Archives for February 2010


Ask anyone who knows what makes motors run, and he’ll tell you the name of the game is getting as much fuel over the piston as possible and burning it as completely as you can at just the right moment. How much fuel you can burn depends on how much air you can get flowing in and out of the engine. And since you can’t flow more air through the motor than what the air cleaner will allow in, it’s easy to see that the wrong selection up front is going to hurt you big time. That’s why we’ve been doing a number of air cleaner installs in American Iron; this easy-to-do garage upgrade can reap you a nice increase in power. And if your bike is a 2007 or later model, like our test 2007 Softail Deluxe test bike, you don’t need to install a fuel adjuster. Unlike on earlier models, the 2007 and later machines have an O2 sensor in each exhaust header pipe. This enables the stock ECM to sense how the engine is running — too lean or too rich — so it can make the needed fuel setting changes. Of course, the ECM will keep the air/fuel ratio at the EPA-mandated 14.7:1 (14.7 parts air to one part fuel), so the engine will run just as it did before the air cleaner installation, but with more power. How much more power is what we wanted to find out, so we also put the bike on a dyno, but we’ll get to all that in a minute.

The latest in our quest for higher power brings us to Wimmer Performance Triflow air cleaner assembly. The Triflow design is as simple and unrestricted as you can get and still actually have a filter element in the equation. Made of CNC-machined billet aluminum, the Triflow comes in two versions, Stage I and Stage II, and fits all EFI-equipped H-Ds, including 2008 models. We opted for bolting on the Stage II unit, which comes with a slightly wider air filter element and an internal velocity stack. Wimmer claims these upgrades increase air flow over the stock air cleaner element by 70 cfm. That much of an increase should show up as a power increase on the dyno. We also went with the chrome outer trim option, but passed on the rain sock.

As for who would do the installation — though this air cleaner job is simple enough for a home garage — we went to see out buddy Mark Fabrizi at Marquee Customs. Mark has done many an installation story with us, as longtime readers know. We also asked our buddy Rob of Rob’s Dyno to do before and after runs, so we could know exactly what power increases we realized with this installation. By the way, it was about 95 degrees Fahrenheit that day: not the best for performance output. Thankfully, the humidity was low. The accompanying dyno chart tells the tale!
–Chris Maida, as published in American Iron Magazine, the world’s best selling Harley magazine.

3/16″ Allen Wrench
5/16″ Allen Wrench
5/32″ Allen Wrench
Red Loctite
Blue Loctite

Marquee Customs & Classics
72 Siemon St., Dept. AIM
Bridgeport, CT 06605

Rob’s Dyno Service
Dept. AIM
Gardener, MA 01440

Wimmer Performance
11690 Highway 17 Bypass, Dept. AIM
Murrells Inlet, SC 29576843/492-0412

1 Our opening shot shows our test 2007 Softail Deluxe up on the lift at Marquee Customs. Rob has already done the baseline runs, and Mark has removed the stock air cleaner assembly.

2 After placing a new stock gasket on the face of the throttle body, Mark uses a 3/16” Allen to loosely attach the Wimmer backing plate to the stock throttle body using a little blue Loctite and three Wimmer-supplied bolts.

3 The Wimmer-supplied spacers, complete with O-rings, go between the backing plate and heads. Mark uses a 5/16” Allen and a dab of red Loctite to secure the two Wimmer-supplied bolts.

4 Once all the bolts are in place and the backing plate is properly spaced from the heads, Mark tightens all the bolts (both the 3/16" and 5/16" Allens) to H-D spec.

5 The Wimmer internal velocity stack can now get popped into position in the throttle body venturi and over the three backing plate screws.

6 Mark then presses the Wimmer filter element into the inside face of the outer cover, which has a recess for the element. Make sure the element is fully seated in the outer cover’s groove.

7 The outer cover, complete with chrome cover, can now get bolted to the backing plate using the two Wimmer-supplied bolts, a little blue Loctite, and a 5/32" Allen.

