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August ‘10 CYCLE SOURCE
CYCLE SOURCE January ‘19
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BIKES
Poor Man's Pan
Hammy's 1950 Budget Pan .............................................................................. 22
Layla
Pitoniak 's Sweet Piece Of Milwaukee Iron ............................................. 36
The Blown Knuck
Rodman's Way Back Trik ................................................................................. 50
Tree Money Knuckle
Tim's Sixteen Year Build .................................................................................... 62
XS Short Chop
A Father & Son Project ........................................................................................ 76
FEATURES The Year In Review
Our Annual Look Back...........................................................................................10
Best Of 2018 Awards
And The Winners Are .......................................................................................... 30
Art Of Our Culture
Getting TO Know Bunky Oyster ...................................................................... 34
Top 10 Bikes Of 2018
The People's Voice Is Heard ........................................................................... 41
Cycle Show Case St. Louis
The Perfect Location, Amazing MOtorcycles & Beautiful Art ..........56
200,000 Miles & Counting
Chopepr Charlie Reaches A Milestone .............................................. 60
InSlideLine
Old Dog, New Tricks ............................................................................................. 68
S&S Grand National
More Grunt For The Street ............................................................................... 84
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TECH Dip The Tip
Make Your Own Custom Cables ..................................................................... 19
The Purge
The Importance Of Purging Your Exhaust When Welding ................ 26
Improvising Motor Mounts
Some Tips On What To Do When It Doesn't Fit ........................................ 82
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EDITORIAL OFFICE
The Cycle Source Magazine 119 Dellenbaugh Road Tarentum, PA 15084
For Any Questions Or Comments Please Call 724-226-2867 or e-mail cyclesourcemain@comcast.net
EDITORIAL STAFF
Christopher Callen - Editor In Chief - cyclesource69@comcast.net Heather Callen - Managing Editor - cyclesourcemain@comcast.net Will Ramsey - Tech Editor - will@faithforgotten.com Milwaukee Mike - Mid-West Editor - neanderthalneon@hotmail.com Roadside Marty - South East Editor - roadsidemd@bellsouth.net Keith “Bandit” Ball - News Editor - bandit@bikernet.com J. Ken Conte - Test Ride Editor - kenconte@gmail.com
STAFF WRITERS
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Chris Callen, Milwaukee Mike, Jack Schit, Pat Jansen, Will Ramsey, Xavier Muriel, Charlie Weisel, Mitch Bodine, Mark Velazquez, Amelia Rose, Daniel Donley, Joshua Elzey, Jimmy Frizzell, Roadside Marty, Scotty Kerekes, Heather Callen, Rebecca Cunningham, Dan Venditto, George The Painter, Tyler Porter
STAFF PHOTOGRAPHERS
Chris Callen, Heather Callen, Mad Stork Ken, Mark Velazquez, Carsten Fritzen,Twila Knight, Rebecca Cunningham, Dan Venditto, Melissa Shoemaker, George The Painter
CONTRIBUTORS
Patrick Garvin, Craig Harriman, Jacki Hill, Cory Barnum
STAFF ARTISTS
Jimmy Frizzell, Chris Callen, George The Painter
ADVERTISING
Ken Conte- Sales Manager - ken@riseaboveconsulting.com
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CIRCULATION DIRECTOR Heather Callen - 724-226-2867
Product Spotlight
COPY EDITOR Judy Duggan
Word Of Mouth On Some Of The Good Stuff Out There ....................... 84
LEGAL COUNSEL
In The News
James L. Paz Attorney at Law - Tarentum, PA - 724-226-9PAZ For Any Subscription Questions Call 724-226-2867
The World Report Powered by BikerNet.com ......................................... 86
76
DEPARTMENTS From The Editor’s Desk .................................................... 8
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The Cycle Source Magazine® (ISSN 1935-0287) is published 12 times a year by The Cycle Source Magazine with Offices at 119 Dellenbaugh Road Tarentum, PA 15084, 724-226-2867, www.cyclesource.com. U.S. Subscription rate is $25.00 for 12 issues. Canadian Subscription rate is $40.00 for 12 issues. Back Issues, when available, are $6.00 each, payable in advance. Periodicals postage paid at Tarentum, PA ad additional mailing offices. The Cycle Source Magazine® reserves the right to reject any advertising or contributions that it deems unsuitable. Opinions expressed are those of the author and not of The Cycle Source Magazine®. Nothing printed in The Cycle Source Magazine® August be re-printed in whole or part without the express written consent of the publishers. Copyright ® 2019. The Cycle Source Magazine®, A Grass Roots Motorcycle PublicationSM, Scooter Tramp ™ Wild Man™ Low Down & Dirty Rotten™ Grease & Gears Garage™are registered trade marks.
POSTMASTER: Send address changes to Cycle Source Magazine 119 Dellenbaugh RD. Tarentum, PA 15084
ABOUT THE COVER
On The Road With X ......................................................... 48 Chopper Charlie ............................................................... 60 Photo Hunt ........................................................................... 70 Endless Highway .............................................................. 72 The Edge With Jimmy Frizzell .................................... 90 Gut Busters ........................................................................ 98
DISTRIBUTION
Coast to Coast Newsstand Services Partnership 5230 Finch Ave. E., Ste. 1, Toronto, ON, M1S 4Z9 Cycle Source - Dealership Direct Distribution 724-226-2867
SPARE PARTS
Pin-Up Of The Month ....................................................... 46
GRAPHIC ARTISTS
Chris Callen, Heather Callen, Amelia Rose
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We've been sitting on this feature for a while waiting for a cover spot. JP Rodman killed it when he brought a 1970's drawing to life with his Blown Knucklehead Trike. Everything about it will bring you back to the days of Big Daddy Roth. This is the first of Rodman's builds to grace our pages but hopefully not the last. We hope you dig it as much as we do! January ‘19 - CYCLE SOURCE MAGAZINE 7
Article By: Chris Callen
f
or two decades now we, as Americans, have been sold on the idea that we are not as good. Now before you start the same back and forth bullshit you hear on both sides of the media isles, hear me out. We have been told, by and large, that the Asians are far smarter than we are, that the Europeans are more adept at performance engineering, that in the Middle East they have enough money to buy and sell us and that there is a larger part of the world that will work harder than we do. You know for the most part I’m not even sure which of these sentiments may or may not be true. I’m sure as hell not in the mood to argue any of them but…… When it comes to where the world of custom motorcycle and car culture starts and ends, well on that subject I will argue all day. I’m writing the editorial as the news from the AMD World Championship has come in and of the American’s who chose to compete this year the best we could do is eighth place. Jordan Dickerson took that award with a bike that is, by American Standards, flawless. But you see, we have let the European standard of engineering prowess take a higher precedence than what our vision of the custom culture is. What I mean by this is Jordan’s bike is based on the Hot Rod culture of customizing a vehicle for the sport of going out and raising hell with your buddies. The fact that through advancing our craft we are no longer just cruising in shit buckets that are hardly street able anymore is where the separation of cultures begins. You see, as we picked up better skills, used better materials and learned new methods, we never let the engineering prowess override the basic
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fundamental principles of a cool car or bike: One that is fully able to be used for its original purpose. I can hear the hate mail rolling in now about how I am a separatist and all that horseshit, and in some way maybe they are right, but I can no longer pretend that the American Standards of the custom culture are worth less than those that would dictate that the type of bikes that took the top three positions at the AMD World Championships. To suggest that these bikes were actually representative of what the entire world of customizing motorcycles looks like is ridiculous. Yes, I have great respect for a guy that can pour his own heads and cylinders, cut his own transmission gears, and redesign the steering principles of a motorcycles. But I can’t say that this is at all what the custom scene looks like in the United States. But still, we stand in line like cows waiting to go to slaughter and let the world believe we just can’t compete with these Masters of Engineering…. BULLSHIT! When the AMD decided to take the World Championship out of the United States to make it easier for builders from other countries to compete, we just gave up without as much as a fight for it. Why don’t we have an American based championship of custom bike building anymore? I’ll tell you this, if not a single builder from outside this countries border showed up, we would at least set a precedent that we will no longer consider their standards as the measure for what is or is not cool. The truth is the larger part of our community won’t compete in the world championship based on principal. For most of us, to vary from what is fundamentally a running riding motorcycle (oh that’s gonna stir the pot) would be
pointless. And before you tell me how this one or that one would gladly get together to prove that their motorcycle is rideable let me tell you this Evel Knievel proved that he would jump a rocket over the Snake River Canyon but what did it actually do? He was terrified the whole time; the jump was a failure, and in the end, the crowd suffered a huge disappointment. It never did anything to inspire other would be rocket jumpers to follow in his footsteps, the sales of rocket engines or frames built to hold them in similar vehicles didn’t go up. In fact, other than being on lunch boxes, it had minimal impact on the culture that otherwise enjoyed his long, albeit rocky, career as a stuntman. The same holds true for Americans who would continue to patronize the World Standards for the custom culture. I’m tired of sitting back and watching as our entire scene plays second fiddle to this circus. Instead of trying to assimilate their culture why don’t we just go back to where this all started; in the garage with those who wanted to build something that was fun to tear ass around on. You want my respect as a builder, or as a manufacturer, show me that you have an understanding and a level of respect for where this all started to begin with. In case it’s been lost in the pile of scientific explanation, it was a little place called main street USA. In any event, this is our “Year In Review Issue,” and in it, we take a look back at the past 12 months of our culture before me move on to a new year. May this next year find us in a place of health and happiness, with maybe a little more sense of our value in the custom world as Americans.
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Article By: Chris Callen
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f this happens to be your first copy of Cycle Source, we do this issue each and every January. It’s called the “Year In Review,” and it’s one of the most important issues that we do each year. We started doing this way back in the early turn of the century when we realized that no other magazine in our culture was. With the speed that life moves these days, it becomes ever more crucial that you stop and look around, notice the people you have spent time with, recognize them, thank them, inspire them and move on. So, sit back, grab that morning coffee, look at the past 12 months through the eyes of the Cycle Source Staff and let’s dive into the “2018 Year In Review.” THE CULTURE: We can safely say that this was the year that the Thrill was put back into Motorcycling. In every end of the culture, people were doing their thing man, from beach racing at Harley’s 115th and TROG, to Roland’s Moto Beach Classic with the Hooligans. But it didn’t all surround racing, whether it was parties or hill climbs, vintage rides or custom shows, people were participating in motorcycling with great vigor and in an unapologetic way. While it may
have been the freedom of a strong economy or just the fact that it was about damn time, we got together and rode motorcycles. Travis Pastrana went a long way to reigniting the passion of all this with his Evel Live event mid-way through 2018. He pulled off three of Evel’s Las Vegas jumps in a row and in doing
so took us all back to a time when motorcycles were the coolest thing there ever would be. It also gained him the Sportsman of the year award from our readers, and we couldn’t have been happier with those results. There were still plenty of segmented splinters within our culture, but those
Photos By: Cycle Source Staff
definitions are starting to not matter as much to most of us. So, to those who would class us as girls who ride, the Satanic Seventies kids, posers, hipsters, gearheads, tough guys and the lot, I offer only these small words: “You see us as you want to see us… In the simplest terms, in the most convenient definitions. But what we found out is that each one of us is a brain …and an athlete …and a basket case …a princess… …and a criminal… Does that answer your question? Sincerely yours, the Breakfast Club.” THE INDUSTRY: While the culture seemed to be alive and well, more than ever before, the Industry, for the most part, seemed to have lost its way coming into 2018 and never really regained its footing throughout the year, at least that’s what the financial reports across the board would suggest. Harley-Davidson was steady on the path of adding new models and taking chances in new directions to keep their promise of 2 million new riders in ten years, but some of their new line seemed to be so far out of the realm of their core it ruffled feathers of longtime supporters. Still, adding adventure bikes, radically different styling to existing models and the January ‘19 - CYCLE SOURCE MAGAZINE 11
all new twist and go electric motorcycle are big steps toward developing a new customer base. If it pays off in the end with a stronger national and international economic base for growth, it may be worth it but only time will tell. In another camp, Indian was finally ready to make sense of all the brand hype they had created by absolute domination of the race track over the past two years and around the third quarter of the year launched the FTR1200 to a ravenous field of would be consumers. While there are no numbers to support this, it would seem that for some the design of the FTR might have been far enough away from the race bike it was inspired by to say that it may have slightly missed the mark. Some social media reaction to it confirmed these sentiments with some not making the connection between these two bikes. With others there appears to be a growing number of notable motorcycle personalities that have pre-ordered these bikes so first quarter sales will tell the story. Still, Indian continues to hone and refine their product line and the familiar styling of the redesigned Indian Chieftain should go a long way towards winning over longtime fans of their Milwaukee based competitor. However, this is in the same way as the chances that Harley is taking, dangerous ground. For many of the Indian core supporters, departing from their roots in the art deco design principals is slightly sacrilegious. One thing is for sure, Millennials could care less about the heritage of these companies in the same ways that Boomers and Gen X did so maybe on both of their accounts these are good moves.
