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MOTORCYCLE GLOBE TROTTING: RIDING SEASON DOESN’T HAVE TO END

MJK’S MILWAUKEE-EIGHT SUPER GLIDE

NOVEMBER 2017

“holy $#*@, holy $#*@, and holy $#*@!”

The all-new Road Glide ® Special, all-new Street Glide ® Special and Road King ® Special making an impression outside the Harley-Davidson Museum.

Jaw-dropping custom touring style just got cranked up to full throttle. The all-new Road Glide Special, all-new Street Glide Special and Road King Special models. Stretched saddlebags, blacked-out finishes and wheels, premium sound system and more. All set to the tune of a Milwaukee-Eight ® 107 V-Twin and riding on the latest H-D® touring frame and suspension. Take a test ride. Turn some heads. H-D.com ©2017 H-D or its afﬁliates. HARLEY-DAVIDSON, HARLEY, H-D, and the Bar and Shield Logo are among the trademarks of H-D U.S.A., LLC. Third-party trademarks are the property of their respective owners.

Contents 22

November 2017 UP FRONT 6 10 12 16

TWO CENTS BEST $H!T EVER LETTERS FROM THE ROAD BAGGERS SHOWCASE

FEATURE 22

SNOWBIRDS 2: THE SEQUEL 10 Killer Winter Rides Minus The Winter Weather

BIKES 40

BORN TO PERFORM MJK Performance’s Full-Bodied 2017 H-D Road Glide

RIDE OR DIE The Birth Of The Sports Glide

THE BIG CHIEFTAIN Pinup Baggers’ Show-Stopping Indian

PUMPING IRON Frank Vidal’s EFI Twin Cam FXR Bagger

TOUR 26

GOLD RUSH RALLY Exotic Super-Car Rally Accepts Motorcycle Team For First Time Ever

ROAD TEST 44

2018 YAMAHA STAR VENTURE: FIRST RIDE Yamaha’s New Luxury Liner Means Business

TECHNICAL 32

ADVANCED CABLES AND PLUMBING Road King Scrambler/ADV gets Galfer Brake Lines & Barnett Clutch Cable

MAINTAINED NOT WITHOUT A FIGHT! Seized Exhaust Stud Removal

DEPARTMENTS 68 74 Baggers (ISSN #2159-7782) NOVEMBER 2017, Volume 24, Number 11. Published monthly except the January/February 2018 issue by Bonnier Corporation, 2 Park Avenue, New York, NY 10016. Periodicals postage paid at New York, NY and additional mailing offices. Copyright 2017 by Bonnier Corp. All rights reserved. Reprinting in whole or part is forbidden except by permission of Bonnier Corp. Mailing List: Occasionally, we make a portion of our subscriber list available to carefully screened companies that offer products and services we think might be of interest to you. If you do not want to receive these offers, please advise us at (515) 237-3697. POSTMASTER: Send address changes and all UAA to CFS, NON-POSTAL AND MILITARY FACILITES to: BAGGERS, PO Box 6364, Harlan IA 51593-1864. Subscription Rates: $19.97 for one year. $31.97 for Canadian addresses and $43.97 per year for all other international addresses. Canada Post Publication agreement #40612608. Canada Return Mail: IMEX Global Solutions, P.O. Box 25542, London, ON N6C 6B2.

NEW PRODUCTS READERS’ RIDES

>> All that’s missing is you, your bike and GEICO Motorcycle insurance.

geico.com | 1-800-442-9253 | Local Ofﬁce

Some discounts, coverages, payment plans and features are not available in all states or all GEICO companies. Motorcycle coverage is underwritten by GEICO Indemnity Company. GEICO is a registered service mark of Government Employees Insurance Company, Washington, D.C. 20076; a Berkshire Hathaway Inc. subsidiary. © 2017 GEICO

TWO CENTS

PHOTOS BY PAUL MCKELVEY

jordan.mastagni@bonniercorp.com

FAVORITES I

recently went to visit my general practitioner, who I’ve probably said a total of 50 words to in the past 15 years. He asked me, “What is the coolest trip you’ve ever taken on a motorcycle?” I was stumped. First, because I didn’t think he’d even remembered my name, let alone my occupation. And second, because he strayed from the norm of sticking to strictly doctor-type jargon adding precious time to the typical three-minute-max interactions we typically shared. Maybe he actually did thumb the courtesy mags I’d bring to his ofﬁce for his patients to peruse. But still, I couldn’t answer his question. I still can’t. Yes, it’s a very easy question, but if you’ve traveled a lot, it’s very difﬁcult to respond. Because he was my doc, I was tempted to bust balls with, “So, what’s your favorite disease?” I resisted. Every motorcycle trip I’ve taken has been special to me in some capacity. Are there trips I’ve enjoyed more than others? Sure. Do I have a favorite? No. Riding two-up via Hana Highway in Maui, Hawaii, was pretty freakin’ epic. But ripping through Mexico City streets in a total anarchic fashion with a photographer strapped to the passenger seat is a pretty hard one to forget too. Then again, cruising Mallorca’s coastline overlooking the Balearic Sea while traversing the twisties is up there at the top. But let’s not forget Blue Ridge and the Dragon’s Tail (maybe those are cliché, but still famous for a reason). So many rides, so little time to do them. I’ve always 6

BAGGERS // NOVEMBER 2017

dreamed about taking a year to explore the world on a motorcycle. Doing odd jobs. Making ends meet. Earning enough for gas and a warm meal then off to the next place. Unfortunately, I don’t have that luxury for a while given my current stage in life, but until then... One can dream, right? When I ﬁnally answered his question with, “Man, that’s tough, there have been so many great trips!” He followed up with, “So, do you have a favorite motorcycle?” Holy hell, this is getting a little too personal, I thought. And the answer, again, was no. What was next, my favorite color? Luckily it never came. Phew. What was with all these questions about favorites? It’s been awhile since I’ve used that term in describing anything. Maybe it’s my stage in life where “favorites” don’t seem relevant anymore. Is that based on experience? Is it just my jaded perception into my almost-fortysomething self? Maybe when I was eight I would have immediately spouted, “Cookies ’n’ cream!” when asked that inevitable question by my peers. I think it’s an interesting concept, favorites. I think that’s just an excuse kids use to interact with one another. It’s an elementary level of communication, no? I miss the simplicity and innocence of those interactions. Thinking about all these favorites, and how I couldn’t think of any off the bat, I did start to ponder if there was anything that was a favorite of

mine. And yes! There was! I guess, when thinking categorically, there is a favorite that comes to mind in terms of hobbies. I think motorcycle travel is my favorite thing to do. Not like a weekend trip. More like living on—and off—your bike for a couple weeks while you’re exploring the world. Sounds like Shangri-La to me. If I could bring the family on some of these trips I’d be in hog heaven. (Do hogs believe in heaven? What does that even mean?) One of these days my son will be old enough to ride as a passenger—he’s still a little guy. Or maybe, just maybe, he’ll be into riding motorcycles as much as me, and we’ll traverse the world together. And we’ll take trips. And they’ll be awesome. For me, motorcycle touring is one of the best ways to explore any new destination. I’m not cocooned in a four-wheeled cage (not referring to UTVs—I love me some of them!), but I’m immersed in the outdoors, smelling the cow shit, breathing the piney freshness, freezing my balls off, or sweating profusely. It makes me feel alive! And that is what makes it exhilarating. Motorcycle travel requires effort. You need to have a pulse in order to partake. I think you all can relate on some level, right? Now, the inevitable: “What’s your favorite trip you’ve ever taken on your motorcycle?” I’ll understand if you tell me to kick rocks. Until then… Bye for now… Jordan

Content Director // Jordan Mastagni Senior Vice President, Managing Director // Andrew Leisner Executive Director, Sales/Marketing // Tim Collins Content Strategy Director // Kurt Hoy Director of Digital Strategy // Brian Schrader EDITORIAL Online Editor // Morgan Gales Associate Editor, Technician // Jon McDevitt CONTRIBUTING WRITERS & PHOTOGRAPHERS Mark Masker, John Mata Jr., Don Kates, Justin George, Jason Davis ART DIRECTION & DESIGN Christina Pendón, Ralph Hermens, Robert Martin CONTENT SERVICES Director // Matthew Miles Managing Editors // Irene Gonzalez, Terry Masaoka Copy Editor // Jessica Matteson Web Producers // Alan Takushi, Serena Bleeker PHOTO & VIDEO SERVICES Photographer // Jeff Allen Video Producer // Spenser Robert Associate Video Producers // Stephen Potter, Bert Beltran THE AMERICAN MOTORCYCLE GROUP ON THE WEB baggersmag.com // hotbike.com // streetchopperweb.com EDITORIAL OFFICES 15215 Alton Parkway, Suite 100, Irvine, CA 92618; (760) 707-0100; baggersmag@bonniercorp.com ADVERTISING American Motorcycle Group Advertising Account Manager // Chris Long (760) 707-1073

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THIS PRODUCT IS FROM SUSTAINABLY MANAGED FORESTS AND CONTROLLED SOURCES.

2016 ROAD KING

C U STO M I Z E D BY S U B U R BA N M OTO R S H - D® Arlen Ness: 10 Gauge Rocker Box Covers Carl Brouhard Designs: Chrome Brake Pedal Cover Custom Dynamics: Passing Lamps, 7" Trubeam Headlight DP Brakes: Front Brake Rotors Drag Specialties: 50 Spoke Soft Lip Wheels, 4" Extended Saddlebags, Shot Peened Grips, Mirrors w/5-hole Stem, LED License and Taillight Bracket, Chrome Skull Point Cover Drag Specialties Seats: Low Proﬁle Touring Seat

Hogtunes: Speaker Lid Kit w/ 6"x9" Speakers Khrome Werks: 2-into-2 Eclipse System w/Two-Step Crossover Headers* Klock Werks: Tinted Flare Billboard Windshield, Bench Mark Front Fender LA Choppers: Fusion Saddlebag Latch and Hinge Covers, Adjustable Solid Floorboards, Big Johnson Handlebars Legend Suspension: Air-A Adjustable Suspension S&S: Black Teardrop Air Cleaner Kit*

*Disclaimer: NOT FOR LEGAL SALE OR USE IN CALIFORNIA ON ANY POLLUTION CONTROLLED MOTOR VEHICLES

Check out this stellar bike at various rallies and events throughout the year and get some inspiration for your ride; or log onto dragspecialties.com/bike-builds to view the complete part list.

DELIVERING QUALITY V-TWIN PARTS SINCE 1968 dragspecialties.com

| #SINCE1968

THE ABSOLUTE BEST, TESTED OVER THOUSANDS OF MILES BY OUR RESIDENT GEAR JUNKIE

B$E

morgan.gales@bonniercorp.com

BEST $H!T EVER

Ram Mount Tough Claw + X-Grip The absolute best way to mount your phone to your handlebars

X-GRIP CRADLE DIMENSIONS

CLAMPING RANGE (RAIL/TUBE SURFACES):

BAGGERS // NOVEMBER 2017

0.625–1.5 IN.

CLAMPING RANGE (FLAT SURFACES): 0–1.14 IN.

Form Predator case, but if that’s all that was holding my phone to my bike, I’m pretty sure it would be on the side of the road in a thousand pieces. Different mounting systems have their beneﬁts, and there are a few reasons the RAM mount has been my weapon of choice for about two years now. The Tough Claw sounds more like something that’s excavating a trench than something that will just grip a cylindrical surface, but it does its job very well. The claw is tightened with a handturned knob that has enough leverage to really clench the thing down. It’s good on 7/8-inch up to 1-1/2-inch handlebars and can detach in seconds. If you ride different bikes like we do, it’s easy to swap and will ﬁt whatever you’ve got.

to get the perfect angle—not just left or right, up or down, but with two ball and sockets that tighten down the same way as the Tough Claw. It’s easy to adjust and then clench down to a very solid hold. The X-Grip fits most phones, and with the grippy rubber ends and springloaded arms, your device isn’t moving. You don’t need to buy some specific case to work with the mount; just open the X-Grip and place your phone flat against the back then release and the springs do the rest. It’s easy to use, easy to adjust, and you can get it for the price of some of the competitions’ phone cases. When it comes to keeping your phone with you when you ride, the RAM mount is the best shit ever.