8 Here’s how the finished installation looks. Pretty slick! But this setup is not just for show, as the accompanying dyno chart reveals! AIM

ACC Carbon Motorcycle Helmet Review

Honestly, sometimes the last thing we at AIM want to put on when going for a ride is a helmet. This could be because we fancy ourselves a bunch of dashing, windswept heroes whose rakish good looks should never be hidden, even by a hat, much less, a burdensome bauble — protective though it may be. However, as you can imagine, there are many times that we’re required to wear helmets, and it’s the DOT-approved ones that keep OSHA, bike manufacturers, and insurance guys off our backs. For this reason, we own a wide variety of lids, which fulfill our needs at any given moment. One of the latest additions to our collection, and new favorite, is the Extended Half DOT carbon-fiber helmet ($175-$190) seen here in flat black.

Made in the US by Advanced Carbon Composites (ACC), this helmet is comprised of a 50/50 blend of carbon fiber and Kevlar 29 (ballistic quality). It comes with a four-point, 3,000-psi nylon harness, and an Echo Products quick disconnect, which, in all honesty, takes some getting used to. The included multithickness sizing pads easily allow a custom fit, and since the foam liner is only 5/8″ thick, the wonderful mushroom look associated with most halves is nowhere to be found. For those of you thinking that these lids are still too thick, ACC offers a non-DOT carbon fiber helmet ($109-$129), featuring a thin, Ensolite, energy-absorbing foam liner which produces an even smaller, but still safe, helmet. It’s just not DOT approved.

Both types of helmets are available in Extended Half and Polo styles. You have your choice of natural carbon, solid, candy, woven chrome, or metalflake finish in a variety of colors. To date, this is the thinnest, lightest, and most comfortable DOT-approved half-helmet we’ve found. In fact, we like this skull cap so much that we’ll all be modeling them in an upcoming issue of Gentlemen’s Quarterly. Face down. AIM

–Staff as published in American Iron Magazine, the world’s best selling Harley magazine.

Advance Carbon Composites
6127 Anno Ave., Dept AIM
Orlando, FL 32809

Biker Billy’s Roadhouse Motorcycle Cookbook

If you’re an intrepid road hawg like “Biker” Billy Hufnagle, you know what it’s like to log in the miles in search of some decent eats. But visiting every greasy spoon along the way may leave your stomach rumbling more than your V-twin. No worries! Our man Billy has done all the dirty work, culling a wealth of fine dining information from his journeys and compiling it into one fun, food-filled book.

Biker Billy’s Roadhouse Cookbook ($19.95) takes readers on a mouthwatering ride ’round the country, stopping off at choice locations for some great chow. In addition to a bit of history about each location, Biker Billy includes recipes for his favorite dishes. But before you write off this offer as a bunch of truck-stop fare, you best read the menu again. There’s definitely something for everyone — from breakfast, lunch, and dinner to dessert and sides. Rolling through Decatur, Illinois, and have a craving for a Coney dog? Billy’s got you covered. Blasting into Knoxville, Tennessee, and looking for a hot bowl of taco soup? Check. Maybe you’ve found yourself in East Earl, Pennsylvania, and have a hankerin’ for a slab of banana cream cheesecake. Billy’s got the place for you.

With Biker Billy’s Roadhouse Cookbook, you’ve got a detailed list of some great joints to stop wherever you find yourself and your ride. So now there’s no excuse not to get your motor running and get out on the highway. If you take Biker Billy’s culinary advice, you’ll never starve while carving up the blacktop or twisties. And best of all, with Billy’s recipes, you can recreate your favorite dishes once you’ve pulled into your driveway, dumped the dusty leathers, and relaxed in your favorite reclining chair. AIM

–Adam Williams as published in American Iron Magazine, the world’s best selling Harley magazine.

The Lyons Press

Harley-Davidson Zeppelin Motorcycle Seat Review

Harley-Davidson Zeppelin Motorcycle Seat

I must have extra nerves in my &$$! No matter what seat I try, after riding for about an hour or so, my butt is killing me and I’m looking for some relief! Thankfully, I found it when I borrowed a friend’s Electra Glide, which was fitted with H-D’s Zeppelin seat. The Zeppelin has several strategically placed air bladders, which allow you, at the touch of a button, to redistribute your weight once you start feeling uncomfortable. It’s hard to believe that inflating one set of bladders and releasing some air from others can make such a difference. And yet I’ve been able to extend my saddle time by several hours without any discomfort. When pain starts to set in, I just readjust the seat and I’m good to go.

Installation takes about 15 minutes. Just swap the rear mounting bracket from the old seat to the new, plug in the bike’s accessory plug, and install the Zeppelin just like the stocker. When you first turn on the ignition switch, you’ll hear the air compressor (enclosed in the seat) filling the reservoir. Once that’s done, the pump shuts down and you’re free to adjust as needed.