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Rides, Runs, And Events: Thank God and all things holy that what we started to see in the event end of things this year was that the events that only had music and turkey legs, feathered roach clips with retired strippers as barmaids, lost attendance while those who made investments in the motorcycle being a larger part of the motorcycle rally and events, were rewarded with larger numbers. Promoters who held races, had awards for custom bikes, held mini bike events, led rides, all seemed to have better attendance and let’s not forget how serious they are in Texas about motorcycle rodeo games. The epicenter of the motorcycle universe shifted ever so slightly this year as the Buffalo Chip became its own city in 2018. While the city of Sturgis may always be synonymous with the American Motorcycle Culture, everyone knows the real deal goes down just out of town at the Chip. For decades now, they have - CYCLE SOURCE MAGAZINE
continued to bring better entertainment, shows, activities, celebrities and special recognition to those of our industry who stand out. We felt that in this small way we would like to thank them for leading this motorcycle thing in the right direction. Trade shows however seemed to have taken a different approach and suffered quite a beating through 2018. In spite of new ownership, reorganization and changing venues, most of the wintertime show series seemed to be on a downward trend. Again, those like the Donnie Smith Show that continue to be a celebration of the Motorcycle Culture and have reinvested in things like racing and the excitement of the culture itself are growing by leaps. Like I said in the beginning of this section, thank God it has gone this way as it will surely be the turning point of organized motorcycle events. And let’s face it, who isn’t tired of turkey legs and retired strippers anyway? Still, the AMCA annual meets across the country continued to grow in size and popularity as that is the one common thread to all of this, the Antique Motorcycle and how damn cool it is. The vintage motorcycle still remains as the pinnacle achievement in any riders list of goals. To that end, the AMCA has a spot for you when you are ready to join those ranks. I would suggest the Cherokee Chapter, but I may be bias. The Motorcycle Social Media and other: While social media has long been touted as the magic bullet, we actually started to see a dip in its effectiveness for business this year, at least motorcycle business. Whether it was from the FB and IG changes to algorithms or just plain techno burnout, people seemed to be less interested in the post of the day and instead were back to the doing… Now, I’m not suggesting you toss out your social media account just yet, but it was a little refreshing #dontbelievethehype #imnotdeadyet #whogivesaratsassanyway #letsmoveon. Other forms of media have started to be revisited with more folks looking into and launching new podcasts, Charlie Brechtel and his cast of filmmakers now entering into their second feature film surrounding the biker culture and Gina Woods reentering the airwaves with Open Road Radio. Gloria Struck released her book titled “A Lifetime Motorcycle Rider” to rave reviews and finally all those great stories are in one place and can be shared forever. It was, in fact, a very good year for motorcycle media. In Memory of: Our least favorite responsibility this time of
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year is to ask for a moment of silence for those we lost in the past twelve months. To their friends and families, we offer our deepest sympathies from an industry that wouldn’t be the same without them. Two whom we must mention here are Motor Guru Bonnie Pruitt who passed away on August 13th of this year and Gunny R. Lee Emry who was a constant face in the motorcycle world. Please take a minute and reflect on their contributions. So How Did We Do? 2018 was the biggest year ever for Cycle Source Magazine. With a deal for Grease & Gears Garage from both the IMS Shows and the Progressive Summer Series, we spent most of the year on the road doing an additional 12 shows. We built four motorcycles live on stage, one for Bonneville racing, one for Mike Lichter’s Motorcycles As Art, one for Progressive and one for Twisted Tea. Distribution of magazines was still a pain in the ass for most of 2018, but so many new media opportunities began to flourish. Our weekly broadcast for one “ShopTalk” that originally aired only on Facebook is now being simulcast through FaceBook, YouTube, Twitter, Twitch, Stitcher, I-tunes PodCast and more. It picked up an insane amount of popularity and had a slew of great guests all year. Our additional events like the Mini Bike Races and bike show at Gettysburg, In Motion Show at the Lone Star Rally, Bike Show and Run To The Line in Sturgis, and our Rodeo Games at the Roadhouse in Laconia have been overwhelmingly successful, and we can’t wait to get back to them in 2019! By the numbers, our year looked like this: 25 Editorials, 71 Feature Bikes, 12 Pin-ups, 35 Events Covered, 138 New Products, 98 News’ Articles, 5 Human Interest Pieces, 2 Interviews, 10 Test Rides, 39 Tech Articles, 24 Staff Columns, 24 Riding Adventure Stories, 12 Photo Hunts, 24 Riding Adventure Stories, 12 Artist Profiles and 4 Special Issues and 72 Jokes. It all adds up to a hell of a pile of work and couldn’t be done without a killer staff. I thank all of our readers and our army of supporters as we head into our twentysecond-year publishing Cycle Source every thirty days. Thank you all for letting us do what we love. May 2019 find you happy with family, and God willing, a job that provides you with enough money to take a ride. For those in the service or with family serving overseas, Godspeed and a safe return. Happy New Year!
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CYCLE SOURCE January ‘19
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Article And Photos By: Daniel Donley
www.pandemoniumcustomchoppers.com
C
ables, just about every bike needs them. Whether it be throttle, clutch or even brake line cables, both vintage and newer motorcycles use them. Garage builders and custom bike shops alike typically are looking for better performing or better looking than stock. Also, some motorcycle restoration cables are just not available for purchase. So that leads us to this month’s tech. I am going to go over some basics on how to make your own cables. I have always wanted to do this but have never had the need until recently. Not having a clue on how to make, assemble or where to even by parts I went to the good ole interweb. With some random searching online, I ran across a company by the name of “Flanders”.
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They have been in business for many years and have everything you need to make and assemble your own custom cables. I spoke with John; the owner of Flanders and he was extremely helpful and was a wealth of knowledge in guiding me in the right direction in doing this for the first time.
Throttle wire is available in many different sizes for different
applications. It is available in galvanized steel or Stainless steel. This can be purchased by the foot or a 50ft roll. Also, the conduit is available in many different sizes that correspond with the throttle wire size. You can tell just by the feel that its very good quality product.
Cable end fittings are available in many shapes and sizes, from barrel, ball end, carb slide fittings, etc. Conduit ferrule the little chrome piece that goes on the end of each cable. These are also available in many sizes and shapes to cover
your unique applications. Inline cable adjusters are also available for throttle, brake and clutch cable applications. With so many
After John helped me sort through and figure out what exactly I needed to create my cables the parts were ordered and on the way. This leads up to the next step, there are a few tools necessary to make your own cables. One of them being a solder pot, these can be very expensive…. But it is not necessary to buy an expensive one. After digging around
I found a small 100-watt solder pot would work just fine. I didn’t want to spend a bunch of money because I really didn’t know how much I would use it. The solder pot I ended up buying cost around $20 shipped
to my door. It has worked out great. I also found my 1# bar of 50/50 lead/tin solder, and flux/tinners fluid online. I ended up cutting off about options available choosing the correct pieces can be quite time consuming. Flanders has created a catalog that is simplified and easy to understand. You have to call to request the catalog and he will 25% of the 1# bar that was enough to melt into my solder pot and get started.
send it by email. The catalog is well worth the time it takes to make the call. It makes the process so much easier.
There are were couple more tools that I needed, a cable cutter and something to crimp the ferrule end.
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Cable cutters are no problem, the crimping tool was a tricky one. Long story short…I picked up a set of Knipex cable cutter/crimping pliers at my local home store improvement store. These were about $40 and well worth the money! After trying a few different ways to
solder. (You’ll know the solder is ready when you pull away the impurities, I used spoon, that float to the top and reveals shiny melted solder. The solder needs to be shiny, don’t heat the solder any more than you have to.) Take the
cut the conduit I settled on using a standard cut off wheel. This produced the best results. Once cut, you can slip a ferrule onto the end
and crimp into place. At this point I used my stock cable assembly for reference on length for cable and
conduit. Making it shorter or longer for my new custom application. Every cable end has a chamfered
hole on one side, make sure when sliding onto the cable that the chamfered side faces the end of the cable. Now you fray the end of the cable slightly. This must be done to achieve proper cable strength. Slide the brass piece to the end of the fray. MAKE SURE THE CHAMFER IS AT THE END OF THE CABLE AT THE FRAY.
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Dip the end of the fitting in the
Flux/Tinning fluid about halfway up the brass fitting NO MORE THAN HALFWAY! A COUPLE seconds is long enough. BE SURE to KEEP THE CABLE END AT THE 6 O CLOCK POSITON. DO NOT LAY IT ON YOUR WORKBENCH…. You do NOT want the Flux wicking its way too far into the cable. With your cable end still in the 6
O’clock position and your solder pot up to temperature with melted
cable end and dip it in HALF WAY as soon as you see the solder at the end of the fitting pull it out. Any longer and it will wick up the cable too far and it won’t be flexible which creates a breaking point. Making your own cables is a fun project. I found myself making cables for all kinds of stuff. I have also realized how much I don’t like buying premade cables anymore. They are either too long, too short or the location of the adjuster is just
in the wrong spot. If your interested in making your own cables get with John at Flanders. He will get you fixed up with all the quality components you need. Flanders Company (John) ; Flandersco.com This is 94th tech article so if there is something that you would like to see me do an article on please call me or email me with your suggestion! If you have any questions, please feel free to call me at the shop anytime 419-576-6812 Daniel Donley Pandemonium Custom Choppers
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w
hen you set out to build yourself a Panhead, you’d better have a thick skin, an open mind, and the strength to follow through with your vision, no matter where it leads you. Fenton Fadeley has that drive, a drive that holds a fine line between obsession and insanity, but in all honesty where lies the difference?
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Fenton was already elbow deep into piecing together his Shovelhead long bike project when he made the mistake of stalking Chopperswapper. The land of pipe dreams and spare parts proved all too alluring, when laid there, upon his tiny screen sat a fully papered 1950 Panhead basket motor. The belly numbers matched, and the heart and soul of the project was
all there so like a heartbroken lover looking for closure he bombarded the owner, Rhett Holley with calls and texts until contact was made. A deal was quickly struck and with borrowed cash in hand he made the journey to take possession of his newly found mission. Fenton’s mind is a storage locker of ideas for projects he may never embark upon, and in some cases, it
Article By: Jimmy Frizzell Photos By: Debbie Fitch
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pays off in folds. He knew exactly the direction this build would take and the exact order it would have to happen. The motor was quickly dropped off to Terry Summers. Terry would have a pinnacle role in the mechanics of both the engine and the transmission. But during the rebuild would be when Fenton’s true skills would come to light. To stay within a loose budget, the Pan would be built in the same way someone with shallow means would do it back in the day, a poor man’s build, so to speak.The frame was passed through Terry also. He knew of a frame where the owner was known only to build hot rod inspired bikes and cars. Fenton managed to pick from this collection a shaved roller with a late model Hydro Glide front end. He would spend a lot of the time replacing what was cut off and lost years before to make the build work. David Wasserman hooked him up with a set of rough 49 tanks that were sent out to Gas Renu for
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a complete overhaul and just like that two major steps were behind him. Word amongst Fenton’s friends had quickly spread of his new-found endeavor which lead to a larger cast net of parts. Mad Stork donated a shifter to the cause as well as the rear bumper from Mark Schauwecker. Tim Stull came through with the oil tank and wheels that Fenton would later rebuild. Every part has a story and not a swap meet would go by that either Fenton didn’t attend, or have someone else combing over for him. He’s a self-proclaimed mover
and shaker, bartering, selling, and trading to keep the parts and funds moving in the right direction. His passion was infectious, and that isn’t a bad thing. Every nut and bolt was attended to, and every piece of knowledge he could acquire was never taken for granted. He had many go-to sources for the smallest details, but he also realized that the Panhead junkies would never hesitate to brag about what was in their head and he would sit intently listening to every
one of them. Free knowledge is always welcome, and after a while, you learn what bullshit to filter out. The front end was an original refreshed Dou-Glide off of a late model Pan. He just converted the trees to make it all work. The fender was discovered by Rob Mingee at a swap meet. The owner was still asleep, so Fenton laid in wait like a sniper to make the kill. Rob’s brother Adam of River Seat Co. freshened up the leather, giving new life to an old saddle. The bike was coming together perfectly. The parts flowed together and looked like they all belonged. When the tanks came back from Renu Fenton got a call from friend and builder Ross Latimer about getting his hand on the newly refurbished steal. To say Ross is talented is an understatement, his attention to detail is admirable. The mismatched tanks are entirely by his own hand, he spent hours bringing the tanks to the forefront of the build while at the same
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poor man’s pan tech SHEET Owner: Dave Stephens City/State: Idaho Builder: Fenton Fadeley Year: 1950 Model: Panhead Value: More Than It Looks Time: 10 Months Engine Year: 1950 Model: F Builder: Terry Summers Ignition: Points Displacement: 74 Cubic Inches Pistons: 8.0-1 Heads: Stock Late Model Pan Carb: Linkert M74b Cam: Stock Air Cleaner: 55 And Up 7” Exhaust: 2 Into 1, Crooked Slip On Fishtail Primary: TTP W/ 1.5 Bdl Belt Primary Transmission Year: 1950 Make: Harley Shifting: Tank Frame Year: 1948 Ex Chopper Model: Wishbone Rake: Stock Stretch: Stock Forks Builder: Hammy Type: Hydra-Glide Triple Trees: 1950 Hydra-Glide Extension: Stock Wheels Front Wheel: Star Hub Size: 21” Tire: Dunlop 404 Front Brake: Mechanical Drum Rear Wheel: Star Hub Size: 18” Tire: Dunlop 404 Rear Brake: 63-72 Juice Drum Paint Painter: Ross Latimer And Mother Earth Color: Take Your Pick Type: Hipster Patina Graphics: Stickers Chroming: Pitted Accessories Bars: Stock Risers: Stock Hydra-Glide Hand Controls: Internal Spirals Foot Controls: Rocker Clutch And Wagner Lockheed Master Cylinder Gas Tank(S): 1949 Oil Tank: Stock Front Fender: Stock 1950 Rear Fender: Stock ‘49-’50 Hinged-Less Seat: Adam Mingee River Seat Company Headlight: 1950 “Floodlight” Tail Light: Tombstone Speedo: None Photographer: Debbie Fitch
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time toning them down to fit right in making them look barn fresh. When it came right down to it, dialing the bike in was a task in itself. Fadeley spent hours kicking the bike until the Linkert was right where it
needed to be. Getting the bike to shift smoothly was another day in itself. Fenton would take the bike only a few houses down the street and back only to go over it once again, over and over, each time venturing out a little farther. Weeks would go by before fluidity in motion was achieved. All in all, from the motor’s purchase to the point where the bike was flawlessly in motion only ten months had passed. But within that time a lifetime of knowledge and energy was exhausted. The 1950 “Poor Man’s” Pan is a runner. It will devour two hundredmile days without fail. It just goes to show what one man with wellaimed intentions can accomplish, and although the bike has since moved on to a new owner, the experience will never be taken away.
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Article & Photos By: Will Ramsey - Faith Forgotten Choppers www.faitforgotten.com
T
his month’s tech is focused on some basic service work. Today, we have a customer’s 2011 Road Glide in our shop. The customer was complaining of oil drops on the ground towards the left side of his motorcycle. Upon investigation we noticed that his shift shaft seal was leaking causing the transmission fluid to leak out and end up on the ground. This is a very common leak that does not pose an immediate danger to the transmission. However, leaks suck and we like to keep everything clean and tight here.
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In order to maintain safety, I always unhook the battery anytime the primary drive is opened. I also cover the ECM with rubber, so it doesn’t run the risk of arcing between the battery terminals.
After the battery is disconnected, I start by removing the shift levers as well as rider and passenger floorboards. I’ve found removing the shift levers as an assembly makes it easier when it comes time to
reassemble the primary.
components. The first part that is removed is the throw-out bearing adjuster. I follow that by removing the chain tensioner assembly. Finally, I remove the clutch hub nut and the compensator bolt.
Draining the primary fluid is the next step in this process. The drain plug for this is towards the back, on the bottom of the inner primary. Once the oil is done draining, I remove the 13 screws holding the cover. The cover is now ready for removal.
The compensator assembly, chain, and clutch are now easily removed from the bike as an assembly.
With the cover removed, you’ve now gained access to the drive
With the parts now removed from the motorcycle, it’s time to inspect
them for damage. Here you can see the back side of the clutch hub. The splines on the clutch hub are what you should inspect. Make sure none of them are damaged.
The compensator is the next thing I inspect. When doing this there are a few areas of concern. The first is the ramp part of the comp. As you can see this one has significate damage to it and needs to be replaced.
If you have no significate damage to the ramp, the spring pack stack
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height would be the next to examine. This picture shows how to stack the springs to measure them correctly.
As you can see in the picture, this stack height is under Harley spec for this style of compensator. The spec for the stack height is .286”-.326”
The last thing you should inspect on the compensator would be the rotor that the springs rest on. This is a visual inspection. Make sure the spring hasn’t grooved the rotor in anyway.
After all the drive component have been inspected. You need to remove the 2 starter bolts. A ball allen socket makes getting to these bolts a lot easier.
Remove the 5 inner primary bolts,
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then the inner primary will just slide right off.
With the inner primary removed, you’ve now gained access to the shifter itself. Remove the allen bolt and take the shifter arm off.
new compensator comes with an oil slinger that needs to be epoxied to the cover.
With the primary back together. The last step is putting in the fluid.
There is a retaining ring holding on the washer. Remove the ring and washer to gain access to the shift shaft seal. I usually use a small pick to get the old seal out of the case.