$54.99 RAMMOUNT.COM PHOTOS BY MORGAN GALES

very morning as I merge onto the I-5 freeway in Southern California, my head bounces from left to center as I cross into the fast lane to start my 22-mile journey to the Baggers office. Only this morning, a van had dropped an array of god-knows-what all over the freeway, so as my head was facing backward, checking the lane to make sure it was clear to change into, I was suddenly kicked off of my bike. The front hit with enough force to bend the bars down and taco the front wheel, but the back was what sent me flying. As the rear wheel hit, I was bucked up off the bike and spent a moment flying above it looking down at the motorcycle before grabbing the bars and landing with my stomach on the seat. Twisting the throttle to right myself and gain some stability, I was able to wrestle myself back on the bike and regain control. As I looked at the cars around me in disbelief and tried to look behind me to see what it was that I had just hit, I could feel that my tires were already almost empty and my wheels were seriously damaged. Once to the side of the road, I was able to fully assess the state of the bike, but I’ll be damned if my phone wasn’t sitting pretty and unharmed in my RAM mount. That was a hard hit, enough to bend the bars, and my phone was totally secure in the X-Grip. There are tons of ways to mount your phone to your bike, and like so many things, every guy will say the one on his bike is the best one out there. Associate Editor Jon McDevitt swears by the magnet on the back of his Rok-

MINIMUM WIDTH = 1.875 IN. (MINIMUM HEIGHT = 4.25 IN.) MAXIMUM WIDTH = 3.25 IN. (MINIMUM HEIGHT = 2.25 IN.) DEPTH = 0.875 IN.

L E T T E RS F RO M T H E ROA D ///

HELLO AGAIN, This is Miguel from St. Louis writing you on my yearly father/son ride. This year we decided to ride into Canada and head around the Great Lakes, and let me tell you: Canada has some beautiful riding! We made it this year with no breakdowns and some absolutely beautiful weather. The average temps up north are about 72 for the high, and that is amazing for July riding. The route included Thunder Bay, Marathon, Sault Ste. Marie, Sudbury, and Toronto before heading back to the US. I highly recommend everyone ride around Lake Superior at a minimum—it is definitely a ride you will not regret. The route is a lot of two-lane 55-mph riding and an angry mouse charging sign every mile or two. We enjoyed this ride so much that we are going to ride into Canada to Nova Scotia and come back down into the States and follow the East Coast for a while for next year’s ride. My 2000 Harley Road King officially broke 100,000 miles this year and she is still going strong! I think next year is going to be her last ride before I upgrade to an Ultra. Safe travels, everyone, and keep the rubber side down! MIGUEL

LOVE WHAT YOU SEE? HATE WHAT YOU SEE?

The only way the magazine is going to give you more of what you want to see is if you let us know what you like or don’t like. You can shoot us an email at baggersmag@bonniercorp.com. Or if you want to send us a letter via the US mail, you can send that to Baggers Magazine, 15215 Alton Pkwy., Suite 100, Irvine, CA 92618. 12

BAGGERS // NOVEMBER 2017

SOCIALIZING

JOIN THE BAGGERS SOCIAL ARMY ON FACEBOOK, TWITTER, AND INSTAGRAM!

HATE MAIL GUYS, Baggers is getting pretty lame. It’s almost like you’re going backwards instead of forward! The big-wheel craze is yesterday’s fad. It came, it went, nothing to see here; move on. The “Baggers Showcase” is like a stale fashion statement. The models look like uncomfortable mannequins dressed in overpriced garb. They would be better suited in a sideshow, not riding a bike. Haven’t seen Jonesin’ in a while, I suppose he jumped ship? It seems like you have run out of fresh ideas. I would suggest more hands-on performance mods, with real tech steps for the average Joe, not the half-baked “we dropped the bike off at dealer X” and then giving about half of the details of the job at hand. You may want to try showcasing real rides, bikes that really get used, you know the ones, they get more than a trip to the bike night at the local bar, I mean the ones that really rack up the miles, not the trailer and show queens. Not everyone buys a bike to look at it or be seen on it. Some still buy to ride (after all that is what they are for, not just a rolling sideshow). That being said, why not showcase some rides? Not just a short jaunt along the West Coast, venture out, and see the country (again, that’s what the baggers are really all about for most people). Maybe try to throw in some maintenance pieces, not just the oil, trans, and primary changes (although I’m sure there are many that need to know this too, so maybe not a bad idea either), but maybe how to do more of the major maintenance items, I’m sure the mothership won’t lose that many customers. There’s always riding tips. You have some talent in house now, may even help some from overriding their abilities; always a good thing. How about some coverage of the NHRA

Pro-stock & Nitro Bike classes, or the AMA Flat track & Steel Shoe Nationals series? While not necessarily baggers doing the racing, the road trips to the events can have lasting memories, the parking lots are usually full of baggers venturing out to see the show. The coverage of the events doesn’t need to be extensive, the coverage of the trips getting to each and maybe just getting the word out that it is still done would bring interest to a whole group of bikers that have never had the pleasure of attending these types of events. Hope you can get the mag turned around, if not, good luck in your future endeavors wherever they may be. Hope

GENERAL

BIKE OWNER YEAR/MAKE/MODEL

Size does matter. A stock 2014 Street Glide has a 103ci motor. Does a Tire Shredder 100ci kit reduce the engine size as listed in specifications on page 66? Too busy looking at the tall owner or the front tire? WILL HUDSON PITTSBURGH, PA

Peace out fellas, NITRO FISH Good points, Nitro. We like to think we feature a nice mix of bikes, rides, tech, and more. Are we going to please everybody in every issue? That’s our goal—but a lofty one at that. We can promise that you will see some changes here at Baggers coming soon, but you’ll have to stick around to find out.

SPECIFICATIONS

SUSPENSION

MANUFACTURER FRON T Dakota Performance MachineV-Twin / lowers MANUFACTURER REAR AirFX Instant-Up syste m/ Legends shocks

ACCESSORIES

FRONT FENDER Russ Wernimont Desig ns REAR FENDER TopS hop Bagger Money Maker CVO FAIRING/WINDSCREE N TopS hop Bagg er Slammed BMF fairin WHEELS, TIRES, AND g w/ Klock Werk 6 months BRAKES 5-in. Flare windshiel s MANUFACTURER FRON ENGINE d T Performance Mach GAUGES ine YEAR/MANUFACTURE Dakota Digital R GAS TANK “Paramount” /CAP 2014 H-D WHEEL HEIGHT/WIDTH TYPE/SIZE H-D Screamin’ Eagle Stag DASH 30 x 3.5 e 5 Tire in. TIRE HEIGHT/WIDTH Shredder Kit/100ci H-D OIL TANK 140/40-30 BUILDER CALIPER Black Hills H-D, Rapid Performance Machine H-D City, SD HANDLEBARS MegaBrake CYLINDERS Arlen Ness modular ROTOR Diamond cut by Diam 16-in. apes Performance Machine ond Heads, HAND CONTROLS/GRIPS Paul “Paramount” MANUFACTURER REAR Yaffe Henderson, NV Trouble mirrors, racin Originals—Double EXHAUST Performance Machine g levers, Avon grips BMF by Dirty Bird Conc FOOT CONTROLS/PEG epts “Paramount” S Carl Brouhard Desig WHEEL HEIGHT/WIDTH n front TRANSMISSION and rear boards, shift and 16 x 5.5 in. brake levers TIRE HEIGHT/WIDTH YEAR/MANUFACTURE TAILLIGHT R TopShop Bagger Mone 180/65-16 2014/H-D y Maker CVO CALIPER CASE LICENSE MOUNT TopS Performance Machine hop Bagger Money Make MegaBrake H-D PRIMARY DRIVE r CVO ROTOR SEAT Performance Machine “Paramount” H-D Danny Gray SADDLEBAGS TopS hop Bagger Money FRAME FINISH-PAINT Make r CVO SADDLEBAG LATCHES YEAR/MANUFACTURE COLOR R 2014 H-D w/ H-D PPG SPEAKERS Hawg Halters Inc. Shor extra House of Kolor Galaxy Silver w/ t Neck kit mini Polk Audio RAKE PPG Wineberry, Deltr metalflake, HEAD UNIT on 2021 clear 9˚ neck, 12˚ trees PAINTER STRETCH H-D Jake AMP ’s Collision Repair, Sturg 2 in. out, 2 in. down is, SD Sound Design GRAPHICS MISC Ian Strachan, Spearfish, TopShop Bagg 66 SD BAGGERS // SEPT Southern Oregon Bagg er chin spoiler, EMBER 2017 ers centerstand FABRICATION ASSEMBLY BUILD TIME

BAGGERS,

Loren Mulder 2014 Harley-Da Street Glide Special vidson FLHXS Dakota V-Twin in Spea rfish, SD Dakota V-Twin

you’ll use some of the ideas above, and quit trying to be another custom bagger magazine (otherwise you should just change the name and go all in in another downward spiral of the custom world).

Oops! Good catch, Will. It’s supposed to read 110ci kit.

BAGGERSMAG.COM

BAGGERS SHOWCASE THE LATEST IN RIDING GEAR

Spidi/Shoei Riding Gear T

he folks at Spidi launched the new Metal jacket, which we felt was worthy for you fine folks out there because it’s a full-on biker jacket with loads of function and performance. The Metal is kind of a throwback to the ’80s without trying too hard. Spidi makes a lot of great touring tech for serious riders, racing gear for the best in the world, and many other functional items, but this foray into biker territory is a welcomed breath of fresh air from the 40-year-old motorcycle gear manufacturer. We’re definitely looking forward to more cool gear from Spidi. As for the Shoei X-Fourteen, we’ve featured plenty of Shoei lids over the years, but some of the guys around HQ said that the X-Fourteen is the bee’s knees and what a lot of professional roadracers wear when risking life and limb. If the X-Fourteen is good enough for them, it’s good enough for us.

SHOEI X-FOURTEEN FULL-FACE HELMET

+ X-Fourteen’s aerodynamic profile + + +

+ +

SPIDI METAL JACKET

meticulously crafted to enhance high-speed stability while reducing drag Features the Shoei-exclusive Multi-Ply Matrix AIM+ shell and Dual-Layer, Multi-Density EPS liner Combats the heat with next-level ventilation performance designed specifically for the X-Fourteen by Shoei The shield system protects against 99 percent of the sun’s damaging UV rays and the CWR-F shield offers a distortion-free view throughout the entire range Equipped with fully removable, washable, replaceable, and adjustable 3-D Max-Dry Custom Interior System Available in XS–XXL $681.99 // shoei-helmets.com

+ Made from goat leather

+ Barrel washing of the hide for a natural and supple feel

+ EN1621-1 certified Warrior Lite protectors on the shoulders and the elbows

+ Attachments for the optional EN1621-2 Lev. 1 and Lev. 2 certified Warrior Back protectors

+ Removable Primaloft thermo lining + Colors: Black $499.90 // spidi.com

XPD X-VILLAGE BOOTS

+ X-Village boots have a contemporary urban style

SPIDI BLACK ROAD GLOVES

+ Made from 0.6/0.8 mm-thick sheep hide with high-fitting performance and high-tenacity elastic flex tenax nylon 6.6 for extreme abrasion resistance + Elasticized fabric padding on back of hand for extra support and high-resistance Keramide fabric palm support + Wristband adjustment and wrist closure $119.90 // spidi.com 16

BAGGERS // NOVEMBER 2017

+ + + +

combined with safety elements such as ankle protectors and high-resistance leather Wax cotton shoelaces with metal lug Vulcanized rubber sole, urban mapping YKK high-slip metal zip, quick opening and closing Outer ankle protection on polyurethane crumple $199.90 // xpdboots.com

Klim // klim.com

There’s one in every pack. At the front. Introducing the Chieftain ® Limited with its sawed-off, open front fender and 19" contrast-cut wheel. Starting at $24,499—the only question is, where will you lead them? Build your own at indianmotorcycle.com.

BAGGERS SHOWCASE

EXHAUSTED

THE LATEST IN EXHAUST TECHNOLOGY

Paul Yaffe’s Bagger Nation Cult Forty-Five Mufflers P

aul Yaffe’s Bagger Nation, creator of the original stylized exhaust end caps, has joined forces with Vance & Hines to bring you some pretty stylish and aggressive exhaust systems for HarleyDavidson Touring models. Yaffe’s 25 years of designing expertise coupled with Vance & Hines’ 35 years of championship racing dominance and state-ofthe-art manufacturing capabilities is sure to produce something special.

THE FACTS The Bagger Nation Cult Forty-Five Performance Pipe features a swedged 4-inch pipe body with a seamless flow. Paul Yaffe designed a selection of 4.5-inch, CNC-machined, billet end caps that not only provide a thunderous, deep exhaust note, but they also create a cool cosmetic balance in both size and shape to complement the rear end of your H-D bagger. Yaffe and Vance & Hines also focused on the performance aspect by fitting them with a massive 2.5-inch glass pack insulated core, which provides a nice tone and a claimed boost in performance throughout the rpm range.

