Supermeg Updates

Kerker Exhaust 325

SuperTrapp Industries Inc.’s Kerker 2:1 SuperMegs are now available for Harley’s 2014-15 offerings. The SuperMeg system shifts the power curve to the top end, providing high rpm. The system produces a deep, throaty, bottomless rumble with the 2-1/2″ nonbaffled mechanical core. The core and packing are
rebuildable. Available in chrome or black, the latter version features a black chrome headpipe and black ceramic-coated heat shields and muffler body. The Kerker 2-into-1 SuperMeg fits 2004-15 Sportsters (originally only up to 2013), 1991-2015 Dynas, 1984-2015 Softails, 1985-2015 baggers, and 230 and 250 wide-tire customs. Pricing starts at $759. Info: Kerker, 216/265-8400, SuperTrapp.com.

 

WIN THIS HARLEY! Dennis Kirk Sweepstakes Update II

Sweeps-Bike-Before-right

This 2009 Fat Boy came to us used, but will leave a very different bike, possibly in your hands!

Back in January, we published the first in a series of post to keep you updated with the Dennis Kirk/American Iron Garage Fat Boy sweepstakes. We revealed a few pictures, spoke briefly about the bike, and gave you instructions on how you could be entered for a chance to win. To see the comprehensive install stories in relation to that post, pick up the Winter issue of American Iron Garage.

The game continues. We’re still going to tease you with suggestive glances at our Dennis Kirk/American Iron 2009 Fat Boy, inviting you in for more. We’ll hike the skirt up a little bit, in a risqué move to show off where the aforementioned Fat Boy started out. We’ve already spoken to the fact that making modifications to this bike felt bittersweet, as it came to us used and almost the perfect bike. So as to give you lot something to oogle, we teamed up with Dennis Kirk to give this bike away. But you may want to know a bit of its past before getting into anything serious. Here’s the chart from its run on the dynamometer, before anything came on or off.

Click the photo to enlarge.

Fat Boy Before Dyno

 

 

 

 

 

 

 

 

 

Be sure to check out our Spring (On sale 3/8) issue to witness a visually pleasing upgrade and a sweet mount install on the Fat Boy, and purchase the coming issues to follow along with in-depth articles and close-up photos of the modifications. And how can this Fat Boy be yours? Subscribe to American Iron Magazine (877.693.3572) or Motorcycle Rides & Culture(877.693.3577) and you are automatically entered to win. So subscribe today. Or you can enter with no purchase necessary at denniskirk.com.

Kiss the old floorboards goodbye.

Kiss the old floorboards goodbye.

JayBrake forward controls give the Fat Boy a clean, modernized look.

JayBrake forward controls give the Fat Boy a clean, modernized look.

The Fat Boy ditches these old digs for a serious upgrade.

The Fat Boy ditches these old digs for a serious upgrade.

 

 

 

 

 

 

 

Fresh dash for the Fat Boy. Very fresh.

Fresh Klock Werks dash for the Fat Boy. Very fresh.

Winter Motorcycle Repairs

TAKING AIM by Chris Maida, Editor

TAKING AIM by Chris Maida, Editor

TAKING AIM, by Chris Maida, Editor

Here in the northeast, wintertime is when you tackle big projects, or ones that take a lot of time to complete, since the weather is not exactly the best for a motorcycle ride. Things like paint jobs, chroming, powdercoating, engine builds, and major chassis modifications require many steps and outside shops to do various sections of the repair/upgrade. Delays are also due to an outside shop having a long turnaround time, like a chroming facility or paint shop. This is pretty much the standard pattern in our favorite pastime. So why am I telling you this?

