well. What Ryan didn’t do reads like a who’s who at the top of the custom motorcycle game today. Scott Takes leading the charge on the paint job and none other than Curt Green from Bare Bones Leather covering the seat pan with a two-tone black leather and diamond stitch suede seat. Like most Gore builds, this bike needs time to sink in; it is pretty impressive. It isn’t until the third or fourth time you look it over that you truly see his genius.

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EXCITABLE BOY TECH SHEET Owner: Marc Gore City/State: Salem, Oregon Builder: Ryan Gore/Paper Street Customs Year: 1978 Model: Shovelhead Value: 30k Time: Time Is A Construct Engine Year: 1978 Model: Shovelhead Builder: Marc Gore Ignition: Dynatech 2000i Displacement: 80 Cubic Inches Pistons: Harley Davidson Heads: Harley Davidson Carb: S&S Super E Cam: Andrews Air Cleaner: Bareknuckle Choppers Exhaust: Paper Street Customs Primary: BDL Transmission Year: 1978 Make: Harley 4 Speed Shifting: Foot Frame Year: 1978 Model: Shovelhead Rake: 30° Stretch: +2 In The Rear Forks: Harley Davidson Builder: Paper Street Customs Type: 39mm Triple Trees: Midglide Extension: -2 Wheels Front Wheel: 40 Spoke Spool Size: 21” Tire: Dunlop Front Brake: Unknown Rear Wheel: 40 Spoke Size: 17” Tire: Michelin Rear Brake: Performance Machine Paint Painter: Scott Takes Color: Kobalt Blue Type: House Of Kolor Graphics: Scott Takes Chroming: Industrial Plating Accessories Bars: Paper Street Customs Risers: Paper Street Customs Hand Controls: Performance Machine Foot Controls: Paper Street Customs Gas Tank(S):Paper Street Customs Oil Tank:Paper Street Customs Front Fender: Unknown Rear Fender: Led Sled Seat: Bare Bones Leather Headlight: Lowbrow Taillight: After Hours Choppers Speedo: Unknown photographer: Dan Rioz

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Subtle but exacting details that tie the whole bike together make it more than a rolling sculpture but instead make each of his bikes a statement. The build was on track to be finished just before the 2019 In Motion show, and Ryan had plans to return to the show that started it all with “Excitable Boy” as his entry. As good luck would have it, an incredible opportunity, the kind that only comes around once in a lifetime, would push his schedule to the point that he couldn’t make it. Pretty sure this thing would have given them a run for that 10 Grand too, but there’s always next

year! He did manage to get it to a couple IMS shows and even walked away with some prize money from them just before the world went into Covid lockdown. Like most of us, Ryan is frustrated with the world today and offered this comment: “Hopefully, this shit ends soon, and I can show it some more this year.” Seems to be the general consensus of anyone who got a bike ready for the 2020 season and then got put on hold.

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o, where are all the helmet haters?? I used to be one of those, that is until I picked up this Biltwell Gringo S helmet. Being from Indiana, I never wore a helmet, because, I didn’t have to, and I didn’t want to. I enjoyed the freedom of feeling the wind in my face. Then I moved to a helmet law state, and boy did that suck! I bought one of those 1/2 helmets, you know the ones, they are supposed to make you feel like you’re bucking the system by wearing the bare minimum to get by. I eventually picked up a 3/4 Helmet from the swap meet and had it redone by a friend, and I wore that one for a few years, it fit good and looked really good, but again it was a “get by” helmet. I didn’t want a full-

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face helmet because I just knew it was going to be uncomfortable and I wouldn’t be able to see out of it. Well, this Gringo S proved all of that wrong.

From the first day I put on the Gringo S, I knew I was going to be

wearing a helmet more than I ever have. The first ride was a chilly day, and immediately I was impressed with how my face was not cold. However, I am sure that comes with every full-face helmet. So, let me tell you all the things that I love about the Gringo S, in particular. First of all, it comes in so many cool colors that I had a hard time deciding which one to pick. I ended up with the Gloss Storm Grey, mostly because it was the closest one to match my bike, and I am in a phase where I love grey. I chose the “S” model over the traditional Gringo because I liked that it had a shield that flips up, versus the traditional Gringo with the snap on

shield. The shield is easily removed and Biltwell offers a variety of shield options for the Gringo S. You can also purchase different size cheek pads for your Gringo S. I measured my head according to the instructions on Biltwell’s website, and received the perfect sized helmet, however I did require a little thicker cheek pads to achieve the perfect fit. I’ve been riding with this helmet now for over a year, I wanted to really put it to the test before I gave you opinion. I will tell you, riding with my Gringo S has been such an amazing experience, and really, never in a million years would I have expected for me to say those words. I wear this helmet just about every time I ride. I like that the face opening is wide, and I can see out of it with my peripheral vision. It’s lightweight and comfortable to ride in. It protects my skin and my hair from the elements, yes, ladies and gents, that is really important! And, of course, it’s stylish! Check them out! You won’t be sorry! www.biltwellinc.com/collections/ gringo-s

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n two earlier American Iron Magazine installments we upgraded the performance on my 1993 883 Sportster with carburetor, breathing, and suspension mods courtesy of Roland Sands Design, Dynojet, Freedom Performance exhaust, and ProAction shocks. For this article we shift from performance to aesthetic and comfort with a new handlebar and risers, some nice end caps, and an instrument package relocation kit. This Sporty has seen its fair share of handlebars over the past 25 years, most being installed with little forethought. When I brought the bike to Motorious Speed Shop in San Bruno, California, owner/ operator Colin Winter shook his head in disbelief, as he laughingly asked

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Article By: Jenny Lefferts And Photos By: Daniel Furon what I had been thinking when I installed the outdated, POS bars that were currently on the bike. “They were gifted to me by a friend,” I replied sheepishly. “Proves the old saying,” Colin continued, “You get what you pay for.” But his eyes lit up with apparent approval when I pulled out the replacement—a gloss black Thrashin’ Supply mid-rise handlebar. My intentions were to mate the handlebars with a set of 4-1/2” Chubby risers by Wild 1. Agreeing with my selections, Colin further suggested we dump the hideous stock speedo/instrument package in favor of a Joker Machine Speedo Relocator Kit. Not only would this step sanitize the rats nest of wires, it would also radically alter the

appearance of the Sporty since the speedometer would now hang off the left-side fork tube. Working through the Joker Machine catalog, I became enamored with the company’s black steering stem nut and matching fork tube caps—they would go well in complementing the black bars and risers. Tools/Supplies Used: • 3/4” socket • 15/16” socket • 23mm socket • 1/4” Allen wrench • 6mm Allen wrench • Red and blue threadlocker • Soldering iron • Torque wrench (ft-lbs. and in-lbs.) • Gooden-Tite riser bushings

By first installing the top handlebar clamp on the risers, Colin ensures the 4-1/2” Chubby Risers by Wild 1 remain in alignment during bolt-up.

Starting with the stock risers, handlebar, and hand controls removed, Colin applies Blue Loctite to the Joker steering stem nut and uses a 15/16” socket to install it.

Using red threadlocker on the riser bolts, Colin installs the stock 1/2” riser bolts into the Chubby Risers through the freshly installed bushings.

Colin removes the stock riser bushings using a hammer and drift to punch the metal sleeve from the center and then removes two rubber expansion halves.

He uses a 3/4” socket to torque the riser bolts to 40 ft-lbs.

Gooden-Tite replacement riser bushings along with their billet cap washers provide improved vibration resistance and are easily installed by hand into the bushing cavities from the top and bottom of the upper triple clamp.

After lifting the front end of the bike to remove all the weight off the front forks, Colin carefully and slowly removes the top caps from the fork tubes. Make certain to have them covered since they are under spring pressure.

Using a 23mm socket, Colin installs the Joker Machine fork tube caps by carefully applying downward pressure and slowly tightens the caps to 11–22 ft-lbs.

Using a 1/4” Allen wrench, Colin removes the handlebar top clamp. Then he sets the new bar, aligning the knurls on the bar with the machined channels in the risers.

Before tightening the four sockethead bolts on the top clamp, we adjust the bars for comfort. Using the 1/4” Allen wrench, Colin tightens the socket-head bolts to 150 in-lbs., making sure the gaps are even from front to rear.

The relocator bracket for the speedometer has a series of indicator lights along the case perimeter (neutral turn indicator, oil pressure, etc.) with existing wiring protruding from the bracket that must be integrated with the bike’s original warning lights wiring.

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Colin uses the wiring diagram supplied by Joker Machine to aid in matching color-coded wires between the bike and the speedo relocator bracket. Since the bracket was Colin uses the wiring diagram supplied by Joker Machine to aid in matching color-coded wires between the bike and the speedo relocator bracket. Since the bracket was actually designed for 1996 and later, Colin had to custom fabricate a link between the ’93 OEM harness and the bracket.

He solders the wires and seals the connections with heat shrink.

Colin threads the included bolt through the clamp into the threaded hole on the relocation bracket and tightens it securely using a 6mm Allen wrench.

Colin takes the clamp for the speedo relocation bracket and places it around the upper fork tube between the upper and lower triple trees.

Colin screws a SAMDO GPS-enabled odometer (purchased for $60 from Amazon) into the relocation bracket. The odometer starts at zero as there is no way to reprogram it.

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Here’s the new view from the cockpit. Watch for our next install, when we add hand controls, switches, and cables to the handlebar. Thrashin Supply Mid Bend Bar #0601-4144, $149.95 818/626-8350 ThrashinSupply.com

Colin attaches the blue wire from the speedometer and the black ground wire from the joker machine speedometer bracket together using an eyelet. This will then be attached to the upper fork tree where the factory ground wires are attached.

Sportster Fork Tube Caps #10-310B, $59.95

Speedometer Side Mount #10-301B, $224.95 909/596-9690 JokerMachine.com

Wild 1 4.5” Chubby Risers #W0526 Chubby, $125.95 714/536-5869 Wild1Inc.com Joker Machine Sportster Steering Stem Nut #10-011B, $46.95

Motorious Speed Shop 908 San Mateo Ave. San Bruno, CA 94066 650/952-1129 Instagram@MotoriousSpeedShop MSSParts.com

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Article And Photos By: Adam Thompson

he AMCA southern national (swap) meet was held at the Denton farm park in Denton, North Carolina October 16/17th. The meet had been rescheduled from May due to the you-know- what19. It seems that a lot of folks in the motorcycle world were chomping at the bit for ANY excuse to get outside and enjoy LIFE. I called ahead and got info about setting up as a vendor and decided that I needed to have a little adventure. I had the weekend free and had a bunch of leftover parts I wanted to be rid of. I pointed my overloaded E250 van South (300K+ on the odometer!) and made the trek from Virginia to North Carolina. W h e r e motorcycles are concerned, I am a Newbie, in the best/worst sense of the word. I know enough not to appear to be

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completely dumb; but at times I can be just ignorant enough to be dangerous. I have wanted to build a bike for many years, but other diversions absorbed

my attentions until recently. I am the quintessential JohnnyCome-Lately. Most of the parts I took to the meet were castoffs

from the two bikes I am currently attempting to build. ZERO experience isn’t going to stop me now. I can’t believe I found a place that I can take pieces of my projects, to trade for the start of a n o t h e r ! Somehow, I think there are a lot of you readers that can identify. I decided to camp out with my crap for the weekend and see what would h a p p e n . And am I happy I did. EVERYONE I encountered seemed to be elated to just get some social interaction with likem i n d e d devotees of all things Two Wheels. The Denton Farm Park is a fantastic outdoor facility, and the staff was friendly to the point of being suspect. I have been to a few different “biker”