FIT The Cult Forty-Five Mufflers fit 1995–2017 Harley-Davidson Touring models.

FINISH Available in black or chrome with five different exhaust tips to choose from.

MSRP $799.95 18

BAGGERS // NOVEMBER 2017

BAGGER NATION // baggernation.com

denniskirk.com • 800-970-4671

FREE RETURN SHIPPING • GUARANTEED LOWEST PRICES •

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BAGGERS SHOWCASE

ROLLIN’

THE LATEST IN TIRES

Bridgestone

Battlecruise H50 Tires B

ridgestone has been in the motorcycle tire game for ages. Luckily for bagger owners, there are now some great new options with the release of Bridgestone’s Battlecruise H50 line of V-twin touring-specific tires. Bridgestone understands the specialist tire needs of motorcycle owners, which is why certain applications require specific tires. Whether your journey takes you on a cross-country trek through various terrain, or riding through the wet stuff, you should definitely check out Bridgestone’s Battlecruise H50 before you hit the road.

THE FACTS The Battlecruise H50 high-performance tires were designed specifically with the American V-twin rider in mind. Made from a newly developed compound (rear) and profiles, the H50 offers the optimal balance of handling, mileage, and rider comfort. With a tread pattern designed specifically for high-powered American V-twins, it features an attractive diamond cross decogroove with a carcass designed for easier steering and improved ride quality for long-distance riding. And get this: The H50 is the first Bridgestone motorcycle tire to be offered with a supplemental road-hazard warranty.

FIT Front 120/70ZR19 M/C 60W TL Front 120/70ZR18 M/C 59W TL Front 140/75R17 M/C 67V TL Rear 240/40R18 M/C 79V TL Rear 200/55R18 M/C 78V TL Rear 150/60ZR17 M/C 66W TL Front 130/80B17 M/C 65H TL Front 130/60B19 M/C 61H TL Front 130/60B21 M/C 63H TL Front 130/70B18 M/C 63H TL Rear 180/65B16 M/C 81H TL Rear 180/55B18 M/C 80H TL Rear 180/60B17 M/C 75V TL Rear 180/70B16 M/C 77H TL

Bridgestone // bridgestonemotorcycletires.com 20

BAGGERS // NOVEMBER 2017

SNOWBIRDS 2: T

10 KILLER WINTER RIDES MINUS THE WINTER WEATHER WORDS: MARK MASKER PHOTOS: COURTESY OF EAGLERIDER, AYRES ADVENTURES, REUTHERS, AND

ast year, Baggers bossman Jordan Mastagni hit up yours truly for a hit list of places to hibernate when you want to ride in winter without the bite of winter frost—the sort of places any Game of Thrones character would rather be than Westeros during season seven of the acclaimed HBO series. If you have to travel to get your ride on though, why think small? That’s why we’ve included rides from all over the globe for your consideration.

MOROCCO

WHEELS OF MOROCCO LONG WEEKEND

Price: $1,524 Days: 5 bookmotorcycletours.com This ﬁve-day motorcycle tour is the perfect long weekend escape for anyone who’d like to see Morocco but doesn’t have a full nine days to spend in the saddle. It’s also a great trial run to see if you’re interested in the full monty of an extended African motorcycle excursion later on. Over the course of this adventure, you’ll visit some amazing places that Morocco has to offer, including the imperial city of Marrakech, of course. 22

BAGGERS // NOVEMBER 2017

THE SEQUEL

AUSTRALIA

AUSTRALIA MOROCCO

“SOMEDAY” IS TODAY TOUR Price: $4,846 Days: 13 eaglerider.com I’m guessing EagleRider dubbed this the “Someday” trip because the term “bucket list” is just played the hell out. That, and Australia is one of those places we all want to visit “someday.” It’s a much longer trip than just the ﬁve-day excursion and has the scenery to match. Mountains, coasts, and national parks are just part of a trip that also includes two magniﬁcent cities. EagleRider’s most requested ride, the Great Ocean Road, is right in the middle of this trip to boot. The roads have been picked for maximum motorcycle enjoyment and leave enough time for you to do some exploring on your own.

GREAT OCEAN ROAD GUIDED MOTORCYCLE TOUR Price: $902 (STARTING) Days: 5 eaglerider.com This trip is available in November or March only, so you’re looking at late fall/early winter/early spring to get away from the cold. It’s a trip along the road voted the best driving road in Australia and one of the best in the world. Along the way, you’ll see the tourist coastal towns of Lorne and Apollo Bay and view the Twelve Apostles, Gibson Steps, London Bridge, and Perry’s Lookdown. On the way home the guided tour stops at the re-created historic goldﬁeld town of Sovereign Hill.

BAGGERSMAG.COM

SNOWBIRDS 2: THE SEQUEL SAN DIEGO AND MEXICO

SAN DIEGO AND MEXICO

ARGENTINA

Price: $902 (STARTING) Days: 4 eaglerider.com

Price: $8,450 Days: 13 ayresadventures.com

If you’re looking for a long weekend ﬁx for your riding jones, consider this four-day guided tour that kicks off in San Diego. You’ll take in all the scenery, culture, cuisine, and incredible motorcycle roads Northern Baja has to offer. Over those four days you can check out the Gaslamp District of San Diego, the beaches and nightlife of Ensenada, ride Mexico’s wine country in Valle de Guadalupe, and soak in the warm sun of the high desert landscape outside Tecate.

Touring South America isn’t for the inexperienced. Take this 13-day adventure that launches in Bariloche and ends in Ushuaia, Argentina, for example. More than 95 percent of the route is paved and the rest is hard-packed gravel. The trip is suitable for two-up riding and limited offpavement experience. Along the way you’ll have a chance to explore Tierra del Fuego National Park and other beautiful side trips. At the Perito Moreno Glacier, you’ll see one of the largest and most impressive

DISCOVER BAJA TOUR

SOUTH AFRICA

BAGGERS // NOVEMBER 2017

BARILOCHE TO USHUAIA

ARGENTINA

glaciers in the world, where huge chunks of ice crash into the water below all the time. Go for the bonus and take the longer version that includes a long luxury cruise to Antarctica.

SOUTH AFRICA

REUTHERS WILD GARDEN MOTORCYCLE TOURS

Price: $4,768 (STARTING) Days: 11 reuthers.com Not just known for diamonds, South Africa lies at the southern tip of that great continent and abounds with all kinds of natural beauty for a rider to enjoy. Reuthers’ Wild Garden Motorcycle Tours through South Africa sweep you through many beautiful places with expert guides to hook you up. You’ll explore the city of Cape Town, the vineyards of Stellenbosch, and the panoramic coastal roads leading to the Cape of Good Hope and Cape Agulhas, the southernmost point of Africa. You’ll also visit game reserves as part of your Harley-Davidson tour through South Africa so that you are able to see lions, elephants, giraffes, and more in the wild.

SOUTHERN ITALY

9 DAYS COAST-TO-COAST MOTORCYCLE TOUR ITALY Price: $3,032 (STARTING) Days: 9 bookmotorcycletours.com This isn’t a tour you can take in November or later in winter, but you can get one in October when the weather is really starting to cool off. This nine-day motorcycle excursion to Southern Italy and the Amalﬁ Coast leads you from Rome to the Amalﬁ Coast then across the south of Italy to the Adriatic Sea and back to Rome. You’ll take in the views of the amazing coastlines and the scenery of the deep Italian south. Matera, Basilicata, and Apulia offer fantastic scenery and outstanding food.

GRANADA, SPAIN

ROYAL ENFIELD “HIGHLIGHTS OF GRANADA” MOTORCYCLE TOUR

Price: $1,208 (STARTING) Days: 7 bookmotorcycletours.com While not a bagger tour (some of these aren’t), experiencing a trip in Granada Province aboard a Royal Enfield Bullet sounds like a lot of fun to me. Granada is a wondrous piece of Europe, and while you’re here you’ll understand why the Moors hung out here for 700 years and didn’t want to give it up. Enfield Classic Moto Tours offers relaxed, enjoyable guided motorcycle tours and holidays in Southern Spain on one of the Royal Enfield Bullets or on your own personal classic bike.

MACHU PICCHU

EMPIRE OF THE INCAS

Price: $8,500 Days: 14 ayresadventures.com Ayres has operated almost 30 motorcycle tours to Machu Picchu over nine years. When they say this is one of the “best itineraries yet,” we’re apt to believe them. This 14-day tour is a two-wheeled exploration of the Inca civilization in great detail. Culminating in a visit to the “Lost City” of Machu Picchu deep in the Andes Mountains, the trip includes a collection of additional South American attractions that are “must-dos” for any visit to this region of the world. Highlights include Purmamarca’s “Seven Colors Summit” (Cerro de los Siete Colores, including a visit to the village’s adobe-style center) and the beach resort of Arica, Chile.

SOUTHWEST UNITED STATES

ROUTE 66 WEST: ALBUQUERQUE TO LOS ANGELES MOTORCYCLE TOUR

Price: $2,835 (STARTING) Days: 9 eaglerider.com Route 66 is one of the most time-honored touring destinations in the Western United States—not just for its historical signiﬁcance but also the odd touristy stuff people have built alongside it over the decades. This tour offered by EagleRider is great for anyone who wants to escape northern winter chill but who doesn’t have the time for the full 15day Chicago to Los Angeles ridefest. Starting in Albuquerque, the ride heads west to Santa Monica, California. You’ll cruise the Southwest, experiencing not just the classic nostalgic landmarks but also the grandeur that is the Grand Canyon too. BAGGERSMAG.COM

TOURING

oasting the world’s most exclusive collection of exotic cars, super cars, hyper-cars and top-of-the-line luxury cars, the Gold Rush Rally is the Super Bowl of automotive events. The annual exotic-car rally actually represents a rare glimpse into a unique lifestyle and nine days of conspicuous-consumption anarchy. The fastest, flashiest, most badass cars on the planet and their eccentric drivers leave real lives behind to run hundreds of miles from one five-star hotel to the next, party at the coolest venues, eat at world-renowned restaurants, and bond with their goldblooded family members. 26

BAGGERS // NOVEMBER 2017

I’m Jason Davis, a VIP host at the Wynn Las Vegas. That means I provide guest hosting services to patrons of the XS, Intrigue, and Surrender nightclubs as well as Encore Beach Club in the summer season. During my 15 years in the Wynn nightlife business I’ve rubbed elbows and become friends with international elites from around the world, including corporate leaders and execs, professional athletes, media celebs, politicians, entrepreneurs, and brain surgeons. And many have one thing in common: the love of a fine set of wheels. It is said that “boys love their toys,” and that’s why, when I learned that my friend

Nick from Chicago Motors was sponsoring the Gold Rush Rally again this year, I was compelled to try to get in on the action. The only problem I faced was where to get an exotic super-car! Don’t get me wrong, I love my sweet ride. But luxury four-door pickups don’t exactly run with the Maserati, Lamborghini, Ferrari, and Bugati crowd. Then the next idea hit me: I could be the first participant to enter the rally on a luxury motorcycle and enter on my Harley-Davidson Street Glide, if they would allow me. Straight away, Nick called the owner of Gold Rush, Ramin, and said, “Hey, brother, I’ve got a friend interested in doing Gold Rush but he

WORDS: JASON DAVIS PHOTOS: TED 7 PHOTOGRAPHY, JASON DAVIS

BAGGERSMAG.COM

TOURING wants to do it on a Harley bagger.” Ramin’s answer also came straight away, “We’ve never had a motorcycle team in the nine years of Gold Rush, but, yes, if he can ride, we would love to have him!” I was in! This year’s rally started in Beverly Hills, California, worked its way up to San Francisco, then looped around the Northwest states through Sun River, Seattle, and Spokane, Jackson Hole, Park City, and finally ended in my home city of fabulous Las Vegas, Nevada! Since the rally is split into two halves, teams can run the entire route or opt to do only half. My partner Kevin and I decided we would run only the second half, landing in Vegas on the final leg of the tour. We were totally stoked to ride from Seattle to home and, when the time came, had our bikes trailered to the rally point.