When primary is all finished, make sure your shop bird approves your repairs.
Install the new shift shaft seal, then began to assemble the primary in the opposite order that you took apart in, making sure to follow all of the proper torque specs.
During the reassembly process the customer approved us to go ahead and replace the compensator. The
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Results compiled from over 10,000 digital and mail-in ballots.
2018’s Best Production Model motorcycle
Harley-Davidson FXDR With the huge switch in gears of the new Softail family from last year Harley-Davidson would have to really reach deep to come up with anything surprising for their hungry audience. Well with the FXDR they seemed to have done just that as our readers have responded in overwhelming numbers. The FXDR™ 114 features the MilwaukeeEight® 114 V-Twin engine, the most powerful engine in a Softail® motorcycle. There’s an all-new lightweight cast aluminum swing arm. Bump-devouring racing-style front fork. Mono shock rear suspension. It’s all dialed in for quick response and agility. For breaking away from convention and reaching out to more new riders with great products year after year we are pleased to announce the FXDR 114 as the 2018 Cycle Source Readers’ Best Production Model Motorcycle of the Year!
2018’s motorcycling’ s Man of the year Mondo Porras - Denver’s Choppers
This year Mondo Porras celebrated two quarters of a century in one with the fiftieth anniversary of Denver’s Choppers. The first 25 of course were while his brother and the name sake of the business Denver Mullins was alive, the second were the years that Mondo has kept the shop and the name running in the honor of his late friend. Additionally 2018 marked the year the Sturgis Hall Of Fame and Museum inducted Mondo to its ranks, forever immortalizing both men’s names and the shop they created together. Often referred to as the Godfather of Choppers, Mondo is a mentor to so many, a friend to those lucky enough to know him and a brother to myself and a huge supporter of this magazine. For his lifetime commitment to choppers and Denver’s, we are more than honored to Mondo Porras - Denver’s Choppers as the 2018 Cycle Source Readers’ Motorcycling’s Man of the Year!
2018’ s motorcycling’s woMan of the year Jody Perewitz - PErewitz Cycle Fab
This was almost a no brainer. With as many women who are joining the ranks of avid motorcyclists today, as acceptable as women riding has become, few have exhibited the spirit and passion for this lifestyle the way Jody has. Showing that her drive and ambition to compete in salt flat racing, sons of Speed Vintage Racing and finally the Cannonball in a way that transcends her gender makes he a shining example of empowerment for all women in the sport today. The fact that she excels in all of those and lays down a wicked pissa of a paint job too makes her and example for us all. For raising the bar for women and men, we are honored to name Jody Perewitz as the 2018 Cycle Source Readers’ Motorcycling’s Woman of the Year!
2018’s sportsman of the year Travis Pastrina - Evel Live
While few coudl argue that motorcycling needed a shot i nthe arm at the beginning of this year, many were in the trenched trying to figure oput what the shot would be. We needed a hero, or at least to remember some of those we had as children. Then Travis Pastrina socked us in the face with a dose of motorcycle cool from the early days by doing three of Evel Knevils Las Vegas Jumps back to back on live television. I doubt very seriously that tehre was a two wheeld fanatice, you or old, man or woman, who missed this event and as Travis rode wheelies through the streets of Vegas like a king, he brought us all on a journey back to when things were more simeple, motorcycle were cool, and that was that. We are thrilled to announce Travis Pastrina as the 2018 Cycle Source Readers’ Sportsman of the Year!
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2018’s Builder Of the year
Brian Buttera - Buttera’s Metal Werx I can hardly believe as I write this that a year ago we had no idea who Brian Buttera was. With his first bike build being unveiled at Daytona Brian began a whirlwind tour of motorcycle shows and events where he piled up just about every award the industry had. With a bike that was flawless if it had come from a seasoned veteran, this new comer was shocking people. Clean lines, tasty choices in design and materials, Brian is surely on his way to an illustrious career. By the end of the year he joined the ranks at the In Motion Show where he presented among some of the best in the industry. For leading the custom culture right out of the gate we are happy to name Brian Buttera as The 2018 Cycle Source Readers’ Builder of the Year!
2018’s Best accessory part
Anti-Gravity - Restart Batteries The RE-START function is essentially the world’s first built-in Jump Starter. Our one-of-a-kind RE-START Technology intelligently monitors its voltage and will put itself to sleep if it senses over-discharge, yet amazingly saves just enough reserve energy to start your vehicle. For example you left your motorcycle lights on overnight – normally a dead battery emergency, but not with the restart function. Simply press the RE-START Button located on top of the battery to start your vehicle and drive away. No need for jumper cables, Booster Pack or assistance. For continuing to push tehcnology to new forefronts we are happy to name the Anti-Gravity Restart Batteries as the 2018 Cycle Source Readers’ Best Accessory Product of the Year.
2018’s Best performance part
Andrews M450 Cam For 107s With high efficiency four-valve heads, M8 engines show great potential for performance gains especially with new design Andrews M8 series camshafts. Keep in mind, cam timing specs for four valve heads look very different from camshafts designed for two valve applications. Engines with four valve heads have much greater flow efficiency so listed cam timing durations are a lot shorter. Andrews takes a great product and still finds ways to make it better with their new offering for the M8 Engines. For this reason , we are happy to announce the Andrews M450 Cam for the M8 107s as the 2018 Cycle Source Readers’ Best Performance Product of the Year.
2018’s best custom product of the year
S&S Super E & G Carbs In Black I have to say that I was surprised to see this in the custom part category until the bike I built for the Lichter show when I used one myself in a very custom manner. Carburetors are a bit magical. They drink from a tank of volatile liquid, mix in oxygen they found laying around and create a perfectly proportioned explosive mixture, yet allow you to control the delivery with a subtle twist of your wrist. Magic, indeed. The folks at S&S Cycle have long ago sorted the wizardry of mixing air and fuel into a joyous recipe for horsepower and happiness and their latest blacked out version takes that to the next level. For making a good thing even better by allowing us to use it in a custom capacity, we are happy to name The S&S Super E & G Carbs In Black as the 2018 Cycle Source Readers’ Best Custom Product Of The Year.
2018’s Apparel Product of the year
Dixxon Flannel While there are those that believe a flannel is a flannel, mostly those from parts of the country that do not get snow, there is little denying the impact of the Dixxon Flannel on our culture. With partnerships with companies like S&S and Metzeler, the Dixxon Flannel has made huge inroads to being as common place amoung the motorcycle culture as the 9/16 inch wrench. Dixxon’s signature d-tech™ material is a special poly blend fabric made to be breathable for the performance you demand, yet durable for the rugged lifestyle you live. D-tech™ brings the comfort of ultra soft to the touch flannel material that minimizes shrinking, wrinkling, and never needs ironing or dry cleaning. For keeping us in the breeze and looking good, we are happy to name the Dixxon Flannel as the 2018 Cycle Source Readers’ Best Apparel Product of the Year!
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2018’s craftsman of the year Paul Cox - Paul Cox Industries
Paul Cox came to New York City as a young man to be a graphic designer. He found his way into the art culture around the city and even deeper into the moto-culture. He has lived through what some would consider the formidable years of what will forever be known as the New York City Chopper Scene. But this year Paul has taken a step to reinvent himself again by moving out of the city to a new location upstate. While in some ways this marks a passage of the time where small shops lined the neighborhoods and of them some of the most celebrated bike builders of our history came forward from. It also marks Paul’s ability to remain at the top of his field no matter where he hangs his shingle, so in a lot of ways, it’s still the same as it ever was. For keeping his passion alive in an eve changing world, we are proud to announce Paul Cox as the 2018 Cycle Source Magazine Readers’ Craftsman of the Year!
2018’ s Best event of the year Harley-Davidson - 115th Anniversary Celebration
While Harley-Davidson anniversary celebrations are usually big deal as far as events go, this one would surely be in the record books for most fitting of the leader of the free motorcycle world. As you would expect people came from all over the world and they toured the facilities, took in the local cuisine but what Harley gave them in addition was priceless: motorcycles! They had hill climbs and flat track racing, beach racing and hooligans, it was, for any moto-nerd, the perfect combination of all things great in today’s world of two wheels and for Harley-Davidson, there couldn’t have been a better way to celebrate their 115th year in making the world’s finest V-Twin motorcycles. For being a leader in a time where we need them to be one most, we are thrilled to announce Harley-Davidson’s 115th Anniversary Celebration as the 2018 Cycle Source Readers’ Best Event of the Year!
2018’s Best Media Release Of The Year
Gloria - A Lifetime Motorcyclist Gloria is a rare treasure in our culture and we all love her very much. While many of us have our own small stories that she has shared with us, this book gives you a look into a lifetime of riding motorcycles that started when women weren’t supposed to ride at all. In Gloria Struck: 75 years on Two Wheels and Still Riding, Gloria shares with you all of her favorite stories, from back when she was being raised behind her father’s motorcycle shop in Clifton NJ, through 75 years of riding tales, all the way to the present, where she is rightfully celebrated at motorcycles rallies and events. Complementing her life and riding stories is an extensive scrapbook of photos, over 100 of which are included in this autobiography. Also included are anecdotes provided by fans, friends and admirers. For sharing a lifetime of passion for two wheels we are thrilled to name Gloria: A Lifetime Motorcyclist as the 2018 Cycle Source Readers’ Best Media Release of the Year!
2018’ s artist of the year Cory Mroz - Mr. Oz Designs
We’ve known Cory Mroz, Mr. Oz for quite some time and have always been a big fan of his work. He is one of the most talented all around artists of our culture today with works established in Pinstriping, airbrush art, lettering, gold & silver leaf just to name a few. He also has become known for building a pretty tight hot rods as well. His panel work is off the hook and even if he takes the paint to the side of a building as graffiti artist, he kills it. Mr. Oz has traveled all over the world as a celebrated artist and has even been an instructor on the Brushmasters Getaway. For taking the beauty of our culture to a new level we are happy to name Cory of Mr. Oz Design the 2018 Cycle Source Readers’ Artist of the Year!
2018’s Best shop related product Of The Year
HMC SL-2482 Motorcycle Lift We first ran into these guys at the trade shows and couldn’t believe the quality of their product for such a reasonable price. After seeing the rise in popularity of the cheaper foot pump lifts we were thrilled an American company was throwing their hat in the ring. The SL-24 Air Lift is designed for both small and large motorcycles, scooters, dirt bikes, mopeds, and other 2 wheeled vehicles. It has an industry standard 24” wide x 82” long table with a single ramp. This lift is perfect for both the motorcycle service shop or the bike owner who wants a high quality American Made lift in their garage. For helping us have the right tool and still a few bucks in our pockets we are happy to name HMC’s Motorcycle Lift as the 2018 Cycle Source Readers’ Shop Related Product of the Year!
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f
rom the time she was a young child and motorcycle enthusiast, Bunky Oyster, has always had a passion for art. Though as she got older, she found, like many of us, a creeping fear that if she continued down the path of an artist, it wouldn’t be a sustainable way of living. But after spending most of her 20’s not knowing where she wanted her life to go, she eventually decided that passion prevails and chose the career path that would make her the happiest. Born and raised in Alaska, Bunky grew up shooting, camping, hunting and the like. From a young age she had always wanted a motorcycle, but her mother shot that idea down quickly, so she settled for a 300zx and spent most of her teenage years street
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Article By: Amelia “Killer” Rose racing with herfriends. However, like most teens, she became stir-crazy and decided to move to New York where she eventually attended the Fashion Institute of Technology and received her BFA. Towards the end of her schooling at FIT was when she had begun creating larger, automotive themed pieces, which is what she enjoyed working on the most. Following graduation in 2017, she had begun producing artwork for shows, motivated by an unsupportive (now ex) husband who made her feel like her art was pointless and not worth the time she found motivation and independence, she needed to leave New York and do something more with her art, even if it just meant having it displayed in a coffee shop, she wanted others to
see what she created. Oyster finally got her first bike about five years ago, a Harley 1200 Sportster that brought her full force into the motorcycle world and its culture. She soon saw influences of the motorbike world in her art, adding more grunge and metal to her art. It felt so natural for her to produce this type of creativity. Another thing that drew her to this culture, like so many before her, was the freespirited nature. This moto world allows people to be themselves and show their truest passions. It is also a culture that promotes productivity, creativity, community and accepts people of all walks of life with open arms. When asked what inspired her art, her mother was the only answer.
While growing up, her mother pushed her to attend art school, strongly supporting her daughter’s passion knowing it was what she always turned to when things were rough. Her mother is now battling MS but remains just as positive as she was before her diagnosis. Because of that, she is a daily reminder to do what you love and keep moving forward. As for her medium of choice, she generally works in acrylics due to its quick-drying nature, which causes her to work faster than normal. It basically cuts down on the time needed to dry in between layers so she can keep working on the painting without worrying about what’s still drying. For Bunky, her art is important to her. It speaks to how women in the motorcycle industry are often looked at and expected to be something that is often unrealistic. Her art allows her to express those thoughts with the hope that other women and other people can look at her artand see the true beauty of our world and our culture. It is also a joy to see the phases her art has gone through when she feels that it has slipped away from her and she has to bring it back to its core. She has been and is constantly producing pieces that means something to her, which is what counts the most to her as a young artist. Currently, she works as a tattoo apprentice at Super Genius Tattoo in Seattle, WA, which is the road she sees herself traveling for a while. The combination of personal art and selfexpression is something she loves and is excited to be learning from the amazing artists she works with. She also has a show coming up at the local Harley Davidson dealership this spring which has given her the opportunity to reach out and make more connections in her local motorcyclecommunity. If you want to check out more of Bunky Oyster’s rad work or commission her for a piece, you can check out her Instagram @bunkyoyster.