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events over the years; this was a different animal entirely. First there wasn’t 1,500 different booths selling cheap touristy dream catcher-esque baubles to the seas of wannabes. There were no attitudes, and no posturing. The people that attended this event were there because they were serious motorcycle fanatics. They came to buy and sell bike parts; a LOT of bike parts, not sunglasses and tee shirts. A few times, I snuck away from my own setup to stroll around. The word “Overwhelmed” is an understatement of the emotion I experienced. There were acres upon acres of PARTS. Can you imagine a sea of Knuckleheads??? It was there. ‘Wanna’ see a bike built in 1934? There were two, just over there. Need a Servicar tranny?? Watch your step, jackass. I even spotted Billy and Erin Lane, who had set up a merch and parts booth. Between their sales and their three daughters, they seemed to have their hands full. Another thing that made me chuckle was the dude I dubbed “The Mayor’. He was having the time of his life and had brisk sales of his Mason jars, which according to his sign, were filled with “HAND AND MOUTH SANITIZER”! The hottest action took place almost exclusively between the vendors during setup and the 1st day of the event. Saturday was mostly attended by John Q. Public. I had some decent sales, and I had fun asking people to make offers, only to sell them something ten bucks cheaper. People dug it; I moved a bunch of stuff, picked up a couple of gems, and made some new friends. I fully intend to go back next year. It was just too good a time! (Check back with me later about the duo of newbie bikes I am struggling with... they are looking pretty good, so far. I am 51, never built a bike before...or even ridden one! This is a personal odyssey of epic proportions, not just midlife crisis. Or at least that is the lie I am telling myself)

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ike many, Brock Bridges started riding dirt bikes when he was young at around 8 years old. Bridges inherited his love for two wheels from his Grandfather and his Dad. At an early age, Brock learned about Hot Rods, fabrication, and motorcycles. Brock told me that his entire family was into drag racing and hot rods. He actually started out with a love for those cars. He fondly recalls working on them with his Dad in their twocar garage at home. At just twelve years old, he learned to weld in that home shop. He quickly realized that motorcycles were smaller and took up less room in the shop, so

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he built his first street bike, an old BSA, at the age of 16. He modified the frame by building the entire back half, made new sheet metal, and painted the bike himself. Within the next year or so, he was building his first Harley, and he was definitely hooked. Of course, Brock is now a Union Ironworker and builds bikes on the side. ridges said he always loved the 70s style Chopper and knew he needed to build one. After building several smaller bobber and lane splitter style bikes, he decided it was time to tackle his dream and push his limits. The first pieces of the puzzle were

Article And Photos By: Missi Shoemaker

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the handmade wheels. Brock said that this was the most challenging part of the build. He had to hand-build a jig and be careful to be sure the wheels were true. The rest of the bike was formed around the wheels, with a vision that Brock had in his head. As he was building the

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frame to hold the beautiful 1977 Shovelhead engine, he knew right away there would be a gap at the front and immediately knew how he would fill it with the exhaust. The exhaust is one of the most beautiful features of the bike. It was definitely one of the first things I noticed. Brock

knew he had to make sure that the exhaust flowed perfectly with the 55-degree raked and 9 inches stretched frame and did a spectacular job executing it. Bridges did everything on the bike, the fabrication, the leatherwork, the engine, and the paint. The only thing he sent out was the chrome. He hand-built the bars, hand and foot controls, headlight, taillight, fuel and oil tanks, and the rear fender. And the best part… yes, it is rideable! The first time I saw the bike sitting in the Horse Barn at the BC Moto Invitational in Tennessee, it stopped me in my tracks! And man did it turn heads as he was riding it around the campground at Loretta Lynn’s Ranch during the 2019 TMMR. The name, yeah, was named Crotch Rot, but not for reasons you’d ever guess… it was a play on the term “Crotch Rocket” since it is completely opposite of that type of bike! Brock literally thought of everything! And of course, I asked how he came up with that crazy custom color, “Crotch Rot Green” his response was… “It’s considered bad ju-ju to paint a race car or a motorcycle green, so I knew right off the bat I wanted a nasty-looking green, plus it fits with the name.” Not only is Brock a talented

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CROTCH ROT TECH SHEET Owner: Brock Bridges City/State: Nilwood, Il Builder: Brock Bridges Year: 1977 Model: POS Value: Priceless Time: Too Much Engine Year: 1977 Model: Shovelhead Builder: Brock Bridges Ignition: Morris Displacement: 1200 Pistons: Harely-Davidson Heads: Harely-Davidson Carb: Harely-Davidson Cam: Harely-Davidson Air Cleaner: Sucks Exhaust: Brock Bridges Primary: Brock Bridges Transmission Year: 1970 Make: Harely-Davidson Shifting: Jockey Frame Year: 2019 Model: Brock Bridges Rake: 55 Degrees Stretch: 9 Forks Builder:Brock Bridges Type: Springer Triple Trees: Extension: 30” Wheels Front Wheel: Brock Bridges Size: 21” Tire: Firestone Front Brake: Sucks Rear Wheel: Brock Bridges Size: 18” Tire: Firestone Rear Brake: Willwood Paint Painter: Brock Bridges Color: Crotch Rot Green Type: In House Graphics: Brock Bridges Chroming: STL Accessories Bars: Brock Bridges Risers: N/A Hand Controls: Brock Bridges Foot Controls: Brock Bridges Gas Tank(S):Brock Bridges Oil Tank: Brock Bridges Front Fender: Sucks Rear Fender: Brock Bridges Seat: Brock Bridges Headlight: Brock Bridges Tail Light: Brock Bridges Speedo: Sucks Photographer: Missi Shoemaker

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builder, but spending time with him, his fiance’ and his friends at TMMR, it was clear that he is also a great guy. I personally am looking forward to seeing what else he brings to the table in the coming years. You can follow Brock and his builds on Instagram @madfab514

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his is a new series we will be doing trout the year in conjunction with the folks at Dennis Kirk titled “Unsung - Dennis Kirk Salutes The Garage Builders.” While there have been many articles in this very magazine about the creations of garage builders, few details about their lives make it into those stories, the history of the men and women who can’t leave well enough alone and what it takes to join the ranks of America’s Garage Builders. Each of these articles will also include a full-length video interview with the subject. You can find the interview at https:// youtu.be/luYx5jiPj4U, and I invite you to hear his story in his own words. The following is my interpretation of our afternoon together celebrating the spirit of Hand Made Motorcycles. I’ve known Ed, or should I say Mr. Fish, for quite some time now. Neither my wife nor I can bring ourselves to call him by his first name, not because he is our elder in years but because we have been the benefactor of his knowledge. Of course, for me, that has been mostly in the way of machine and fabrication skills, but for both of us, Mr. Fish has shown us better living through the things you do. Ed started off life as a kid who just didn’t like sports or what most of his friends were doing at a young age until one of them let him ride a homemade scooter. Being in the fifties, there wasn’t such an animal as a minibike yet; these kids were inventing what would hold fast as a sub-culture to this very day. Being from South Western

Pennsylvania, Ed Fish grew up in a culture of hard-working blue-collar folks with that can-do attitude, a feature that would be reinforced in him at a young age. Early on in school, only 9th grade, in fact, Ed found himself in shop class where they had a welder that even the teacher didn’t know how to use. Ed

already knew from the things he had been tinkering with that if you could weld, you could do anything, so when the teacher threw him the book, Ed went straight to work on learning the skill. Ed tried college for about one semester but quickly decided that he didn’t like it and never felt like he fit in. By trade, he became a machinist/tool and die, maker. Starting on that path in 1966, he went to work at ALCOA in New Kensington, PA. Eventually, he received his journeymen’s papers from them. This was the first plant to make aluminum in the world

and was called Works 1. Of the many stories you’ll hear about the steel industry in Pittsburgh, ALCOA had a significant impact on the industrial revolution with an ally that Andrew Carnegie himself advised not to waste time on. ALCOA was right across the river from another great Pittsburg icon, PPG. With Allegheny Ludlum right up the road from them both, the Allegheny Valley became a hotbed of factory workers and row house full of their families. If you had a job in one of those three plants, you did well. Most area people were able to drive nice cars and bikes thanks to those jobs with little to no previous education. When the ALCOA plant locked the doors in 1971, it was a tough blow to the community. In his free time, Mr. Fish loved to race motorcycles. This part of the country is known for two of the most legendary cross-country races; The Fireball and the Blackwater 100. These were early versions of what would eventually become the AMA’s GNCC races. In the day, they were referred to as “Hundred Milers” and ate motorcycles like handfuls of popcorn. He got a Class C license racing flat track, road racing, and competing in some of the first cross-country races. He started in ’67 in the Western PA Scramble Assoc. After a few years of that, Ed became quite a flat track racer and competed all over the mid-west through the mid-1970s. He said it was without much success, but his stories tell of a life lived to the fullest. For a while, he raced with the Springsteen Brothers, who were both great racers.

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Of course, many of you will remember the legendary Jay, but Ed also raced against his brother Ken and said that he was equally good in the day. At the ripe old age of 28, Ed started to feel the strain of racing because most of the guys next to him were only 18 + and Mr. Fish commented that it doesn’t sound like that big of a difference but that many years on the race track makes a pretty big impact. Ed road raced in Daytona, Road Atlanta, and the Poconos before hanging it up, but his true love was always flat track racing. During his time running around the country racing motorcycles, Fish would meet another important figure from motorcycling that got his start in Pittsburgh, Eric Buell. It was sometime between 1974 and 1976 when the two decided to start a company in Ed’s mother’s basement called Pittsburgh Performance Products. Eric’s dad was a patent lawyer who had a client that developed AL Clad, which was aluminum with a thin cutter layer of stainless steel. This revolutionized cookware with the Al Clad brand of pots and pans, but Eric saw road racing brake rotors in this new invention. Together, Ed and Eric made disc brakes for racers who were obsessed with shedding weight. The product never quite took off, but it was an exciting time for them both. Eric and Ed were quite different personalities: Eric was haphazard and driven, and Ed was methodical and somewhat fussy. Being a machinist, he had a methodical way about him. Of course, Eric was fast as hell on the track. Ed said he almost rode too hard; he either crashed or won, but apparently, his pre-race condition was spent going just as hard at life, and chaos followed him all the day they knew each other. Once on a trip to Daytona, Ed had his bikes washed, polished, and ready to go while Eric shoveled his stuff into the truck and was ready to put the bike together on the trip down. Most people don’t know that Harley had bought an Italian company that sold a road racer RR250. They had an Italian rider and also had Eric Buell ride one for the factory team. At one point, Eric decided he was fed up. He dropped everything, went back to college to finish his degree, and got a job with Harley, and the rest is history. Ed went out on his own and fulfilled his dream to own his own machine shop. He added buildings onto the family property, where he operated his shop for the next 47 years. At one time, he was able to employ 11 workers and made everything from farm equipment to parts for the railroad industry. He retired from the shop at the age of 72 and now spends his days restoring old Triumphs and taking the occasional odd job for machining. Ed did a lot of motorcycle machine work, and in the 1960s and 1970s,

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he met a lot of people that had their own small shops and were turning out great stuff. Ed actually wonders why the younger people today aren’t doing more of this like his generation did. He tells them not to start with an expensive top-shelf custom bike or car but to start small. There is a way you can afford it if you are willing to put the work in. He has only ever owned one new bike; the rest have been projects, including the Purple Yaffe style chopper in the photo. That bike was built with the help of his dear late friend Albert Moore; many will recognize that name from his days running “Albert’s Chrome,” which served the motorcycle industry for decades. Ed loves old Ironhead Sportsters done in a 1960’s style, but nothing does it for him like old Triumphs, especially the Triumph Cub. This 200cc trail model Triumph came along after the English company got news back from America in the late 50’s that they needed a better little bike than their current Terrier 155. Somewhere around the sixties, they came out with the Cub, and it took hold with the young crowd because it was light, fast, and cheap. Ed does these restorations today, one part a time with painstaking attention to detail. Because of the care he shows to the process, his builds are better than fresh off the floor when he is finished with them. No matter how big his machine shop ever got, Ed always kept his own little shop away from the work to do his projects. He says that this would save his employees his frustration by not being able to find

things and being upset that someone might have moved his tools, but any true garage builder will understand what it’s like to have sanctuary in your shop, even if it’s smaller than the one you work in day in and day out. We talked for some time about the garage culture that was such a big part of the area Ed lived in growing up and how so many guys back then did it out of necessity. There just weren’t big paint shops or performance shops like there are today, and a young man’s economy is quite a different thing as well. Many of Ed’s contemporaries did a lot of the work themselves. Small garages all over the area would be abuzz with sanders and

welders, spraying paint and tuning carbs to get ready to cruise out and show off their creations to the world. The guys never cared about what was new or old; it was about what was cool and what you could do with it—even today. Ed doesn’t need or want the “new” big stuff…but he will race you to pick up that dusty old box of parts that he can use to build with. He gets a personal sense of pride and satisfaction from building something out of nothing, and probably always will.