DAY 1. SEATTLE TO SPOKANE, 279 MILES. Seattle is known for its gloomy, rainy cold weather, and in early May you never know what to expect. We expected the worst, and for the next few days, that’s exactly what we got! Still, like at every rally point, leaving the hotel parking lot in a big noisy horde was part of what’s super cool about Gold Rush. Police escorts helped everybody onto the freeways in a semi-formation, and from the saddle of my Harley it was as good as any parade I’ve ever seen. With the freeway only one block from our hotel, it was off to the races right from the start! Kevin and I were separated in less than a minute, and I didn’t see him for an hour and a half! He was doing his thing, and I was following a horde of six or seven vehicles, trying to keep up with the rosegold-colored Ferrari. Once outside of Seattle, we started the long uphill climb over the Snoqualmie Pass, which was covered with snow and freezing cold. It sounds rough, but if we’d started the ride one day earlier, we’d have been riding through a snowstorm, so we felt lucky to have missed it. On the other side of the pass it was sunny, with smooth riding and idyllic scenery, from the mountains to the forests to what looked more like desert! Crossing the Columbia River and Lake Wanapum was as beautiful as any riding I’ve done in the US, and that’s saying something. Everybody stopped there for an amazing photo opportunity, which we missed as we did not have our helmet phones connected and texting on two wheels is not only dangerous but illegal. We actually passed everybody up and landed at the next stop in front of the whole pack. Having reached Spokane, we went to the Spokane Motor Speedway, which opened up both the dragstrip and road course for our 28

BAGGERS // NOVEMBER 2017

Supercars and baggers go together like peas and carrots, right? Just a quick stopoff at one of the car owner’s private jet hangars.

gang. While invited to participate, Kevin and I dared not take our 800-pound motorcycles onto the track with eight- and 12-cylinder speed demons. We were both happy to get warm and watch the excitement from the sidelines this time.

DAY 2. SPOKANE TO JACKSON HOLE. The morning began hectically with many drivers sleeping until the last minute. Everyone was trying to get out of the room and down to the cars in time to make the morning parade out of town. It’s all good for the drivers who don’t have to spend 25 minutes putting on winter gear in preparation for riding through 30-degree weather. The anticipation was crazy. Kevin decided to ride in our support vehicle today, so I went to fill up alone before taking off. Making it back just in time to see the cars pulling out of the garage onto the street, I joined the group as we jumped onto the highway and split traffic up to the front of the pack! Riding solo and ready to kick ass. It’s funny. Whenever civilians look in their rearview mirror and see a pack of exotic cars looming large, they seem

myself working hard just to keep my exotic, fun-driving friends in sight. On “normal” rides, my Harley kicks ass. But this leg of the rally seemed much like a tortoise and the hare game, where I was the tortoise. They would take off at speeds too excessive or too dangerous to match on the bike, then they’d slow down every time someone spotted the highway patrol, allowing me to catch up. Several drivers were stopped, with some getting tickets and others getting out of them, but I must have been invisible to the troopers. After all, who cares if a Harley is cruising at 90 to 95 mph in an 80-mph zone when every few minutes a pack of colorful supercars flew at 130! I never thought I’d say it, but I guess “steady wins the race” is a real truism. Just outside Butte, Montana, I flew past five of our drivers who had been stopped together by two troopers. By that time, I was flying though the high plains where the ground was covered in snow, which had accumulated right up to the shoulders of the otherwise rideable two-lane road. Rideable, that is, if you enjoy slowly freezing to death. Even with proper gear, the freezing temperatures plus the wind chill of open-air riding was pretty grueling. When I finally stopped for fuel at the Melrose Bar and Station in Montana, I had to call it a day after 338 miles. I waited for a while for our service truck, loaded up the bike, and cruised the rest of the way into Jackson Hole, Wyoming. As we went over a pass from Idaho into Wyoming it was getting dark and the temperature was down to 22 degrees.

DAY 3. JACKSON HOLE TO PARK CITY!

to instinctively slide out of the way. It’s a phenomenon! We headed East from Spokane, up into the mountains again, toward beautiful Coeur d’Alene, Idaho. Lakes and trees and more lakes and trees go past, and I was struck by some of the most gorgeous countryside America has to offer. And I rode hard, keeping up with the pack leaders for about the first 80 miles until stopping to refuel. When I jumped back on the bike I tore it up for another hour or so and fell in behind a Maserati that was getting off the freeway for a well-known lunch spot in the area, the notorious PIG. Eating lunch with some of the coolest guys in the group, which the FML Team paid for, everybody was excited to meet the guy insane enough to do this on a bike! About 25 of us fueled up and headed east, and I found

Fun day! This was, by far, my favorite day of the trip. We got up to see that our hotel was nestled up against a magnificent ski slope. Once again we received a police “escort” out of town, but this time the route was a one-lane, fairly twisty mountain road. This is also known as a “bike rider’s dream,” and I wasn’t shy about getting on it and showing off my riding skills. Riders know what I’m talking about. No more tortoise and hare. Not this time. This was more like being in a real-life video game. Following exotic cars in tight formation around mountains, coming up on the next car, accelerating around it, and all of us taking turns hitting the gas to get around the next civilian automobile. Acting as a blocker and traffic control, if a slower vehicle didn’t pull aside as a courtesy, I’d pass him up first and then slow him down so my rally drivers could proceed. This was about as much fun as one can have with his pants on and a great strategy which impressed my super-car driver pals to no end. This went on for some time until I passed a government BAGGERSMAG.COM

TOURING truck and for whatever reason a Porsche GT3 passed us both on the left but swerved into my lane, running me off the road onto the shoulder of soft dirt. Again, experienced riders may know what I’m talking about when I describe what happened next. My adrenaline and blood pressure immediately soared, my heart rate increased about a hundred more beats per minute, my eyes dilated, and I thought, “This is it. You know what to do. Don’t brake. Stay on it and don’t panic. Look at where you want to go and don’t look into the g—damned ditch.” In a moment I glided out of the sand and back up onto the road. Quite shaken, I decided I’d played enough cat and mouse for the day and went back to enjoying the views as much as possible. After stopping to refuel we kept south on the 89 passing through a handful of small towns, some of them sitting as high as 6,500 feet of elevation. We crossed back into Idaho to stop for a group lunch at Conestoga Ranch glamping resort. This place is a must-see stopover, sitting on the border of Utah and Idaho along the edge of Bear Lake. Glamping, a contraction of “glamourous” and “camping,” is the activity for you if you love the outdoors but want to sleep in a real bed instead of a cot! From there it was off to Park City. A group of six cars plus Kevin and I, back on the bikes, decided to break away from the rest of the rally and stopped at the Ogden, Utah, Airport where Kevin keeps his 1956 Albatross seaplane hangared. The airport staff aided or allowed us to pull the cars and bikes onto the runway, surrounding the crazy-beautiful classic aircraft for a photo shoot. In Vegas, we call that epic. Fast cars, bikes, planes, and really cool people just seem to make sense together. In Ogden, it seemed to warm up a bit, so we were able to exchange our cold-weather gear for regular riding jackets all the way into Park City. While the traffic through Salt Lake City was pretty bad, it lightened up as we headed up the grade to Park City where we were greeted at the Montage Deer Valley hotel by about 100 picture-taking fans! This super-secluded, high-class place was the best hotel on the route and another reason I told you this was my favorite day of the trip.

DAY 4. PARK CITY TO LAS VEGAS, 427 MILES. We slept in about 45 minutes too long, waking up to the sound of all our new buddies who were already outside coldstarting their rides and heading out of town. Kevin and I took our time getting ready and decided to trailer the bikes for a while. The route was 100 percent freeway at this point, 30

BAGGERS // NOVEMBER 2017

It gets a tad nippy in Washington. However, this didn’t deter Jason and Kevin, who charged on like true warriors.

and we knew we would never catch up to the group on the I-15 South. Once we hit Nevada, we stopped for fuel and water in Mesquite where, no surprise, it was nearly 90 degrees. We unloaded the Harleys and hauled ass to the finish line, Chicago Motor Cars in Las Vegas, and were in time for the last party of the trip. All the cars were parked around the building and there was great music, food trucks, a couple hundred fans, and, of course, all of the Gold Rushers. We enjoyed celebratory drinking, including champagne, and stories about “best moments” of the trip. We all received finish-line medals and, after about an hour, there was the humorous awards ceremony. These were more like crank awards than anything, with trophies going to winners of the “Most likely to be banned from Gold Rush” award, “Best Costume,” etc. After the awards we got our last police escort all the way down Spring Mountain Road where LV Metro Police had shut down the strip for us. We all revved it up for the final “Gold Rush” down Las Vegas Boulevard, and I can’t tell you how happy I was about this once-in-a-lifetime opportunity! Finishing up the parade at the

Aria Resort & Casino, we were really cruising in excellent style, people were hanging out of their cars, taking pictures, and revving their engines big time. Lastly we attended a private party in the Heart Room at Omnia at Caesar’s Palace. It was epic! And then it was over with, everyone going on their way, off to Facebook and Instagram to post or view videos and photos and stories about the trip and to cement new relationships—until next year, Gold Rush X, the 10th year! Gold Rush IX was an amazing experience. I’m grateful for everybody who helped put it together and for everybody who accepted me into their clan. I will most definitely be doing what I can to promote and participate in this event next year. Somebody asked me, “How do you stand out from the crowd when you’re surrounded by $50 million worth of cars?” I said, “Show up on a motorcycle. Everybody will think you’re a badass!”

Shown with factory cover.

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TECH //ADVANCED

WORDS AND PHOTOS: JORDAN MASTAGNI

CABLES AND PLUMBING

Our ADV Road King gets Galfer Brake Lines & Barnett Clutch Cable

f you’ve been following our Frankenstein Road King build for this year’s Baggers Build-Off, we featured some one-off motoinspired handlebars that Anthony Keeling from Chassis Design Co. fabbed up for us last month. This month, we needed to get the clutch and brake controls dialed in, so we headed over to Galfer USA in Oxnard, California, and Barnett Clutches in Ventura, California, to get some new brake lines and a clutch cable made. We stopped at Galfer first and checked out its Harley-Davidson brake-line kits (front $146.80, rear $64). Those are the stock prices. Because our application required custom lengths, the price went up $7 per line. There are 12 different brake-line colors to choose from and five different banjos/banjo bolts you can also choose, but the price can also vary a tad depending on color combos. We like that Galfer offers so many different options. Different strokes, right? We went with the black banjos on platinum stainlesssteel hoses, which resist abrasion and puncture and also feature a Teflon core that won’t degrade over time like rubber hoses. Next on the list was a new clutch cable. We headed to Barnett Clutches for one of its platinum braided cables (contact for price; varies by application), which feature a clear-coat protective finish, and you can choose chrome, polished, or black hardware. The clear-coat finish helps to protect painted surfaces and is guaranteed not to discolor from sun exposure. The Barnett clutch cables are available for all 1987–later Harley-Davidson models and come standard with Barnett’s highefficiency inner wire for longer life, smoother cable action, and reduced lever effort. Barnett offers custom clutch cable applications too, which was perfect for our needs. Follow along as we visit Galfer USA and Barnett Clutches to get this build one step closer to completion.

BAGGERS // NOVEMBER 2017

1 Our new front and rear brake lines and black hardware from Galfer USA.

2 After rolling our project Road King into the R&D area of Galfer USA, Donnie Honeycutt, our tech for the day, checked out our setup and what he’d need to make the lines for our off-road bagger. The bars that came with the bike were left on for transport, but they would soon be ripped off to measure brake-line lengths for the new Chassis Design bars.

TECH //ADVANCED

We had the new handlebar in place, and Donnie was ready to take some measurements.

Once the fluid was evacuated, we removed the factory front brake line from the master cylinder.

Next, Donnie removed the factory brake line block, located under the bottom triple tree.

7 Next, we installed Galferâ&#x20AC;&#x2122;s new aluminum brake-line block, which connects the top brake line at the handlebar master cylinder down to the two lower brake lines that route to the dual calipers.

Next, we bled the brakes in the front and the rear to remove any fluid from the factory lines. DOT 4 brake fluid is some messy stuff that will eat away paint very easily.

BAGGERS // NOVEMBER 2017

Here, Donnie has threaded a dummy cable from the brake master cylinder at the handlebar and then routed it to the aluminum block to make hose length measurements. Next, Donnie used the dummy cable to measure from the brake line block down to the calipers and marked his measurements. The same procedures were applied to measuring brake-line lengths for the rear.

100 HP • Cam for 2017 HD® Models with Milwaukee-Eight® Engine • Bolt-In • Over 100 hp • Includes Installation kit • Chain or Gear Drive available Gear Drive Cam: • No tensioner shoe to wear out • Includes pinion and cam gears as well as tensioner block off plate

sscycle.com • Made in the USA DISCLAIMER: NOT LEGAL FOR SALE OR USE IN CALIFORNIA ON ANY POLLUTION CONTROLLED MOTOR VEHICLE. Not legal for sale or use on any EPA pollution controlled motor vehicle.

TECH //ADVANCED

9 Measure twice, cut once! Donnie checked his measurements and was ready to install the banjos and crimp them into place.