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i
’m sure most of you reading this will agree that a HarleyDavidson cone shovelhead is the best sounding engine the Motor Company ever produced. That’s not to say that other previous engines don’t sound good but a crisp sounding Shovel, especially with straight pipes, really gets my blood pumping! When I first saw this Shovel in Sturgis, I could tell from a distance that it was built by someone who knew how to build a quality motorcycle. Rich Pitoniak is the man behind this sweet piece of Milwaukee iron, and it was a pleasure talking with him and getting the lowdown about this particular bike. Like most of us, Rich started riding dirt bikes at a young age and learned to fix them as well as, which helped as he got older
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Article By:Roadside Marty Photos By: Melissa Shoemaker and got into muscle cars and drag racing at Lebanon Valley NY. Pitoniak bought his first Harley, a Sportster when he was twenty and hasn’t looked back since. Being a machinist by trade, he worked by day at his father’s machine shop where he learned attention to the smallest details by making prototype guns for various manufacturer’s. Eventually, he began to machine his own parts like triple trees and forward controls. Being a family man raising two sons money was tight, so if he needed a part for his bike, he had to make it. This was in the 90’s, and Rich says the old Iron Horse Magazines under David Snow as editor, were a significant influence on what he liked in a bike. It was around this time he picked up a ‘67 Shovel. It needed some serious attention to the cases, so he made a fixture and
welded them up which led to him being offered a job at a local shop, Rolands Motor Works. While there, he learned to build and fine-tune high-performance engines. He was there from 1999 to 2004 and left on good terms to open his own shop Pitoniak’s Custom Cycles in 2004. Rich would like to thank Roland for the opportunity to work and learn from him during that time. This 1979 Shovel came to him as a serious basket case with a blown motor, but Rich could see its real potential. Even though he really loves the old stuff, he enjoys using new technology to make them run and ride like a new bike. Rich started out by stripping it entirely down to the frame. He had the frame and swingarm powder coated with gloss black. He wasn’t too happy with the sheet
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metal that came with it, so he ended up using some new repop 5-gallon tanks along with a new set of FLH fenders. A late model Heritage front end was used in place of the original banana caliper front end which was a significant improvement in handling. Rich rebuilt the engine from the flywheels up using the stock OEM cases with original 80” flywheels but with new S&S connecting rods. Pitoniak went with an S&S Cycles billet oil pump as well as a cam and a set of their 80” pistons for the OEM cylinders. You can’t go wrong with a company that has a reputation as good as S&S. The stock heads received a port and polish job along with new Manley valves and springs. For the exhaust, he went with a rarely seen Thunderheader specific for Shovels that provide excellent performance as well as a great sound! He went with another great company for the ignition system by running a Daytona Twin Tech model 1005 ignition, which have proven to be bulletproof. One of the things that really caught my eye other than the sweet
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flame paint job was the CV carb. It’s certainly not a new idea, but it’s something that hasn’t really caught on with a lot of builders these days. Most people opt for a carb from S&S or Mikuni, but a stock Harley CV carb that’s tuned and jetted properly works VERY well on a Shovel and given the experience tuning engines that Rich has it’s a proven combination. Again, keeping with the idea of making older bikes better, Rich decided to not use the original four-speed transmission but instead used a Rivera Primo 6 speed with a Brute IV Extreme 3” belt drive topped off with a Pro Clutch. He went with another well-known industry icon for the suspension; Progressive Suspension have developed a line of shocks as well as fork springs that will definitely give you noticeable difference. Rich didn’t cut any corners and went with a set of Performance Machine calipers for stopping power, up front, he’s running one of their six-
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LAYLA TECH SHEET Owner: Rich Pitoniak City/State: Westfield, MA Builder: Pitoniaks Custom Cycles Year: 1979 Model: Fl - ( Restomod ) Value: Not For Sale Engine Year: 1979 Model: Shovelhead Builder: Pitoniaks Custom Cycles Ignition: Daytona Twin Tech Displacement: 80” Pistons: S&S Heads: H-D Ported & Polished Carb: CV 40mm Cam: S&S 450 Air Cleaner: Speedline Exhaust: Thunderheader Primary: Rivera Primo Brute IV Extreme 3” Belt Drive With Pro Clutch Transmission Make: Rivera Primo Shifting: 6 Speed, Foot Frame Year: 1979 Model: FL Rake: Stock Stretch: Stock Forks Builder: Harley-Davidson Type: 41mm Fl Triple Trees: Harley-Davidson Extension: Lowered 2” Rear Shocks: Progressive 11” Wheels Front Wheel: Paughco Size: 16” Tire: Pirelli Front Brake: PM 6 Piston Rear Wheel: Paughco Size: 16” Tire: Pirelli Rear Brake: PM 4 Piston Paint Painter: Spikes Custom Paint Color: Black Type: PPG Graphics: Gold Leaf Flames Accessories Bars: Flanders 16” Apes Risers: 2” Hand Controls: Harley-Davidson Foot Controls: CCI Gas Tank(S): 5 Gallon Oil Tank: Harley-Davidson Front Fender: FL Rear Fender: FL Seat: Black Canyon Leather Headlight: Harley-Davidson 7” Tail Light: Tombstone Photographer: Meliss Shoemaker
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piston calipers, and for the rear, he went with their standard fourpiston caliper. Rich says the bike rides and handles exceptionally well, and he loves the way it turned out. He’s known in his area for his talent with older bikes, and I can certainly see why. We’re looking forward to seeing whatever he comes up with next!!
Y
ou might think that with so many bikes in our magazine each year that we would lose track of them, but that is the furthest thing from the truth. Actually, each and every one is important since we only have space for some sixty or so feature bikes a year, each is selected with great care. We try to give credit to those who might not otherwise get noticed, feature the great works of the well known and the unknown alike. Because of the fact that you believe in us to bring your work to our readers, we feel that a simple one time appearance just isn’t quite enough. For that reason and
to celebrate the passing of another year we have put the great bikes of 2018 up to a vote and our readers have selected these ten as the best of what we brought to them in the past 12 issues. To everyone who had a bike in our magazine this year, we thank you and congratulations to the top ten winners. This is our favorite issue of the year for the simple fact that we get to look back with fond memories of the people and places that helped us make our lives in 2018. Thank you all!
1. THE DEAD PAN Cry Baby Cycles - Jan ‘18 This bike was featured on our Janu“Year In Review” issue and it was the 2018. While it took two separate phoseparate shoots to get it into our pages well worth the wait to get a sample of Josh Allison’s work featured here. This bike is an extraordinary build and we can hardly be surprised that our readers picked it as the first place bike fort he top ten features of this past year.
ary 2018 cover, last years perfect way to kick off tographers on two we found it to be
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2. THE DEADLINER Brian Buttera - june ‘18
Brian showed up in Daytona for the firs time we would see this bike and promptly took Best Of Show at our shindig at the Broken Spoke. From there he had a whirlwind year taking awards all over the country and scoring a place at the In Motion Show during Lone Star Rally. The bike, which we featured in our June 2018 Issue, was incredible from front to back but when you considered that it was his first build, well that speaks for itself.
3. HOLY GRAIL
Bill Dodge Bling’s cycles - June 2018
Dodge’s way back seventies chopper graced the cover of our June issue and it marked a long awaited return for one of his customs in our pages. This was a bike he built for another good brother; Jeff Kelderman and it moved as good as it looked. B i l l was happy to include a selection of video footage showing his ability to pull the front wheel up through every gear as it tore ass down the road. Although he would have to wait for the appropriate “Break In Miles” to take possession, once Jeff got the shovel he was in heaven.
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4. TIMELESS
Austin Martin Originals - October ‘18 We first saw this bike as part of the IMS shows in 2017 and it was far above the other bikes it was competing against. The amount of hand crafted work that Austin put into this little gem really made it stand in a class all its own. From top to bottom Austin just makes good choices and the clean lines and classic design of this build is a perfect example of his maturity as a custom builder. We were thrilled to have it in our October issue and can’t wait to see what he brings to the table next..
5. CHORUS NOVISSIMIS
Paul Cox Industries - July ‘28
While we are always proud to have a bike from Paul Cox on our cover this one was bitter sweet. The name “Chorus Novissimis” means “Last Dance” and for Paul it would be his last bike built in Brooklyn. Now for his story that’s a good thing as he has made it to a point in life that he can move out of the city and do his thing at less hurried pace but for the New York City custom scene it also marked a sign of the times. A sign that there are less and less places in the city for the small garages that made the custom scene there possible for the past few decades. On his way out though, Paul did it like only he can and laid this beauty on the alter as his final offering from Brooklyn.
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6. WAR PONY
Flat Broke Chops & Rods - December ‘18
This was “The Black Pearl” and was literally the bike that built the magazine. After 240,000 miles as our own Chris Callen’s only means of getting the goods for our pages, it was tragically totaled and seemed to be lost to the ages. That is until Grady Pfiefer, Danny Fitzmaurice and a bunch of great buddies came together to help Chris make it into a salt flat racer on the stages of the IMS tour last year. Ironically Chris would return to Bonneville by the end of the year on the same bike that carried his mother’s ashes to her final resting place there just years before. It now sits in waiting for the Bonneville Motorcycle Speed Trails of 2019 where Chris hopes to make another pass.
7. GOLD RUSH PAN Denver’s Choppers - May ‘18
Mondo Porras was celebrating 50 years of Denver’s Choppers this year and we were lucky enough to pick up one of his builds for our May Issue. The bike is classic Mondo but it was also the beginning of a great year that saw a killer interview with him for his 50th and saw his induction into the Sturgis hall of fame and museum. Mondo’s bikes are what you see when people say the words “Proper Chopper” and will always be the scale that people measure choppers from.
8. BROTHER’S KEEPER
Paper Street Customs - August ‘18
When we first met Ryan Gore he was just another guy on the street for one of our custom shows in Vegas. The bike he had that day blew our minds and bike after bike he continued to push the envelope. This was his entry for last years “In Motion” show and while it was itself a killer build the story behind it was even better. It was his brother who stepped up to make sure Ryan had the mean’s to build a bike and compete in this new show series. That’s the kind of thing we just can’t get enough of.
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9. COP CHOP
McQuiston’s Chopper Design - March ‘18
When you first meet Ryan McQuiston you can easily be overwhelmed. You see, he has the kind of exhilarating personality that some can only get from a stiff blast of adarol. Of course for him he’s just full of passion for choppers, more specifically Molded rideable choppers like the one you see here. We got to feature it in our March issue and by the end of the year we would see the latest build from Ryan as a competitor in the “In Motion” show. While he is a California kid, believe it or not, he builds the type of bikes I can remember running around the streets of my home town as a kid. Must be the influence he has from cats who value the ride as much as the style. Either way, we sure are glad to have him among the top ten from this past year.
10. SELF MADE SHOVEL christian newman - august ‘18
We had seen this bike way before we got the chance to run it and we were floored when we found out that no other magazine ever snatched it up. Christian put in an insane amount of work on this thing and it sits like a running Swiss Watch. Like something right out of and H.G. Wells story, if he was cool enough to have a shovel, this bike was perfect and we gladly took it for our August issue. Although this was his first build the performance attributes like the inverted front end he employed also marked the transition of the custom scene which started to incorporate more parts and principals from that segment.
pin up of the year february 2018 Model: Holly Emerson Bike: Hardcore Cycles Photo: Stephen Spoons
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Article And Photos By: Xavier Muriel
i
often wondered what it was like to be the main songwriter in my band or any solo act for that matter. I mean, yes as a part of that unit I was responsible for coming up with the best drum parts possible for every song; writing for a record is usually 25-30 songs then whittled down to the best 10. That still doesn’t take away the fact that the initial part of the song has to be created long before the drum parts or anything. If you’re a solo act and you don’t write or collaborate (which is rare these days) with anyone else, then you are solely responsible for the outcome of that song or record. Don Henley said it best “When you’re in a band and the record flops, you can kinda look around at the other members and go, well it might have been this or that. When you’re a solo artist, it all falls on your shoulders.” My point to all of this; I was feeling uninspired when I sat to write this month’s article. When I told my writing guru about it, he said simply, like he always does, “Write about what you know, like maybe the similarities between the music and
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motorcycle industry that you’ve learned so far” Like a hammer to the head I was like “DUH.” Many of you who know me, know exactly the schedule I kept while I was a member of my former band. For those of you who don’t, I’ll give you the cliff notes. I was blessed to be a drummer for a band that had been writing, recording and touring from August of 05 to Jan of 17. When I say that, I literally mean we wrote and recorded a record and immediately went out on tour for at least 9-10 months out of that year. I can remember many of my friends and fans of the band, at meet new greets asking “Don’t you guys ever stop and rest?” My answer was always “The music world will forget about you if you do.” I’ve been around the world, played all my favorite venues that I dreamt of as a kid and met all my idols (some of which were amazing and some not so much). Some of you reading this will simply say “sounds like a bitchin life, stop whining.” To that, I say never judge a man till you’ve walked a mile in his shoes. Yes, it was an amazing experience but much like I
found out, there’s a lot of work that goes along with the 1.5 hours onstage, that’s the fun part. It’s all the rest that makes it questionable at times...There’s a HUGE machine behind every band, managers, booking agents, business managers, day to day managers, tour managers, lighting designers, stage managers, production assistants, techs for each instrument, and so on and so on. We all traveled together on buses that held up to 12 people. Over the next ten months each one rolled along to a city near you, come hell or high water: and all through colds, bronchitis, the flu, births, surgeries, deaths, and everything in between. Because as the saying goes “The Show Must Go On!” By now I’m sure you are asking “What does that have to do with motorcycles?” Well, when I decided to take a welldeserved break from “that life” and pursue my other love which is motorcycles I found out it’s not like I thought it would be, and yet at the same time its very much like the music business. You see, as liberating as it is not to have to deal with all that, now like Henley said, it’s all
on me... After being “in the mix” full time for a little over a year and having been writing for Cycle Source for four years now, I’ve learned one thing about this biz... it’s exactly like the music biz. The only difference is the commodity at hand, motorcycles vs. CD’s. There’s a liberating feeling that goes along with being a solo act. However, in the same breath, there is a sense of excitement and fear about the future, there is no longer a machine making those decisions for me. I’m eternally grateful for all those people I’ve met so far that have given their time and talents so freely and without motive. I’ve learned from those certain individuals what not to do in this business. There are still long road trips, late late hours, budgets to be kept and decisions to be made but I feel strongly that if I stay true to myself, listen closely to those who have walked the path before me and try not to hurt anyone on my journey, things will be just fine. After all, all I had was a Rock -n- Roll dream once and look what happened... Now I Dream a new Dream... As Always Take Care of yourself and Each Other.