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1. Longer Tail On The Fuel Tank. 2. Missing Throttle Cable. 3. Color Of Fuel Line. 4. Extra Oil Line At Tank. 5. Rear Rocker Bolts Are Different. 6. Extra Oil Line At Base Of Cylinders. 7. Different Front Exhaust Pipe. 8. See Threw Air Cleaner. 9. Upside Down Brake Line At Master Cylinder. 10. Extra Case Bolt On Bottom Of The Engine Case.

FIND TEN DIFFERENT THINGS CROTCH ROT NO THERE ISN’T ANY REAL PRIZE, JUST SOMETHING TO DO WHILE YOU’RE IN THE CAN.

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Article And Photos By: Chris Callen

he name Anthony Keeling is not unfamiliar to anyone who has been into custom motorcycles for the past two decades. As a custom frame builder, he began building frames in 1999. For a good spell, he was the head of R&D at Daytec up until 2005. Under his own company, Chassis Design, he worked for some of the great names, including Arlen Ness, Indian Larry, and Bill Dodge, just to name a few. While we were at Wheels of Steel in December, we ran into Anthony sitting at a booth with the name Tinworks on it and a killer little Yamaha bobber right beside it. It turns out that as the years went on and Anthony’s business grew, he had international appeal and ended up having quite a large company on his hands, employing as many as 15 workers to get the jobs out. He mentioned that he actually sells more products

in Japan now than he does in the US, which makes sense when you pick up a copy of Vibes and see how that scene has exploded. Being a hands-on business owner, he would spend a lot of time visiting the companies he did business with, wherever they may be. During his account visits, he would check out the local scenery. On one of those trips, he found himself in Sydney, where he fell in love with the culture and wound up a full-time resident. Around 2017 he ended up selling the Chassis Design Company in favor of a smaller business model that would give him a little more room to breathe. While the scene in Australia was great, the politics of manufacturing frames is much tougher there as they hold the TUV standards that Europe does. Back to the US, he went where he set up his new endeavor, Tinworks in Tampa’s surrounding area. Exactly one year ago, in February,

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he set up shop and went to work. It turns out that he still does much of the work that he was doing as Chassis Design, just at a more manageable pace. When it comes to the bike you see pictured here, you might wonder how a cat that made his way doing some of the most notable custom big twin frames would end up building a little Yamaha bobber, as did I. Well, it turns out the answer was twofold; one part being the location in Sydney. The bike is named for the Suburb he lived in, The Brookvale Bobber, and it’s a lot tighter there, small streets with tight turns. Anthony wanted to build a quick and nimble little bike that

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could book through town and get in and out fast. Also, in Australia, they have a cc limit in the licensing process. When you get a permit, you can’t have anything larger than a 400cc, and it goes up from there in stages. So, as you can guess, there are a ton of these little bikes there. The other part is simply that he had never built anything like it before, so it became a challenge. When you start a build like this, you quickly realize how many parts are not available from retail outlets. That fact made this build take twice as long as a normal build and had Anthony handmaking many parts that he would typically just grab here and there. It started with a motor and a stock frame; in its previous life, it was an SR 250, sort of an ugly little commuter bike. Of course, he hardtail it immediately, but that would end up being one of the easiest parts of the build. The motor was punched out from a 250 to a full 400ccs. Beyond that became the obsession with nice details that only come from handcrafting. He made foot controls, the stainless steel pipes, the electric box, and the modified sporty tank. Even the fuel cell that hangs on the side is one of his creations. It’s a ½-gallon emergency fuel bottle that he sells at Tinworks. Topping it all off is the incredible paintwork by Stephan at Adler Moto Design.

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BROOKVALE BOBBER TECH SHEET Owner: Anthony Keeling City/State: Tamp, Fl Builder: Tinworks Inc. Year: 1981 Model:SR250 Value: $8000 Time: 40 Hours Engine: Year: 1981 Model: Yamaha SR250 Model: Yamaha Ignition: Yamaha Displacement: 400cc Pistons: Wiseco Heads: Yamaha Carb: Mikuni Cam: Yamaha Air cleaner: K&N Exhaust: Tinworks Inc. Primary: Unknown transmission: Yamaha Year: 1981 Make: Unkown Shifting: 5 Speed Frame: Year: 1981Yamaha Model: Tinworks Hardtail Rake: 34° Forks: Builder: Stock Type: Stock Triple Trees: Stock Extensions:Top Line Tubes Wheels Front Wheel: Stock SIze: 18” front tire: Metzeler Front Brake: Stock Drum Rear Wheel: 16” Rear tire: Metzeler Rear Brake: Stock Drum Paint painter:Adler Moto Design Color: Gray & Black graphics: Wayne Wreck Chrome: Unknown Accessories Bars: Tinworks Inc. Risers: Tinworks Inc. Hand Controls: Speed Dealer Foot Controls: Speed Dealer Gas Tank: Sporty Peanut Tank Oiltank: Tinworks Inc. front Fender: None Rear Fender: RWD Seat: HardLuck Designs headLight: Drag Specialties TailLight: Warbird Speedo: None Photographer: Chris Callen

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As everyone knows, the past year has been a wash, and for Anthony, that has been bittersweet. At the same time that he was launching his new company and had finished this great build, the world shut down, and it hadn’t really been anywhere. He had it at Daytona last year just before the shit hit the

fan. Other than that and some rides around Tampa it has been waiting for a proper introduction to the world once it opens back up. Hopefully, that is this year, and you will get to see him and the Brookvale Bobber out at a show, it’s a fantastic bike.

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Article By: Charlie Weisel

he mercury sat at 19 degrees; a long ways from optimum. Kayla was giving me that look that says, you are insane. A look I am not overly surprised by anymore. Smoothly blended into that look of bewilderment, however, was a calm and collected, ‘you’ve been through worse’, aura that set me at ease. It was just the confidence injection I needed. It was a last minute, ill planned and haphazard plan that was suddenly coming together on this frigid Saturday morning. Just the night before, while I nestled deep into the embrace of my couch soaking in the warmth of a blood orange fire roaring in its rightful place, I proposed the idea of getting my chopper to Wichita, Kansas for a long overdue engine rebuild that very next morning. My parts from S&S Cycle were on their way. Dustin at Werners House of Horsepower was ready to do the work, which meant that the only step left was to actually deliver the motorcycle to the shop. I quickly searched for one way plane tickets from Wichita back to Denver so that I

could return that Sunday and not miss a day of work. They were surprisingly inexpensive, so I booked a flight with no further thought about locking myself into this harebrained idea. I hadn’t even bothered to check the weather forecast. As soon as the ticket was purchased I went to work laying out my gear so that in the morning I could make quick work of getting out the door

and embarking on the 550 mile ride through weather that was unknown and unpredictable. But if one thing were for sure, it would be cold and it would be windy. It’s Kansas. With the wheels now in motion, I stared deep into the horizon as I sailed along Interstate 70. I was

East of Limon and a few hours into the day with the temperatures still in the 20’s. A wall of grey lie ahead. It wasn’t just grey clouds in the distance, but a low slung veil of grey that seemingly kissed the road. I knew I would soon penetrate this veil to find true winter. As the cloud and mist embraced me everything went dark, yet simultaneously glistened with a thick layer of luminescent ice. It was like diamond dust was sprinkled on the world. The clashing of environmental moods created an experience that felt almost o t h e r w o r l d l y. The darkness from above fought to sour your optimism while the incandescent b l a n k e t draped on the landscape below fought to lift your spirits high. This left me in the middle, stuck between two opposing worlds, hoping neither would collide. The diamond dust did pose a certain risk however, one that had me occasionally stopping to put boot to pavement in an attempt to assess the risk of careening out of control. At that time it all seemed to be well and good, so

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pressing on seemed to be the only viable option. In situations like this, sneaking a peek at your front tire to see if it is wet is not always a sure fire tell if the road is wet. It could very well be frozen, hence the dry tire. I continued through this bipolar weather pattern for another 150 miles, give or take, until finally the blanket of white subsided and the expected brown and beige colors of a dormant prairie returned. My nerves calmed a bit as I watched the shiny glaze on the interstate fade away and return to a welcoming flat tone. Aside from the persistent dark layer of clouds and temperatures still resistant to break into the 30’s, the ride itself was becoming increasingly pleasant. I had acclimated, as well as one can, to the frigid temperatures. This was a strict ride, gas, coffee, repeat rhythm, and found myself systematically clicking off the miles. My concerns about being forced off the road due to weather had faded and I was comfortably in my element. Inclement conditions are where I thrive. This was all before I began my approach into the Interstate town of Russell, Kansas h, approximately 400 miles into my day. I spotted a single droplet of water slowly working its way across my visor. Picture a close up of a single movie tear during an overly dramatic sad scene of a low budget Hallmark movie. It was like that, and conjured similar emotions. Where hath this droplet come from, I said to myself in a Shakespearean accent, and shalt there be more? Yes, there shalt be more. There shalt be many more. Not so much droplets though, but a fog attempting to churn itself into a snow cone. This was just fantastic, I thought to myself, just great! I get this far, 150 miles from my destination and now I have to deal with this! To say it was cold and damp would do these conditions a colossal disservice. I found myself in the worst case

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scenario. Temperatures were consistently hovering around a not so balmy 30 degrees, the outside of my visor consistently glazed over with a layer of ice, the inside of my visor fogged constantly and everything

else grew increasingly damp. I had no choice but to just drop the hammer and punch through the other side! That’s exactly what I did. I got into a steady rhythm of scraping ice from the outside of my visor,

defogging the inside by cracking it open momentarily, warming my face for a moment with the visor closed, then repeating. Scrape, lift, close. Meanwhile, the needle hovered between 85-90 mph. I was in a- don’t think- just go mode. And go I did. I kept going, avoided thinking too much, until I clawed my way out of the frozen soup and found myself whisked into a dry 40 degree ecosystem. After what I had just been through, it was like being in Florida on a warm sunny day. 40 degrees had never felt so good. With the worst of Mother Nature behind me I leaned myself to the right, glided onto the interchange at Salina and started the 90 mile stretch South, along I-35, to the Air Capital of the World, Wichita, Kansas. Now racing the sunset and battling a stiff headwind, I blazed my way to my final destination, Werners House of Horsepower, arriving thoroughly knackered. Dustin had been waiting for me at his shop. He had been kind enough to stick around and wait for my arrival. Between his excellent motor skills and the always reliable S&S parts that will be used throughout, I have no doubt that this brisk winter crossing of the Great Plains will prove to worth every frozen mile. Besides, what a great excuse to go out and push the boundaries of choppering once again! Now, there is a part where I failed epically. I neglected to take a single photograph other than one mediocre shot of the back of Dustins shop...guess you’ll just have to look at pictures of past frozen snot rides. Don’t forget to follow me on Instagram @ travelingchopper to keep current.

