Save Money And Have A Chance To Win A Harley

SHIFTING GEARS by Buzz Kanter

SHIFTING GEARS by Buzz Kanter

SHIFTING GEARS, by Buzz Kanter, Publisher

American Iron Magazine is committed to publishing 13 big issues again this year

Many magazines these days are jacking up their prices while cutting back on their product. We’re holding at 13 issues a year, publishing big, informative magazines, and reducing your costs. We all want to see motorcycling grow, especially with younger riders. But that’s not likely to happen if costs keep climbing.

I think I speak for most of us when I say times are tough and money is tight, but this isn’t the place to discuss why our economy is where it is. I’d rather share with you what we’re doing to add value for our readers and help you get more from your tight motorcycle budget. In return we only ask you to let others know how we’re helping and why.

Basically, there are four areas where we’re trying to benefit you, your wallet, and your motorcycle. The first is that we’re slashing the cover price of this magazine to under $5 an issue. Second, we’ve cut the subscription rate to under $25 (for all 13 issues!). Third, we’re increasing to four issues our Do-It-Yourself and Tech American Iron Garage. Fourth, we’ve teamed up with Dennis Kirk to give away a free custom Harley-Davidson Fat Boy to some lucky reader.

Let’s start with our price cuts. American Iron Magazine continues to lead the market in sharing the best American (Harley, Indian, and Victory) motorcycles, products, and tech.

Effective with this issue, we slashed the cover price from $6.99 to $4.99 (a buck more in Canada). We haven’t been that cheap in 20 years!

Lower prices are good, but what about content? While some magazines are folding or cutting back on pages and frequency, American Iron Magazine is committed to publish 13 big issues again this year (a new one every four weeks) and do it with the best editorial anywhere.

The newsstand industry continues to consolidate, making it more difficult and expensive for publishers to distribute their magazines in stores. We’re still the best-selling motorcycle magazine on the newsstand, but if you can’t find us there, we encourage you to subscribe. We cut the sub rate to under $25 a year in print (in the US) and less than $20 in digital delivery (worldwide). To subscribe call 877/693-3572 or go to AImag.com.

Many of us enjoy doing our own motorcycle maintenance and upgrades. Besides the feeling of accomplishment, it can save us some real money. In response to the growing demand for this kind of editorial, we’re increasing the frequency of our all-tech and DIY American Iron Garage newsstand specials in 2016 to four issues, with the first one on sale January 19. Back issues of American Iron Garage are available at Greaserag.com and in digital delivery at AImag.com.
Now, I’m not sure how long we can offer these lower rates, but you can help us by encouraging other enthusiasts to buy our magazines or subscriptions. We think our readers are worth this gamble, but we need your active support to make it work. The more readers we add at these lower prices, the longer we can afford to offer them.

Win A Custom Harley
From Dennis Kirk who wouldn’t want to win a great custom Harley-Davidson Fat Boy? Partnering with Dennis Kirk, we picked up a very nice Fat Boy for a year-long project bike. We will share the process of what we changed and how we customized it in the pages of American Iron Garage over the next four issues. Then, at the end of the year, one lucky person will win it.

This sweepstakes is open to all residents of the US, ages 18 and over, except where prohibited or restricted by law. All subscribers are automatically entered to win. So, if you don’t subscribe already, do it today. Or you can sign up to win without subscribing at AImag.com. It’s that simple.

Ride safe, ride smart, have fun.

Buzz

Follow Buzz on Facebook, Twitter, and Instagram

To order back issues, visit Greaserag.com.

To subscribe to the PRINT edition, click here.

To receive DIGITAL DELIVERY, click here.

AIM Expo

TAKING AIM by Chris Maida, Editor

TAKING AIM by Chris Maida, Editor

TAKING AIM, by Chris Maida, Editor

Everyone has heard of Biketoberfest, which happens in Daytona during mid-October. But how many of you know about the new trade/consumer show that’s held at the same time in nearby Orlando? Now in its third year, this show is growing into a must-do event. The first two days, Thursday and Friday, are for the trade, meaning dealers and the media. However, on Saturday and Sunday the show is open to everyone. Being a fun putt from Daytona, it’s a great way to check out cool new products from many aftermarket manufacturers. Here are just a few of the new things I saw at this year’s show.