Wintertime is also when you should take care of other projects, like replacing a slipping clutch or fixing a failing starter system. Unfortunately, a common problem is the guy who waits until that first nice day to call a shop to get his clutch fixed or bald rear tire changed, and he wants it done right away. Really? Those repairs were needed back when he put the bike up for the winter. Actually, the repairs were needed before then, but he was able to nurse the bike along to get the rest of the riding season in instead of losing those last few days to the shop. That part of the deal is fine; glad he was able to do it. The problem is that he didn’t get the bike fixed when the shop was slow during winter. Once the nice weather is back, he wants his bike fixed right away. Unfortunately, so do 20 other guys who also waited to get their bikes fixed.

Don’t be that guy. Go into your garage with a cup of coffee, uncover the bike, and give it a good going over. How are the tires? Good to go with lots of tread, or almost bald? What about the brake pads? Doing the tires and pads at the same time can save you some labor cost, depending on the model. Check out the primary chain and rear drive chain/belt. How was the clutch working last season? Did the bike start easily or were there starter issues? Maybe a fresh set of spark plugs is needed? How are the bike’s electrics? Does the horn and all the lights work? Yeah, it might be a bad bulb, or it might be a short or broken wire. Change the bulb now and see if that does the trick. If a short has to be tracked down, it may take the mechanic awhile to find it.

The point is that it’s now the beginning of February. If your riding season hasn’t started yet, but soon will, get those repairs done now. This way, when those nice riding days show up, especially the ones that pop up unexpectedly on a weekend, you can just fire up the bike and go for a ride. That is, unless you like watching your buddies ride by as you load your bike onto a truck.

See you on the road.
Chris Maida

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Harley News: Free Gift Subscription For American Iron Magazine

American Iron Magazine is offering a free gift subscription for every one paid for. The BOGO (Buy One, Get One) offer is good until the end of the year. Click on American Iron Magazine BOGO to order yours with 2 gift subscriptions for only $26.95 total.

Published since 1989, American Iron Magazine has long been the best selling motorcycle magazine on the newsstand. You can now help us grow by buying gift subscriptions for your riding pals. A gift subscription lasts all year long with 13 issues (one every 4 weeks) AND we will send the recipient a gift card in your name.

What could be a better deal for all Harley-Davidson, Indian Motorcycle and Victory Motorcycle riders?

No limit on how many BOGO American Iron Magazine gift subscriptions you can give, but do it now as time will run out soon. American Iron Magazine BOGO.

Harley-Davidson Brick Ride (Full Story)

Harley Davidson Brick Ride Milwaukee-Sturgis March 25th 2015

The legendary ride marking the H-D/Sturgis 75-year deal

Text By Tyler Greenblatt
Photos by Josh Kurpius

IMG_0409On January 15, 2015, Harley-Davidson announced that it had signed an unprecedented 75-year deal with the town of Sturgis, South Dakota, to be the Official Motorcycle of the Sturgis Motorcycle Rally. As part of the announcement on that frigid, gray morning in Milwaukee, a H-D employee, mounted on a new Street 750, began yanking bricks from the wall of the famous Motorcycle Only parking area outside the Juneau Avenue headquarters. The high-revving, liquid-cooled twin did burnout after burnout, until 73 bricks were free. He repeated the semidemolition process once more at the historic entrance to the original factory location a couple hundred feet away, and again at the H-D Museum.

Harley Davidson Brick RideThese 75 bricks, honoring 75 years of the Sturgis Motorcycle Rally and representing The Motor Company’s past, present, and future, were destined for use in constructing The Harley-Davidson Rally Point, a new year-round, open-air plaza in downtown Sturgis. The plaza sits on the corner of Main St. and what is now officially called Harley-Davidson Way (formerly Second Street). And for the occasion Harley also announced that on March 23, the bricks would be packed onto motorcycles and ridden the 900-plus miles to Sturgis, making Harley Owners Group (HOG) and dealership appearances along the way.

A couple weeks later, I received a phone call from The Motor Company asking me to join the ride. As a Wisconsin resident, I know that icy conditions, below-freezing temperatures, and probable snow storms are still very much a factor that time of year. As if anticipating that very notion, the next sentence of my invitation stated that I would also be provided full heated gear and a 2015 CVO Street Glide for the ride. I couldn’t say “yes” fast enough.