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f
ew people can deny the powerful images of Big Daddy Roth’s monsters and the vehicles they drove or rode as we were youngsters. These characters were not only representatives of actual custom vehicles of the day, but they were also an expression of the gearhead mentality that surrounded the culture. For some of us, Roth’s artwork inspired our own characters from the tip of a pen, for others, the machines were the focus and this beauty right here is a way
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back machine to take a trip right back to that place and time. This story starts with JP Rodman as a young man who worked with his old man on ‘55 and 57 Chevy’s growing up. His dad was an auto body instructor, and they spent a lot of time at car shows where JP would get great exposure from the hot rod scene, but also take in a lot from the motorcycles that were there. Around ‘92 when Rodman got out of the Navy, JP was riding
bikes but nothing real custom. He said he was still figuring out how to keep them running, for him it was mostly Kawi’s and CBR’s then. Fast forward to 2004 when JP scored his first Harley, he was in Salt Lake City riding around with a bunch of guys. Some of the older cats would regale him with chopper tales of the stuff they built back in the seventies. That’s where his obsession with customizing old iron began. He got himself an old Ironhead and started
Article By: Chris Callen Photos By: Michael Lichter
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honing his skills. About six years ago now Rodman was custom painting and pinstriping a lot. He was learning to shoot flake, and a ton of people were starting to ask him to do tanks for their bikes. At the time he was happy to do panels because it gave him practice on pinstriping, but when he began to get some tutoring from Aaron Lobato out of Albuquerque, he really started to fall in love with panel work. His break and the beginning of this bikes story started with Born Free 6 when he was invited to build as the People’s Champ. Of course, he would do a long-molded chopper with metal work and the lot. Having the ability to go back, JP said, he may not have done as much molding as he did. Still, he managed to finish on time and with a clean sixty days in just the bodywork, it was worth the time since it got him a proper invitation the following year. Rodman had an old Choppers Magazine cover that featured an illustration of a trike with a body like the one you see here by Ed Newton. It was beyond cool, and the Born Free invite gave him the motivation to go after it. He had an
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old miss matched Servi-Car to start. Part Servi and part Shovelhead. He started by cutting everything away from the frame except the cradle. The rest was mostly bent, crooked and in need of rehabbing anyway so he would just hand fab it from there. After getting a good deal on an S&S Knuckle from Chopper Swapper, the plan started to become a little clearer. He had a Servi rear set, the engine cradle from a Shovel and an S&S Knuck. After getting those components lined up to fit together, he began building the sheet metal tub that would hold the body. The tub would fit to the fiberglass body by a lip at the bottom so that it would lift on and off. Now, all he had to do was fab up a quick form to make the fiberglass body from. With
some 2, 4 and 6-foot sections of foam blocks JP made a giant brick of foam, then simply sculpted the form of what he was after. A full month went by by the time he had the foam complete and finished the fiberglass form. With the body complete, he went back to the drivetrain. You see, JP had his mind set on a blower, and he would now have to figure out how to make all the parts for that fit into the design he was after. He ended up getting the huge intake system to fit nice and tidy within the confines of the fiberglass body. Once it all started to look like it would work, he moved on to fit and finishes. With 14 days left until Born Free, JP took the bike out to Speed Metal where Dave Baker and Mike Cecil would help
him finish it. Rodman lived on the floor of the shop cranking out parts and finishing up the details to get it ready to fire. I mean, it’s a Knucklehead, kick only, with a blower... Yeah so, they ended up tow starting it for the first fire, but they did get it dialed in just in time for Born Free. Since the unveiling JP has removed the blower portion of the bike, just to make it a little more rideable. He’s had it out to some events like the Shed Run and says that for a three speed with reverse it gets up and goes a good bit. You do have to make sacrifices for a look like this, however, and sometimes you have to stick your head out of the side, so you can see good enough, but that’s not the point. The challenge for JP on this build was
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THE BLOWN KNUCK TECH SHEET Owner: JP Rodman City/State: Raton, NM Builder: JP Rodman Year: 2016 Model: C-Cab Value: $100 Or Best Offer Time: 1 Year ENGINE Year: Model: S&S Knucklehead Builder: Randal Nelson Ignition: FHP Displacement: 93cu Pistons: Heads: Carb: Dual CV Cam: Air Cleaner: Vergaser Velocity Stacks Exhaust: JP Rodman Primary: Open 530 Chain / Lakeside TRANSMISSION Year: Make: V-Twin Shifting: 3 Spd W/ Reverse FRAME Year: Model: Custom Servi Car Rake: 55 Degrees Stretch: Forks Builder: Mick’s Chop Shop Type: Springer Triple Trees: Extension: 30 Over WHEELS Front Wheel: High Shoulder Aluminum Size: 21” Tire: Firestone Front Hub: Apollo Hub / Flying Weasel Rear Wheels: Cragar Keystones Size: 15” Tire: M&H Rear Brake: Drum PAINT Painter: JP Rodman Color: Lots Type: HOK Graphics: JP Rodman & Beth Kearny Poweder coat: Al’s Plating ACCESSORIES Bars: JP Rodman Risers: None Hand Controls: Biltwell Whiskey Throttle Foot Controls: Pangea Speed Arc Pedals Gas Tank(s): Moon Eyes 3 Gal Oil Tank: JP Rodman Front fender: None Rear Fender: Seat: Foam & Fur Headlight: Perlux Fog Lights Tail light: Turkish Lantern Speedo: PHOTOGRAPHER: Michael Lichter
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to make a physical embodiment of a Roth-like cartoon vehicle. In that, he killed it and created what will surely be one of the most iconic builds of our time. Currently, JP is involved in several customer builds with a Triumph and a Sportster that both need finished before he can jump back on his next personal project which is a VW Trike. This one will be built for Born Free but then will be a give-a-way for the next Run To Raton.
As I finished the interview, I had to apologize to JP for the time it took to get this in, I explained that I wanted it on the cover, and during the winter months when I knew I’d have your undivided attention. After all, a bike like this only comes around once in a generation, and I didn’t want anyone to miss it in our pages!
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O
nce again Cycle Showcase St. Louis did not disappoint. The venue was perfect, the bikes were amazing, and the artwork was beautiful. Cycle Showcase is, in itself, a unique event. Being in its fifth year, it has been held at a different venue each time. This year’s venue was ideal! Located in the growing Grand Center Arts District, near downtown St. Louis, the warehouse provided
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Article And Photos By: Melissa Shoemaker the perfect backdrop for these custom motorcycles and artwork. Event organizer, Randall Noldge and his crew spent countless hours cleaning and getting the space ready for the show, and their hard work paid off. The space was large enough to display 50 bikes, along with the artwork, both from contributors from around the country and accommodate the crowds. The rain moved in Friday afternoon
and stuck around all day Saturday but never fear, the upstairs provided the perfect location for vendors since the weather did not cooperate with the original outdoor space set aside for them. The weekend started off with a pre-party on Friday night, which was hosted by the Triumph Bar and Grill and the St. Louis Moto Museum. If you have never been to the Moto Museum, you
are missing out. They have a very unique collection of motorcycles on display. While the pre-party was a small gathering of mostly the builders and artists, it was the perfect opportunity to get together with friends and catch up before the show opening the next morning. Let’s talk bikes… the collection of custom motorcycles brought together this year was indeed one of the best of the year. Randall put together a very diverse group of builders from across the country, and each one provided a bike that showed off their talent and individualism. There were original vintage bikes, vintage custom bikes, choppers, race bikes and even a bagger or two. There were two bikes that really stood out to me that I would almost call the centerpieces of the show. Indian Larry’s “Wild Child”, which made its way back to St. Louis for the first time since 2003, when it made a brief stop on its trip to Sturgis during the Discovery Channel’s Biker Build-Off and Souixicide Choppers’ “60 Over”, a giant chopper made with the largest Sugar Bear front end ever made. Many of the bikes
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could have been the centerpiece of the show, these two just really stood out as something special and iconic to me. The artwork was some of the finest Moto-art displayed together at one location, with a combination of paintings, prints, photography, mixed media, helmets, and tanks. The Triumph Grill was on hand serving food and beverages, and there was even a kissing booth! The kissing booth was a hit with the men, women and especially the children. It wasn’t your traditional Kissing Booth. However, this booth was manned by the most adorable four legged creatures around, Bull Dogs from the Illinois English Bulldog Rescue and puppies from the Dirk’s Fund Foundation, with proceeds going to both organizations. Saturday night’s after-party was held at the Pin-up Bowl which was strategically located next to the host hotel, The Moonrise Hotel. Bowling with a group of 50+ rowdy bikers squeezed into four lanes it was definitely a party! Bobby Seeger Jr. walked away with the high score of 146 and the beautiful Bell Helmet painted by Shawn Long as grand prize. Sunday morning started out a little damp but there was no rain in the forecast, and it proved to be a perfect day for Aidan’s Ride St. Louis. The riders were led on a tour of the bridges crossing over the Mighty Mississippi River with a stop on the Illinois side for a photo-op directly across the river from the Arch. The show continued throughout the day with another day of great attendance and with the clearing weather, several rode in. The day wrapped up, and bikes started coming down off their risers, and it was time to pack up. Most lingered as if they didn’t want to say those goodbyes and hit the road. All in all, it was a great weekend and I’m already looking forward to 2019. For dates and location stay tuned to the always entertaining IG page @csstl or follow them on Facebook
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Article And Photos By: Charlie Weisel
T
o say that most of us have a strong connection to our motorcycles is a bit of an understatement I think, its more of a love affair. A bond between man and machine that is near impossible to explain to someone who hasn’t experienced it. Our motorcycles are more than just a frame a motor and a seat, they are our trustworthy steeds that guide us to far away destinations, our friends house around the corner or a quick overnight camping trip. They are also our therapist, our friend and when it is broken down, it feels more like our mortal enemy. They fight us one week and then redeem themselves the next by operating flawlessly. They can be fickle, they can be rock solid, but at the end of the day they are ours, and we love them no matter what. For somewhere in the ballpark of ten years I’ve been riding the same motorcycle, it wasn’t until a couple
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of years back that I put a second in the stable, a decision I still feel guilty about. I could almost feel my choppers heartbreak as I rolled that shiny new BMW R1200 GSA beside it. That being said, I still ride the chopper far more than the BMW GS for really no other reason than that is what I prefer, and it was what I am used to, I’m a creature of habit. Sure, the BMW is far more powerful, handles better, is more comfortable on a rough road and clearly more reliable, but it lacks soul. It lacks the connection I have with my chopper. When riding the BMW it feels like nothing more than getting from point A to point B, but when on my chopper, every moment is a spiritual connection with the environment. That is what riding is all about. Experiencing the environment first hand and viewing your surroundings without the distractions of a radio, climate control, and windshields.
I recently rolled 200,000 miles on my odometer, and it really got me thinking about all the experiences and places my motorcycle has taken me. They are countless. I’ve experienced some of the world’s finest mountain passes in the Swiss Alps, extreme heat across the deserts of Utah and Arizona, bonechilling cold through a Wyoming winter. I’ve ridden through crosswinds so bad it literally brought me to a halt on the side of the road leaving me wondering how I would make it any further. Snow packed roads, sloppy, muddy roads and loose gravel roads. I’ve ridden down single-track trails in Colorado, down the twisting roads of the Black Forest in Germany, across stretches of Mexico where the potholes threaten to eat you alive. I have slept next to it on beaches, in parking lots, in garages and in remote, dense forests. I’ve pushed it into motel rooms. Through 17 countries and 48
states, this damn thing just keeps going and testing my limits along the way. I’d be lying if I said its been all fun and games though. Through all of the lifechanging and fantastic experiences, there has also been plenty of patiencetesting moments. The ones that we tell ourselves build character, but building character is the last thing we want in that moment. Breakdowns. They always seem to happen at the most inopportune times. Like that time, I lost my charging system coming across the desert on Route 66 and had to push it 3 miles to the nearest town where the local Harley dealer told me they wouldn’t work on a modified bike. I limped it 300 miles, stopping at every auto repair shop along the way to charge my battery, where a mechanic in Flagstaff was willing to help. The time my oil tank started tearing itself apart on the way home from California and covered nearly the entire motorcycle, including myself, in oil. I lost track of how many quarts of 20W-50 it took to get that thing home. A similar situation another time when I broke an oil line and had to patch it with duct tape, that did not work well I’ll have you know, but that’s what you get for riding a chopper down a dirt road intended for Jeeps. The frame has cracked, the wheels have disintegrated underneath me, wheel bearings have failed at 80mph. The starter has been replaced three times; the pinion gear has stripped itself plenty of times leaving me begging random people for a push start all over the country. The jackshaft support failed in Europe, and my wife had to push start me for a week. I broke a handlebar riser bolt once, that made things pretty entertaining real quick. The fuel tank has cracked twice, is currently cracked and has been pissing fuel since March. The motor has been rebuilt three times, the transmission replaced once. Throttle cables have broken, clutch cables have broken. I once chased what I thought was a carburetor problem for 2000 miles from Maine to Colorado only to find a wire worn through that was shorting out my ignition, the carburetor was fine.
I’ve had my throttle body slide off the handlebar while careening through a pothole, I’ve had grips slide off in rain storms. I have no idea how many tires I’ve gone through, a ton. I figure I’ve stopped at about 1,700 gas stations and ran 5,714 gallons of fuel through it. I’m on my 4th or 5th belt drive primary, not sure how many sets of clutch plates.
Needless to say, I could go on like this all day and probably fill every page of this magazine with nothing more than a repair list. The point to all this, is that despite all the repairs I have made, and most of them on the road, this bike always gets me to where I am going under its own power, its not always pretty, but it does it. It has never been trailered home... wait, that’s not true, its been trailered home once when I lost a wheel bearing 50 miles from my house. I think that’s a pretty good track record.
At this point, a rational person will be wondering what part of this sounds fun, and sometimes I wonder that myself. But it is. It is fun. In fact, it may be the single most exhilarating experience a person can put themselves through. To climb aboard a motorcycle that many would consider nearly unrideable, or at the very least unsafe, and put it and yourself to the test, is something to pat yourself on the back for. To face the challenges a chopper will test you with, and come out the other side, is what makes who we are. To break the societal norm of what bikes we “should” be riding for a major excursion is what sets us apart. I know I am not alone here, many of you reading this know firsthand what I am talking about. Many of you have been doing this far longer than I and started this probably from as far back as before I was born. But for those of you that are a bit newer to this questionable lifestyle, or the ones who think that putting 200,000 miles on your own motorcycle is impossible, I tell you that you are dead wrong. I’m no different than anyone else here. I work a full-time job, have responsibilities at home and bills to pay. If I can do it, you can do it. he key is to not view your motorcycle as a status symbol, or a piece of art. The key is to look at it as your preferred mode of transportation to see the world, and if it looks cool doing it, even better. Start studying your map, research interesting places to visit, National Parks, roadside oddities and obscure towns. Then fire up that motor and go see them, you’ll be surprised at how many miles you’ll rack up by doing this. Soon you will be writing your own story about clicking off 200,000 miles, and I’ll be looking forward to reading it. Until then, keep the shiny side up, and I’ll see you on the road. Don’t forget to check out my Instagram, @charlietravelingchopper, for more photos from this story and others.
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Article By: GTP Photos By: Chris Callen
S
ome days are just better than others. Some days are spent stubbing your toes and finding yourself standing in a field cursing the sky; while others are spent lookin’ at this beautiful Knucklehead and spending time talking to Tim and Susie Wilmoth about the odyssey they took to create what you are looking at now. Today was a good day. In the summer of 1990, a friend
gave Tim a lead on an 80” Flathead that a guy supposedly had. It was supposed to be somewhere back in the rural countryside that Tim was originally from, Charlotte County Va. With not much info, he set out to see if he could locate the bike and after a half day or so of searching he actually got to talk to the owner. The old fella told Tim that the bike was, sure enough, sitting in a building at his house
but money couldn’t buy it. The story was that after WWII he and his best friend had each bought a Flathead, pretty much just alike, and that one day while they were out riding his buddy was killed in an accident. Of course, he was keeping his bike as a reminder of his friend. Tim understood where the man was coming from so; he headed on back home emptyhanded. While driving back, Tim thought
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he’d ride by a guy’s place that he knew owned a Knuckle. However he had always declined any offers to sell it. Well, Tim figured that as long as he was passing through the area anyway, what could it hurt to ask one more time. Tim saw the guy alongside the road, in a recently planted tobacco field laying out irrigation pipe. He pulled over and preceded to hoof it on over to where they were working. “Billy,” he said, “You ready to sell that ‘ol Knuckle?”. Of course, he was shocked when the guy said: “Yea man, I’m in a little bind, and I’m ready to let it go”: And a deal was struck right then and there. The project didn’t start right away; it sat in the shed for a while. Tim finally took it apart to see what he did and didn’t have to work with and started acquiring parts here and there. Originally, he had planned to go back to stock, but after looking around, all the “stock” Knuckles started to look the same. The decision was made to go a little more custom, but he did want to stay with the rocker clutch and tank shift set-up. Tim found a ’47 Knuckle frame that someone, back in the day, had cut the seat post and spread the rails so they could get a Panhead
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engine into it. The sidecar loops and all other “unnecessary” mounts were removed. Gary Woodford of Milwaukee Iron worked his magic on it and made it whole and roadworthy again. The Knuckle springer was assembled with various parts found here and there at swap meets and pieces purchased from friends, and friends of friends. The 61” engine was completely gone through and now has S & S internals that along with the bore on the cylinders makes it somewhere around 68 cubic inches. When it came to paint, the frame was coated with gloss black Imron.