Yelvington, with a head designer/engineer who just retired from NASA, has introduced a new trike rear section that just bolts to your existing Touring model frame. There’s no welding or cutting involved since the new rear assembly replaces the stock swingarm. You keep the bike’s entire upper rear section (rear fender, saddlebags, Tour-Pak, etc.) just as it is. The new trike section places the two rear wheels just outside the saddlebags, complete with stock-looking rear fenders. Plus, this rear section has a built-in reverse feature, which is part of the new rear pulley. There’s no messing with the transmission! To operate, put the tranny into neutral, flip the switch that engages the reverse setup, shift the tranny into first gear, and simply move the bike backwards using your existing clutch lever just as you would to slowly move the bike forward. Sweet! We’re already set up to do a full install and review for you in 2016.

For the high performance crew, Yuasa now has a 500 CCA battery for selected models. That means the stock starter motor will now have plenty of power to crank over that monster motor you just spent lots of cash building. We’ll test these new batteries very soon.

Got a new Indian Big Twin and looking for more low-end grunt? The crew at Andrews has a new performance camshaft setup that promises an increase of over 10 ft-lbs. of torque in the engine’s low-rpm range. It’s just what the doctor ordered for the big bikes in the Indian lineup. You Victory owners have not been forgotten: Andrews has a new performance camshaft for you, too! There was also an array of new products from Barnett, Biker’s Choice, Dynojet, TechnoResearch, and a host of other manufacturers. Look for installs on these and other new products in future issues.

There was also an impressive display of showstopping bikes by noted custom builders. Definitely put this one on your short list of shows to see in 2016. And since it occurs at the same time as Biketoberbest, it’s an excellent way for riders like me who live in places with cold winters to close out the riding year. After all, we have all winter to install some of the cool new stuff we saw at the show!

See you on the road.

Chris Maida

Follow me on Facebook

To order back issues, visit Greaserag.com.

To subscribe to the PRINT edition, click here.

To receive DIGITAL DELIVERY, click here.

Goodbye, Old Friend

SHIFTING GEARS by Buzz Kanter

SHIFTING GEARS by Buzz Kanter

SHIFTING GEARS, by Buzz Kanter, Publisher

I had no idea what it would lead to when, in 1974 and against my parents’ wishes, I bought my first motorcycle. As a broke college kid, I sold that bike a year later to help pay for a slightly newer and bigger one. That transaction led to buying and selling even more bikes over the years.

The buying and selling stemmed from efforts to upgrade my ride, leading to an obsession with motorcycles in the process. Fast forward to the 1990s. That’s when my motorcycle interests reversed: leading me to classic American bikes from the 1940s and ’50s. I owned, and enjoyed riding, a 1953 Indian Chief, my first Indian. I later bought a beautiful, but barely running, 1946 Chief during the 1996 Daytona Bike Week. I spent a day or two sorting it out at the long-gone Klassix Auto Museum, where we used to host the Indian & Classic American Iron rallies. Fortunately, the ’46 Chief responded well to fine tuning, and my efforts were rewarded with a bike that loved to be ridden.

I’ve owned many classic motorcycles since then. Some I keep for a year or two before selling to make way for different ones. Others I keep and rode for decades. I never know which of these categories a new (well, old) bike will fall into when I purchase it. You see, I easily fall in love with classics, and I think each one is a “forever” bike. Most aren’t. And that’s okay because buying and selling lets me own, ride, and enjoy a wider assortment of motorcycles than if I had never sold any.

I had no idea what amazing experiences I’d have aboard this 69-year-old time machine. They include a ride up the California coast to celebrate the 50th anniversary of the Hollister riots with AIM Classics Editor Jim Babchak, the Tomas family from Kiwi Indian, and the wacky pranksters who hang out at The Shop in Ventura, California. I also enjoyed many wonderful rides on that Chief in and around New England (including many bike shows — and plenty of trophies), and I’ll never forget the ride on my Indian from the National Motorcycle Museum in Anamosa, Iowa, to Sturgis this summer for the 75th running of the Sturgis Rally. Riding that Chief to Sturgis was fitting, considering the famous rally started out as an Indian motorcycle gathering.