Harley Davidson Brick Ride Milwaukee-Sturgis March 23rd 2015Harley Davidson Brick Ride Milwaukee-Sturgis March 24th 2015A few weeks later I awoke bright and early in Milwaukee’s Iron Horse Hotel for the ride. It was Monday, March 23rd. Bursting with enthusiasm, I flung the curtains open to enjoy the view of the H-D Museum and the sun rising over Milwaukee’s distinct skyline. What I got instead was a snow shower that had already begun to show its white aftereffects on the museum and downtown Milwaukee.

But to my pleasant surprise, we got the green light to fire up the bikes  and hit the highway for our westward adventure. Our first stop would be Wisconsin H-D in Oconomowoc about 30 minutes outside Milwaukee. We brushed off our snow-covered steeds, cranked up the heated gear, and to perplexed onlookers and motorists exited away from the brick entrance to H-D’s headquarters on Juneau Avenue for the first leg of our journey. I couldn’t help but notice that the entry had one brick missing as I motored past.

Harley Davidson Brick Ride Milwaukee-Sturgis March 23rd 2015The ride to Oconomowoc took nearly an hour as our caravan clawed our way out of town, carefully staying within the clean tire tracks laid out by the cars ahead of us. The CVO Street Glide felt surprisingly stable in such conditions, thanks in large part to the bike’s low center of gravity. The Dunlop tires never lost grip, and the 110″ engine’s power let me comfortably select a higher gear to minimize, or even eliminate, wheel spin. We’ll have a full report of this bike in a future issue.

Enthusiastic employees, offering hot cups of coffee, greeted us when we arrived at Wisconsin H-D, which was supposed be closed on a Monday. Eventually word got out that conditions were considerably worse inland. That didn’t deter us, though — we were having way too much fun to call it quits just yet! So, we saddled up and headed to Madison to visit Badger H-D, which happens to be the dealership that I frequent.

Harley Davidson Brick RideFrom Madison we set our GPS for Sauk City, home of Sauk Prairie H-D. My heated riding gear made the cold, one-hour ride almost uneventful. Our route sheet pointed us to scenic Highway 60 along the Wisconsin River, but the snow plow crews had yet to venture that far, so we waited at Sauk for awhile longer than anticipated. A fresh snowfall in rural Wisconsin is as beautiful and serene as one could ever come across, and I was thankful to be experiencing it on a motor­cycle where all the senses come into play. We eventually got back on the road, stopping for lunch about halfway to Waukon H-D in Waukon, Iowa. As each of us emerged from our riding gear at the diner, our waitress politely asked how our snow­mobile trip was going. She nearly freaked out when we told her that we were on Harleys. Maybe we were the crazy ones?

Crossing the mighty Mississippi River from Wisconsin into Iowa offered a great deal of pride and reprieve as the most challenging part of the day was behind us and we had ridden every single mile of it. With darkness approaching and black ice a major concern, we loaded the grungy, road-weary machines into the support trailer at Cedar River H-D and did the final stretch to the hotel in Mason City in the truck. Foremost, though, we had accomplished our goal of stopping at every planned dealership along the way. And we did so on two wheels, not four.

Harley Davidson Brick Ride Milwaukee-Sturgis March 25th 2015Harley Davidson Brick RideThe following morning there was no snow to contend with, but the temperature was lower, the humidity was higher, and I put my heated equipment to the test. We kicked off the day at H-D of Mason City, where, incredibly, local HOG members had also braved the cold to greet us and wish us well on our trip. Four of them, including one lady on her brand-new Softail Deluxe, even took up extra bricks and joined us for a stretch! We stopped at Okoboji H-D in Okoboji, Iowa, before hitting the road for J&L H-D in Sioux Falls, South Dakota, our final stop for the day. As if cold and heavy winds weren’t enough for us to contend with, it started to rain. No, make that a downpour. Again, due to the inclement weather, we were way behind schedule, forcing us to load the bikes for the final leg, and five hours to Rapid City, South Dakota.