10 Using a crimping machine, the banjos were mated to their hoses. One more step, and our new brake lines would be done!

11 Using a heat gun, a piece of clear heat shrink is wrapped and heated after the banjo is installed to the line.

12 Once all of the lines were made, it was time to install them. Donnie started with the handlebar master cylinder brake line using the black banjo and copper washers on each side.

TECH //ADVANCED

Then Donnie routed the new lines from the Galfer aluminum brake line block down to the calipers also using copper washers on each side of the banjos.

Everything was now installed and torqued to spec (12–15 pound-feet at the aluminum block, 15–17 pound-feet at the master cylinder and calipers).

K I C K YO U R F E E T U P I N

15 Next up, DOT 4 brake fluid was added, and the brakes were then bled to remove any air bubbles.

16 Voilà—there you have it. One new set of platinum stainless braided brake lines on our Road King. We then headed down the road to Barnett Clutches and shadowed one of the lead techs as he literally built this clutch cable in about five minutes.

17 The Barnett tech took some measurements from the clutch perch on our Road King’s new bars to the transmission trap door and got to work. He cut the clutch cable casing to size and installed one of the clutch cable housings (transmission trap door end) with Permatex Gasket Maker.

The Original Patented Combined Engine Guardand Highway Peg. Fits a wide range of H-D, Indian,Victory and Metric Models.

18 Then the housing was crimped into place, followed by the clutch safety spring.

The New Thicker Combined Engine and Highway Peg. 1 ½” Outside Diameter, .120 Wall Thickness Steel for Comfort and Strength.

19 Next to go on was the cable adjuster housing, which was crimped, followed by the rubber boot assembly.

20 Then the other clutch cable housing was installed (clutch perch end). Before the cables are routed through the casing, theyâ&#x20AC;&#x2122;re pre-fit with clutch perch assemblies. This speeds up the process when feeding the cables through the hoses instead of being done one at a time.

22 After everything was checked, we brought the Road King and our new brake lines and clutch cable back to our shop and everything fit like a glove.

21 After the clutch cable itself was fed through the platinum stainless hose, it was fitted with a ferrule, which will ultimately be placed in the transmission ball and ramp assembly.

Galfer USA// galferusa.com Barnett Clutches and Cables // barnettclutches.com

BAGGERS // NOVEMBER 2017

TO PERFORM MJK Performance’s Full-Bodied 2017 H-D Road Glide WORDS: JOHN MATA JR.

PHOTOS: RYAN HK

olks might not be too hip to the MJK Performance name just yet. Previously operating under Mad Jap Kustoms signage, Dale Yamada has been building the unbuildable for years—doing things his own way to the groovy tune of ’60s- and ’70s-era choppers. Custom-built parts crafted from scratch have been Dale’s calling card for just over a decade, and 2017 marks a pivotal juncture for the business he’s been behind the bars of since ’07. Based in Calgary, Alberta, Canada, The Mad Jap name has reached every corner of the motorcycle-loving globe and will continue to do so—but in a slightly different way. The transition to MJK Performance wasn’t done in vain, however, as it does symbolize Dale’s focus on fabricating product for baggers, FXRs, and Dyna models. The change is much more than a name. Rather, it is a whole new focus at a different gear—kind of. The same high-quality precision craftsmanship is still present, but it is now available for a wider spectrum of bike builders and riders alike. That’s really all a master fabricator could ever hope to achieve—to make a positive impact and deliver his wares at the very forefront of an explosion of bike fanatics looking to achieve a level of true performance on the road. The time to lead by example has ﬁnally come. To be of assistance during this all important time of change, the MJK Performance crew brought on an allimportant staff member to get the point across—a factory-fresh 2017 H-D Road Glide Special straight off the showroom ﬂoor. The bike was to serve as a blank slate of sorts to highlight the wide range of MJK Performance parts that had already been designed and mocked up for heavy abuse (testing). “We wanted to enter the performance bagger scene with a big bang,” Dale says about the company’s new direction. “Our main focus was to end up with a lighter and better-performing motorcycle, which we have successfully accomplished with our updated lineup of parts offerings.”

BAGGERSMAG.COM

While there is a healthy helping of MJK Performance products showcased on the Road Glide, including the Peek A Boo air cleaner and 2-into-1 stainless exhaust combination, Dale is most impressed with the Mono Block front brake caliper that he has cooked up for this application. “The caliper took over a year developing, prototyping, and testing to get the look and function we had envisioned,” Dale says. The caliper itself really is a work of beauty both physically and functionally. Just with those three products alone, MJK Performance can now tout better air ﬁltration and expulsion abilities while also providing a system dedicated to bring those extra power gains to a commanding halt. Moving and stopping are only a couple aspects that deﬁne true on-road performance though. The journey itself oftentimes weighs heavier than the moment of reaching a destination. To attain the most ideal ride quality possible, Dale looked to modify the Road Glide’s suspension with premium aftermarket product. “The Öhlins front end is another one of the standout aspects featured on this build,” he says. The FGR 900 fork has been 42

BAGGERS // NOVEMBER 2017

designed to promote handling ability that has a feel serious riders will not soon take for granted. Positive road response is critical to have when talking about a real performance-centric project. Many misinterpret the “P” word to focus on engine gains exclusively, and they totally disregard the importance of how to better harness that extra horsepower. Rider comfort also rolls into the sometimes-invisible subcategory that lies underneath the performance blanket. MJK’s newly finished Max Lean floorboards offer more than just comfort; they also add to the rider’s confidence while on the highway. Dale adds: “The Max Lean boards sit 1 inch higher than stock and are machined on a tapered angle underneath and swept up at the rear, allowing for great lean angles and clearance. These sit 2 inches further back, providing a simulated mid-control feel. Also, our adjustable foot controls are designed for a shorter throw for more positive shifts.” Over the years, Dale has always put function first, but style has never followed too far behind. With the future of MJK Performance just starting to peak, it’s apparent that the diversification in new parts offerings will catapult them into desired territory. Those wanting a genuine performance bagger underneath them (or even a better-performing Dyna or FXR) will quickly recognize the benefits the new wave of MJK Performance goods possess. Those keen to the Yamada name might be pleasantly surprised to know right away the level of high-grade fabrication that is at

the forefront of the company’s rebranding. “We are passionate about providing our customers with a better-looking and longer-lasting aftermarket HarleyDavidson product for their motorcycle,” Dale says. “Our parts are made from the highest-grade aluminum available, as well as stainless-steel and titanium materials that adhere to our dedication to precision and quality. Every one of our products is designed, engineered, and crafted with attention to functionality in-house on our state-of-the-art true ﬁve-axis and turning center HURCO CNC machines.” As an established leader in the aftermarket Harley-Davidson parts industry, Dale plans on widening his specialization into a broad, exciting new frontier where going fast and increasing comfort go hand in glove. MJK Performance represents innovative design with ultimate function in mind, and while their new product line is steadily being stocked for mass consumption, the hype behind the parts only continues to thicken. Stay tuned and stay focused—pure performance is well within reach.

SPECIFICATIONS GENERAL

BIKE OWNER SHOP NAME SHOP PHONE SHOP WEBSITE YEAR/MAKE/MODEL FABRICATION ASSEMBLY BUILD TIME

FRAME

MJK Performance MJK Performance (403) 250-7919 mjkperformance.com 2017/Harley-Davidson/Road Glide Special (FLTRXS) MJK Performance MJK Performance 2 months

ENGINE

YEAR/MANUFACTURER 2017/H-D TYPE/SIZE 120R BUILDER H-D CASES H-D CYLINDERS H-D HEADS H-D ROCKER BOXES H-D EFI/CARB H-D AIR CLEANER MJK Performance Peek A Boo air cleaner EXHAUST MJK Performance 2:1 stainless SPECIAL FEATURES Wood Performance 777 cam

TRANSMISSION

YEAR/MANUFACTURER CASE CLUTCH PRIMARY DRIVE

2017/H-D H-D H-D H-D

YEAR/MANUFACTURER RAKE STRETCH

2017/H-D Stock Stock

SUSPENSION

MANUFACTURER FRONT Öhlins FGR 900 LENGTH 28.5 TRIPLE TREES MJK Performance MANUFACTURER REAR Öhlins SPECIAL FEATURES A ton of testing to get the setup done correctly

WHEELS, TIRES, AND BRAKES

MANUFACTURER FRONT BST WHEEL HEIGHT/WIDTH 19 in. TIRE HEIGHT/WIDTH 130/60/19 CALIPER MJK Performance mono block ROTOR All American Wheel custom machined by MJK Performance MANUFACTURER REAR BST WHEEL HEIGHT/WIDTH 17 in. TIRE HEIGHT/WIDTH 180/60/17 CALIPER Stock ROTOR All American Wheel custom machined by MJK Performance

ACCESSORIES

FRONT FENDER REAR FENDER

Big Bear carbon fiber H-D

FAIRING/WINDSCREEN Klock Werks GAUGES MJK Performance gauge relocation kit GAS TANK/CAP H-D DASH H-D OIL TANK H-D HANDLEBARS MJK Performance 10-in. pullback riser with 4-in. rise handlebar made for internal wiring HAND CONTROLS/GRIPS Stock FOOT CONTROLS/PEGS MJK Performance Max Lean floorboards and short-throw foot controls HEADLIGHT H-D TAILLIGHT H-D TURN SIGNALS H-D LICENSE MOUNT H-D SEAT Lucky Daves SADDLEBAGS H-D SADDLEBAG LATCHES H-D SPEAKERS H-D HEAD UNIT H-D AMP H-D

FINISH/PAINT

PAINT COLOR PAINTER GRAPHICS

Black H-D Custom Painted Vehicles BAGGERSMAG.COM

BAGGERS T E ST E D

Yamahaâ&#x20AC;&#x2122;s New Luxury Liner Means Business WORDS: JORDAN MASTAGNI PHOTOS: BRIAN J. NELSON

BAGGERS // NOVEMBER 2017

he bagger world has come a long way in recent years, and each OEM is vying for that top spot. After riding the 2018 Yamaha Star Venture, itâ&#x20AC;&#x2122;s clear that this is a special motorcycle that will definitely leave consumers scratching their heads before they drop coin on a motorcycle most everybody else already has. However, now that the Star Venture is out, and currently sitting on showroom floors, Yamaha is now tasked with convincing the market that spending $27K on its grand touring machine is the way to go. After a three-day trek through Idaho and Montana, I was definitely impressed at how well the Star Venture treated not only myself but, more importantly, my missus. Yes, Yamaha invited my better half to join in the fun for this launch because the company understands that a lot of touring guys like to trek two-up. And they definitely didnâ&#x20AC;&#x2122;t spare any expense with keeping the wives happy with the new Star Venture. They really paid attention to all the boxes we want checked when buying a bike. Buyers want to know: Is it comfortable? Is it fun? Is it spacious? Does it have enough power? What about wind management? GEAR // HELMET: Arai Signet X JACKET: RSD Ronin (Perforated) GLOVES: Spidi BOOTS: XPD X-Village

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BAGGERS T E ST E D

BAGGERS // NOVEMBER 2017

design representatives from Japan, the reasons for an air-cooled plant were many: It was lighter, narrower, and allowed them to keep the weight of the engine in the crankcase, which in turn provided a much lower center of gravity. And after doing a lot of research with category consumers’ feedback, it turns out that the majority of you guys really do prefer air-cooled bikes. The cool thing about this engine was that the exhaust sound was literally tuned by Yamaha Music. Over the course of months, engineers from Yamaha Motorcycles and Yamaha Music worked together to come up with the perfect note, and I feel they really achieved a winner. Having heard hundreds of exhaust pipes over the years, Yamaha’s factory effort sounds as good off the showroom floor as most any aftermarket pipe. Also, this 113ci twin features dual counterbalancers, which makes for a very smooth ride. More vibration equals more fatigue, which then equals less time in the saddle for enjoying your ride. Yamaha stuffed its new air-cooled plant in a hybrid steel mainframe and cast-aluminum subframe. No, the Venture is not lightweight at 963 pounds (wet weight), but it doesn’t feel like a boat. And it’s not top-heavy. The hybrid frame has also been outfitted with isolated rubber engine mounts to dampen vibration,

making long hours in the saddle more comfortable. Speaking of upping the touring time in the saddle, the Star Venture is equipped with a 6.6-gallon fuel tank. Yamaha claims a minimum 220 miles per tank. However, talking with one of the Yamaha product guys, he says that with solo, casual riding he was able to get that up to around 280 miles. That is pretty much what my 26-gallon Tundra gets to a tank!