But all good things must come to an end. I’m fortunate enough to own several classic motorcycles, but I can’t ride them all. Not having ridden the ’46 Indian much in the past several years (other than to Sturgis), I knew it was time for someone new to own and enjoy it. So I loaded a full description and photos on eBay along with a very reasonable reserve. I’m half-sad to report it sold quickly. Not for as much as I was hoping for, but a fair and reasonable price. As I walked the new owners — a nice, young couple — around the bike, sharing a few of my experiences and stories with them, I had serious second thoughts. And when I fired the engine up to ride over to their trailer, I had a hard time letting go of the handlebar. But a deal is a deal, and it’s time to let someone else create his own memories with the Chief.
Besides, I’ll always have my memories with this one, plus I still have my 1940 Indian Sport Scout to ride.

BOGOF: Last-Minute Gift Solution

Need a quick and easy solution to your last-minute gift-giving concerns? For the first time ever, American Iron Magazine is offering a BOGOF (Buy One, Give One Free) gift-subscription deal. For every gift subscription you buy for a riding buddy at our regular price, you get a second subscription free. Buy two gift subscriptions and get two more free! And we’ll even send them a card in your name. It doesn’t get much easier (or cheaper) than that for holiday (Harleyday?) shopping. But you have to act now as the offer expires December 31!
Please go to AIMag.com web site to take advantage of this limited-time Buy One, Give One Free gift-subscription deal. But, again, do it now, as this offer is good only through the end of the year.

Ride safe, ride smart, have fun.

 

Buzz

Follow Buzz on Facebook, Twitter, and Instagram

To order back issues, visit Greaserag.com.

To subscribe to the PRINT edition, click here.

To receive DIGITAL DELIVERY, click here.

Compression Ratios III

TAKING AIM by Chris Maida, Editor

TAKING AIM by Chris Maida, Editor

TAKING AIM, by Chris Maida, Editor

Moderately boosting the compression, like going from 9:1 to 10:1 or 10.25:1, shouldn’t run you afoul of engine knock in a big way. However, a high-compression engine can be unforgiving and difficult to tune, especially a Twin Cam, if you go past 10.5:1. Even stock H-D engines have bouts with knock due to the very lean fuel/air mixture needed to meet EPA regulations. Thankfully, there are ways to prevent engine knock and an easy one is to not let the engine overheat. In case you haven’t noticed, a lean running engine will rattle and ping more often on a hot day, especially in heavy traffic. The combination of a very lean mixture and high engine operating temperatures aggravates the situation and gives engine knock an open invitation to trash your engine.

The method The Motor Company uses in its 2000 and later Softails, and 2002 and later rubber-mount models, is to mess with the ignition timing. All Delphi EFI control modules have a ping sensor, which detects whenever the Big K makes an appearance via a process called ion sensing. If the control module detects engine knock, it retards the ignition timing (moves it to a less aggressive setting) until the knocking stops. In fact, if the engine is not set up correctly for a high compression ratio, this system will retard the timing to the point of engine power loss, which, of course, defeats the purpose of having a high-compression engine in the first place. The fix for this is to have the module remapped for a high-compression engine.

Those with carburetor-equipped bikes can install a fully adjustable, single-fire ignition. This allows you to dial in the initial ignition timing and advance curve that’ll keep the combustion bogeyman away. The goal is to use the most aggressive advance curve possible, while still avoiding knock. Once correctly dialed-in, you’ll get the most power from your engine, while also protecting it from damage.

A word also needs to be said about riding style. Whacking open the throttle when the engine’s rpm is below its powerband will make even a properly tuned engine knock and ping. Down-shifting is the simple fix here.