As for riders shorter than 5’10”, you’ll be on your tiptoes when stopped, so let the air out when around town. AIM
–Fred Maida – as published in American Iron Magazine, the world’s best selling Harley magazine.

Harley-Davidson Motor Company

Dirico Motorcycle ProStreet Magazine Review

Dirico Motorcycle ProStreet

The Massachusetts day was so immaculate it made our otherwise stoic AIM sales rep, John Smolinski, weep. Actually, that’s not quite true. What caused old John to blubber was far more profound than any beautiful weather. But perhaps I’m getting ahead of myself.

Prior to John’s charming waterworks, I was given a gleaming new Dirico Motorcycles USA (formerly known as Red Wing) ProStreet to log some serious miles on. However, before the real adventure began, I spent my first few hours aboard the scoot chugging along in a 1,500-strong charity procession called Rock Ride: Boston For Africa, a two-wheeled fundraiser largely organized by none other than Aerosmith’s legendary front man Steven Tyler. If anyone is a little confused, allow me to make the connection.

In case you didn’t know it, Steven Tyler has always been about motorcycles. Sure, he’s got a voice, and, yes, he’s a rock star, but at his core, Steven is a bike builder. At least that’s the idea. “Custom Motorcycles By Steven Tyler,” declares Dirico Motorcycles’ slogan. “Four wheels move the body, two wheels move the soul.” What all of that means is that Steven has partnered with veteran cycle engineer Mark Dirico and Manchester, New Hampshire’s AC Custom Motorcycles to design and create a line of relatively high-end factory customs. If the ProStreet is anything to go by, the crew have done a first- rate job, while also playing it safe.

Take a close look at this styling sled, and you’ll notice a large number of good old H-D Bar & Shields. In other words, almost every component on this bike is manufactured by our friends at the Motor Company. The mill is a stock Screamin’ Eagle 103″ with 9:1 compression that makes an adequate, but not thrilling, 74.53 hp and 83.36 ft-lbs. of torque. The bike is fed by H-D electronic sequential port fuel injection sucking through a cone-shaped Screamin’ Eagle air intake, and exhaling via Samson Big Radius pipes. Power is delivered through a glorious, buttery smooth (no surprise there) BAKER six-speed tranny.

This all amounts to a solid, reliable drivetrain that’s meant to go the distance and can be conveniently serviced not only by private shops, but also any H-D dealership. While it would be nice to see more power from the 103″ engine, you certainly won’t find yourself lagging behind. If only H-D would lighten up with choking down its motor so much, we’d all be happier. I mean, 103″ producing only 75.4 ponies? Come on. But that’s not Dirico Motorcycles’ problem. Besides, for those more throttle-thirsty, Dirico will build the motor any way you want. If 124″ is your poison, no problem.

Dirico Motorcycle ProStreet 2 Softail style

Also familiar to Harley loyalists are the bike’s instrumentation, mirrors, headlight, inverted CVO forks, and hand and foot controls. Yup, they’re all H-D. Likewise, the 5-gallon gas tank and the dash, which are cribbed directly from the Deuce and, more recently, Rocker models. Thankfully, everything is integrated with great style and finesse. Nothing about this bike feels or looks shoehorned in. Like I said, Dirico Motorcycles did bang-up work while also playing it safe. H-D riders are bound to feel right at home when they drop down into that not-exactly-cush Corbin saddle and take in the surroundings. Bringing the whole affair to a most capable halt are — surprise! — Harley four-piston calipers front and rear.

For the record, a few things actually weren’t borrowed from the minds in Milwaukee. First of all there’s the proprietary frame, a hand-built (by AC) DOM mild-steel, single-downtube skeleton that incorporates a cool 36-degree rake in the steering head. Similarly cooked up by AC are the fenders, both sleekly hugging the rims of the Performance Machine wheels. It’s a low, lean, mighty attractive package that turns its fair share of heads. This machine is also remarkably easy to ride, especially given the bike’s 8′ 7″ length and the fact it sports a 240 Metzeler in the stern. Granted, as fat-skinned sleds go, that’s not a huge tire, but it certainly ain’t small.