Harley Davidson Brick RideIt was a short, sunny hop from Rapid City to Black Hills H-D, our final dealer destination. After enjoying an in-depth tour of the state-of-the-art dealership, we headed to downtown Sturgis to deliver all 75 bricks for the official groundbreaking of the Harley-Davidson Rally Point.

A sizable crowd had gathered for the groundbreaking ceremony, enthusiastically cheering us — and the bricks — as we pulled up and parked in the cordoned-off section out front. Bill Davidson and Sturgis Mayor Mark Carstensen started things off with speeches in front of the dirt construction zone. Overlooking us from the hillside was the famous Sturgis sign, and you couldn’t help but feel proud to be a part of the occasion. So where were the shovels for the ground-breaking ceremony? There wasn’t a shovel to be seen (unless you count the Shovelhead chopper that was present). Instead, motocross star Carey Hart, riding a Project LiveWire, and H-D factory flat track racer Brad Baker aboard a Street 750, appeared and, on command, proceeded to do dirt and pavement burnouts, respectively, shrouding attendees in a swirling storm of sand and tire smoke. It was only fitting that the ride of a lifetime that began in Milwaukee with a Harley-Davidson burnout end in Sturgis with a double Harley-Davidson burnout.

Harley Davidson Brick RideWily readers might be questioning how we fit 75 bricks onto only seven motorcycles. The truth is, we didn’t, although we probably could’ve used the added weight for traction. Before leaving Juneau Avenue, we were each given one brick to steward from the site of the original factory in Milwaukee to the Rally Point in Sturgis, the rest were in the truck, and handed out to the brave few riders who joined us. Ceremoniously, the riders and support truck drivers gathered in a circle and dropped our bricks into the dirt that would soon be their final place of honor.

It was truly an epic ride, one that, in certain ways, took 75 years to accomplish. And we seven riders helped lay the foundation, one brick at a time. AIM

This article originally appeared in American Iron Magazine issue # 325, published June 2015. To order a back issue of this or any other issue of American Iron Magazine, visit Greaserag.com.
 
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TECH: S&S 107″ Cam & Cylinder Kit (Intro)

Our opening shot shows our 2012  Heritage Softail up on Kenny’s lift with the exhaust and top end removed. The gas tank is lifted, and the gearcase section is emptied, except for the oil pump. The pinion shaft runout has also been checked and is below the required 0.003" maximum

Our opening shot shows our 2012
Heritage Softail up on Kenny’s lift with the exhaust and top end removed. The gas tank is lifted, and the gearcase section is emptied, except for the oil pump. The pinion shaft runout has also been checked and is below the required 0.003″ maximum

Our Heritage gained 28 hp and 27 ft-lbs. of torque!

Captions and photos by Chris Maida

Harleys are built to cover some serious mileage. But even the most babied engine is going to need a top end rebuild at some point, although readers of this magazine probably don’t fall into that category. When it comes to the world of Harley-Davidson, anything you want to do has a bunch of different options. So when our high-mileage 2012 TC 103 Heritage Softail started hinting at a new top end, we examined a few of the options. The first, of course, is to rebuild it back to stock specs. Option B is to increase the engine’s displacement and throw in a hotter set of cams. Okay, so our only real options were how big and how hot.

Since the still-young Heritage sees lots of time out on the road, reliability and manners are just as important as power output. For that reason, we turned to the legendary S&S Cycle in Viola, Wisconsin, for a 107″ cylinder kit (#910-0479/$929.95) and its gear-driven HP103GE Easy Start camshafts (#330-0354/$824.95). The wrinkle black, 11-fin cylinder kit fits 2007 and later Big Twins. (No worries Twin-Cooled model owners! S&S has a kit for you, too.) The 3.937″-bore cylinders are the largest size that can fit in stock, unmodified engine cases. That means no machining is necessary, and you can achieve the maximum bore size with minimal effort. The S&S cylinders are also the same height as stock, which, again, makes this an easy install. The centrifugal-cast, gray iron liner and the included 4.937″, 4-3/8″ stroke CP pistons provide excellent wear and noise characteristics and performance. The fin area is increased for better cooling performance over stock cylinders. The cylinders are also available in a silver powdercoated finish, which also matches stock H-D engine finishes. The kit includes gaskets and piston rings, wristpins, and wristpin clips.