Another way to eliminate knock is to use long-duration cams, which are camshafts with a lot of valve overlap. Valve overlap is when both the intake and exhaust valves are open briefly at the same time. This allows some of the engine’s compression to bleed off at low rpm, which is where engine knock always occurs. In fact, running the correct set of long-duration cams with a set of high-compression pistons will give you a nice gain in power. Be sure to talk with the cam manufacturer before buying to make sure you get the correct grind for your engine, bike, and riding style. Taking valve overlap too far, and ignoring other cam profile factors, can kill performance.

See you on the road

Chris Maida

Follow me on Facebook

To order back issues, visit Greaserag.com.

To subscribe to the PRINT edition, click here.

To receive DIGITAL DELIVERY, click here.

Motorcycle Magazines — Still Cheaper Than A Latte

SHIFTING GEARS by Buzz Kanter

SHIFTING GEARS by Buzz Kanter

SHIFTING GEARS, by Buzz Kanter, Publisher

I’m often asked how we decide which articles to publish in this magazine. Non-riders I talk with are amazed that there are enough motorcycle topics for us to fill a magazine this size every four weeks (we publish 13 issues of American Iron Magazine a year) without running out of material. Many riders often request that we publish articles that are of specific interest to them: like only baggers, Softails, Panheads, or whatever they’re into.

In general, here’s the procedure that Chris Maida (the hardest working editor in our business) and I follow on what seems like a weekly basis. As an enthusiast magazine, our job is to educate and entertain you with informative articles in every issue. Because our 100,000-plus readers’ interests cover a broad spectrum of American motor­cycle-related topics, we spread our coverage as widely as possible to give real value to all readers.

Every issue offers American motorcycles. There are new reviews and as many different types of customs as we can fit; you’ll find everything from backyard builds to pro-built customs, plus at least one classic American bike. Those full-feature articles are joined by a list of departments that include three favorites: Reader’s Ride, Snaps, and Letters. And as you’ve probably noticed, those departments are filled with photos of our readers’ bikes. We love to feature your rides, and we encourage you to send your photos to Letters@AmericanIronMag.com and ReadersRide@AmericanIronMag.com so that you can be part of our magazine family.

American Iron Magazine is also filled with informative and factual new bike and product reviews, plus tours and event coverage. Chris then puts together an assortment of tech and how-to articles for our readers, from novice to skilled mechanic, to complete the editorial package.

Our subtitle has been “For People Who Love Harley-Davidsons” since 1989, and most of our editorial is Harley-specific. But we add Indian, Victory, and other American motorcycles because our readers have asked for that.

If you have specific ideas on how we can make American Iron Magazine a better package or if you have comments, please pass them along at Letters@AmericanIronMag.com. We’d like to hear from you.

In addition to American Iron Magazine, we also publish American Iron Garage, a tech and DIY publication. AIG has no tours, events, or new bike reviews — just real-world tech, do-it-yourself installs, and homebuilt customs. These issues are available on the newsstand or through the mail from GreaseRag.com.

Subscribe & Save
How do you get American Iron Magazine? We’d like to thank all of our loyal readers for your on-going support in keeping us the best-selling magazine in our field. We work hard to get the best possible product to as many stores as we can. Yet the cost of doing business in the traditional single-copy industry continues to climb, and I don’t see this changing for the better any time soon.

I won’t go into the details here, but I suspect it’s going to become increasingly difficult to find magazines on your local newsstands. With that in mind, I encourage you to subscribe (in print, call 877/693-3572, or digital delivery at Zinio.com) to American Iron Magazine for yourself and as gifts for your riding buddies.

It’s up to you if you want to pay $7 per issue on the newsstand or $2 per issue through a subscription. In fact, you can buy a subscription for yourself and for two friends for less than buying one year’s worth on the newsstand. Something to consider. Regardless of how you buy American Iron Magazine, all of us here appreciate your support.

Ride safe, ride smart, have fun.

Buzz

Follow Buzz on Facebook, Twitter, and Instagram

To order back issues, visit Greaserag.com.

To subscribe to the PRINT edition, click here.

To receive DIGITAL DELIVERY, click here.