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Article By: Tyler Porterl Photos By: Heather Hurst

ith a bike like this carrying a name like Elsa built by a guy like Jake, you’ve got to know that something is afoot. Is it the icy blue color? Maybe it’s a tribute to a lost relative? No, Jake came up with the name because just like the Disney movie “Frozen,” Jake “Let it go.” That’s right, shortly after this feature was shot, Jake sold

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this bike to its new owner where it can still pound the streets around Nashville, Tennessee with pride. That’s not to say that Jake didn’t like his creation, far from it. Jake tells me that this may be his favorite build of all time, even though it went from a Facebook marketplace find to the finished product you see here in a scant 3 months. Jake isn’t a professional builder,

though you couldn’t tell by quality oozing from every detail of this bike. The quick timeline of this build was fueled by the 2020 Corona Virus pandemic’s effects, as I’m sure a lot of future features in this magazine will be. Jake is employed by KST Kustoms, a fast-growing aftermarket handlebar supplier in the V-Twin industry. When he’s not on the production floor in Bremen, Georgia, he’s on the

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road going to nearly 20 rallies a year across the US installing handlebars while you wait. With so many rallies being canceled this year, Jake had the rare opportunity to really dig into this project and get it turned around quickly, finishing this build just before the 80th Sturgis Rally. You may have even seen him hitting the Sturgis streets on this bike during some rare downtime between installs. Jake had a very methodical approach to this build. Simple. Clean. Quick. In the simple and clean departments, the thing that strikes first is that Seaside Blue paint laid down by Paul Barber. The next is going to be the chrome, but that’s where the deception lies. Aside from a few parts like the wheels, you’re not looking at chrome at all. KST Kustoms uses polished stainless steel for their chrome appearing handlebars. Jake is one of the best operators of their polishing equipment. The aluminum fork lowers, stainless bars, faux oil tank, sissy bar, triple clamps, and engine covers? Yes, all polished. Quick? While nobody is getting whiplash from an XS650 power plant, the term quick references more to the speed of the project. The motor was in pretty good shape. A quick top end

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rebuild, dual Mikuni carbs, an electronic ignition, and custom velocity stacks were all Jake needed to bring the Japanese power plant back into the land of the living. Carburetion and exhaust duties are carried out by a Speed Moto Company air cleaner and a simple set up from Pandemonium, which exits to the left side, bucking tradition a little bit. The stance of Elsa lies in the +4” stretched TC Bros. hardtail and +6” fork tubes. Jake also sourced the hand and foot controls and headlight from TC Brothers as well. The bike is

kept lean upfront by using super skinny triple trees from Twinside Cycles. The fuel tank, seat, rear fender, and tail light are all from Lowbrow Customs and polish off that lean and mean look from tip to tail. As for the ride, you can see that it’s a foot clutch and jockey

shift, keeping things as “old school chopper” as possible. Of course, the bike retains its factory kick start only nature, which greatly reduces any electrical requirements on the bike. Jake fabbed up his own electrical box, which masquerades as an oil tank that houses the minimal wiring,

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ELSA TECH SHEET Owner: Jake Schock City/State: Temple, GA Builder: Jake Schock Year: 1981 Model: XS650 Value: What Someone Will Pay Time: 3 Months ENGINE Year: 1981 Model: XS650 Builder: Jake Schock Ignition: Mike’s XS Displacement: 650cc Pistons: Wiseco Heads: Stock Carb: Mikuni VM34 Cam: Stock Air Cleaner: Speed Moto Company Exhaust: Pandemonium Primary: N/A TRANSMISSION Year: 1981 Make: Yamaha Shifting: Jockey FRAME Year: 1981 Model: Stock Rake: Stock Stretch: +4” Forks: Stock Builder: Jake Schock Type: Hydraulic Triple Trees: Twinside Cycles Extension: +6” WHEELS Front Wheel: Moto Iron Size: 21” Tire: Shinko Front Brake: None Rear Wheel: Moto Iron Size: 18” Tire: Shinko Rear Brake: Stock Yamaha Drum PAINT Painter: Paul Barber Color: Seaside Blue Type: Pearl Metallic Graphics: N/A Chroming: Elbow Grease on Stainless ACCESSORIES Bars: KST Kustoms Risers: N/A Hand Controls: TC Bros. Foot Controls: TC Bros. Gas Tank(s): Lowbrow Customs Oil Tank: “Electrical Box” Jake Schock Front fender: None Rear Fender: Lowbrow Customs Seat: Lowbrow Customs Headlight: TC Bros. Tail light: Lowbrow Customs Speedo: None Photographer: Heather Hurst

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battery, and switches. Jake chose a classic 21” front and 18” rear wheels from Moto Iron, wrapped in vintage-inspired Shinko rubber. There’s really nothing on this build that doesn’t scream “classic chopper.” So, why get rid of such a quickly built, clean, and effective chopper? Because Jake is a man of many

projects. He’s already sourced an Ironhead Sportster with the proceeds from the sale of Elsa, and from the parts I’ve seen him collecting over the last month, that’s going to be yet another show-stopping build. Maybe with the Ironhead, he won’t be able to Let It Go.

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ello once again dear friends. Well, here we are at the beginning of another riding season depending on where you are in the country. Last, I heard that Phil had reared his head and well you know what that means. Here in Texas, it’s a lil warmer but for the first time in fifteen years we actually had a real snow fall. Now, not like the kind some folks are used to out East but a substantial fall that even stuck. I mean what a strange site to see actual snowmen being built by kids, especially when just a few days earlier it was 75 and clear. Once again here in Texas “If ya don’t like the weather, stick around 5 minutes, it’ll change.” As I write this, it’s thirty days until Daytona Bike Week 2021. From what I gather, the masses are ready to throw down and get back to some riding and hell raisin’. I’ve been slammed at the shop with not only finishing the High Seas Rally build but a few other projects. I’m starting my first long bike with a Sugar Bear front end for my buddy Fast Freddy. His goal is to have it done for Sturgis to go into Sugar Bears Ranch. I’m also working on my first FXR. Yep, you read that

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Article By: Xavier Muriel right. Now before you go screaming and yelling that I’ve gone to the dark side I assure you that I have no intentions of imitating all the other FXR’s that are out there. Don’t get me wrong, they all have their place. Most of those cats are performance based, wheelie riding, shredders and that’s dope for them but I’m not that guy. I am and will always be a chopper guy. I just wanted to try my hand at doing something a little different to an FXR frame. So, we’ll see what the chopper Gods inspire me with. Now, back

to the HSR build, you’d think that it would be done by now. As most of you know, when the cruise for 2020 was rescheduled due to the pandemic it allowed me to have some more time to rethink some things. Well, in true X form I rethunk a whole mess of things which led me to trying and creating some really cool and I feel distinct pieces for the bike. Part that I don’t feel would have come to mind if it would have been on track for the 2020 cruise date. With that being said, those new do-dads pushed back the ability to move into final assembly and now it’s crunch time. Back in August, I was thinking “Ah yeah this is going to be a piece of cake.’’ Well, here we are thirty days till it has to be in the High Seas Rally Van headed to Bike Week. Hey, who doesn’t like a challenge? Speaking of the van, I ordered an internal swivel ramp from Fleet International. It’s got to be one of the coolest things I’ve seen in a long time for loading and unloading bikes. If you’re not hip to this set up check them out at www.nationalfleet.com. They have all kinds of different ramps to fit different vans and sprinters. Basically, it makes loading and unloading your bike a one man or woman gig with no

chance of error unless you do something to cause it. The fabulous part of the set-up is that once it’s installed it takes less than 7’’, and also swivels out to give access to the rear of the van. All in all, it is quite bad ass if I do say so myself. I will be taking the Van as well as the High Seas Rally 2021 Build to every possible event this year starting with Daytona Bike Week all the way up to jumping on the cruise in October. If you’re not familiar with the High Seas Rally Cruise, then I suggest that you visit www. highseasrally.com for more info. It is a great cruise benefitting a great cause, the High Seas Rally Dialysis Fund. Stay tuned in the coming issues for more pics and more rallies that I’ll be at. Hope to see you at an event near you! As always be kind to one another and yourself. God Bless X.

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ifty-Eight-year-old B.A. Ballard of Haslett, Michigan has been riding motorcycles since he was ten years old. As a kid, he figured it was just something that the guys did, “make things and ride motorcycles.” So, at 16, despite being the only rider in his family, he got his motorcycle endorsement and hasn’t stopped riding since. His first Enduro bike back then was a 1973 Kawasaki 100cc, and his first road bike was a 1978 Honda 750K that he bought back in 1980 and still has today. In ‘96, he bought a brand-new Harley Ultra, and over 100,000 miles later is still riding it around town. He loves that bike so much that he actually bought a 2018 in the exact same color!

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Now for the good stuff. This beautiful 1919 Excelsior is actually this retired machine shop owner’s first major bike build despite spending 40 years building and restoring cars, not counting the minibikes he fixed up as a kid. It all started when he was looking for an antique bike to restore and ride in the Motorcycle Cannonball. This stunning bike was finished in his new 2000 sqft shop attached to his home. When the project started, he was working in a 10,000 sqft commercial shop for 30 years but knew it was time for a change. He found this bike as nothing more than a roller with screwdrivers being used as axles. It was missing so many parts that he immediately decided to switch gears from restoring and building a full custom

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EXCELSIOR TECH SHEET Owner: B.A. Ballard City/State: Eaton Rapids, Michigan Builder: B.A. Ballard Year: 1919 Model: ENGINE Year: 1919 Model: Excelsior 45 Degree Twin Builder: B.A. Ballard Ignition: Bosch ZEV Magneto/Manual Advance/Retard Displacement: 61CI Pistons: Original/Teflon Coated Heads: Original One Pc. Casting. Intake over Exhaust (I.O.E.) Carb: Schebler Cam: Original Excelsior Air Cleaner: None Exhaust: Custom Primary: Chain Drive/Foot 5 Disc Dry Clutch TRANSMISSION Year: 1919 Make: Excelsior Shifting: 3 Speed Hand Shift FRAME Year: 1919 Model: Excelsior Rake: Stock Stretch: Stock Forks: Stock Excelsior Builder: Type: Military Braced Non-caged Head Bearings. Triple Trees: Custom Top Triple WHEELS Front Wheel: Stock Steel Clincher/ Stainless Spokes Size: 28” Tire: Coker Button Tread Clincher Front Brake: None Rear Wheel: Stock Steel Clincher/ Stainless Spokes Size: 28” Tire: Coker Button Tread Clincher Rear Brake: Excelsior Exterior Band Foot Operated By Solid Linkage PAINT Painter: Karl Ludtke Color: WWII U.S. Army Greens Graphics: Vinyl Water Slide/Hand Striping Chroming: Industrial Nickel ACCESSORIES Bars: Custom Hand Bent Risers: Custom Machined Hand Controls: Internal Throttle cable Original Excelsior Solid Linkages Foot Controls: Solid Linkage To Rear Brake/Clutch Gas Tank(s): Custom Built Oil Tank: Original Oil tank / Tool Compartment Combination Front fender: Custom Hand Built Rear Fender: Custom Hand Built Seat: Leather Messenger Headlight: None Taillight: None Speedo: None Photographer: Owner