The sheet metal is covered in Xotic red candy over metallic gold and HOK snow white shimmering with two light coats of white pearl and gold striping. Tim shot all of it in the lawn mower shed at his house. After sweeping out the grass, and spraying it down with a water hose, he fired up the compressor. The seat rail was an afterthought. While out riding one day and running through the gears pretty hard, the shift to third slid him right off the seat and onto the fender. He had been thinking about doing one of those cupped, deep radius seats but then the idea hit him for the seat rail which most all of them had years
ago. So he welded up some round stock got Hanlon platers, at a local company, to soak it in some shiny stuff. It works well and seems to blend in with the bike pretty good. They didn’t have a big budget for the bike, none actually, so they would save a little and buy a part or a tool as it went along and then would put something back for the next piece. Tim used to climb and trim or take down trees for people locally, on the side, and most of his “tree money” went into the bike. Every birthday, Father’s Day, Christmas...there was always something there for the Knuckle. He remembered one Christmas
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TREE MONEY KNUCK TECH SHEET Owner: Tim & Susie Wilmoth City/State: Amelia C.H. Va. Builder: Owner & Friends Year:1947 Model: EL Knucklehead Time:16 Years Off & On Value: Doesn’t Matter Engine: Year:1947 Model: EL Builder: Our Buddy Steve (Rip) Ignition: 12v Points/Auto Advance Displacement: 68” Pistons/Flywheels: S&S Heads: Harley-Davidson Cylinders: Harley-Davidson Carburetor: Linkert M-36 Cam:S&S Air Cleaner: Aee Rock Guard Exhaust: Paughco Primary: V-Twin Transmission: Year:1947 Make: Harley-Davidson Shifting: 4 Speed Tank Shift/ Rocker Clutch Frame: Year: 1947 Harley-Davidson Make: Knuckle Rake: 30° Stretch: None Forks: Make: Harley-Davidson Type: Springer Extension: Stock Wheels: Front Wheel: 21” Tire: Avon Brake: Rear Wheel: 16” Tire: Avon Brakes: Mechanical Drum Paint: Painter: Owner Color: Red Candy Over Gold Type: Xotic/Hok Graphics: Panels & Pinstripes Chroming:Brown’s/Hanlon Accessories: Bars: V-Twin Risers: Paughco Hand Controls: V-Twin/Harley-Davidson Foot Controls: V-Twin/Harley-Davidson Gas Tanks: V-Twin Oil Tank: Paughco Front Fender: Where? Rear Fender: Swap Meet Seat: Paughco Velocipede Headlight: Swap Meet Tail Light: Swap Meet Speedo: V-Twin PHOTOGRAPHER: Chris Callen
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in particular that his wife Susie had come across a rare AEE cast aluminum snoot/rock guard from a friend of theirs and got it for him. It caps off the old Linkert perfectly. It was a labor of love that took, off and on, right around 16 years to complete. Tim has always thought the “Knucklehead” was the best-looking engine Harley ever produced and says it’s a blast to ride, but the biggest reward comes
when someone looks it over and says ‘Man, that sure is pretty.’ “ Tim and his wife Susie have an attitude that I wish more had when it comes to a build. Although finances were slight at times, their patience and commitment held fast. This perfectly executed Knuck was built from the love of the bike, not for dollar signs or celebrity. Today was a good day.
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Article By: Tyler Porter Photos By: Brent Pierce
t
he common phrase is, “You can’t teach an old dog new tricks.” If the 2019 American Flattrack season is in any way going to be previewed, I believe this could be its main storyline… At the 2018 season-ending banquet, Bryan Smith announced that he was leaving the factory Indian team along with team manager Ricky Howerton, to try once again to turn the flat track world on its head with the backing of Crosley Motorsports and Kawasaki power. By 2010 several teams had figured out that the Kawasaki EX650 powerplant was a viable option for the twins series, but it was Ricky Howerton who really took the platform to the next level. Growing up around the Honda Factory race shop in the 80’s in Indianapolis, Ricky saw what true dedication to a product was all about. After many years of running a successful business that provided world-class parts to both IndyCar and NASCAR teams, Ricky honestly set
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out to build his own street tracker. What happened from there was one of the most dominant performances on the mile tracks that we have seen since the Scotty Parker years. First campaigning his incredibly different looking platform in 2012, success was imminent. Howerton signed Bryan Smith who already owned his own top-level Kawasaki’s, and from there, the race wins started to stack up. After a close championship fight in 2013, losing out on the title on the last race, the team nearly folded, only to develop what they called the “Generation III” bike. Over the next few seasons it was nearly unbeatable on the big tracks and won Bryan the GNC1 title in 2016. Always one to skirt the limits of what is possible, both Ricky and Bryan signed on as Factory Indian’s team manager and rider, respectively. Now, after two seasons, the “dream team” is moving back to their Kawasaki roots, in hopes of rekindling their championship magic.
My inside sources have told me that Howerton has been a little upset at the hold-ups they have gotten from corporate R&D about making changes to the FTR750. While they have tried different frame designs, it’s widely known in the pits that Bryan hasn’t been extremely happy with the fit and feel of the motorcycle for his size and style. Essentially, I believe Ricky feels like he’s a bit handcuffed with the FTR platform, and from seeing Ricky’s past designs and the things his shop builds on a regular basis, you certainly can’t paint him into a corner. Innovation is his mantra. Is this a good move? A lot has changed in flat track since the Indian FTR750 hit the scene. Mainly, absolute domination. Since the close of the 2016 season, only Briar Bauman, Jeffery Carver, and Henry Wiles have managed to win on anything but an Indian. Riders like Chad Cose, Bronson Bauman, and Jay Maloney have taken their careers
from being top 10 riders on their best days to being in the top 10 nearly every event and on the podium in the right circumstances. Howerton and Smith both urge that they have a few new tricks up there sleeve for their new bike, but will it be able to conquer the Indian’s might? Ricky Howerton has pledged to bring an updated platform to the table, one that is not only improved over his 2016 championship bike but one that is superior to what Indian has with the FTR750. They are calling the latest platform the 5th generation bike, and at the time of this writing, they have three rolling chassis ready to go, six fully built racing engines and enough spares for a 4th bike. For a season that doesn’t officially start until March, this is well ahead of the average race team curve, especially since they started with a clean sheet of paper. I believe that the level of trust that Bryan has in Ricky’s ingenuity will push his confidence much higher. And confidence certainly wins races. Multi-time champion Jared Mees and his future Hall of Fame tuner Kenny Tolbert will have a lot to say about this. While I’m not privy to what they have been changing on the bikes exactly, I do know, that over the season, they have made some modifications to the frames, and we’d all be insane if you thought they weren’t changing things around inside those motors as well. Jared and Kenny are two of the hardest working people in the pits, so I’m sure lots of off-season testing is going on to ensure that the Crosley Motorsports team has a moving target to aim for. Not to be forgotten, Harley Davidson started to move in the right direction towards the end of the season with their youngest rider Jarod Vanderkooi posting several impressive finishes. As of right now, their 2019 team hasn’t been announced, but I know they are probably pushing harder than anyone this offseason for some better results. It’s undoubtedly the offseason in flat track. People are forgetting once again about the most exciting sport on dirt, but rest assured in workshops from Indianapolis to the farm country just outside of Dallas, a lot of time and effort is being put in to ensure we have a title hunt to talk about. While Bryan Smith and Ricky Howerton aren’t getting any younger, in 2019 we will see if they can once again, fetch a title. January ‘19 - CYCLE SOURCE MAGAZINE 69
1. Extra Inspection Cover On Primary Cover. 2. Different End On Generator. 3. Missing Timing Inspection Plug. 4. Different Colored Coil. 5. Missing Oil Tank Badge. 6. Cleaned Up Fuel Tank. 7. Different Shifter Knob. 8. Extra Seat Spring Assembly. 9. Filled In Holes On Spedo Cover. 10. Missing Face On Poster Of Back Wall.
FIND TEN DIFFERENT THINGS ON POOR MAN’S PAN NO THERE ISN’T ANY REAL PRIZE, JUST SOMETHING TO DO WHILE YOU’RE IN THE CAN.
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Article By: Scooter Tramp Scotty
s
turgis was over and Seny and I had been riding west together for the better part of a week. The night’s camp had been set up just outside of Idaho Falls and, over coffee, the morning’s talk centered on what to do next. My Electra Glide had developed a bad transmission leak, and Seny’s Sportster ran so poorly I sometimes wondered if it would start at all. It had been like that for as long as he’d owned it, so Seny just figured this was normal. I knew better. We contemplated the options: keep riding towards Oregon while filling my transmission twice daily (with 20-ounce capacity, it drained fast) and listening to Seny’s bike die at almost every stop or seek a solution in Idaho Falls. Knowing noone there, the repairs would require an act of providence. Of course, it could happen, because I’d been living by little else for many years. This land was mostly prairie. And although the late August nights were already chilly, as we started into town
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the day was warm. There’s always a certain anxiety when entering an unknown town where you know neither the lay of the land or anybody there. It’s a certain gnawing at the stomach familiar to travelers. After so many years, this minor discomfort seemed like an old friend. Traffic was heavier, and businesses lined the roadside as hwy-26 led into the heart of this small urban community. Spotted something, I quickly pulled into a parking lot as Seny followed. A look back revealed a big drive-in movie theater. With its blocked entrance, weeds growing through the gravel driveway, and obvious neglect, I guessed rightly that this place was abandoned. We set off on foot in a mission of exploration. Although the pay-booth, big screen, and snack bar appeared in good condition, tall weeds encompassed the entire speaker-pole lot. A thick group of tall trees quickly became the center of my interest. With Seny following, I found a hidden space between the trees. It was almost perfect. After fetching a folding
hand-saw from my saddlebag, we both set to clearing the area. When finished, the place was perfect. The theater’s blocked entrance left just enough room for motorcycles to pass through. Now that we had a beautiful new home, it was time to find easy access to showers. I called a gym that offered a week free trial. This would work and although, my unorthodox methods had at first seemed alien to Seny, because they’d worked so well, he’d acclimated quickly. After showers, tacos, and hanging at the HD dealership for coffee and bullshit with staff and customers, we went home. The next day began with a beautiful morning and we were delighted with the comfort and privacy of this new place. After coffee, Seny a yoga instructor, practicesd every day and I’d been joining in. A personal yoga instructor seemed too good to miss out on. After breakfast, camp was struck, and we headed to the little gym. In the afternoon we watched a Shovelhead back up to the little coffee
shop’s curb. The rider’s full beard, old levies, and t-shirt told of a long-term rider who complimented his aging motorcycle well. He’d ambled over, and eventually, we got to talking. He told us about a little motorcycle event that was happening the next day and gave us the location. Our mechanical needs were laying heavily on my mind and I decided to tell our new friend, Jeff, about it. It turns out that Jeff had a garage, lift, and tools that we could use if we wanted. What a break! However, I suspected the leak was coming from the transmission’s left main seal, which would require a special pulley removal tool. Jeff didn’t have one. We talked for a while longer before our new friend offered his phone number. I figured there were only two places this leak could be coming from: one’s in front of the pulley, and the other behind it. The latter requires a special tool, the first doesn’t. B e f o r e searching for the tool, I needed to determine for sure if it was actually necessary. But the entire front pulley was covered in oil making it impossible to pinpoint the exact location of the leak. I purchased a can of brake cleaner that afternoon. Next morning, after coffee and yoga, my bike was laid on its side just beyond our tree-lined home, and I emptied the brake cleaner into that pulley area, then wiped everything with a rag. Now everything was sparkly clean. This task completed, we packed camp, and rode to the bike event. Although bikes littered the parking lot of Bonneville Customs, its far end had been blocked off with caution tape. Beyond the barricade there was a colorful array of vendors, participants, food, and music. The custom bikes were also sitting out there on display for the judges, After parking beside an old
Flathead, I knelt to check the trany leak. Sure enough, oil was coming from behind the pulley. I would need that damn tool!!! At this point there was nothing left for us to do so Seny and I strolled inside the building. This was mostly a fabrication shop, with a handful of professionally made custom machines littered the place. In one corner, a pinstripe vendor offered his equipment, so amateurs could practice. Seny was caught up in that activity for hours. For me, the search for a pulley tool went on. I asked the shop owners…they didn’t have one. Next came a man who thought he could get one. I took his number. With the warm sunshine and
interesting participants, the afternoon passed in a blur. A few days passed as we settled around town and began meeting new folks. I called the guy about that special tool, but it was a dead end. Then we began visiting local shops to ask about borrowing the tool. Strangely enough, most didn’t have one. The next day we sat in the lot of Bonneville Country Choppers waiting for the place to open. Although the sign said 9 am, we’d been there two hours and still nothing. This was the last house on the block. If it didn’t pan out, I’d grab a quart of oil from the auto parts store across the street, and we’d start for Oregon. Two minutes after our decision was made to leave, a pickup pulled in, and one big guy stepped out and opened the door to the shop. Jim, the
owner, seemed to know his shit and, had two tools I needed. He offered to loan one…no deposit necessary. The show was on. After calling Jeff for his address, we rode over to meet him. His was an apartment building with a long row of tiny garages. Jeff lifted one garage door to reveal an impressive collection of tools gathered around one manual motorcycle lift. It was a great place, but very tight. Jeff led us to his second little closet and lifted that door. I gazed with interest at his other bike. It was an older Evo Softail with full on blower. That’s something you don’t see every day. As we talked, I realized this guy was an old school rider with extensive experience a n d mechanical knowledge. For me, it was good to talk with another gear-head. Jeff also showed us his camping vehicle—a converted ambulance. Amazed, I looked it over t h o r o u g h l y. This guy was obviously a bit eccentric. A f t e r shoving my bike on the rack, and with the convenient use of air tools, I had the primary apart in no time. Just as I’d thought, the rubber seal was pressed into the transmission’s left side and had worn two deep grooves into the steal spacer that fits over the mainshaft and into it. Weird that rubber can wear grooves into steal, but I’d experienced this twice before. I had a Baker 6-speed in this thing, with its top gear a bit too high for my taste, I’d been contemplating reducing the ratio by installing a front pulley with one tooth less next time I was in there. Well, I was in there. I returned to Bonneville on Seny’s Sportster: Jim was amazed to see that my diagnosis about the worn spacer was correct. After looking up the parts, he said they’d take days to ship, and I was better trying the dealership. Their wait-time turned
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out to be longer. Instead, Seny found my parts on the internet. BAKER claims they make a case hardened steel spacer that wouldn’t wear grooves like the stock job. Eighteen bucks. Andrews had my front pulley. I paid extra to have the parts shipped overnight. Jeff had offered me a garage key, and that night, in a thick air of claustrophobia, we crammed sleeping-bags on the floor in the middle of all those tools and bikes. While waiting for parts, we looked at Seny’s bike. I suspected intake manifold leaks. A quick check revealed that all three manifold seals were shot. After a ride to the dealership for new parts, I instructed Seny on the installation procedure. Once he’d got the gist of it, Seny stuck his hands in there and didn’t really want my help. What a relief. Although necessary, I get pretty sick of working on these things. When we finished, and although much better, I still wasn’t quite happy with how the Sportster ran. Producing a bag of carburetor parts from my saddlebag, I offered Seny a larger pilot jet. Although that helped dramatically and it did run like a different bike, I was still not happy. On old motorcycles, all there is for tuning is carburetion and ignition. Carb all good now, so we pulled the points-cover and noticed that one plastic part of the Dyna-S ignition was slightly worn. Seny called the company, and they offered to send a new one free of charge. Seny gave the address of a friend we’d be visiting in Boise Idaho. Now the bike ran dramatically better than Seny had ever known it to. Amazingly enough, my parts showed up on Jeff’s doorstep at 1 pm that same day. Tearing into the job immediately, the bike was running by evening, and we packed up. It was good to be back home at our movie theater. Jeff told us about a campout that was to be held that weekend at a hot spring/campground in the not too distant mountains. This was not a motorcycle event. We decided to attend anyway. Both bikes were running exceptionally well (with a grin, Seny complained the added power scared him). It was a beautiful day as we rode into the country and toward the sparsely populated mountain…
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t
he 1980 Yamaha XS650 was rotting away in the woods behind a friend of Jay Souza’s house. Jay decided to see how much life was still l e f t in the old bike but needed to remove all the massive spiders in the air box and dirt with a hose first. Jay was super pumped that it fired up after throwing some gas and mystery oil down the cylinders! The hardest part came when he dragged the bike out of the woods. It had frozen calipers and a crusty chain but with help from friends Ange and Froh they made it out into the light again. Jay had been in search of another motorcycle ever since his ironhead blew up so this
Article And Photos By: Josh Elzey would be the perfect project to get him ripping down the streets this summer. There was a clean title and because it had been nothing but a lawn ornament, Jay struck a deal that included him helping to clean up some of his friend’s yard and then he took the Yamaha home. Jay had a major interest of the Indonesian Chopper scene and how they could just make something super cool with a small CC motor, however, he still liked a lot of the triumphs and digger Honda’s seen via the interweb. Although he would always have a love for the slab shovel, Jay was excited to build something different
and refreshing yet still short, loud, and clean. Having started out like most everyone else, Jay had an XR80 when he was 12 and had been hooked ever since on everything from Harley’s to dirt bikes. Forever Two Wheels! Using the knowledge he’d gathered over time Jay took on building this bike to the best of his ability with show quality and detail in mind. It was time to mash all his ideas of style, paint, and design to show off his taste in motorcycles. He used a stash of parts he’d been collecting over time as well as some parts that were hanging from the wall waiting for a project, he did not have yet it so was time
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to see what would be useful on this build. The bike was stripped down in his garage with the help of his dad, which always provides for memorable family bonding. Many of the parts he planned to use from his collection were obtained from your typical swap meet finds and just needed some modification. Stock parts were installed with all the extra stuff cut off and cleaned up. Jay paid attention to detail from front to back making everything aesthetically pleasing while trying not to go to fancy. The stock 1980’s frame was cut in half that leading to Jay getting his first welder. The frame was given a two-inch stretch with a three-inch drop before the painful experience of molding with speed holes began.