PHOTOS BY YAMAHA

You see, the last Yamaha touring bike I rode was a V-Star 1300 Deluxe a few years ago. That bike didn’t really do much for me. It was fine, but I didn’t leave with any sort of favorable impression after a couple days. With Yamaha’s new Star Venture, I’m ready to take that bucket-list trip from coast to coast. Yamaha’s goal with the new Star Venture was to blend the emotional V-twin luxury market with the sporttouring and adventure-touring markets. Hence, the birth of its catchy tagline: “Transcontinental Touring.” They did a great job making sure that tag lived up to its touring prowess. The Venture really was built for the long haul. Let’s start with Yamaha’s main focal point: the 113ci air-cooled V-twin engine. First things first, the 113ci V-twin engine boasts 126 pound-feet of torque at 2,500 rpm. Now, that’s at the crank. I’m curious what the rear-wheel torque figures are after we test it on our dyno (we’ll report back with our findings soon). The 113 also comes equipped with Yamaha’s chip-controlled throttle (like ride by wire) and is strong and beefy in the low rpm range, which is where a touring motorcycle really needs it. I wondered why a water-cooled engine was nixed for this mack daddy, but after talking with the

The Star Venture was aggressively styled without being obnoxious. I can see the front fairing being somewhat polarizing to consumers, but those who can see it for its utility will appreciate the fact Yamaha was able to incorporate four large LED headlamps, a 7-inch touchscreen infotainment system, and cargo pockets to boot. In other words, you need something large enough to fit the aforementioned. The Star Venture’s infotainment system is probably one of the best out there right now as far as options. If you get the Transcontinental Touring option (which is what I tested, add $2,000 to the price tag), you get Bluetooth connectivity via smartphone, USB connectivity via portable device, intercom (hardwired), CB radio, Pandora streaming feature, turnby-turn GPS, SiriusXM radio streaming, and much more. And this infotainment setup is cool because it’s equipped with a first-ever dual-zone audio feature, meaning you and your passenger can listen to different audio sources at the same time (she can stream Pandora while I rock out to my USB audio library). It’s also controllable via touch, voice, or from the toggle switch located on the left-side handlebar or on the screen itself. Now, it’s a little intimidating figuring out how to navigate at first, but after a few days futzing around, it’s actually a lot of fun to use. The only issue I had with it was that when Yamaha asked me to send a couple helmets prior to the launch because they wanted to install their new headset. I was unpleasantly surprised to see they’d drilled a dime-size hole in each of our new Arai helmets to install their communication cord. And when using the system, I don’t like being plugged in with a cord. I thought this was the 21st century. Is Bluetooth not ready for dual-zone audio? I guess not, according to Yamaha. However, I guess I got used to it, somewhat—even though I’d get off the bike multiple times with the cord still attached to my helmet (insert whiplash sound effect here). I guess if you’re going to buy this motorcycle, you’re probably going to wear the same helmet with it anyway once you get your comm system installed. So I learned to get used to it. Now, riding the bike is very “smooth.” That was the adjective I’d overheard repeatedly from the other five journalists. We were all pretty impressed with the 113ci engine and how much torque there

was in the low-end rpm range. “You gotta short-shift it,” one of the Yamaha staffers said. And he wasn’t kidding; the powerband was limited to that of about 4,500 rpm until being governed out. I wasn’t quite used to that. However, after heeding his advice, I noticed how low you could turn the revs without any lugging whatsoever, a very nice feature. So many times I’ve been in the low revs in fifth or sixth with plenty of other baggers I’ve tested, and I guess I’m just used to downshifting in order to pull past a big rig, which simply wasn’t the case with the Star Venture. And because it features dual counterbalancers in the crankshaft, it simply doesn’t lug like other baggers. From a comfort angle, you’ll have no issues with the Star Venture whatsoever. The rider seat features a three-positionadjustable backrest that moves forward or backward to provide some much-needed support. The passenger seat and rider seat are also equipped with seat heaters (standard), and they worked well. My only gripe is that the rider can control his seat heater from the infotainment system instead of a simple two-position switch or something. I’d simplify turning this off and on more easily rather than toggling through multiple menus on the infotainment screen to adjust. However, your passenger can also control the seat heaters from the rear, but how will the rider know if she’s turned them off or on? Not a huge deal, just something I noticed. Because we were riding through some

pretty warm temps during the day (100plus Fahrenheit), I really noticed how well the adjustable upper wind deflectors worked. I specifically wore my Roland

BAGGERSMAG.COM

(Top): The 113ci air-cooled V-twin powering the Star Venture boasts a class-leading 126 pound-feet of torque. (Middle/bottom): The Star Venture’s saddlebags, multiple cubbies, and spacious trunk provide ample storage capacity for multiple-day treks. The trunk easily houses two full-face helmets with a little room for more.

BAGGERS // NOVEMBER 2017

Sands perforated Ronin jacket to this launch because I knew how hot it was going to be, and the wind deflectors fed a nice steady stream of air to my upper torso. When I wanted a break, I simply closed the vents and it redirected the airflow to my knees and upper shins. Down below I kept the adjustable lower fairing wind vents open at all times because it was so damn hot, but I like that they offered two vent options aside from the adjustable windscreen (moves 3 inches up or down and is controlled from the dash). A lot of the cruisers I ride nowadays (yes, I also ride a ton of non-baggers for the other brand I oversee, Motorcycle Cruiser) are equipped with traction control. But none of the baggers I’ve tested have ever offered this feature— until now. The Star Venture not only comes equipped with traction control, which combats your rear wheel sliding out when coming in contact with road debris, oil, water, etc., but it’s also equipped with Yamaha’s D-Mode (Drive Mode), which allows you to adjust the throttle response settings from Sport to Tour with the push of a button (located on the fairing). Another highlight for the Star Venture is it comes equipped with Yamaha’s exclusive Sure-Park parking assist feature (forward and reverse). At first I balked at the option. I didn’t need any help backing up into a parking spot. Or did I? I shoved the ego aside and tried it out up a steep gravel hill and was amazed

at how easy it was to use. It’s driven from an electric motor and doesn’t even require your bike engine to be running. And forward? Uh, isn’t the motorcycle already equipped to handle that? Yes, but there’s no need for the clutch, so you can easily pull forward to get into a tight spot with ease. Because the Sure-Park is driven by an electric motor, you have approximately 45 seconds in either direction to get your bike where it needs to go before a prompt tells you it’s about to time out. So don’t be hasty when parking with the Sure-Park. As for storage, there are so many compartments to stuff belongings. Not only is the trunk huge, but it’s better than most because just the lid opens and not the upper half of the trunk. In other words, you can open your trunk if your passenger is still seated. You can fit two full-face helmets…and plenty more. The passenger also has two cubbies to stash goods on each side of her backrest (part of the trunk), but the trunk is a very smart example of usable space. The saddlebags provide ample space—nothing to get over the moon about, but there are also two stash cubbies located in the cockpit to the left and right of the handlebars, perfect for a phone (since the USB port is located in the right cubby), and the left is great for your wallet or something of comparable size. Dubbed the Transcontinental Touring machine, Yamaha’s new Star Venture was made for just that: It’s loaded with everything you and your passenger need for living the good life on two wheels.

TECH //MAINTAINED

WORDS: JON McDEVITT PHOTOS: JORDAN MASTAGNI

NOT WITHOUT A FIGHT!

Seized Exhaust Stud Removal

t happens more often than not on older H-D models. The exhaust stud becomes frozen or seized in the head. We damaged the threads on our Road King while doing one of our Baggers Sound-Off videos. We tried the first go-to step in removing exhaust studs, the “jam-nut” method. You basically thread on two nuts, tighten them together, and then turn the back nut to remove the stud and jam-nuts as an assembly. This failed, the stud was too seized, and both nuts just unthreaded off together. So the next step was to weld on a nut and back the stud out that way. If this method fails all that is left is taking off the head and machining out the stud and re-tapping the hole for a new stud. Cue our old pal Anthony of Chassis Design Co. We needed to head down his way to get some bars made for our Hot Bike Tour Baggers Build-Off bike, so we decided to kill two birds with one stone, as they say. Anthony was able to get the stud out by welding a nut onto it, but it wasn’t as easy as 1, 2, 3. Follow along as we get out that pesky exhaust stud.

Starting off, Anthony sprayed the old stud with a heavy dose of WD-40 to give us a fighting chance.

After the WD-40 soaked for a few minutes it was wiped clear and Anthony welded on a nut to the end of the stud.

3 That puppy is smokin’ hot!

Once the stud and freshly-welded-on nut cooled, Anthony went in to try and unthread the assembly. The stud broke off rather than unthread a total of three times before it finally gave way and came out. Anthony welded the nut on for the last time, and if it had broken the stud again we would have been all out of room to weld to and off to a machinist we would have had to go. Luckily for us when it came down to the wire the weld method was a success. As always, thanks to Anthony! See you next time!

4 50

Here is the old exhaust stud with the nut welded on the end. Not much stud left!

BAGGERS // NOVEMBER 2017

Ride OR

Die The Birth Of The Sports Glide

WORDS: JOHN MATA JR.

BAGGERS // NOVEMBER 2017

PHOTOS: JUSTIN GEORGE

uilding and riding motorcycles are very unique and different art forms respectively. On one hand, somebody could build a bike for the sole purpose of creating a display piece— one with no real-world road-worthiness or dependability. Sure, it might look good under the bright spotlights of an indoor tradeshow or on the cover of a magazine or two, but when reality sets in, it’ll always chalk up to just being a pretty face. But who’s to say that there isn’t any artistic value in that? Most guys would revel in the opportunity to showcase the latest and greatest wares and talent on their personal ride, but there always comes a day when nothing else will satisfy the craving to bomb down the freeway with complete and total trust in your motorcycle’s capabilities. Now, this is where the brush’s other artsy stroke comes into play. It takes a lot in order to build a truly performance-centric motorcycle—even more so with a bagger. Most think of these models as being slow, heavy, and all-around clunky. “Grandpa bikes,” some would say. Well, if Gramps gets his jollies from performing a very calculated (and spendy) hardware overhaul to gain the confidence to blast off and comfortably exceed highway speeds, then this right here is the bike for him. But he’s going to have to fight Albert Alvarez off in order to take a lap around the block. You see, Albert has pieced together a finely tuned (horsepower and handling) Harley-Davidson touring bike that hits all the right marks, at least to his exact specifications. He’s done the showbike thing and has experienced the limitations that end up hitching a ride. Those days are long gone, as he has left them in his proverbial (and all too literal) dust. “My last bike was a big-wheel bagger,” he admits. “It looked cool—don’t get me wrong—but it wasn’t much fun to ride. I can appreciate the artistic talent that goes into building a showbike, but they’re more for the spectator’s enjoyment. With this bike, I took a different approach, and it revolved around me.” What Albert set his sights on was performance in its purest form. He wanted to go fast, but that was only for BAGGERSMAG.COM

starters. “People have always associated performance with horsepower,” Albert says. “I wanted all-around performance gains, and if certain products didn’t add to the overall performance of the bike or comfort of the ride, I just wasn’t interested. Style became secondary.” Albert began examining the areas that could be improved upon and executed a well-thought-out plan of action. An inverted front suspension system featuring Kraus and Öhlins components has played a huge role in delivering the feel and road response he was hoping to capture. Lightweight carbon-fiber BST wheels, oversize brakes, and other components that were purpose built and actually designed to help Albert’s bike perform at its peak were also thrown into the mix. After chatting with Albert about his most current project and recognizing how many miles apart from his last big-wheeled build is from it, there were many questions thrown his way about what brought on this drastic evolution in taste. Albert fielded the inquiries with a response that makes sense on so many different levels: “I grew up riding all makes and models, but H-D baggers have always been the coolest bikes to me, especially because they play a big part in the San Francisco Bay area scene. Each bike is a reflection of its owner. The Bay’s style sets trends for years, and I

BAGGERS // NOVEMBER 2017

believe the area has some of the cleanest and arguably fastest motorcycles in the country. It is a melting pot for all types of two-wheeled machines.” Albert went on to describe the nature of his latest build and how it’s a direct fusion that was inspired by growing up watching as wheelie-popping baggers and candypainted streetbikes occupied and thrived in the same space. “That’s why I call it the Sports Glide,” Albert says. One obstacle Albert did run into during the build process was locating likeminded individuals to join his quest for creating his vision of the perfect performance bagger. “I knew what I wanted, but the hard part was ﬁnding the people who not only shared the same vision as me but who knew how to accomplish it,” Albert says. “I found that very few companies in the V-twin industry cater to the performance of Touring-model baggers. The further I dug, the more I was able to locate the products that I was going to need.” Albert turned to R.E. Engineering of San Jose, California, to assist with the dialing in many aspects of the bike and drafted New Jersey-based Kyle Morley of Xecution Style to handle the paint. “When I decided I’d had enough of the wind beating on me and moved forward with incorporating the Street Glide fairing, a ‘close enough’ paint match just wasn’t going to work,” Albert says. “I packed up the fairing and helmets and sent them to Kyle where he hand mixed and matched the paint himself. He met my every expectations, and most people can’t believe that the fairing isn’t factory painted.”