Now back to John’s tears. Our misty-eyed man accompanied me on Steven’s Rock Ride charity parade — on a different bike, thank you very much. The worthy event culminated in a Boston waterfront party replete with some of the music industry’s top names. It was at this bash that John, a huge Aerosmith fan and a professional musician himself, showed me some video he’d shot of Steven while riding next to him on a Tyler-designed steed in the morning’s motorcade. John then admitted that he’d shed a few wet ones as a result of being so close to rock and roll greatness. I couldn’t believe my ears. In an effort to justify his emotions John quickly added, “They were tears of ecstasy.” Of course they were. But does that make it right?

After John’s confession, the time came for me to fire up the Dirico ProStreet and hit the road, sans 1,500 slow-moving bikes. Over the next two days, I thoroughly enjoyed ripping a ton of New England asphalt from Maine to the Canadian border and finally back to New York. I even blasted the bike up New Hampshire’s Mt. Washington (elevation 6,288′), a wild moonscape featuring sheer cliffs, no guardrails, and a winding, treacherous little dirt track that is supposed to be a road. The blinding fog didn’t help. The point is, I logged well over 1,000 miles, cranking the hell out of the Dirico ProStreet in all sorts of conditions and on a great variety of roads, some of which most people would be wise to avoid. There was almost nothing I could throw at this ProStreet that it didn’t handle with power and grace. Simply put, it ran like a champ.

My only qualm with the machine had to do with its rear suspension, which occasionally bottomed out, making this one of the hardest riding softail-style bikes I’ve ever ridden. However, when informed of this little glitch, Dirico Motorcycles’ crack team made adjustments, and they assure me the problem is now solved. Good job.

Clocking in at $38,995 (depending on paint) the Dirico Motorcycles USA ProStreet isn’t the cheapest bike on the block. But it’s a sturdy, potent package featuring assurance of roadworthiness in so many Harley components. Backed by a two-year, unlimited-miles warranty, it’s a cool ride that’s slightly radical, but still reliable and safe. Word is they’re selling like mad. If you want, Steven Tyler will even autograph the thing for you.

It’s almost enough to make you cry. Tears of ecstasy, of course. AIM

–Sam Whitehead, as published in American Iron Magazine, the world’s best selling Harley magazine.

Dirico Motorcycles USA

Brass Balls Bobber Custom V-Twin Motorcycle

Brass Balls Bobber Motorcycle Model

As promised, here’s the bike I test rode during last year’s Sturgis rally and what a sweet little bobber it is. As for Dar, the owner of Brass Balls Bobbers, I think he’s nuts. Seriously, how he can sell this bike for only $16,995 and still make a profit is beyond me. But then, that’s not my, or your, problem, so on with the review!

Let’s start with my favorite part of a bike, the powertrain. My test machine is powered by a cast stone-stock Harley-Davidson 80″ Evo mill, which puts out a good level of power for this light bike. The 1S is equipped with an S&S Super E carb and air cleaner. The 80-incher started easily every time and ran like you would expect a Motor Company-built Evo to run: without a glitch. The exhaust is handled by a D&D Performance 2-into-1 header system that has a great sound, not too loud and not too quiet. The transmission is a five-speed BAKER that shifts just as you would expect it to: super smooth with no problem finding neutral. Next up is the 3″-wide Tauer Machine belt primary system and clutch setup. Everything was good to go here, too. The clutch released as it should, never slipped, and was easy to actuate. After all, there’s no need for a stiff spring with an 80″ mill. A standard 530 chain connects tranny to rear wheel and results in a final gear ratio that’s a perfect fit for this bike. The 1S cruises nicely on the highway in fifth. Though there’s no tach, I guess the motor was spinning at about 3500-3700 rpm at 85 mph when the engine got buzzy, which is normal for a solid-mount V-twin.

As for the chassis, this bike is light, and easy to handle and maneuver. That’s due to its low weight and the frame geometry being nuts on (36 degrees of rake with no stretch). The DNA 2″-under springer front end felt just right at all speeds, and the bike was a pleasure at slow speeds. The suspension works well with no wobble in the twisties, at least at the speeds I could hit in the Black Hills during Sturgis. Out on the open highway the bike handled just fine. The seat is a little bouncy, but that’s normal with a sprung seat. Everything electrical worked well, all switches were easy to hit, and lighting gave good coverage at night. As for the components, the hand and forward controls are from Excel while the 21″ front and 16″ rear 40-spoke wheels are from DNA and are wrapped with Metzeler tires.