Compression Ratios I

TAKING AIM by Chris Maida, Editor

TAKING AIM by Chris Maida, Editor

TAKING AIM, by Chris Maida, Editor

Have you ever been in a pack of bikes and heard one that had an exhaust note that crackled with power when the rider blipped the throttle? That, my friend, is the sound of a high-compression engine! And though some try to imitate it with real short drag pipes or holes in their mufflers, nothing has the crisp bite of a high-compression engine, in sound or throttle response.

Boosting an engine’s compression ratio is a time-honored and effective method of increasing its performance. If done correctly, it’s a modification that will enable an engine to produce more power while also increasing its efficiency (fuel mileage). Increasing the compression ratio will also make your engine accelerate (build rpm) faster, which will make the engine more responsive when you crack the throttle. However, like everything in the world, every modification has its pluses and minuses. So before you head down to the service department with a fistful of dollars, you should understand what compression ratio is, why it produces more power, and what the possible drawbacks are.

As you’ve seen in countless tech stories and bike features, an engine’s compression ratio is usually ststed as, for example, 10:1 and read as 10 to 1, like any other ratio. What this means is that the volume of the area above the piston, which is mostly the combustion chamber, and the volume of the cylinder when the piston is at the lowest point of its stroke — called its Bottom Dead Center position (BDC) — will be reduced to one-tenth of that size when the piston is at the highest point of its stroke, or its Top Dead Center position (TDC). The notation 10:1 simply states that the air/fuel mixture will be compressed into the cylinder head’s combustion chamber until it occupies a space one-tenth as large as the volume of the cylinder and combustion chamber combined. A notation like 10.5:1 simply means the ratio is 10-1/2 to one.

As for why increasing the engine’s compression enables it to put out more power, remember when we discussed how power is produced? The piston is driven down in its cylinder by the pressure produced in the combustion chamber by the rapidly burning fuel and air mixture. How hard this pressure pushes down on the piston determines how much power the engine produces. And if the pressure that the air/fuel mixture’s under is increased before it’s ignited — meaning the engine’s compression ratio has been raised — the burning gases will exert even more pressure onto the piston, producing more power. It’s like a coiled spring in that if you compress it a little, it pushes back a little. But the more you compress it, the harder it pushes back.

We’ll cover possible drawbacks of raising an engine’s compression and other details in a future column.

See you on the road

Chris Maida

Follow me on Facebook

To order back issues, visit Greaserag.com.

To subscribe to the PRINT edition, click here.

To receive DIGITAL DELIVERY, click here.

Sturgis History & Our Plans

SHIFTING GEARS by Buzz Kanter

SHIFTING GEARS by Buzz Kanter

SHIFTING GEARS, by Buzz Kanter, Publisher

The annual black hills classic, otherwise known to most riders simply as Sturgis, is right down the road. And this year’s event looks like it’s going to be off the charts. Billed as one of the largest motorcycle events in the world, Sturgis certainly is one of my personal favorites. I’m not so much into the scene on Lazelle Street or what takes place at some of the campgrounds, as I prefer to be riding the amazing roads you find once you get out of town.

This year marks the 75th Black Hills Classic, and you know how much we riders and enthusiasts love anniversary years. Did you know this event was started on August 14, 1938, by “Pappy” Hoel and the Jackpine Gypsies motorcycle club? The highlight of that first event was nine locals in a scrappy motorcycle race on a backyard track. While today the event is dominated by Harley riders, it didn’t start out that way because Pappy was the local Indian dealer.

Given that scenario, we thought it would be a great year to celebrate history with a salute to the old timers who started the Sturgis rally in the first place, especially those Indian motor­cycle riders who supported Pappy’s ambitions.

Indian Motorcycle Black Hills Run 2015
As we go to press, we’re supporting­ rides to Sturgis. I will lead one from Iowa, and my friend Mike “Kiwi” Tomas will take charge of the Ross Tomas Memorial Ride from Southern California. My ride starts at the National Motorcycle Museum in Anamosa, Iowa, the morning of Thursday, July 30, and we should pull into Sturgis on Saturday evening. Riders interested in the Ross Tomas Memorial Ride should call Kiwi Indian at 951/788-0048 for dates and info.