“The most overlooked part of the bike is that it really is a Road King converted to a Street Glide,” Albert goes on to explain. “Actually, it’s overlooked for good reason.” The necessity to keep modifications looking as if they came that way from the factory was also an important target Albert was looking to hit, even down to things that would be missed on many onlookers’ radar. “Most people who like to ride the way I like to ride, however, notice the midcontrols on the bike,” he continues. “It’s like something everyone knows touring bikes are missing but didn’t know could be done. It took a lot of research to get this down, and I had to Frankenstein a kit together to meet my needs, but they work great and they look like they came from the dealership with mids.” For some guys, the perfect bike for them doesn’t exist in the wild, unless they’re already sitting on it. The ideal two-wheeled specimen must be carved out and custom tailored to meet the rider’s exact specifications. It’s either that or settle for less. Albert isn’t the type of rider who does well with just settling. That much is evident after listening to what he has to say about motorcycle building theory—let alone after seeing the physical manifestation of that theory. When you want a bagger that defines the “performance bagger” term, there isn’t an option of accepting substitutes of subpar breeding. “The parts that are designed to function at the highest output and are made from quality materials don’t come cheap,” Albert adds. “Try explaining to your wife why your bike needs the same materials being used on NASA space shuttles.”

SPECIFICATIONS GENERAL

BIKE OWNER SHOP NAME YEAR/MAKE/MODEL BUILD TIME

Albert Alvarez R.E. Engineering 2014/H-D/ CVO Road King FLHRSE 1 year

ENGINE

YEAR/MANUFACTURER 2014/H-D TYPE/SIZE V-twin/110ci BUILDER H-D CASES H-D CYLINDERS H-D HEADS H-D ROCKER BOXES H-D EFI/CARB EFI AIR CLEANER Horse Power Inc. EXHAUST One-off by Metal Innovations/ Burns Stainless

TRANSMISSION

YEAR/MANUFACTURER/TYPE 2014/H-D/6-speed CASE H-D CLUTCH H-D PRIMARY DRIVE H-D

FRAME

YEAR/MANUFACTURER RAKE STRETCH

FINISH-PAINT

2014/H-D Stock Stock

SUSPENSION

MANUFACTURER FRONT Kraus/Öhlins TRIPLE TREES Kraus MANUFACTURER REAR Tricky Air Kraus/Öhlins SPECIAL FEATURES Inverted front end, aluminum swingarm by Brock’s Performance, engine stabilizer brace by Alloy Art

WHEELS, TIRES, AND BRAKES

MANUFACTURER FRONT TYPE BST Carbon Fiber WHEEL HEIGHT/WIDTH 21 x 3.5 in. TIRE Metzler ME880 CALIPER Brembo 108mm w/ Brock’s Performance strap bracket ROTOR Arlen Ness 14 in. w/ Kraus spacers MANUFACTURER REAR BST Carbon Fiber WHEEL HEIGHT/WIDTH 18 x 5.5 in. TIRE Metzler ME880 CALIPER Brembo 108mm ROTOR H-D

COLOR

PAINTER

Factory CVO Paint match by Xecution Style

ACCESSORIES

FRONT FENDER REAR FENDER

FAIRING/WINDSCREEN GAUGES GAS TANK/CAP DASH

For what? H-D Klock Werks H-D H-D CVO H-D CVO

HANDLEBARS

Arlen Ness

HAND CONTROLS/GRIPS

Arlen Ness

FOOT CONTROLS/PEGS

Arlen Ness

HEADLIGHT

Moons MC

TAILLIGHT TURN SIGNALS LICENSE MOUNT SEAT SADDLEBAGS

H-D Hog Workz H-D Byrd Coop Corbin H-D CVO

SADDLEBAG LATCHES

H-D

SPEAKERS

H-D

THE BIG CHIEFTAIN Pinup Baggersâ&#x20AC;&#x2122; show-stopping Indian WORDS: MARK MASKER

BAGGERS // NOVEMBER 2017

PHOTOS: DON KATES

ndian’s marketing machine is a publicity juggernaut. In stark contrast to the half-assed marketing efforts and half-assed bikes that marked the late 1990s and early 2000s incarnations of the brand, the recent version of the company isn’t playing around. Neither are the shops championing Indian with custom bikes like this one from Pinup Baggers. In March of 2015, word got around that Indian Motorcycle would hold its ﬁrst Baddest Indian Bagger in Sturgis later that same year. The gauntlet was cast, and Mark and Deanna Rhoades wasted no time picking it up. The prizes included a new 2016 Indian Dark Horse, $10K in parts from Azzkikr, and the title of the very ﬁrst winner of the Baddest Indian Bagger in Sturgis. Mark bought a stock 2015 Indian Chieftain and got down to business.

BAGGERSMAG.COM

It was not easy. Nor should it be. This isn’t 2004; one does not simply bolt a bunch of catalog parts onto a stocker and trundle off to a show. Not if one wants to win said show, anyway. “Being that this was our ﬁrst Indian we were building, it came with some challenges because not many parts were available and we had to custom fabricate some of it from scratch,” Deanna recalls. Once the Chieftain was torn down to the bones on the lift, the front end was converted to a 41mm so the shop could use Performance Machine legs, and that was no easy chore. Mark and a buddy who owns a machine shop came up with a way to convert the front end and have front air ride suspension for the slammed look when the bike is parked. Another custom feature to the bike is the manual centerstand that son Drew Rhoades thought of and created because at that time no centerstand was made for the Indians. Overall, Pinup Baggers went with the simple but sleek look that’s their hallmark. They added the little touches like the handpainted Indian girl on the bags and the custom seat covered in traditional-looking tan leather and suede. “This bike was built with the intention of competing in the contest in Sturgis, but I can tell you as the rider of the bike I enjoyed every minute of the 58

BAGGERS // NOVEMBER 2017

smoothness of the 111 motor,” Deanna says. “Indian has come a long way over the past few years, and I personally am now a fan.” Little Indian Girl won the Baddest Indian Bagger in Sturgis last year, and Pinup Baggers was honored by and appreciative of the prizes that gave the Rhoades’ shop the recognition. “My Little Indian Girl, as I called her, showed up in Sturgis last summer and she shined like a diamond in and around the Sturgis area all week,” Deanna says proudly. “I enjoyed riding Spearﬁsh Canyon and Needles Highway, and she rode like a dream through all the twists and turns of the hills of South Dakota.” Encouraged by their victory, Mark and Deanna’s Indian went on to win other shows including the Rat’s Hole Show at Biketoberfest in Daytona and Best Bagger at the Easyrider show in Nashville, Tennessee. A guy named Gator saw her there, and he ended up buying Little Indian Girl. Gator now uses the bike with the Chase Foundation to create Down syndrome awareness. “The bike couldn’t have gone to a better guy, and to know that the bike is still being shown at his events makes me very happy,” Deanna says. “It took a tribe to build this bike, and it wouldn’t have happened without the help of some very

special people, so I want to say thank you to Drew Rhoades, Keith Schnepper, Jason Irons, Britt Decker, Jack Lindenberger, and of course my amazing husband Mark Rhoades for building it.”

Not Sold In Stores! An original design inspired by the hottest choppers and chopper shops around At the top of each hour 3 bikers pull out of the garage with motors revving

Almost 1½ feet tall

Lights accompany the hourly action! Windows and billboard illuminate as the bikers roll out Metal pendulum and chains with hanging “pistons”

Requires 3 “AAA” batteries and 1 “AA” battery, not included.

It’s time to kick start every day with the exclusive “Freedom Choppers Motorcycle Garage” Cuckoo Clock only from The Bradford Exchange! Just like the sweetest rides on the road, this limited edition cuckoo is customized from top to bottom with details that will get your heart racing. Strong demand is expected, so acquire yours now in ﬁve monthly installments of only $35.99, for a total issue price of just $179.95*, backed by our 365-day money-back guarantee. Reply today, but send no money now. Simply complete and return the Reservation Application. *For information on sales tax you may owe to your state, go to bradfordexchange.com/use-tax

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*Plus a total of $21.99 shipping and service; see bradfordexchange.com Limited-edition presentation restricted to 295 casting days. Please allow 4-8 weeks after initial payment for shipment. Sales subject to product availability and order acceptance.

SPECIFICATIONS

GENERAL

BIKE OWNER SHOP NAME SHOP PHONE SHOP WEBSITE YEAR/MAKE/MODEL FABRICATION ASSEMBLY BUILD TIME

Deanna Rhoades Pinup Baggers (812) 490-6240 pinupbaggers.com 2015/Indian/Chief Pinup Baggers Pinup Baggers 8 weeks

TRANSMISSION

Dirty Bird Concepts Dirty Bird Concepts Dirty Bird Concepts

FRAME

YEAR/MANUFACTURER RAKE STRETCH

2015/Indian That’s classiﬁed That’s classiﬁed

2015/Indian

BAGGERS // NOVEMBER 2017

FINISH-PAINT

COLOR PAINTER GRAPHICS

MANUFACTURER FRONT 41 Performance Machine legs and covers TRIPLE TREES Kewl Metal MANUFACTURER REAR Tricky Air Ride

WHEELS, TIRES, AND BRAKES

MANUFACTURER FRONT TYPE Renegade Wheel WHEEL HEIGHT/WIDTH 26 in. TIRE HEIGHT/WIDTH 26 in. ROTOR Renegade Wheel MANUFACTURER REAR RC Components WHEEL HEIGHT/WIDTH 16 in. TIRE HEIGHT/WIDTH 180/65-16

Ivory Black Mills Body Shop Jack Lindenberger

ACCESSORIES FRONT FENDER REAR FENDER FAIRING/WINDSCREEN

SUSPENSION

ENGINE

TYPE/MANUFACTURER 2015/Indian/Thunder Stroke TYPE/SIZE V-twin/111ci BUILDER Indian CASES Indian CYLINDERS Indian HEADS Indian ROCKER BOXES Indian EFI/CARB Dirty Bird Concepts AIR CLEANER Dirty Bird Concepts EXHAUST Dirty Bird Concepts

YEAR/MANUFACTURER

CASE CLUTCH PRIMARY DRIVE

GAUGES GAS TANK/CAP DASH OIL TANK HANDLEBARS HAND CONTROLS/GRIPS

Azzkikr Azzkikr Dirty Bird Concepts Indian Azzkikr Dirty Bird Concepts Indian Dirty Bird Concepts Indian/Avon Grips

FOOT CONTROLS/PEGS Pinup Baggers/Avon Grips SEAT SADDLEBAGS SADDLEBAGS LATCHES

Guy’s Upholstery Azzkikr Pinup Baggers

SPEAKERS

MTX

HEAD UNIT

MTX

AMP

MTX

JOIN THE RIDE! SEPTEMBER 6-10, 2017 Y T R A P T R KICK-STA MBER 7

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At Harbor Freight Tools, the “Compare” or “comp at” price means that the same item or a similar functioning item was advertised for sale at or above the “Compare” or “comp at” price by another retailer in the U.S. within the past 180 days. Prices advertised by others may vary by location. No other meaning of “Compare” or "comp at" should be implied. For more information, go to HarborFreight.com or see store associate.

mini-BAGGER

BAGGERS // NOVEMBER 2017

Frank Vidal’s EFI Twin Cam FXR Bagger WORDS: MARK MASKER

PHOTOS: DON KATES

hortly after Harley-Davidson brought electronic fuel injection to the Sportster, I asked a well-known chopper builder if it would be worthwhile to convert a carbureted Sporty to EFI. His answer was very detailed, and some of it was above my mental pay grade, but the general gist was that between modifying the gas tank for a fuel pump and all the extra wiring, etc., you’d spend less time and money just buying a fuel-injected Sporty. That’s ﬁne for something like the XL, but Frank Vidal didn’t have that option for this bike. Harley-Davidson never put a Twin Cam into the FXR frame, let alone EFI. He could have gone and bought a new or slightly used Dyna, but for as good as the FXR’s descendent is, well, it’s still not the same as the best chassis H-D ever created. And if you want the best of both worlds bad enough, you move heaven and earth to get it. Or work with a shop like Frank did.