In the easy-to-maintain department, there’s no paint on this bike. Anything that has a color, as in flat black, is powdercoated. Coupled with its Spartan design, this is one low-dollar, rough-and-tumble machine. Just ride the snot out of it, blast it with a hose, fill the gas tank, and have at it again.

AIM's Chris Maida Riding The Bobber

Ready for the glitches? Only thing that loosened up after over 400 miles was a lower rear fender strut bolt. That’s pretty good, since I ran the bike hard and so did another magazine before I got it. In fact, the bike was so dirty Dar had to delay giving it to me for a day just to get it cleaned up for the photo shoot. The other minor glitch was that the analog speedo read 5 mph high at true 40 and about 10 high at 80 mph.

The only real problem was with the brakes. Both the front and rear brake pad material was not matched to the rotors. The Wilwood Performance four-piston calipers worked fine mechanically, but the pads did not have enough bite into the rotors to be as effective as four-piston calipers should be. I had to grab a big handful of brake lever or stomp on the pedal to slow down. Dar has changed the pad material, so the brakes are now up to snuff.
So what’s the bottom line? I’m impressed with the 1S. It’s a good-looking machine that got lots of compliments and rightly

so. The Model 1S is a well-designed, bare-bones bike that’s easy to maintain and
definitely a bargain at this price.
Did I mention that Dar is nuts? AIM

— Chris Maida, editor of American Iron Magazine, the world’s best selling Harley magazine.

Riding Impressions
I’m glad this motorcycle is considered a barhopper because there’s no way I could spend a long time in its saddle. The riding position was uncomfortable for my taste. It puts way too much pressure on my wrists; I’d need at least a 1″ higher riser on those handlebars so I don’t feel like I’m falling into the tank. Funky ergonomics aside, the motorcycle rides solidly and feels well built, not a hodgepodge of parts thrown together. There’s an art to taking all the different components and bolting, welding, and fastening them together to make a motorcycle feel like it’s one solid machine. If you’re into getting looks, and don’t need this bike to ride to Sturgis or Daytona, this showstopper may be for you.

— Genevieve Schmitt

Darwin Motorcycles
401 South Blackwelder Ave., Dept. AIM
Oklahoma City, OK 73108

Harley Skyline Helmet For Women Riders

Woman's Harley Skyline Helmet

Does a woman have a differently shaped head than a man? Harley-Davidson thinks so, and it’s now offering a helmet designed exclusively for women: the Skyline. According to Harley, women say helmets generally sit too high on their heads because they have more hair than men, resulting in poor fit. The Skyline comes in half-shell, three-quarter, and full-face designs. I tested the three-quarter model; I took a small, the size I normally wear in helmets.

The shell is much smaller and lighter than my high-end, brand-name, three-quarter helmet, and the liner is 10mm deeper, so my head fits farther into it. To that end, I don’t feel like a Q-Tip with the helmet sitting so high on my head. The liners are interchangeable (available as an option) to customize the fit if you have more or less hair. The stock pads fit me fine. The anti-static liner is supposed to prevent flyaway hair, even riding in the driest climates. My hair didn’t have any static, so I guess it works.

The three-quarter and full-face helmets each have a ponytail notch in the rear. Since I have long hair, I appreciated that I could keep my hair band high on my ponytail, above the nape of my neck. Normally, I have to move the hair band down to avoid feeling that bump in the back of my neck created by the helmet pushing on it.

Sales of the Skyline are doing so well since it was introduced this past spring that Harley has introduced additional styles other than the gloss black it initially came out with. Price is $195 for the three-quarter, $150 for the half shell. AIM

–Genevieve Schmitt as published in American Iron Magazine, the world’s best selling Harley magazine.

Harley-Davidson Motor Company


A few issues back I came clean about my addiction to Harley-Davidson’s Functional Riding Gear (FXRG). Well, my rehab hasn’t gone according to plan, and I fell off the proverbial wagon. This relapse can be directly correlated to the moment I slipped my feet into the third generation of the FXRG performance riding boots shown here.

Of all the products Harley-Davidson Footwear offers, the FXRG-3 boots (#D98304/$210) are, in my opinion, the cream of the crop. Three things drew me to these babies in the first place. First, they are not flashy. Secondly they are well thought out and durable. Third, and perhaps most importantly, they feature a breathable, waterproof Gore-Tex lining to keep feet dry inside and out.