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restoration. The whole project started out with a 1919 Excelsior frame, forks, engine, transmission, clutch, oil tank, wheels, and a partial fuel tank. The rest of the parts came from either swap meets or were custom built in his shop. The pieces weren’t easy to find either. Most parts needed for a hundredyear-old motorcycle are either non-existent or very expensive, so a great deal of both time and money was put into this build, hunting down parts and designing those he couldn’t find. Over the several years it took to build and complete this bike, Ballard had help from two very kind gentlemen, one in Colorado and one in Pennsylvania, whom he met at swap meets. They shared their expertise in Excelsior motorcycles and helped by providing detailed information and even some spare parts. Don’t let the aesthetics fool you; the bike is also a rider and has been ridden several times since its completion. It’s a bit difficult to start thanks to the magneto and left side kick start, but once it’s up and running, it’s loud, proud and runs smoothly down the road. Ballard has even considered flat track racing it on the antique circuit, but it seems a little crazy to dirt race something he’s put so much blood, sweat, and tears into. But then again, “that’s what guys do.” Lastly, Ballard would like to give his brother Doug some special thanks for his CadCam skills and all of his ideas and input; he has been an enormous help with many projects over the years. Also, a special thanks to Gene Harper and Jerry Capa for sharing their knowledge and extra parts with him; he couldn’t have done it without them.

all Drug was finally behind us, and ole Gloria was chugging at 4,300 RPMs. It was the homestretch sprint to Sturgis, 2017. Her 95-inch Big Bore didn’t seem to mind the relentless headwind, but her 5-gallon tank suddenly felt like a peanut, and despite my repeated efforts, she still didn’t have a 6th gear. Like a lighthouse reassuring old sailors that the voyage was almost over, I saw the big Harley sign at Exit 55 and knew I was close. A half-gallon of gas passed that black and orange beacon, and we were rolling down Main Street, which was already bustling, a couple days early. This was the 77th annual Black Hills Rally, and close to 500,000 people were expected. In contrast, this was my first, and I knew but one of those half-million

biker pilgrims. Though I hoped that would change, the priority was to find a job, earn some money, and see if working rallies actually worked for me. After my obligatory cruise around Lazelle and Main, I called the one guy in town I knew, Scooter Tramp Scotty Kerekes. He’d been fueling his nomadic tendencies for decades by working at rallies and was the reason I was there in the first place. His promise of a free place to camp and the chance to earn some “green freedom” sounded perfect to this aspiring vagabond. After some small talk on the phone, I scribbled his directions onto Gloria’s chrome dash and headed west out of Sturgis. The short ride to the Black Hills National Forest snakes through some canyons and is a great place to sharpen floorboards and asphalt-polish exhaust

pipes. After nothing but straight interstate since Michigan, Gloria and I were both thrilled to be using the whole tire while carving those curves, chasing that elusive adrenaline dragon who lives on the edge of control. In my throttle-induced euphoria, we rolled right into historic Deadwood before realizing I missed the turn for Camp 5 Road. After a quick lap around those fabled cobblestone streets, Gloria and I retreated about 5 miles. We found that little green street sign at the corner of Black Hills National Forest. That unpaved turnoff is in the middle of a wide-open sweeper, so the mystery of how I missed it was no more. Nowadays, I’ve gone in and out of that potholed gravel hill at least 100 times but will admit to being slightly intimated when dropping-in for the first time. Once

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at the bottom, I found a rutted 2-track to the left, which lead to knee-high grass in an overgrown grove of trees. “This is it?” I thought, as wild fantasies of some Swiss Family Robinson utopia quickly vanished from my mind. After meeting some of the regulars, a truly motley crew of motorcycle misfits, I stomped a circle in the grass to lay my tent on and couldn’t help but laugh when I thought of my old dog doing the same thing before finally laying down. Despite the temptation to pull out my chair, crack a cowboy cold beer, and help my newfound neighbors kick whatever they were passing around, I got dressed and prepared to find an employer. Fully convinced that appearances mattered, even in this fringe of society, I unrolled a fresh pair of black jeans and tucked-in a clean grey t-shirt, which were both packed for this very reason. In my mind, there’d be a sea of dirty blue jeans and black t-shirts walking around, so I reasoned that this getup might give me a slight edge. My first stop was at one of the two places, The Buffalo Chip. Though it sounded very fitting, it was not a lengthy visit. They let me fill-out a very professional-looking application, but the woman in the window made it reasonably clear that I was late to the game and shouldn’t get my hopes up. On the way out, I stopped to pay my respects at their field of starspangled banners and for some pretty lousy pics of their giant “Chip” sign, which has become an annual tradition. From there, it was past sacred Bear Butte to the (then new) Full Throttle Saloon. As it happened, the first person I saw was the owner, Micheal Ballard, who I recognized from the once-popular reality show. He was kind enough to let me take a fanboy photo, then directed me

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to his wife, Angie, when I asked about a job. I worked my way over to the Pappy Hoel Campground, and I was asking for her there, with a confident, “Micheal sent me over,” she whizzed-up on a golf cart and let me make my case. We had a brief conversation, mostly about being a little late to the game, then she rejected my handshake and gave me a friendly hug

instead. I wasn’t mad. As I was leaving that work-in-progress construction zone of a compound, I saw an RV parked along the fence with a big AMSOIL canopy shading a makeshift shop, so I pulled over and dropped the kickstand. Unfortunately, this was a oneman show, and he didn’t need any help, but it wasn’t a total loss. Once he heard that I was making a bid at “life on the road”

and likely also heard the enthusiasm that only comes from rookies, he offered to sell me oil at cost and let me use his tools and shop. Today, after doing a thousand oil changes for another AMSOIL Dealer at rallies around the country since Biketoberfest of 2018, I cringe at how it took me 40 minutes to fumble through a routine service on my own bike! With no dice at either of these two mega-venues, it was back to Main Street to start soliciting smallscale vendors. My luck remained the same, and it became apparent that the Thursday before the big show was no time to be looking for work. To increase my odds of finding something, I took a stack of business cards and a promotional pen from one of the Law Tigers tents. I began leaving my contact info with all those who had no work to offer. I assumed that someone would get fired or quit by Monday or Tuesday, and some work was better than no work. An hour later, I enjoyed a giant turkey leg, which was generously offered by a married food vendor couple, instead of a job. My phone rang, and it was “Chicken Bob” from Laconia, the vendor who said he could use me in Sturgis, but then was impossible to get ahold of. He was happy that I was in town and still looking for work. That brief call concluded with him telling me to go find “Pizza Mike” at the Full Throttle Saloon and tell him who sent me.”Okay, good enough,” I said to myself. I headed back up SD-79, just past the city limits, and eventually found the couple who employed both of these lazily-nicknamed street-food artists. With a smile, and

a quick exaggeration of my minimal experience in food service (4 weeks in a pizza joint, 20 years prior, and that semester of Home Ec, in 9th grade), I had a job! Granted, it was quite a trip being excited about flipping burgers and dropping fries for $10 bucks an hour plus shared tips, after a decade in Real Estate, especially after the last 5 years that saw me selling 30-40 houses a year, but I was. Without much negotiating and some confidence gained from Scotty’s advice, I told them I wasn’t available during the day. We agreed that I’d work part-time, from 4pm through cleanup, which ended up being “only” 12 hours a day. We were inside the Iron Horse, right next to the stage, corralling one of the biggest parties in town. This, combined with a few secret beers every night, made for a pretty fun place to make some dough, and I saved a small fortune by not cracking my wallet for food once, through all 10 days. That little remedial job also gave me the gift of experiencing my first Insane Clown Posse concert, along with getting to meet Mr.1997 himself, Gavin Rossdale, of BUSH fame. My shift often had me getting “home” after 3am, but left my mornings free to burn at Camp. Afternoons were open to riding the Black Hills, experience the rally, and do all the daytime stuff that’s rare in the vendor world. With my schedule set, Gloria and I headed back to Camp and got busy doing nothing with the eclectic posse of Camp 5 dirtbags and drifters. Aside from Scotty, who had the opposite work schedule, there were a few others there

to earn instead of spending. One was Scorpio Drake, who was in his 4th or 5th year shilling for a big leather vendor while traveling the country on Satan, his MadMax-ified M109R, with biker pup, Titan. Cody Walker was doing the same but captained an old Yamaha Venture Royale, which resembled a Goldwing deeply entrenched in opioid addiction,

and was known to eject its luggage at will. Jersey Mike Rinaldi was in on “vacation” from his shop in North Carolina, turning wrenches for Randy’s Cycle Shack, on Lazelle (and just left Florida where he helped fix my bike. Again). Cycle Source contributor, and vagabond extraordinaire

Troy Bensinger, was camped-out next to Chlamydia, his bagged-out Sportster with more diamond plate than chrome. He spent his days behind the camera and computer, working on his craft. Rounding out the crew that have become friends outside of that annual reunion are Jimmy “Spaceman” Cox, a living and breathing Harley repair manual, and his wife, Rhonda. She has seen more country on her Softail than most guys in Sturgis! Civil War Veteran (I think) Mark “Jed” Mullens was in from Colorado, on his faithful FXR. Jed has since welcomed me into his home and has time and again proven a worthy ambassador of his state. Finally, Nomad Mike McHone, who, at 10 years my junior, may have been the youngest person in camp. Since then, he and I have traveled together for at least a few months, every year since, including a 2-month dualsport odyssey this past summer. He has become the closest thing to a real brother that I’ve ever had, though one misguided dude once thought he was my kid! I went to Sturgis in 2017, intent on making some money, curious to see if I actually liked working at rallies, and hopeful of making a friend or two. I went back for the 4th time this year, reported to a job I have loved since late 2018, made more money than I expected, and had more friends than I had time to see. Mission accomplished! @chipakid

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hris Brown may be the perfect example of where the motorcycle culture may be heading. Yes, we will talk about a killer bike, but guess what? This bike was actually not built by a bike builder, or was it? Let’s see... Chris and Brain Bucket Specialty Paint Shop are based in Newburgh, NY. I actually first

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met Chris through my buddy Evan Favaro of Speakeasy Motors. I needed to have my Memphis Shade fairing painted, and after seeing the paintwork on Chris’s Suzuki GS, 750 at the New York IMS show, I knew I couldn’t go wrong. As for Chris, let’s just say he will paint anything! Known for his killer paint skills that can be

seen on many bikes, including some work that has rolled out of Speakeasy, Chris has been slinging paint for over 15 years. At any given time, you can walk into the shop and find anything from a motorcycle to a Rat Rod and even a bar in need of a finished topcoat. A BOCES alumni, Brown worked his way through the ranks of BMW, it

Article And Photos By: Msrk Velzquez

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was only a matter of time until Chris took his skills and ventured off on his own. So why a Suzuki? Not that’s there is anything wrong with these rides. As a matter of fact, these were the track leaders back in the late ’70s. Most of his buddies were sporting CB 750’s, Chris being Chris, wanted to stand out. By the luck of Craigslist, Chris happened to run into a 1978 Suzuki GS 750 being sold by its original owner in its very stock and very well maintained condition. The owner was trying to convert the point system to electronic, and he thought he killed the coil and could never get the bike to run again. With that said, he surrendered the bike to Chris for $500. Knowing that he had a roadworthy Sportster, Chris took in the bike and figured it would be a great winter project. Brown began to research the coil issue and dropped in a new Dyna Tech. Believe it or not, after adjusting the timing it only took a couple of