Both rides are free and open to riders of all makes, models, and years of motorcycles. Each rider will be responsible for his own bike, transportation, hotel, etc. Everyone is welcome to ride with us, but please keep in mind that we’re honoring Indian’s role in Sturgis by inviting all Indian riders (old or new bikes) to ride at the front of the pack. Please note, too, that we intend to stay off the major highways as much as possible so we can ride at an appropriate pace for classic motorcycles. We will post updates on AIMag.com and the American Iron Magazine Facebook page as needed.

Indian-Rally-ad-2015Indian & Classic American Iron — Black Hills Rally 2015
Years ago, our magazine created the Indian & Classic American Iron Rallies in Daytona and Sturgis. I loved those rallies, and they were run in the spirit of old-fashioned fun, with great machines, people and stories, fun field events, and a terrific vintage bike show.

We usually don’t hear about free motorcycle shows anymore. Thanks to a number of sponsors, though, we’re bringing this free event back on Tuesday, August 4, at the Buffalo Chip. Free registration opens around 9 am, the field events are scheduled to begin at noon, and trophies will be awarded at 4 pm.

It’s free and open to all (old and new) Indian motorcycles and all other classic pre-1984 American motorcycles. A big thank you to Dennis Kirk for sponsoring the bike show and also to a growing list of participating companies, including Kiwi Indian, Heather’s Leathers, Jerry Greer’s Engineering, and others for their support.

Ride safe, ride smart, have fun.

Buzz

Follow Buzz on Facebook, Twitter, and Instagram

To order back issues, visit Greaserag.com.

To subscribe to the PRINT edition, click here.

To receive DIGITAL DELIVERY, click here.

New Bike Review – 2015 H-D Dyna Low Rider

324-18-42015 H-D Dyna Low Rider

Versatility of a Swiss Army knife

text and photography by Dain Gingerelli

Here’s a recap of my workweek: after meddling with various tasks in my office Monday morning, I snuck out on the FXDL Dyna Low Rider for lunch at the big-box store, otherwise known as Costco. I’m an easy mark for Costco’s hot dog and coke combo, especially at the price, a buck fifty. I also can’t pass up an opportunity to get out of the office to ride bikes like the Low Rider, so the prospect of munching on that dog and coke sounded even more appealing as I saddled up.

In fact, my whole week went much like Monday.  Tuesday, I rode the Low rider through nearby Silverado Canyon in California to check if the US Forest Service had opened the gate to the dirt road leading up the Saddleback landmark. My best friend and I were planning a ride up that hill on our dual-sport bikes; if the gate was open, we would ride up the following weekend. It wasn’t open, but I still took the opportunity last tuesday to enjoy lunch on the way home at the Silverado Cafe, always a treat. The Low Rider waited patiently outside, its sidestand down, while I dined on a greasy, delicious burger inside.

I began writing this review first thing Wednesday morning, but soon enough, I reasoned that I probably should put some more miles on the Dyna to really “get a feel” for what the bike is about, so off I went, southbound on Interstate-5, taking me past Marine Corps Base Camp Pendleton. It’s a pleasant ride, with wide, sweeping vistas of the blue Pacific Ocean to my right, and the route takes me past the Basilone Road exit, named in honor of Marine Gunnery Sgt. John Basilone, recipient of the Medal of Honor for heroism at the Battle of Guadalcanal during World War II. Later during the war, he was awarded the Navy cross for his heroics at the Battle of Iwo Jima where he lost his life in further combat. I always pay my respects to the sergeant with a moment of silence from the saddle whenever I pass that exit. The Dyna Low Rider was in full stride, too, the Twin Cam 103″ engine purring smoothly the soothing din from its collector exhaust ever so discernible above the wind blast around my Arai helmet. It was as if the Low Rider knew that this particular gunny sergeant deserved respect.