With the Heritage Softail’s new displacement, a set of performance cams is necessary to get the most out of the Beta motor. The HP103GE Easy Start camshaft is what S&S calls a “horsepower cam.” However, different intake and exhaust systems can turn the engine into more of a torque monster with a bit less top end. These are actually bolt-in cams, so no modifying of the cam compartment is necessary, a recurring theme with this S&S project. Since the heads and rocker boxes were off the bike when we installed the cams, there was no need to even order a set of pushrods; the stock ones slid right back into place! Of course, besides their high-performance profile, these are gear-driven cams. This means no more chain tensioners (great news for this high-mileage rider), but it also means a longer lifespan for the parts, and a more secure connection inside the engine’s bottom end.

For a tuner, we went with TechnoResearch’s Harley-Davidson (Delphi) 2 (#TR200053-M01-U/$638) tuner. We’ve worked with the TR quite a bit on a handful of different bikes, and it delivers flawless tuning every time. The USB port key allows for multiple reflashes on a single motor­cycle. Our choice for this build is a TechnoResearch DirectLink Flash Tuner. This module allows you to alter the fuel table, spark advance table, and other calibration table values. You can also get real-time fuel table and spark table cell tracing. The DirectLink (Flash-Tuner) communicates directly to the stock EFI module, so there’s no wiring changes or additional modules to install.

As reliable and easy to install as the S&S Cycle cylinder and cam kits are, they provide some majorly impressive numbers on the dyno. The 103″ Softail’s baseline runs yielded 68.9 hp and 87.6 ft-lbs. of torque. After tuning, the Twin Cam puts out 97 hp and 114.9 ft-lbs. of torque! That’s a 40 percent increase in horsepower and a 31 percent increase in torque. What’s really cool is that the same S&S kits also work on 96″ Twin Cams, delivering the same final output numbers. So if you’ve got a 96-incher, you can expect those percentages to be even higher, which makes your dollar-to-power ratio even higher as well!

When it comes to high-performance Harleys in the New York area, Rosa’s Cycle is the place to go. Andrew Rosa lent his skill and expertise to our S&S-equipped Heritage Softail, and the power numbers speak for themselves. Follow along as he takes us step by step in the accompanying photos and captions to see exactly how the experts do it. AIM

……….

Sources

Rosa’s Cycle Shop
631/424-4955
RosasCycle.com

S&S Cycle Inc.
866/244-2673
SSCycle.com

TechnoResearch Inc.
248/658-1800
TechnoResearch.com

Like what you see? The full article with all 25 steps, dyno chart, Tips & Tricks, and tools needed, 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.
 
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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.
 
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No More Motorcycle Gas Pains?

buzz-headshot

SHIFTING GEARS by Buzz Kanter, Publisher

SHIFTING GEARS, by Buzz Kanter, Publisher

I was riding streetbikes in the 1970s when the first gas and oil crisis hit America.  If you’re of a certain age, you probably can recall the OPEC embargo and subsequent gas rationing that followed. Our government decided for us that we had to line up for hours at gas stations to fill up our tanks. To handle the high demand for the low volume of available gasoline, our odd- or even-numbered license plates determined what days we could buy gas.

That was the first time I recall the experts predicting a mass migration from huge gas-guzzling American cars to more fuel-efficient motorcycles. From that time on, whenever we experience significant spikes in gas prices we also hear the chorus of experts predicting more motorcycle riders. But the reality is, for whatever reason, something else happens.