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kicks, and the bike was purring like new! Nothing more was needed for this bike to roll, except, of course, for taking off the very stock extra large windshield. With the bike now running, what else would you do but tear it down? With no real direction in mind, Chris began to chop, weld, and paint. I guess dismantling a bike to the frame

is the only way to go. With the bike in pieces, the rebuild began. Putting all his skills to work, tricks he learned from buddies, and just being around bikes since he was eight years old, the process started. With only the frame, a killer clean black with silver metal flake paint was added. The tail section was extended and re-

fabricated. All the rear electronics were hidden in the tail or frame. The rear lights are hidden behind a resin inlay and can only be seen when the bike is on. Foot controls were taken from an ’04 GSXR and welded to the rear passenger brackets, which were moved to the front. Bars from Dime City Cycles were added. A custom handmade weathered leather seat was crafted, and 35mm Kayaba forks top off the design. Now the paint, I have seen bikes done by some of the best, so why would I be surprised that this would rival the best of the best. When you walk up to this bike, the mirror reflection is beyond perfect. The black

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SAUCY SUZI TECH SHEET Owner: Chris Brown City/State: Clintondale, Ny Fab. By: Chris Brown Year: 1978 Model: Suzuki GS750 Value: Lost Count Time: 1 Year Engine Year: 1978 Model: GS750 Builder: Chris Brown Ignition: Dyna Tech Displacement: 748cc/45.6 Cu In Pistons: Stock Heads: Stock Carb: Mikuni Vm26ss Cam: Stock Air Cleaner: K&N Exhaust: Vance & Hines Primary: Transmission Year: 1978 Make: Suzuki Shifting: Aint Easy Frame: Year: 1978 Make: Suzuki Rake: Stretch: Forks: 35mm Kayaba Type: Builder: Extension: Triple Trees: Wheels, Tires, Brakes Front Wheel: Gold Mag Size: 19” Front Tire: Bridgestone Battle Axe Front Brake: Single Piston Rear Wheel: Gold Mag Size: 18” Rear Tire: Bridgestone Battle Axe Rear Brake: Paint Painter: Chris Brown/Brain Bucket Paint Shop Color: Black And Silver Metal Flake Type: Hok, Tropical Glitz, Tamco Graphics: Thumb Print, Cross Hatch, Lace Molding: Chroming: Accessories Bars: Dime City Cycles Risers: Hand controls: Fuel Tanks: Stock Front Fender: Cut Up Stock Rear Fender: Custom Fiberglass Tail Seat: Custom Weathered Leather Foot Controls: 04 GSXR Mirror: EBay Special Oil Tank: Headlight: Daymaker Taillight: Hidden Resin Inlay Speedo: DCC Mini speedo Photographer: Mark Velasquez

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theme layered with graphics of a thumbprint – crosshatch lace gives you the impression of a mix of carbon fiber meets layered ice. I was speechless by the finish. In the end, what was once a haymaker in her day was given a new lease on life. This is a daily trouble-free rider. Nothing like a stock-built engine! Chris puts many miles on this bike and has told me it will never be for sale.

Hey, There are a couple of jewels in this report. One will save the planet and the other makes internal combustion engines kings once more. I’m not jiving. I’m not pulling your leg. This is a dream come true and it’s true, factual and scientifically proven. Hang On! Vance & Hines Announces Sponsorship Program for 2021 AFT Series Valued at Over $70,000 - Santa Fe Springs CA - Vance & Hines, one of the nation’s premier performance motorcycle accessory manufacturers, announced a full slate of contingency sponsorship payouts for the 2021 American Flat Track (AFT) racing season. The program includes payouts for the top five riders in each class for every event and a $5,000 bonus for each class champion. In total, the company is offering riders $73,650 in 2021. “Our company was born on a racetrack, so we know how hard it can be to fund a racing program. We’re happy to continue to partner with AFT to support all levels of riders in this great American racing series” said President of Vance & Hines Mike Kennedy. Vance & Hines produces the XG750R motorcycle for Harley-Davidson, which competes in the AFT Production Twins class. Race teams purchase the

bikes directly through the Vance & Hines Racing Development Center in Brownsburg, IN. The company’s 2021 AFT contingency sponsorship provides cash awards to the first through fifth finishers in AFT SuperTwins, AFT Production Twins and AFT Singles at each of the 17 races on the schedule. The payouts range from $500 for first place to $50 for fifth place, with $1150 available per class at each event. At the end of the season, Vance & Hines will offer a $5000 bonus to the number one finisher in each class. To qualify for the contingency payments, riders must run an eligible Vance & Hines exhaust system, a Vance & Hines decal on their race bike

and have a Vance & Hines patch on their racing leathers. Owner Of Famous Wheels Through Time Museum Passes - Dale Walksler has been fighting cancer for awhile, and now he’s gone. The guy

was one of the brightest, mechanical masterminds I ever met. He helped me and the 5-Ball racing team with several projects for Bonneville. I hope his son, Matt, will follow in his footsteps and keep the magnificent museum going. -Bandit S&S Cycle To Support Royal Enfield Build Train Race Programs - S&S Cycle will provide parts and support to BTR grassroots programs. Milwaukee, Wis - - Royal Enfield announced today its continued technical partnership with S&S Cycle into 2021, collaborating on projects including the BUILD TRAIN RACE (BTR) road racing and flat track programs. Royal Enfield and S&S Cycle established a relationship in developing the FT411 and Royal Enfield’s American Flat Track program in recent years. S&S Cycle also manufactures multiple aftermarket parts and accessories for Royal Enfield motorcycles. This year, S&S Cycle will create parts to assist with the BTR road racing program, including exhausts, footpegs and triple clamps, and continued support of the BTR flat track program. S&S Cycle will also help to develop a Royal Enfield Continental GT 650 road racing package and consult on future racing opportunities in the Americas. “S&S Cycle and Royal Enfield continue to grow our relationship through our racing programs,” said Breeann Poland, Marketing Lead for the Americas and Global Brand Manager for the Continental GT platform. “S&S Cycle is a renowned manufacturer in the performance aftermarket industry and its teams have supported our BTR flat track over the last year. Royal Enfield is excited to partner with S&S Cycle again for the road race iteration of the program, leveraging the brand’s capabilities to design, develop and manufacture some of the best performance parts in the industry.” S&S Cycle is based in Viola, Wis, just a few hours drive from the Royal Enfield North America headquarters. Establishing itself as one of the premier V-Twin April - May ‘21 - CYCLE SOURCE MAGAZINE 99

THE CYCLE SOURCE WORLD REPORT - POWERED BY BIKERNET.COM

aftermarket parts manufacturers, S&S Cycle has expanded into other markets, including developing a wide range of performance parts for the Royal Enfield Twins model lineup. “Royal Enfield is a great partner for S&S Cycle and allows us to reach a new audience of riders,” said Paul Langley, president of S&S Cycle. “The programs that Royal Enfield has developed have not only provided female motorcyclists the opportunity to get involved in racing but afforded us the chance to develop parts and accessories for the Royal Enfield Twins platform. Royal Enfield is one the global leaders in motorcycle production and getting access to the brand helps S&S Cycle as we look to expand our business.” After the successful debut of the flat track BUILD TRAIN RACE program, Royal Enfield looks to road racing as the program continues to evolve. Seven female motorcyclists were recently announced to build, train and race with road racing prepared Royal Enfield Continental GT 650 motorcycles. To follow along with the BTR program, visit BuildTrainRace. com and to see S&S Cycle’s line of Royal Enfield parts, visit SSCycle.com. Royal Enfield North America (RENA) is headquartered in Milwaukee, Wisconsin, and is developing a growing network of more than 125 dealers in North America, including the U.S., Canada, and Puerto Rico. RENA currently offers the Himalayan and the all-new 650 Twins: INT 650 and Continental GT 650 motorcycles along with a range of genuine motorcycle accessories and apparel.

Triumph Motorcycles America Partners With Motorcycle Safety Foundation To Offer Free Basic Ecourse To New Riders - (GLOBE NEWSWIRE) -- Central to the values of Triumph Motorcycles is a passion for riding. To share this passion Triumph Motorcycles America has partnered with the Motorcycle Safety Foundation (MSF) to make the MSF Basic eCourse available free of charge to prospective new riders, or former riders interested in riding again. The 3-hour eCourse, valued at $20, is a great introduction to riding. It is also a prerequisite for the hands-on MSF Basic RiderCourse, which in most states will make student eligible to obtain a motorcycle endorsement upon

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completion. “Triumph Motorcycles has always been ‘For The Ride’, so this is a very fitting partnership to help share that passion. Now more than ever, people are looking for new forms of recreation, so I couldn’t think of a better time to help them discover the joy of riding.” Rod Lopusnak – General Manager, Triumph Motorcycles America. To facilitate the offer, Triumph has launched the website TriumphRider. com, where prospective riders may complete a form to be emailed a unique promo code, which can be applied when they register on the MSF website to redeem the Free Basic eCourse, compliments of Triumph.

Americade Moving To September 2021 - The 38th annual Americade Motorcycle Touring Rally is moving from

early June to the week of September 21st-25th according to Christian Dutcher, Americade’s director. The additional three months of time should provide more confidence that the event will happen for Americade’s motorcycle industry partners, Expo vendors, attendees, and Lake George businesses. “We want to make 100% sure that a 2021 Americade will happen, but we’re not confident an event of this size will be permissible in June,” said Dutcher. “But, moving it to September gives us a very high likelihood of it happening. And, September is also a perfect time of year for riding, with mild temperatures, no rain, and foliage season beginning. It should be beautiful.” Americade’s customers are extremely motivated for the event to return, and the motorcycle industry is looking forward to an Americade

2021 regardless of the date. However, finding an alternate date to Americade 2021 is challenging due to the need for multiple key venues to be available, as well as the need to not overlap another national motorcycle event. It turns out, the September dates are the only dates that would allow for an Americade 2021. “We’re very lucky to have found a 2021 date that works for the community and for the motorcycle industry,” said Dutcher. “I feared we may have to cancel until Americade 2022, but miraculously we are able to slide it into September.” A June Americade is viewed by local businesses as ushering in the summer season in Lake George; this year the event will be at the tail end offering a new season for the thousands of attendees to explore the area. A September date will allow participants to see the beauty of the Adirondacks at the peak of fall foliage, and not overlap with annual family vacations that dominate Lake George from late June through Labor Day, a concern expressed by many local businesses after last year’s rally was postponed to July before ultimately being canceled. Indian Motorcycle Celebrates 100 Years Of Chief With Completely Reimagined Indian Chief Lineup - Combining Lean & Mean Minimalism with Modern Technology, Three New Chief Models Pay Homage to the Past, While Embracing the Future. In 1921 Indian Motorcycle unveiled the iconic Indian Chief, one of the most historic and influential motorcycles of all time. Now, in celebration of 100 years, America’s First Motorcycle Company is unleashing three new, totally reimagined Indian Chief models for its new lineup. Combining iconic, American V-twin style with modern performance and technology, Indian Motorcycle designed the new Chief with a simplistic and mechanical aesthetic that pays homage to the glory days of American motorcycling. All based on a timeless, simplistic steel-tube frame and powered by Indian Motorcycle’s powerful Thunderstroke motor, the new Indian Chief Dark Horse, Indian Chief Bobber Dark Horse and Indian Super Chief Limited offer three unique takes on the classic American V-twin, each appealing to a slightly different rider. The new Chief provides a strippeddown riding experience where power,