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The cutting, grinding, sanding, bondo, and painting process took forever but was well worth it. Jay’s father painted everything with GM white and Didspade teal/violet fusion pea. Chainay Custom Pinstriping followed up with graphics. His father and Weston of Counter Balance Cycles, which used Pademonum Choppers Ya Mama exhaust, addressed the engine. In the meantime, Jay managed to wreck and rebuild his first transmission. Polished and shaved stock forks were installed with shaved triple trees over a 21” Harley narrowglide wheel wrapped in Avon. Jay laced this wheel as well as the 16” rear wheel that was going under the Lanesplitter fat boy fender for a new tough experience.
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XS SHORT CHOP TECH SHEET Fab. By: Jay Souza / Jr. Souza (dad) Year:1980 Make/Model: Yamaha XS650 Value: not much Time: Couple New England Winters Engine Year: 1980 Model: XS650 Builder: Dad/CounterBalance Cycles Ignition: CDI Displacement: Stock Pistons: Stock Heads: Stock Carb: Mikuni BS34 Cam: Sloppy Stock Air Cleaner: UNI Pods Exhaust: Pandemonium Choppers Primary: Stock Transmission Year: 1970 Something Make: XS650 Shifting: one down-four up Frame Year: 1980 Front Section Make: Factory MetalWorks hardtail Rake: Stock Stretch: 2” Stretch 3” Drop Forks Type: Stock Builder: Jay Souza Extension: Triple Trees: Shaved Wheels, Tires, Brakes Front Wheel: Harley narrowglide Size: 21” Front Tire: Avon Speedaster Front Brake: Na Rear Wheel: Harley Shovelhead Size: 16” Rear Tire: Shinko Classic Rear Brake: Harley Dyna modified Painting Paint: Thanks Dad Color/Type: GM White Graphics: Chainay Custom Pinstriping Molding: Jay Souza/Jr. Souza Polished/Chroming: Jay Souza Accessories Bars: Grade 8 Cycle & Speed Risers: Biltwell Slimlines Hand Controls: MSR Clutch, Biltwell Whiskey Fuel Tanks: Lowbrow Hi-Tunnel Front Fender: Bandana Rear Fender: Lanesplitter/Harley Fat Boy Seat: CounterBalance Cycles Foot Controls: Swap Meet/DIY Mids Oil Tank: Round Electronics Headlight: FLH spotlight Taillight: Homemade Speedo: photographer: Josh Elzey
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The taillights on the fender were homemade with a Biltwell cluster. Weston came thru on upholstery and the motorcycle was ready to see daylight again. The project itself was a ride from start to finish as Jay learned a lot from the ol’ man giving insight to what he liked doing or hated extremely. Jay also learned that building something from nothing is not an easy task, as one tends to go
one-step forward then three steps back. However, taking a piece of metal with an idea and giving it a function is rewarding. Once the bike fired up Jay was thrilled at how the bike turned out! He is currently getting ready to head to the Catskill Mountains for a camping trip with his supporting fiancé Trisha Kerr.
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Article And Photos By: Chris Callen
C
mon man! Of course the day I realize that the motor mount position on the frame for Something Wicked will not accept a stock but nicely chromed motor mount would be a Sunday. Of course, I would also be out of both pre made bungs and steel rod to make any bungs from to make my own damn motor mount. Isn’t this the case, but I decided to stop bitching and consider myself lucky that I did have a full tank of argon and all the rest of what it would take to weld the items once I figured out what to make them from. As it turns out, in addition to built in air conditioning in winter, the added bonus of having a 1970s era gas station as a garage is the fact that there are many, many items left
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around to make things from. After searching around for a bit I found some old Plumb Bobs that the old boy who used to own this place left behind in his ancient ass tool box.
They weren’t much to look at but, they were the right diameter and they were good old fashioned hard ass steel. Once I got a few hundred years of surface rust off them I chucked them up in the band saw.
I got them chucked up in the lathe and making several bit changes I soon got the size for the bolts that I would use to mount them to both spots on the heads and the third location on the frame itself. I recommend using cutting fluid and taking your time, Mark prefers the destroy the drill bits method.
Since I didn’t have any counter bore bits I used a technique I can’t show you here as I’m sure it was dangerous but it was Sunday and I had to have everything ready to ship to the chrome plater the next morning so I threw caution to the wind. I would recommend you using counter bore bits to create the socket for your socket head bolts.
Finally I tacked in the cross bar, again welded it a small spot at a time and then sanded and polished it to make ready for chrome.
In the end it worked out for the best. Not only did I get a hand made part for the build, but the old boy and the shop are forever part of it! I did have some sections of small diameter steel rod that with some help from my Weld Table and fixtures I managed to create the sections to go from mount to mount with.
With my bung created and my rod bent into shape it was time to get them welded together.
With the bungs bolted into place, I tacked the top two rods in place. Remembering that the nature of a weldement fixture is to move with heat, I took my time and didn’t try to weld it all at one time.
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grand national muffler extra street rod grunt from S&S
Article And Photos By: Patrick Garvin www.jpcycles.com
I
’ve had the chance to spend some time this fall on the HD’s Street Rod. Overall, I’ve been mildly surprised by the bike. It might be the best handling Harley I’ve ever ridden, but it lacks noticeable punch in the low RPM range. Lack of low-end grunt is definitely not a trait of bikes coming out of Milwaukee, but neither is the high RPM rush and redline from this little 750. So, I figured if I could fix the lack of lowend power my power hungry self would get the best of both worlds. I lobbed a call to the horsepower experts of S&S over in Wisconsin. They, of course, had already diagnosed this condition in the bike and responded accordingly by whipping up an intake and a muffler. The installs were a cake walk and the first thing I noticed was the all business muffler, the sleek Grand National muffler replaced the giant breadbox
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of a stock can with a sleek much lighter unit. It also uncorked the v-twin sound that we all lust after. In stock form the bike is so quiet you can hear the valvetrain noise over the exhaust, the new made in America exhaust barks like it
should. As happy as I was with the exhaust the Mini Teardrop intake really really makes the classic statement that your packing S&S power while fitting the smaller bike perfectly and ditches the mailbox that was hanging off the bike from
the factory. Again, the made in Wisconsin parts were well thought out and went on the bike flawlessly. After a quick romp, it was mission accomplished. The free-flowing muffler and intake did the trick and gave me the seat of the pants grunt off the bottom of the RPM range. The little 750 is shaping up to be quite the weapon with the bottom end power added to the top end rush this little bike is quickly becoming one of my favorite canyon carvers. But you don’t have to take my word for it you could actually take the bike home and see for yourself. J&P, Gieco and the Buffalo Chip are giving this bike and another away during the Sturgis Rally in 2019. Stay tuned for details and this little ripper could be yours.
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Hey, There’s news, then there’s News. I mention climate stuff regularly, because I believe we deserve to be happy and having a good time riding whatever we want. We shouldn’t be in trouble because we use fossil fuels. You’ll see in the news. So, when I brought home the Salt Torpedo from Carson City, Nevada, I was pumped. You’ll witness reports as we progress. Let’s hit the news. AMD World Championship Won By Russian Builder Dmitry Golubchikov - Springing from the minds of the editors at American Motorcycle Dealer Magazine, the AMD custom bike shows are a crowd favorite, and the world championship held in Cologne, Germany, October 1-7, 2018, did not disappoint. A huge display of custom creations and motorcycle vendors took up 10 separate exhibition halls. The AMD championships has partnered with the huge “INTERMOT Customized” show in Cologne and was sponsored by Avon Tyres, maker of motorcycle tires since
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1911. The AMD Cologne had 98 bikes competing for best custom. The innovative builders, representing 30 different countries, stretched the limits of design imagination with an international flair. The bikes
were grouped by class: Freestyle, Modified Harley-Davidson, Retro Modified, Street Performance and Café Racer. Judging is by “peer group review,” meaning bikes are judged by the competitors themselves, joined by a few selected VIP judges and some past
competitors. Breaking down the classes, Freestyles are one-off, groundup custom bikes on any chassis. Modified Harley-Davidsons are stock Evo or later frames with stock Evo engine. Retro Modifieds are any modified bike with any drivetrain and any chassis, manufactured before 1984. Café Racers are bikes inspired by the 1950/1960 road race bikes, having clip-on bars, rear-set foot controls, hump race seat and performance modifications. The Street Performance class showcases bikes that improve performance, engineering, tuning and esthetics of the stock model. The INTERMOT show with the AMD Avon World Championships attracted more than 150,000 visitors to the huge venue which included exhibitors of motorcycle parts and accessories and manufacturers such as Harley-Davidson, Yamaha, Kawasaki and BMW. Italy had the most builders represented, with 21 bikes in competition. Germany had 16 bikes competing and Russia had seven. You can see more about this year’s competitors and their bikes, as well as a complete archive of past world championships since 2004 at www. amdchampionship.com. To break down this year’s winners, Zillers Garage entry, “Insomnia,” won the freestyle class, as well as the overall World Champion title. It was built by upcoming sensation Dmitry Glubchikov, representing Russia. Insomnia is an outstanding Yamaha SR 400. The Modified Harley-Davidson class was taken by “Silver Storm” from the One Way Machine Company, Germany. It was a 2001 Softail Deuce built by Julian von
Oheimb. Retro Modified winner was VM Cycles’ entry, “VM 003-16,” a 1942 WLA SV 750 Flathead with a BSA military style drivetrain. This Italian entry was nearly all handmade with stainless steel and brass accessories. Street Performance winner Paul Milbourn Customs of the United Kingdom submitted “Titanium V” for consideration, an 1100 cc Moto Guzzi. Finally, the Café Racer class title was captured by FMW Motorcycles of Italy with an S&S Superstock 1968 Shovelhead. Custom motorcycles have always been considered “an American thing,” born on the west coast. A natural progression of style and function evolving from the early “chopped” motorcycles that were stripped of unnecessary items to make them faster and easier to handle, the art of the motorcycle custom began to take roots. Today, some of the finest examples of custom fabrication and genius come from all parts of Europe and Asia. The United States only had three entries in this year’s world championship, with the best finish being an eighth place in the freestyle class for Union Speed and Style’s “SourKraut,” a 1947 EL inspired by early factory race bikes. Although top honors were won by Dmitry Glubchikov of Russia, Italy was well represented taking seventh place in the Freestyle class, a third in modified Harley, all three top places in the Retro class and a first and third place in Café Racer. New in 2018, a “Public Choice” category was added and sponsored by motorcycle accessory distributor Detlev Louis. Show attendees were
able to cast their vote for show favorite at the Detlev Louis booth or the AMD booth during the weeklong show. Photo credits; motorcycle photos by Onno Wieringa, Madness Photography. Photo of exhibition hall by Frank Sender, Thunder Media. -By Tony Pan Sanfelipo Bonneville Run News--Hiro Koiso Bonneville Run - Hiro Koiso had set the fastest open bike record on the salt at 227.236mph in 2017. The JIMS / T-Man Performance 135 cubic inch Twin-Cam engine is
coupled with C-1R ProCharger on a modified 2006 Harley-Davidson FXD-I based motorcycle that puts out over 400HP to the rear wheel. This year, aero dynamic aid was put into place entering the team into the partially streamlined class. Following the shake down passes form the first day, on 8/27/2018 Koiso clocked a blistering 259.951mph on the measured mile. This is the fastest speed recorded in history on a sit-on Harley-Davidson motorcycle. GPS recording shows in excess of over 260mph. However, during the timed mile, the front tire began to fail.