So now America is blessed with the opposite situation in terms of available fuel. Gas prices are down — way down — because supply is up. Should we expect the so-called experts to predict fewer motorcycles on the road? Not at all. So what’s going on here?

I’m convinced that most people, at least in North America, do not ride motorcycles for the fuel efficiency, especially when the electric and hybrid cars use less gas and oil than even the most frugal motorcycles. Are electric motorcycles in our future? You bet. They are offering some fast and terrific-looking machines, but I don’t feel their sales will hit critical mass until battery technology improves significantly.

However, I’m convinced that most people buy motor­cycles, especially big traditional American-built bikes with V-twin engines, because they are fun to ride. We all have our own reasons why we ride, but I’d bet my 1948 Panhead that, for many of us, it’s for fun and the feeling of freedom on the road.

Indian-Rally-ad-2015Ride With Us
We like to meet our readers, plus we like to ride, so this is the best of both worlds. Our next event is our Motorcycle Kickstart Classic, which is slated for the last weekend of May in Maggie Valley, North Carolina. It’s open to all makes, models, and age motorcycles, but we insist that electric-start bikes ride at the back of the pack to pick up any parts that fall off the old bikes up front. All riders and passengers must register in advance. Details at AIMag.com.

Then on June 20, we head to Ham Lake, Minnesota, for the Patriot Ride (ThePatriotRide.org), a relatively new, but fast-growing ride and bike show. Our magazines will sponsor the bike shows and, we plan to feature some of the bikes in our pages.

Sturgis
did you know the sturgis rally began in 1938 as a local race put on by Indian Motocycle dealer Pappy Hoel? We will celebrate the 75th Sturgis Rally with a couple of rides and rally highlighting Indian motorcycles — old and new — and hope you can join us in the fun.

My close friend Mike “Kiwi” Tomas will lead a five-day ride from SoCal to Sturgis in memory of his son Ross Tomas. He welcomes everyone to join along regardless of what you ride.

For more info please contact Info@KiwiIndian.com. I will be leading another group of classic and modern bikes on a three-day back road ride from the National Motorcycle Museum in Anamosa, Iowa. The pace and roads will be “old bike friendly.” Latest info at AIMag.com or on our Facebook page. The focus for both rides will be classic and modern Indian motorcycles (in respect to the founders of the Sturgis Rally), but riders of all years and makes of motorcycles are welcome to join us on the road.

In addition, we have created a free event at the Buffalo Chip on Tuesday, August 4th, for all Indian motorcycles (new and old) and other classic American motorcycles. A full-fledged bike show and free field events. You will kick yourself if you miss this, so mark your calendar and plan to be at The Chip during Sturgis’ 75th rally. More details next issue.

Ride safe, ride smart, have fun.

Buzz

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AI Garage Install: Daymakers (Intro)

01 Opener_7633

The washers that come with the Daymaker headlight are only used with the Road Glide installation.

The washers that come with the Daymaker headlight are only used with the Road Glide installation.

Night And Day

Harley-Davidson Daymaker LEDs

text and photos by Tricia Szulewski

Dave Buerk isn’t just a fan of motorcycle safety; he’s actually a chief instructor for the Connecticut Rider Education Program (CONREP). To say that he does everything possible to make his ride a safe one is a monumental understatement. So when Harley came out with its vastly improved LED lighting for its Project RUSHMORE 2014 baggers, Daymaker, Dave read the reviews and promptly ordered a replacement headlight and fog lights for his 2009 Harley-Davidson FLHTCU Ultra Classic Electra Glide. Specifically, he purchased the Daymaker Reflector LED headlight (#67700173/$424.95) and Daymaker Reflector LED auxiliary lights (#68000075/$359.95).

Step 1: Dave removes the accessory chrome headlight trim ring with a Phillips screwdriver and puts it aside for reuse.

Step 1: Dave removes the accessory chrome headlight trim ring with a Phillips screwdriver and puts it aside for reuse.