THE CYCLE SOURCE WORLD REPORT - POWERED BY BIKERNET.COM minimalism and attitude lead the way. It reaches back to the glory days of American V-twins when hitting the road to nowhere, with good friends and only the essentials, was the stuff of legends. Then there’s the new Chief Bobber Dark Horse. With bulky tires wrapped around spoke wheels, a muscledup front end and a solo bobber seat, the Chief Bobber Dark Horse pays stylistic homage to the classic postwar era V-twins, bobbed and chopped by military veterans and blue-collar rebels, intent on breaking the mould. And finally, Indian Motorcycle offers the Super Chief, Limited with saddlebags and a windshield, it offers a bit more versatility and begs riders for longer miles and even bolder escapes. “The Indian Chief is a truly iconic motorcycle and what better way to celebrate its 100th birthday than unleashing an entirely new Indian Chief lineup,” said Mike Dougherty, President of Motorcycles. “These bikes capture the mechanical simplicity and attitude of classic American V-twins, yet bring it all forward with modern sophistication and features. We could not be more thrilled to bring this new platform into our lineup.” The new Indian Chief lineup marks the intersection of simplicity and power. Mechanical and simple, Chief models are based on a classic steel welded tube frame. The lineup features a 15.1-litre fuel tank, bobbed rear fender, dual outboard preload-adjustable rear shocks, dual exhaust, LED lighting, keyless ignition, and Pirelli Night Dragon tires. Along with cruise control, Chief riders can adjust throttle response by selecting one of three ride modes: sport, standard or tour. Featuring a short wheelbase of 1626 mm, a low seat height of 662 mm and a wet weight as low as 304 kg, the Indian Chief lineup inspires confidence and is approachable for any rider. The Chief’s conventional 46mm front forks with 132 mm of travel, 28.5-degree lean angle, and comfortable ergonomics, create a capable machine for even the most technical of ride routes. “We wanted to capture a timeless look that never goes out of style, and looks beautiful whether naked or fully dressed,” said Ola Stenegard, Director, Industrial Design for Indian Motorcycle. “We also wanted to keep it simple enough to allow riders’ imaginations to

take flight with personalization options and possibilities. Ultimately, this is a bike that evokes emotion with simple mechanical styling and raw American muscle. It’s a pure riding machine.” The Indian Chief trim levels are detailed as follows: Chief Dark Horse, Chief Bobber Dark Horse, Super Chief Limited Powering all premium Chief models is Indian Motorcycle’s Thunderstroke 116 (1890cc) engine with 162 Nm of torque. ABS is standard, while premium finishes set these bikes apart and further showcase the craftsmanship and attention to detail. Each Chief and Chief Bobber Dark Horse model packs further attitude with premium gloss black finishes, while the Super Chief Limited touts premium chrome finishes. Additionally, each model delivers a premium experience with its industry-first, 101 mm round

RIDE COMMAND system. Riders can operate the RIDE COMMAND system through grip controls or via the digital IPS touchscreen display. Riders can cycle through multiple interfaces, including two different gauge configurations, bike and ride information, and turn-by-turn navigation. If using a wireless helmet communicator, riders can control their music within the RIDE COMMAND system once their phone is paired via Bluetooth or USB. Riders can also access phone information, including recent calls, contacts, number pad and text message history. When connected, incoming calls will appear and can be accepted or declined directly through the RIDE COMMAND system.

- Harley-Davidson Celebrates A New Year with 80 Prizes for the Rides Ahead MILWAUKEE (February 8, 2021) – Harley-Davidson’s mission brings people together and helps riders experience freedom for the soul. Harley-Davidson is celebrating its mission with the “Get Out and Ride” sweepstakes. There are 80 prizes to win in honor of the 80th Anniversary of Daytona Bike Week, and one custom grand prize motorcycle to celebrate the start of a new year of riding. “Following Harley-Davidson’s global celebration of riding at the virtual H-D 21 event, we’re excited to get riders rolling into a great year ahead,” said VP Marketing Theo Keetell. “The ‘Get Out and Ride’ Sweepstakes is HarleyDavidson’s invitation to kick off the riding season and rediscover the road.” From February 8 to April 16, HarleyDavidson is giving riders reason to celebrate with a sweepstakes that everyone in the U.S. can participate in. Through riding-related activities and visiting your local HarleyDavidson® dealer, participants earn entries for a chance to win prizes celebrating the community and spirit of two wheels. This includes the grand prize custom 2021 Harley-Davidson® Road Glide® motorcycle and weekly drawings for 80 additional prizes. “Get Out and Ride” Sweepstakes Riders can earn entries by participating in the following: · Enter the “Get Out and Ride” Sweepstakes · Come back for instant win prizes throughout the campaign · Visit your local participating Harley-Davidson dealership · Demo Harley-Davidson motorcycles The “Get Out and Ride” Sweepstakes is a perfect opportunity to demo, try-on, and experience all the new HarleyDavidson products for 2021 including motorcycles, parts and accessories, and general merchandise. For more information visit: https:// harleydavidson.promo.eprize.com/ getoutandride. Hang on! If you need a news fix more often slither over to Bikernet.com for a weekly fix. In the meantime, fight for freedom and celebrate riding free. -Bandit

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S&S Cycle - Air Stinger High Flow Air Cleaner Kit

S&S Cycle’s Stealth air cleaner kits have been a solid performance addition for the v-twin market since their launch in 2012. The Air Stinger takes the existing high flow Stealth air cleaner and replaces the air smoothing stinger with a similarly shaped filter element. More filter surface equals a 55% gain over a factory filter in an M8. The Air Stinger is also available with the classic Mini Teardrop cover in black or chrome (hard to go wrong with the S&S Teardrop!) or as a replacement cover plate to update your existing Stealth system. The S&S Air Stinger filter element is washable just like the Stealth filters and designed to last for years. Applications for most Harley® Models from 2001 to current. Check them out https//www.sscycle.com/ air-stinger

Twin Power Brand New Nano Gel Technology Batteries

Twin Power’s new Shocker Gel Battery lineup launches nanogel technology, innovative design and an affordable price to the motorcycle replacement battery market. Extra thick plates and sealed packaging for the battery cells allows the units to be leak and maintenance free, and vibration resistant. Riders love the increased cycle life, wide operating temperature range and superior cold weather performance. Because of their design, gel cell batteries can be mounted at any angle, which is a great benefit for custom bike designers and builders. Unique flush-mount battery terminals provide consistent amperage transfer and eliminate the arcing and corrosion that can affect a traditional-style battery terminal. Fitments are available in all popular 14, 20 and 32 Amp configurations. MSRP $112.15 - $185.95.

SENA 3S PLUS Boom and 3S PLUS

Sena is starting the new year off with an update to one of our original headsets, the 3S. The 3S PLUS Boom and 3S PLUS Universal headsets for motorcycle and scooter helmets. The 3S PLUS Boom features a sleek design with buttons on the microphone for total integration for jet and open-face helmets. The 3S PLUS Universal is designed with an external control that attaches to the helmet’s shell, which can be installed on both full and open face-helmets. Both devices feature 2-way Bluetooth intercom and smartphone connectivity for music, GPS, phone calls, and more. Both the 3S PLUS Boom and 3S PLUS Universal are now available for $99. BuySena.com

DRAG SPECIALTIES SEATS SOLO SEATS FOR INDIAN®

This solo seat is made narrow up front for better leg clearance to ground contact -- moves the rider back 1” and 1/2” lower compared to factory seat. Features 3” tall back for support. The seat base is made of 3/16” thermoformed ABS for a perfect fit and comes with a carpeted bottom and rubber bumpers to protect the bike’s paint. Molded polyurethane foam and a high-quality automotive-grade vinyl cover provide comfort and styling. The seat is available in Smooth, Linear stitch with black thread or Double-Diamond stitch with black, silver or red thread and measures 231/2” L overall. All mounting hardware is included. USA Made, MSRP $299.95 - $339.95. https://seats.dragspecialties.com/ products/?productId=606744

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DRAG SPECIALTIES CLUTCH PLATE KITS

Designed to perform under extreme heat conditions. They allow smooth, precise shifting and can be run wet or dry. The Aramid fiber friction kit includes 10 plates that have higherdensity compound for increased durability. The steel 9-plate kit is manufactured under strict quality-control standards. Kits are sold individually. Fit 18-20 M-Eight, 13-17 Twin Cam CVO/SE and 14-20 HD FL Trike models (with slipper/assist clutch). Made in the U.S.A. The suggested retail is $43.95 (steel kit) - $111.95 (friction kit).https://www.dragspecialties.com/ search;q=11313614;r=eJyrVkrLzClJLSpWsoq OrQUAJusFKA%3D%3D

DRAG SPECIALTIES REPLACEMENT AIR FILTER FOR V-ROD This high-quality paper filter meets or exceeds OEM specifications. For use with OEM stock air filter housings on 02-17 V-Rod models. Replaces OEM #29437-01A. The suggested retail is $42.95. https://www.dragspecialties. com/search;q=10114222;r=eJyrVkrL zClJLSpWsoqOrQUAJusFKA%3D% 3D

DS3 PREMIUM SYNTHETIC 20W-50 MOTORCYCLE OIL

DRAG SPECIALTIES FORWARD CONTROL EXTENSION KITS

Aluminum forward control extension kit extends OEM forward controls 3”. To match the bike’s style, the extension kit is available in either chrome or black. All necessary hardware is included in each kit. Fits 18-20 FLSB, FXBR/FXBRS, FXFB/ FXFBS models. An extended length custom rear brake line is required when installing. The suggested retail is $289.95. https://www.dragspecialties. com/search;q=1622-0553;r=eJy rVkrLzClJLSpWsoqOrQUAJusF KA%3D%3D

All new premium full synthetic oil provides the ultimate in long-lasting protection against engine wear, protects engine from sludge buildup and aids in providing maximum power output; can be used in all three cavities of a Harley-Davidson V-Twin, including engine, transmission and primary. With the selective additive package, this oil yields exceptional viscosity, stability and lasting anti-oxidation qualities that cannot be derived from conventional base oils. Synthetic base oil provides long-lasting protection against engine wear as well as outstanding protection against sludge buildup. Extremely shear stable so the oil will stay consistent even with gear and engine forces. Extreme pressure additives protect gears and other engine parts. Excellent sealing characteristics provide maximum power output. Meets all warranty performance criteria for Harley-Davidson engines and does not void new vehicle warranties. Meets and exceeds API CI-4/SL service rating. Available in quart and gallon bottles. Made in the U.S.A. The suggested retail is $12.95 - $46.95.

Cycle Source Magazine Source Stripes

Cotton, Pre Shrunk, Printed in The USA https://www.hotleathers.com/products/cycle-source-stripes-logo-ss $18.00

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Article By: Tyler Porter Photos Courtesy of : American Motorcycle Association

ere we are, New Year, new problems, and new solutions. Most importantly though, a new race season, right? All through this off season I have been saving every email, press releases, text messages, even taking notes after phone calls so that I could put a “silly season” article together. This month’s column will certainly have some facts, but be ready for plenty of rumors and speculation too. Let’s get to work. The biggest news over the off-season is the split between Harley Davidson and the Vance and Hines race team. While The MoCo isn’t officially backing a “factory team” for 2021, they are lending support to the Latus Motors Racing Team in 2021 and your defending Production Twins champion James

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Rispoli is moving to the Super Twins class on the XG750R platform. You can’t deny “Hogspoli’s” talent, and

you also can’t deny that the Latus Motors Racing team doesn’t have a few aces up their sleeve. I would

imagine that James could be the only XG750R entered in the class in many rounds, so he’s definitely going to be a rider to watch. While Rispoli will remain on the Harley XG750R platform, the “old” factory Vance and Hines Harley Davidson team riders Bryan Smith, Jarod Vanderkooi and Dalton Gauthier are all pursuing other ventures. I haven’t heard much more than a peep out of the Smith camp, other than he rides his Bicycle down in Florida. My guess is that he and Ricky Howerton are cooking up something special, but I feel like this is sort of a make or break period in Bryan’s career. Of course he showed promise on

the XG750R at times, but in the past he’s struggled on the Indian platform. Jarod Vanderkooi however has already been working on his 2021 season, taking delivery of his Roof Systems of Dallas/Ben Evans Racing Indian FTR750’s. I feel like not enough people talk about Jarod, but he has quietly been marching up the rankings in the Super Twins class. Now with the preferred

skills, he would find a twins ride. In other factory team news, you may have noticed that the Factory Indian squad has pared down its operations for 2021. The Bash Brothers of flattrack, Briar and Bronson Bauman, no longer comprise the Indian Factory effort for 2021. While your 2020 Super Twins champion Briar will remain on the squad, Bronson will in effect field

bike under him, we might see big things from the Ohio native. Dalton Gauthier is another rider, who like Smith, has been pretty quiet about his 2021 plans. I do know Dalton has been doing some off season races on singles equipment, but I would assume, given his talents and

a privateer effort for the upcoming season, but will still be saddling up on Indian FTR750’s. The whispers I heard are that Indian was looking to completely shut down a factory effort and go to supporting individual racers instead. While this seems sad to me, it’s a very smart cost