BAGGERSMAG.COM

mini-BAGGER

Frank didn’t start out with a full bike; some might think he didn’t start out with a full deck for the amount of work that lie ahead. And they’d be wrong. Having owned more than 10 FXR bikes, Frank knows what he likes, and what he likes is some FXR. It’s been almost two decades since HarleyDavidson’s last FXR, the FXR4, rolled out of the factory though. I’m sure we can all agree there’ve been a few changes to the H-D lineup since then. No longer content with Evo mills and wanting all of the latest drivetrain tech in a FXR frame, Frank also wanted parts that were easy to replace to boot. He began the hunt. “All I found when I started this was a 2000 FXR4 frame in New York while surﬁng an online forum,” Frank says. “It had been posted over a year, and I reached out to the guy and was lucky because he still had it.” Living the dream of FXR bagger glory wasn’t going to be easy, of course. Frank enlisted Mark Dunn of Dirty Customz/ DunnRite Bikes for the elaborate

fabrication as well as countless hours of work it took coaxing a completely new bagger wiring harness into a frame that was never designed to contain one. Frank characterizes Mark as a wiring genius who’s easy to work with, and that’s what you want on something this ambitious. We are talking about a throttle-by-wire fuel-injected Twin Cam drivetrain housed in a bike that was never meant to have one, after all. Frank tells us the bike handles better than anything built today and is reliable as all get-out. The guys didn’t take a Twin Cam 88 and put it in the chassis either. No, this mill is a 2014 Twin Cam punched out to 113ci and upgraded with Screamin’ Eagle parts. It almost goes without saying that Frank brought a 2014 H-D tranny for the ride, but I’m going to say it anyway. While Frank and Mark were modernizing the powerplant, Frank went ahead and did the same for the suspension. For as great as the FXR frame is, there’s

always room for improvement over stock. Here, Frank swapped in fully adjustable front and rear suspension along with a GPR stabilizer to really tailor the handling to his own riding style. He kept the wheel sizes modest (19-inch front, 16-inch rear) so as not to mess up the handling formula he so carefully crafted. And this bike isn’t just all about performance. It’s only mostly that. Frank also wanted his unique scoot to look good. He just wasn’t going to throw on a huge front hoop and extended bags to do so. Newstalgia Hot Rods & Custom Paint hooked him up with a killer blend of custom Red Candy and Orange Candy for the wicked artwork you see on the painted surfaces of the ﬁnished bike. All told, it took six months to bring this performance bagger of a FXR to sweet fruition. Frank absolutely loves it though. “To me, the bike is priceless, as you can’t just go replace it,” he says. “But to put a dollar amount on it, I’d say $40,000.”

SPECIFICATIONS GENERAL

PRIMARY DRIVE

BIKE OWNER Frank Vidal SHOP NAME Dirty Customz/DunnRite Bikes SHOP PHONE (480) 779-8220 SHOP WEBSITE dirtycustomz.com YEAR/MAKE/MODEL 2000/Harley-Davidson/FXR4 FABRICATION Mark Dunn ASSEMBLY Frank Vidal and Mark Dunn BUILD TIME 6 months

ENGINE

YEAR/MANUFACTURER SIZE BUILDER CASES CYLINDERS HEADS ROCKER BOXES EFI/CARB AIR CLEANER EXHAUST

2014/H-D Twin Cam/113ci Mike Goﬀ Screamin’ Eagle Screamin’ Eagle Screamin’ Eagle H-D 58mm Screamin’ Eagle throttle body Arlen Ness RB Racing

TRANSMISSION

YEAR/MANUFACTURER CASE CLUTCH

2014/H-D H-D Barnett

Screamin’ Eagle

FRAME MANUFACTURER RACKE STRETCH

2000 /H-D Stock None

Custom-mixed Red Candy and custom-mixed Orange Candy; White Metalﬂake base w/ PPG clear coat PAINTER Newstalgia Hot Rods & Custom Paint GRAPHICS Newstalgia Hot Rods & Custom Paint

ACCESSORIES

SUSPENSION MANUFACTURER FRONT H-D FXDX LENGTH 26 in. TRIPLE TREES GPR/H-D MANUFACTURER REAR Race Tech SPECIAL FEATURES Fully adjustable front and rear, GPR stabilizer

WHEELS, TIRES, AND BRAKES MANUFACTURER FRONT WHEEL HEIGHT/WIDTH TIRE HEIGHT/WIDTH CALIPER ROTOR MANUFACTURER REAR WHEEL HEIGHT/WIDTH TIRE HEIGHT/WIDTH CALIPER ROTOR

FINISH/PAINT

COLOR

H-D, textured, 6-spoke 19 in. 110/90-19 H-D H-D H-D, textured, 6-spoke 16 in. 150/80-16 H-D H-D

FRONT FENDER H-D café REAR FENDER H-D, shaved FAIRING/WINDSCREEN 1984 H-D FXRT GAUGES Dakota Digital GAS TANK/CAP FXR Lowrider modiﬁed for fuel injection OIL TANK H-D HANDLEBARS West Coast T-bars, MX-style HAND CONTROLS/GRIPS H-D w/ Avon grips FOOT CONTROLS/PEGS H-D HEADLIGHT H-D TAILLIGHT Custom-made DunnRite TURN SIGNALS Custom-made DunnRite LICENSE MOUNT Custom-made DunnRite SEAT Ron the Seat Maker SADDLEBAGS Hepco Becker SADDLEBAG LATCHES Hepco Becker SPEAKERS Kicker and Rockford Fosgate HEAD UNIT Kicker AMP Kicker/Rockford Fosgate BAGGERSMAG.COM

New Products HAWG HALTERS INC.

Billet Fork Leg Covers

HHI proudly announces the launch of its new Billet Fork Covers. These taper-cut covers, manufactured in the company’s Georgia facility of 6061-T6 aluminum, come in chrome, black, and Shadow Cut finish options, with classic smooth or cutout styles. The new HHI covers fit both early and late-model Touring bike applications and come in +1-inch to +4-inch lengths to fit applications from stock to 32 inches. These new fork leg covers have been designed to give the custom builder an out-of-the-box solution to longer front ends and bigwheel conversions.

Contact for Pricing // hawghalters.com

HOCHSTADTER’S

Slow & Low Rock and Rye

The idea of cracking a cold one when you reach your destination is quickly stiﬂed when you realize that beer has been sitting in your saddlebag for ﬁve hours, is room temp, and will probably spray foam everywhere as soon as you crack it. Slow and Low comes in a bottle or 3.4-ounce can, is made with rye whiskey, raw honey, navel orange, rock candy, and bitters, and it tastes great no matter how long it’s been riding on the road with you. Coming in at 84 proof at $3.50 a piece, it doesn’t take many of these little cans to do the trick.

$3.50 //

ASA ELECTRONICS/JENSEN

HDX525 5.25-Inch Speakers

SENA

RC4 Bluetooth Handlebar Remote These 5.25-inch high-performance speakers are a direct replacement for the factory speakers found in Harley-Davidson fairings. They are designed to provide excellent frequency response, as well as great cosmetics. Featuring a Santoprene surround for added durability and stamped steel basket to ensure solid construction. These 50-watt speakers are strenuously tested to endure real-life conditions, such as high vibration, sun exposure, humidity, water spray, and extreme temperature ﬂuctuations commonly encountered in motorcycle environments.

$129.99 // jensenheavyduty.com 68

BAGGERS // NOVEMBER 2017

Riding with a SENA Bluetooth system has changed the experience for many of us. Clear-sounding music, effective phone calls and voice text, intercom—there’s a world of convenience in our helmets now that wasn’t there a few years ago. Of course, this means more distracted riding with having to reach up and touch your helmet or your phone to input your commands, but luckily SENA has come out with this effective gadget to keep your eyes on the road and your hands on the bars. With four buttons that are easily felt through gloves, the RC4 pairs with any SENA headset to quickly and effectively do any of the available commands with your thumb from the handlebar. The battery lasts about five months and can be replaced on the fly with a watch-style battery.

$100 // sena.com

SAVE TIME /7 24 CUSTOMER SERVICE is only a click away!

Change Your Address Check Your Account Status Renew, Give a Gift or Pay a Bill Replace Missing Issues

Just log on to:

www.baggersmag.com/cs

Lean AFR Burning You Up?

Get XiED

eXtreme Inline Enrichment Device

US Pat. # 7,805,236

For all 2007-Later Harley-Davidson ®

Touring, Softail, V-Rod, Dyna, Sportster

Low Cost Plug-n-Play Install Take the EDGE off OEM HD emissions tuning! · Richer Fuel Mixture · Cooler Exhaust · Better Throttle Response · Less Engine Ping · Cooler Engine Now Available! 12-18mm O2 Sensor Bung Adapter for 2012 Dyna/Softail/V-Rod 10% off COUPON CODE ‘BAGGER-A’

http://sales.nightrider.com S&P Mullen Enterprises, Inc., Oldsmar, FL

313-444-9433 Dealer Inquiries Welcome

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R E A D E RS ’ R I D E S / / /

To see your bike here in an upcoming issue of Baggers, please provide a high-resolution photo—the bigger the better. Please leave out the neighbor’s minivan, trash cans, etc. Send in the year, make, and model of bike, detailed information about it, your name, city, and a description of you. To really get our attention, include a brief touring adventure or an epic ride story. Keep the pics and info coming to us at baggersmag@bonniercorp.com.

MILWAUKEE-EIGHT CUSTOM

// James Sancesn bought a brandnew 2017 Harley Road Glide in November 2016 (the day they came out with the new engine). He took the bike apart, sending the tins out to Kustom Flames in Worcester, Massachusetts, to be painted. James had the front end lowered 1-1/4 inches and installed a 21-inch custom wheel by Southern Machine, stretched bags and side covers, a CVO seat, a Legend air ride system, Hogtunes speaker lids, Rokker 500watt amp and speakers, and Road Custom 10-inch bars, and many other misc parts. James put almost 5,000 miles on the bike since I completed it in March and has taken it to Daytona Beach Bike Week, Americade, Laconia Bike Week, and he’ll continue to ride it as much as possible.

////////////////////////////////////////////////////////////////////////

FIRST-TIMER // Brian Webb of Cedar Rapids, Iowa, had never ridden a motorcycle. He woke up one morning at the age of 35 and told himself that he wanted to buy a motorcycle. After some time getting comfortable in the saddle, he began the customization phase of his bagger. Brian sent in some pics of his custom bagger with a custom rear end done by Fat Baggers. He also added a set of Paul Yaffe 12-inch bars, a Rinehart exhaust, full Rockford Fosgate stereo system with amp and speakers, and a 21-inch rim. He trimmed and chromed out the bike with a bunch of other Harley extras.

//////////////////////////////////////////////////////////////////////// 74

BAGGERS // NOVEMBER 2017

• Factory-Match, GPS-Powered Compass, Altimeter, Ambient Air Temperature • Plugs directly into ’96-13 Harley Touring Models, replacing OE Ambient Air Temp gauge • GPS Technology provides quick and precise compass information • Chrome or Black Bezel option, selectable to match OE Gauges • 8 user-selectable color options: Stock Match, Red, Green, Blue, Teal, Magenta, Amber, White

New application fitting 2014+ models! MCL-3014 Gauges • Direct-replacement 4-gauge kit ﬁtting ‘14-16 Harley Touring Models • High-Brightness Red or Blue LED Lighting • Includes Speedometer, Tachometer, Fuel Level, Oil Temp and Voltmeter. 2015 SEMA Award• Additional readouts include Gear Position, OE indicators and much more! • MBM Add-on modules available to add Single/Dual Air Pressure or Boost Powersports

Product of the Year • New MVX Application, fitting decades of models using the classic 5” tank mounted gauge: Road King, Softail, Dyna, Deuce • 31 User-selectable Pointer, Backlight and LCD Message Center Colors: Red, Green, Blue, Teal, Magenta, Amber, White • 4 Face options available: Black/Red, Black/Gray, White/Red, White/Gray • 2 bezel options: Chrome or Black Visit our website for more information. • MVX Application fitting ’96-13 Harley Touring Models • Direct Plug-in integration for simple installation • 31 User-selectable Pointer, Backlight and LCD Message Center Colors: Red, Green, Blue, Teal, Magenta, Amber, White • 4 Face options available: Black/Red, Black/Gray, White/Red, White/Gray • 2 bezel options: Chrome or Black Visit our website for more information. High-Brightness LED package fits ’96-13 Harley Touring Models.

High-Brightness LED system ﬁts Road King, Softail, Dyna and Deuce models across many years. Visit our website for more information. P. 80 0 . 5 9 3 . 0 5 6 0