Since I have wide feet and there is no W (wide) option, I chose to go up a half size to compensate. Still, when new the boots were a little snug, but they’ve broken in nicely. They are now comfortable to wear all day, on or off the bike.
I’ve never been a big fan of zippers on the side of lace-up boots, but they are convenient. The FXRG-3s
feature quality YKK zippers, which, combined with the pull tab at the top of each boot, makes slipping these kicks on or off a breeze.

Boasting a slip-, abrasion-, and oil-resistant outsole, you have plenty of support and traction when your feet are planted on the ground. The tops are contoured so they don’t dig into my thick calves.

Overall these suckers are one of the best off-the-shelf riding boots I’ve ever owned. They come with a 30-day comfort guarantee. In other words, if you’re in the market for a new pair of riding boots, what do you have to lose by getting hooked on the Harley-Davidson FXRG-3 stompers?  AIM

— Joe Knezevic as published in American Iron Magazine, the world’s best selling Harley magazine.

Harley-Davidson Footwear


Having a large skull can make it difficult to find a stylish and comfortable pair of glasses that are suited to riding. Over the years, I’ve often been forced to choose between comfort and safety; rarely can I find both in one pair of shades. However, my salvation has come in the form of the Wiley X Airborne glasses you see here.

First and foremost, these glasses have a fat temple design that not only fits my rather large head, but also looks good. Like all Wiley X glasses, these shades meet or exceed ANSI High Velocity Impact Safety and Optical standards. The Airbornes are part of the company’s Climate Control series, which features a removable, durable facial cavity seal that clips to the inside of the lightweight frames. This multilayer foam insert is designed to provide top-down ventilation that keeps my eyes cool and the lenses fog-free while it blocks wind, debris, and peripheral light. The insert can be easily removed, giving me a pair of regular shades to wear when I’m not riding. In addition to the facial cavity seal, the Airbornes come with a small, black zippered case; a leash cord; and a cleaning cloth.

The Airbornes are available in two frame colors and three types of shatterproof lenses. I opted for the Light Adjusting Bronze Brown lens ($140) you see here. One of the many great things about these lenses is that they allow a range of light transmission between 21 and 82 percent, which seems to cover all but the brightest of days and darkest of nights.

Bottom line is the Airbornes are a tough set of versatile glasses. They are now my go-to pair of shades for riding, or anything else that might require superior impact resistance and ultimate style. And God knows I need help in the style department. AIM

— Joe Knezevic, as published in American Iron Magazine, the world’s best selling Harley magazine.

Wiley X


Ever need to look inside a gas tank to see if there’s rust or sandblast material in there? What about looking inside the engine through the spark plug hole to find out if the cylinder walls are marred? With the VideoStik from VOscope you can do all that, as well as inspect the bore of a mainshaft (the hole where the clutch rod goes) for damage and inside a transmission to look for broken teeth on gears.

The VideoStik (VSXX-6W/b n$422) is much more versatile than a standard boroscope, since the thin 6mm shaft, the part goes inside tiny places, is waterproof and flexible. On the tip of this shaft is the newest in high-resolution, auto-focus color cameras. The camera’s viewing distance is from 4″ and out with a resolution of 320 x 240 pixels. The images it sees in its 55-degree viewing angle are sent to the attached 2-1/2″ full-color viewing monitor.

All this comes with a one-year warranty and is powered by four standard AA batteries, which provide about three hours of viewing. A simple rocker switch turns it on and off. The VideoStik’s operating temperatures range from 32 degrees F to 113 degrees F, so you’ll be uncomfortable before it will. The VideoStik comes in a protective plastic case for storage. Available accessories include a magnet that is claimed to pick up any object of up to a quarter pound and a mirror that allows you to see 90 degrees to the axis of the shaft.

I can’t tell you whether that’s true or not, since our test model didn’t come with them. But I can tell you I had no problem checking the cylinder walls on an Ironhead project that rusted on the outside waiting for me to get back to it. I definitely want this little gadget in my toolbox! AIM

— Chris Maida, Editor of American Iron Magazine, the world’s best selling Harley magazine.

Visual Optics Inc.
PO Box 279, Dept. AIM
Wynnewood, OK 73098