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saving move. Why sponsor a team when nearly the whole field is on your bikes already and you win almost every race? From what I’m told, a wrench was thrown in those plans from what I’m told though when Briar repeated his title, which triggered a contract extension clause. I’m certainly glad they are staying in the field, because they command a huge presence and are a welcome addition to the paddock. While Bronson’s efforts for 2021 will be more arduous, he is taking it in stride, using his shop equipment to build his own parts to make his 2021 bike the best that it can be. I’m not totally sure that I can break this news, but I guess I will anyway. That’s the kind of thing you expect here, right? Dan Bromley and Nick Henderson are banding together to run a private Production Twins effort for 2021. Dan rode the Super Twins class in 2020, with respectable finishes and his high notes playing during the final rounds in Daytona. Moving down to the Production Twins class for 2021 means a new race bike platform, and the formidable duo has chosen the Yamaha MT07 for their operation. The team purchased several assets from the late Babe DeMay Racing program, and I can personally attest there are some really good items the team scooped up that hadn’t quite made it to a race track yet. They have some pretty good motorcycle industry backing as well. It will be interesting to see what the world’s tallest flattracker has in store for the new season. Dan can make it interesting for sure. Remember, he has championship winning experience in the Pro Singles class. Do you like to cheer on the “little guys”? The under dogs”? Maybe even a multi-time Daytona 200 road racing winner? If so, you’re certainly in luck. Terchila/Berry Racing has been formed for 2021

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with a combination of bike owner Jim Terchila and longtime tuner Bob Berry. They are fielding dirt trackerturned road racer-turned dirt tracker Danny Eslick on the Big-A framed Kawasaki EX650 based platform for the season in the production twins class. This team has a cool story, even outside of its free spirited rider. The “A” bike that they are fielding, was actually won in a raffle by Jim Terchila a few seasons ago! That’s right, there putting a raffle bike straight on the race track! I’ll start to wrap this up with some AFT Singles Riders changing seats. With your AFT Singles Champ Dallas Daniels firmly in place with

the Estenson Racing crew and looking to defend his title for 2021, you have to look a little deeper into the field to see some movement. One that comes to mind is the departure of Chad Cose at Wally Brown Racing. Chad made huge waves for the team, typically being the lone Suzuki in the field. He capped of a strong season with a win in Daytona during the finale weekend, but from what I can tell right now, he will be putting all of his focus into the Production Twins class for 2021. Filling the empty seat at WBR is Trent Lowe, the young Indiana native who has been steadily improving each year of his pro career. The bike has proven to be an absolute missile, so I look forward to seeing what level he can progress to during the season. The private Waters Autobody Racing team, owned by Dave

Waters has been entering KTM machines for over 10 years in all levels of the professional ranks. Often having the fastest twins on the track and an impressive roster of past riders, for the 2021 season, the Waters Autobody team is looking to the youth of the sport with 16 year old Aidan Rooseveans and an AFT singles rookie from Canada, Hunter Bauer. Aidan had some flashes of brilliance during his 2020 rookie season campaign, and it will be fun to see if they can take their steel framed KTM’s to the podium this year. Last but certainly not least, we move away from the youth of the sport a little bit and talk about the shake up in the Honda pits. For the 2021 season Honda has moved its factory support from Richie Morris Racing over to Turner racing. The “old guy” in the AFT Singles pits, Henry Wiles, along with his former teammate at RMR, Cole Zabala, will make the move to Turner Racing Wiles really had a breakthrough year in 2020. They are also adding 2020 Rookie and Springfield Short Track winner Trevor Brunner to the mix. The factory supported Hondas have been absolute rocket ships in the past season, and even though the team is changing hands, so to speak, I don’t see that changing. This team should really be a force to be reckoned with in the upcoming season. I think that’s enough silly season talk. I’m sure a lot of deals won’t be finalized until the week before the series kicks off, so what I HIGHLY recommend doing is buying tickets now for the first two rounds which are taking place at Volusia County Speedway on March 12th and 13th. For more ticket information, log on to www.americanflattrack.com Let’s go racing!

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, E C A P S TIER THE FINAL FRON

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ar more than disconnected, my mind couldn’t be further from thinking about the bike being two hundred miles in the wrong direction from where my family and I now call home. A few months prior, we broke ourselves from the New Jersey Bank of Unified Taxpayers’ shackles and relocated to Southern Pennsylvania, fifteen miles or so miles past the factory in York. Now we’re here, and here is home. Though slight, the changes are immense and trying to get my bearings leaves me distant. The weather settled its grey cloak about the same time we moved in, and the repetition of the daily grind doesn’t leave much for exploration. An anxiety of some sort tucked its way into my gut, just enough to leave a waiting reminder that something is still missing. We went from a small eight thousand square foot property with a ninety-year-old tinder box of a garage to four-plus acres and a dangerous amount of storage. We moved the entirety of our belongings into the nine hundred square foot pole barn. We slowly started the migration into the house an hour after closing. Now with an empty garage once again, that anxiety is just a little louder. It’s all a dream. I went from no room to this, and now there’s a vast expanse of polished concrete floor with one lone bike lift waiting. Boxes filled with tools sit taped up on shelves, and the workbench that takes up at

least half of the wall space smiles with open arms. The long-ignored De-Rake project has waited long enough to come out of hiding and receive the attention it deserves. Having the space to do what I want is all I’ve ever wanted. With the hundred forty-year-old house being smaller than the crib in Jersey, the overflow has found its way into the garage as well. But having a couch and a few comforts isn’t making that anxiety go away. It lingers, whispering. This old farm is home, I knew it the first time I set eyes on it, before it was ours, before it was familiar. In the past, I had interviewed a few builders that have the same situation, and it all makes sense now. I never imagined having a space like this, but I’m reminded of being told of too much storage and the peril that it can lead too and at that time, it puzzled me. At that time, I was neck-deep in old cars sprinkled with motorcycles and their baggage, and the thought of storage was heaven to my ears. But now, it scares the living shit out of me; my potential is mindnumbing when collecting bullshit in all its forms. Being here for just over a month and a half, I’ve only stepped foot in the barn to show a few friends. Builtin the early1800s and restored ten years ago, it dwarfs the pole barn, two floors, and a loft full of “fill me the f#@k up” space. I just don’t go there because, well, I’ll go there. One day I’ll temporarily stick a fork tube on a shelf, and then without warning, I’m thanking volunteers for helping me reluctantly remove empty boxes of cereal from the

residence the health department condemned. It’s the devil, and he has a fiddle made of gold, but this asshole ain’t plucking them strings today… maybe next week. A late-night run in the arms of a twentyfour-degree misting rain found me heading west on 30 back home when I was passed by a bike kissing the underside of a hundred. His taillight crystalized and broke apart in the frozen water droplets on my windshield. I admired his can-do attitude and wished him safe travels on his bullet to infamy. The echo of his exhaust snapping past my windshield repeated continuously in my tired brain with determined admiration. I slid sideways up my road twenty minutes later, threw the side door open in the garage, and

tossed my keys on the workbench. My breath slowly frosted in front of my eyes as I stared at my motorcycle keys hanging from a hook next to the fridge packed with Yoohoo. There it was, that waiting anxiety, louder thumping inside my throat just above my collar bone. The nest is almost full but still empty. All these uncharted roads weaving through an Amish wasteland, all these possibilities with nothing to carry me through. I need to bring the bike home; it sits safely tucked amongst my buddy’s vintage collection. Home is where the heart is, but a motorcycle carries the soul.

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birch?” The birch says he cannot tell, but just then a woodpecker lands on the sapling.The birch says, “Woodpecker, you are a tree expert. Can you tell if that is a son of a beech or a son of a birch?” The woodpecker takes a taste of the small tree and replies, “It is neither a son of a beech nor a son of a birch, It is, however, the best piece of ash I have ever poked my pecker into.”

Send Your Gut Buster to: cyclesourcemain@comcast.net

Lulabelle

blonde and a redhead have a ranch. They have just lost their bull. The women need to buy another, but only have $500. The redhead tells the blonde, “I will go to the market and see if I can find one for under that amount. If I can, I will send you a telegram.” She goes to the market and finds one for $499. Having only one dollar left, she goes to the telegraph office and finds out that it costs one dollar per word. She is stumped on how to tell the blonde to bring the truck and trailer. Finally, she tells the telegraph operator to send the word “comfortable.” Skeptical, the operator asks, “How will she know to come with the trailer from just that word?” The redhead replies, “She’s a blonde so she reads slow:”Come for ta bull.”

Tex

guy took his blonde girlfriend to her first football game. They had great seats right behind their team’s bench. After the game, he asked her how she liked the experience. “Oh, I really liked it,” she replied, “especially the tight pants and all the big muscles, but I just couldn’t understand why they were killing each other over 25 cents.” Dumbfounded, her date asked, “What do you mean?” “Well, they flipped a coin, one team got it, and then for the rest of the game, all they kept screaming was, ‘Get the quarterback! Get the quarterback!’

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I’m like, hello? It’s only 25 cents!”

Brady

man and woman had been married for 30 years, and in those 30 years, they always left the lights off when having sex. He was embarrassed and scared that he couldn’t please her, so he always used a big dildo on her. All these years she had no clue. One day, she decided to reach over and flip the light switch on and saw that he was using a dildo. She said “I knew it, asshole, explain the dildo!” He said, “Explain the kids!”

Davis

here was a papa mole, a momma mole, and a baby mole. They lived in a hole out in the country near a farmhouse. Papa mole poked his head out of the hole and said, “Mmmm, I smell sausage!” Momma mole poked her head outside the hole and said, “Mmmm, I smell pancakes!” Baby mole tried to stick his head outside but couldn’t because of the two bigger moles. Baby mole said, “The only thing I smell is molasses.”

Mel

wo tall trees, a birch and a beech, are growing in the woods. A small tree begins to grow between them, and the beech says to the birch, “Is that a son of a beech or a son of a

statue of a naked woman and a naked man stand in a park at night. Suddenly from out of nowhere, a magical genie arrives and grants the statues each one wish to be fulfilled. Both the female and male statues agree on 15 minutes as a real man and woman in the bushes behind them to “get things done.” The genie gives a knowing grin and grants the wish. The man and woman immediately jump behind the bushes and screaming sounds and laughter can be heard from their activities. 12 minutes later they return to the front of the bush again claiming they are finished. “Well now, that was kinda quick!” the genie says. “You can do it a second time for the remaining 3 minutes if you want,” the genie tells them, winking his eye. Both the female and male look at each other and smile. The man says to the woman, “Okay great, but this time you get to hold the pigeon so I can shit on him!”

Gus

girl realized that she had grown hair between her legs. She got worried and asked her mom about that hair. Her mom calmly said, “That part where the hair has grown is called your monkey. Be proud that your monkey has grown hair.” The girl smiled. At dinner, she told her sister, “My monkey has grown hair.” Her sister smiled and said, “That’s nothing; mine is already eating bananas.”

Turtle

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