Dave is an exceptional rider, admirable coach, and all-around good guy. But a handy wrench, he is not. That said, he tackled the installation of the Daymakers like a pro. Armed with only the few tools needed and a well-lit garage, Dave had the new plug-n-play lighting installed and running in about an hour and a half. And that includes time spent cleaning all the exposed nasty dirt when taking parts off the bike, pausing for pictures, and documenting each step.

The Daymaker LEDs imitate natural daylight by producing a bright-white color. Comparing them to the stock halogens, it’s a no brainer how much cleaner the light is. The headlight works by distributing two separate rays of light through two D-shaped lenses. The low beam shines light directly in front of the bike while the other projects a super-bright, focused high beam.

01 before-after

Before (left) with Daymakers (right)

 

To read the full 21 steps on how Dave Buerk installs Harley-Davidson Daymaker LEDs, the issue is on newsstands NOW!

 

For a digital delivery, click here.

 

Motorcycle Life Cycles?

buzz-headshot

SHIFTING GEARS by Buzz Kanter, Publisher

SHIFTING GEARS, by Buzz Kanter, Publisher

Most of us go through what i might call motorcycle life cycles.You know, those times in our life when we are fortunate enough to get another motorcycle. Typically, we go through a similar routine in the lead-up to buying our next motorcycle.

Fantasize. Come on, we all do it. You fantasize about what motorcycle you’d buy if you won the lottery. Inspiration comes from everywhere — magazine articles, riding buddies, or something you saw on the road or Internet. Your fantasy might be a shiny new model, something you’ve lusted after for years, or a cool classic like the one your uncle used to ride.

Research. Okay, so you didn’t win the lottery, but you’re in a position to buy a motorcycle in the near future. I’ve never understood those people who walk in and buy a motorcycle right off the showroom floor just because they like the way it looks. For most of us, a motorcycle purchase is a major event worth researching before we commit that kind of money.

Shop. There are so many ways to shop for a motorcycle. Franchise dealerships, used bike shops, eBay, craigslist, word of mouth, and auctions to name a few. Hopefully, you did your research to know what you like, and roughly how much you should pay for it. This applies to the motorcycle and to the accessories that come with the bike or that you want to add.

Riding. This is my favorite part. If you did your research right you got a great motorcycle that you look forward to riding — a lot. Some people take great pride in cleaning, polishing, and shining their bike. I much prefer to spend that time in the wind.

Customizing. Some riders keep their motorcycles 100 percent bone-stock as they rack up the miles. And that’s fine for them. I prefer to customize my bikes to my taste. I prefer saddlebags on most bikes as I like to carry tools, a rain suit, and extra riding gear when on the road. Others like tall handlebars, wild custom wheels, or powerful sound
systems. To each his own.

More riding. After all is said and done, we do it all for the riding. You decide how much to customize your ride, and, over time and miles, your tastes could change. No matter what, though, motorcycling is all about the riding. And that’s the motorcycle life cycle.

All DIY & Harley Tech Magazine
we get a lot of compliments and requests for more tech and DIY articles. Most riders are natural tinkerers, and our machines are fun and easy to tinker with. In response, we created a magazine called American Iron Garage. We published our first issue, for the newsstand only in 2011, and it sold better than expected.

These all-tech magazines are a lot of hard work to produce, but this year we will publish three issues of the all-tech American Iron Garage and invite you to be a part of it. Did you and your pals do the work customizing or restoring your bike? Is it magazine-worthy? We are looking for garage-built bikes to feature. Before-and-after photos of your bikes are popular, too, so please send well-lit, in-focus photos to us at Garage@AmericanIronMag.com along with a brief description of what you did and how we can reach you.

The next issue of American Iron Garage goes on sale April 7. To keep your costs down, it is not included in your American Iron Magazine subscription. You can buy a print copy at most stores or a digital version at Zinio.com.

Ride safe, ride smart, have fun.

Buzz

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