And on Thursday, I heard about a new wall mural by street artist Bandit, so I rode the Dyna to nearby San Clemente to check out his handiwork with the spray cans, and now it’s Friday morning, and I’m staring at a deadline for this bike review. I’ll admit, too, that it was easier today to leave the Low Rider in my garage because its rear Michelin Scorcher “31” tire had, at some point during my week’s travels, developed a slow leak. Good excuse as any, I guess, to get back to work.

The Dyna Low Rider has a way of doing that, distracting you from everyday life. The bike is so congenial to all manner of street riding that you’ll feel confident taking it anywhere and everywhere there’s pavement. care to carve through a canyon, following the serpentine road as it snakes left to right? Not a problem because this Dyna’s steering is deliberate and precise, especially considering the FXDL’s cruiser roots date back to 1977. The Michelin rubber — 100/90-19″ up front and 160/70-17″ on the rear — do a fine job of gripping the asphalt, so you never feel off balance.

Like what you see? The full article is in American Iron Magazine issue # 324, NOW ON NEWSSTANDS! To order a back issue of this or any other issue of American Iron Magazine, visit Greaserag.com.
 
Follow American Iron Magazine on Facebook, Twitter, and Instagram!
To subscribe to the PRINT edition, click here. To receive DIGITAL DELIVERY, click here.

Editor’s Choice Bike Show At Daytona

editorschoiceAre you going to Daytona Bike Week this year? Well, if you are, you can meet the editors of American Iron Magazine and even win Editor’s Choice at the 2015 Editor’s Choice Bike Show brought to you by J&P Cycles.

The Editor’s Choice will take place at the Broken Spoke Saloon on Tuesday, March 10, with sign ups beginning at 10 am. The awards will be given out at 5 pm.

Find out all of the latest info by going to the official Facebook page by clicking here.

New DISCOVERY CHANNEL show #BIKERLIVE Featuring Raw Iron Choppers


Raw Iron Choppers will be on a new DISCOVERY CHANNEL show called #BIKERLIVE next Monday June 2nd at 10pm/9pm central for the Rust belt episode. (show has changed times, so keep a look out with any DVR or TV guide scheduling in case it changes back to 9pm eastern)

How it all started: Earlier this year we were asked to be a part of this new series which began airing May 12th on Discovery Channel, called #BikerLive.  We started filming in the beginning of March and had only 5 weeks to build a ground up custom motorcycle.  When I say ground up, I really mean we started with straight sections of DOM tubing and flat sheets of 18 gauge sheet metal as we typical do here at Raw Iron; our end result was a beautiful crafted fire breathing motorcycle.  This project was a “shoot from the hip” style of build with no prior designs, parts, or build style in mind…with little time to prepare and 36-55 hour multiple-days without sleep, we pulled it off and we’re extremely happy with the outcome of our build.  I had a ton of help from my supporters/sponsors as well as my closest friends that joined in, we could have not made this happen without everyone’s input.  “I did not do this show to promote just myself/RIC or enforce the stereotypical rock star bike builder stigma…I wanted to build a bike to hopefully motivate and inspire the public of all ages to get out there and start welding, machining, or just get involved in something that has positive benefits surrounding the blue collar industries.  That’s how it started for me 10 years ago, from watching all the Motorcycle Mania and Biker build off shows.”  MOTIVATE, CREATE, & INSPIRE!

Your vote counts: Votes are determined by via Twitter, you must tweet: #bikerliverawiron during the show to cast your vote.  You can vote as many times as you’d like.  If you don’t have a twitter, you can sign up for one just like any other social media sites and if you don’t want to keep it, just delete it after the airing of the show.

JUNE 14TH (Raw Iron Choppers-Unveil Bash) will be held at Zeppes Tavern in Newbury, Ohio from 1pm till close on Saturday June 14th.  We will be unveiling the “Raw Iron Special” bike on site, assortment of vendors, custom bikes and hot rods (bring your one of a kind ride up to the event), live music, food & drinks, and tons of awesome giveaway items from our generous sponsors.  This is a public event, so everyone is welcome to join us.

Raw-Iron-Choppers-Unveil-Bash-June-14th-(FLYER)