Koiso was able to keep the bike upright, but extensive damages to the bike kept him from making a record return run. “We could only make a few runs at the BMST this year. But we learned some priceless information from them. By knowing the cause of failure and what our equipment is capable of, we are going to go even faster next year. Our next goal will be a tribute to the H-D factory Streamliner efforts from 1970, which set a record at 265.492mph. All things considered, we believe it is possible to hit the 270mph mark. We just need to work harder for it.” Koiso stated. We, at JIMS, are extremely proud to be a sponsor of Hiro Koiso Racing. -Greg Thiessen, JIMS www.jimsusa.com MRF News - Chuc Coulter Passes Away It is with great sadness that the Motorcycle Riders Foundation (MRF) acknowledges the passing of Chuc Coulter on October 22 at his home in Boise, Idaho. His loving wife Kim was at his side. Chuc was actively involved with motorcycle rights for over thirty-five years and was a true visionary and pioneer of motorcycle rights and rider safety. It was through his career as an attorney in Boise, Idaho, that Chuc first became interested in defending motorcyclists’ rights. He was a cofounder of the Idaho Coalition for Motorcycle Safety (ICMS), and it was through his advocacy that the motorcyclists’ rights organizations in Idaho defeated a mandatory helmet bill in 1991. The following year, a group of law enforcement members, motorcycle dealers and concerned motorcycle riders—with Chuc serving as the group’s chairman—urged the
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Idaho Office of Highway Safety to move forward with education as an integral part of the safety program, and two years later Idaho took action on his efforts and adopted a statewide motorcycle safety and rider education program; to ensure the program’s autonomy, Chuc spearheaded the creation of a dedicated fund outside of the state’s general fund. Chuc served on the Idaho STAR (Skills Training Advantage for Riders) Motorcycle education program from its inception in 1996 until January 2012. He joined the board of directors of the MRF in 1995 and served as State Motorcycle Rights Organization (SMRO) Representative alongside longtime motorcyclists’ rights champion Buck Kittredge; then as the liaison to the National Association of State Motorcycle Safety Administrators (SMSA). He would go on to serve as the MRF’s vice-president when Buck Kittredge became president, during this time the ‘Chuc & Buck’ show was the lead off on Thursday nights of Meeting of the Minds. Upon Buck’s passing he served as the organization’s interim president, after which he was elected to the position of MRF treasurer. He incorporated the Motorcycle Rights Foundation Awareness & Education (MRFA&E) as a 501 © (3) non-profit and served as the organization’s secretary as well as serving as treasurer of the MRF Political Action Committee (MRFPAC). Until January 2012 he served on the Board of Directors of ICMS and as its legislative relations officer. Through the years of his tenure he developed a working relationship with Idaho governors Andrus, Batt, Kempthorne, Risch, and Otter and with both the congressional delegations and state legislators. Chuc has profoundly influenced generations of “freedom fighters” and his dedication will be sorely missed. Zero Motorcycles Announces
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New 2019 Model Line With More Power, Longer Range And Fresh Styling – Zero Motorcycles, the global electric motorcycle sales and innovation leader, today announced the release of its 2019 model line. With more powerful base models, brand new tech features, extended range and bold new styling, this year represents the strongest lineup of motorcycles in Zero’s history. “At Zero Motorcycles, we’ve defined the electric motorcycle industry over the past 13 years by developing a diverse lineup that features the world’s most power and energy dense EV tech,” said Sam Paschel, CEO of Zero Motorcycles. “Having sold more electric
motorcycles annually than all our competitors combined, we continue to be the driving force behind twowheeled electrification. This is going to be a very exciting year for Zero Motorcycles.” For 2019 Zero focused on its dual sport line to support the surging demand that the brand has been experiencing. The entry price point Zero DS ZF7.2 is designed for those seeking the electric dual sport experience and who don’t need, or want, a larger battery. In a major breakthrough, the exceptionally nimble model now boasts an impressive 35% more horsepower and an 8% higher top speed. At 96 lbs lighter than its longer-range counterpart, this model is going to be even more fun. The new longer-range Zero DS ZF14.4 now leverages the same
battery as the premium Zero DSR to extend its range by 10% over last year. This allows the 2019 Zero DS to be configured with a range of 204 miles in the city and 97 miles on the highway. The pinnacle bike in the dual sport line, the asphalt and dirt ripping Zero DSR, continues to be wildly popular among riders with its massive 116 ft-lb of seamless torque. This year it has been newly outfitted with a collection of Zero’s bestselling accessories including a dual-sport windscreen, tank grips, hand guards and a 12V accessory socket. “Zero was founded with an emphasis on off-road and how electric powertrain technology can transform that riding experience. Whether bombing down a fire road or quietly weaving through a forest, Zero’s dual sport line strips away noise and complication to redefine what a motorcycle can be,” said Abe Askenazi, CTO of Zero Motorcycles. “In a word, effortless. Just you, two wheels, and a fist-full of always-there torque for wherever the road takes you.” Upgrades to the dual sport line drove parallel improvements in Zero’s street lineup with the opening price point and lower weight Zero S ZF7.2 offering the same incredible 35% performance jump as the base model Zero DS. Meanwhile, the new longer-range Zero S ZF14.4 travels 10% farther than last year and can be configured to deliver the lineup’s longest range with up to 223 miles in the city and 112 miles on the highway. To expand the charging capabilities of its dual sport and street line, Zero launched a backwards-compatible accessory version of their extremely popular 6kW Charge Tank that can now be installed at authorized local dealerships. The new Charge Tank accessory is designed with long-term owners in mind and is compatible with Zero S, Zero SR, Zero DS and Zero DSR models dating back to 2015. The Charge Tank “refuels” up to six times faster
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than a standard wall outlet, adding up to 85 miles of city range in an hour using standard Level 2 charge stations. Whether charging, riding, or storing a Zero for a long winter, the motorcycle’s operating system is the “brains” behind it all. Zero continuously upgrades this system based on millions of consumer riding miles. For 2019, Zero developed and released an industry-first “Long Term Storage Mode” in which the motorcycle automatically puts itself into a low-power mode to optimize battery state-of-charge and further improve long-term battery health. Zero also continues to offer its industry-leading five-year/unlimited mile battery warranty. In keeping with Zero’s brand update and visual revamp from last year, all 2019 models feature bold and sleek new styling, including an overhauled color scheme and undercoat graphics package. New colors include subtle Dune and Rhino Gray featured on the Zero FX and FXS, sophisticated Jet Black and Black Metallic for the Zero S and SR and sleek Sandstone and
Caldera Metallic for the Zero DS and DSR. Zero Motorcycles’ 2019 models are now available in select dealerships around the world and will begin shipping to customers immediately. For more details about Zero’s 2019 line or to see the new motorcycles at a dealer near you, visit www.zeromotorcycles.com.
This year is going to be even more interesting than the last one. But let’s hope freedom experiences massive success and we continue to ride free. We will keep you posted weekly on Bikernet and Bandit’s Cantina. --Bandit
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ST O L E H T , D U O L THE ERING D N O W E H T D N A
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rifting through the streets searching for absolute anonymity amongst moonlit shadows the frigid roads of an autumn night had been forcing its cold air into my nostrils for the better part of an hour. Deep inside a self-loathing cavern, I secretly celebrated the small amount of freedom I was able to liberate midway through another blue-collar week. Sleep had been evading me for a few days, and I finally reached a point where I could embrace the extra time and the cadence of exhaust echoing off aluminum siding as I tore through this town. It seemed more than calming, and it only justified my new-found recreation time. Bikes run better at night, the roads flow cleaner, and the headlights ricocheting off the trees from sparse oncoming delivery trucks serve as a warning to return to my lane. The world is quiet; the world is mine. I’m reminded that society in some conscious form still exists only by the blue light illuminating from random picture windows. The cold air of fall has left the mercury lights perched above dilapidated garages void of their riotous insect invasion. At seventy miles an hour, the world is so still, so predictable. The trees hold fast their wilted amber foliage, but I’m not here to marvel in nature’s glory, I’m here to explore my own mind. Feeling alone never felt like a place I wanted to be, the cold seems to drive that point home, but some nights everything is
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where it’s supposed to be, and this was one of those times. Explosions of light bleed into the atmosphere like a giant electric oasis bleeding the earth dry of serenity. Gas pumps stand at attention scarred in graffiti mounted on an oil and rubber stained stage. I drop one gear too many, and the ass end locks as it comes slightly around leading me into the hostile sensory overload. I’m reminded that my body has begun to lock in the cold damp air as I straighten my back and roll my shoulders the muscles tighten and groan, but that’s just age screwing with you, letting you know you still exist. My joints react like a car door laid for waste in a junkyard, freeing up with a random pop. My body still vibrates as I glaze over from the lack of sleep. I’m not really here, I’m a figment, just enough to fuel up and disappear again. At three in the morning, nobody wants to let anyone into their world; you just want to be left alone, it’s an understood, unspoken rule met with great malice when trodden upon. Voices are amplified and echoe across a vacant parking lot like garbage blown by the wind dragging across fragmented asphalt. I want nothing to do with it. My mind is too scattered to process such noise, I’m just here to enter a short-term business arrangement with this gas pump, and I’m gone. The entire experience as fleeting as it may have been, served as a great hindrance, like landing on an alien planet. It’s never easy leaving your own head to visit the world and act normal, bug-eyed and deaf. This world is the enemy. The natural muscle memory of bringing my bike back to life begins the descent back into normalcy.
The subtle nuances of throttle foreplay and balance resets the night, and as the quiet is interrupted once again, I yawn my ears back to a normal decibel as the blanket of exhaustion warms the base of my skull, pulling at my neck like the hand of death. I can barely remember where I am or even come up with a reason to go home at this point, but it seems like the direction I’m heading… for now. Traffic starts to increase in random spurts as the world starts to find its groove. I’m an alien now, lost amongst the morning routines of this horrible culture. The tops of the trees are outlined in a weak orange glow as the stars begin to cower in fear, the stench of the living invades my serenity, it’s come to the point where I must retreat. Society is loud, the cars, the joggers, the garbage men all moving at an infuriating pace with no respect and no purpose. I role the throttle in a last-ditch effort to get home before it all comes crashing in on my sleep-deprived brain. Throttling into the apex of some random on-ramp the highway is far from choked off. The endless pavement spread across four empty lanes is inviting with its possibilities, but it won’t last, it never does. My mind is jaded in its lack of functionality, I’m left surfing the potholes until familiarity tells me to exit. I don’t know if I will, the roads never end. I’m only grounded long enough to never sleep again…
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OFFICIAL POWDERCOATER OF FLAT BROKE CHOPS & RODS
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ADVERTISERS INDEX 5 Ball Racing Leather................. 92 Bare Bones Leather......................95 Battery Outlet..............................97 BikerNet.com..................................97 Bikers Choice...................................3 Billet Proof Designs........................83 Chop Cult......................................95 Daytona Bike Week......................27 Dennis Kirk....................................9 DK Custom Products....................94 Dlubak Powder Coating.................95 Drag Specialties............................15 Dutchman.....................................94 Faith Forgotten Choppers.............75 Feuling..........................................94 Fox Creek Leather..........................57 GEICO..............................................2 Harbor Freight...............................49 Hardtail Choppers........................95 Hijinx Apparel................................57 Hot Leathers...................................91 I Draw Flies...................................92 Inferno Art.....................................93 Kiwi Indian....................................29 LePera Seats..................................39 Lucas Oil........................................45 J&P Cycles.....................................84 Kiwi Indian....................................49 Led Sled Customs...........................55 Lutz Leather..................................97 MC Creations...............................97 Metzeler..........................................71 National Motorcycle Museum........97 No School Choppers.......................93 Pandemonium...............................93 Pathfinder LED..............................91 Paughco......................................17,59 Progressive Insurance...................19 Russ Brown...................................33 S&S Cycle.....................................100 SpeedKing.....................................70 Sporty Parts.................................97 Steel City H-D..............................99 Tech Cycles....................................29 Three Two Choppers.....................89 Twisted Choppers............................5 Vintage Fandango............................4 Zipper’s Performance.....................87
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without.”
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ne weekend, a husband is in the bathroom shaving when the local kid Bubba he hired to mow his lawn, comes in to pee. The husband slyly looks over and is shocked at how immensely endowed Bubba is. He can’t help himself, and asks Bubba what his secret is. “Well,” says Bubba, “every night before I climb into bed with a girl, I whack my penis on the bedpost three times. It works, and it sure impresses the girls!” The husband was excited at this easy suggestion and decided to try it that very night. So before climbing into bed with his wife, he took out his penis and whacked it three times on the bedpost. His wife, half-asleep, said, “Bubba? Is that you?”
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man was mowing his lawn when he heard his neighbor, who happened to be a blonde, come out of her house. She opened her mailbox, looked inside and slammed it shut. She stomped her foot and went back inside. The man thought ‘’how weird.’’ A few minutes passed and sure enough, the blonde came out of her house again, checked her mail box, stamped her foot and went back inside. The man stopped mowing and checked her mailbox to see what was so wrong with it. After seeing nothing, he went back to mowing just shrugging his shoulders. As soon as he heard her coming out again, he shut off his mowing machine and went up to her. ‘’What in the world are you doing, coming out here every five minutes?’’ The blonde looked up at the man and said, ‘’Well, you see, there’s this little voice in my house that keeps on saying, ‘You’ve got mail,’ but when I come out here to check, I don’t have any.’’ Becky
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lawyer is standing in a long line at the box office. Suddenly, he feels a pair of hands kneading his shoulders, back, and neck. The lawyer turns around. “What the hell do you think you’re doing?” “I’m a chiropractor, and I’m just keeping in practice while I’m waiting in line.” “Well, I’m a lawyer, but you don’t see me screwing the guy in front of me, do you?” Earl
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Guido
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teacher asks her students to give her a sentence with the word “fascinate” in it. A little girl says, “Walt Disney World is fascinating.” The teacher says, “No, I said, ‘fascinate.’” Another little girl says, “There’s so much fascination when it comes to sea life.” The teacher again says, “No, the word is fascinate.” Little Johnny yells from the back of the room, “My mom has such big boobs that she can only fasten eight of the 10 buttons on her shirt.” Jack
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wealthy man was having an affair with an Italian woman for a few years. One night, during one of their rendezvous, she confided in him that she was pregnant. Not wanting to ruin his reputation or his marriage, he paid her a large sum of money if she would go to Italy to have the child. If she stayed in Italy, he would also provide child support until the child turned 18. She agreed, but wondered how he would know when the baby was born. To keep it discrete, he told her to mail him a postcard, and write “Spaghetti” on the back. He would then arrange for child support. One day, about 9 months later, he came home to his confused wife. “Honey,” she said, “you received a very strange postcard today.” “Oh, just give it to me and I’ll explain it later,” he said. The wife handed the card over and watched as her husband read the card, turned white, and fainted. On the card was written “Spaghetti, Spaghetti, Spaghetti. Two with meatballs, one
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Jimmy
randma and Grandpa were visiting their kids overnight. When Grandpa found a bottle of Viagra in his son’s medicine cabinet, he asked about using one of the pills. The son said, “I don’t think you should take one Dad, they’re very strong and very expensive.” “How much?” asked Grandpa. “$10.00 a pill,” answered the son. “I don’t care,” said Grandpa, “I’d still like to try one, and before we leave in the morning, I’ll put the money under the pillow. “ Later the next morning, the son found $110 under the pillow. He called Grandpa and said, “I told you each pill was $10, not $110. “I know,” said Grandpa. “The hundred is from Grandma!” Donnie
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guy and his date are parked out in the country away from town, when they start kissing and fondling each other. Just then, the girl stops and sits up. “What’s the matter?” asks the guy. She replies, “I really should have mentioned this earlier, but I’m actually a prostitute, and I charge $100 for sex.” The man thinks about it for a few seconds, but then reluctantly gets out a $100 bill, pays her, and they have sex. After a cigarette, he just sits in the driver’s seat looking out the window. “Why aren’t we going anywhere?” asks the girl. “Well, I should have mentioned this before,” replies the man, “but I’m actually a taxi driver, and the fare back to town is $50. Dudley
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