Day 3 Motorcycle Cannonball – American Iron Report

This event for 1916 or older motorcycles to ride across the US from Atlantic City, NJ to Carlsbad, CA looks to be the toughest one yet. The first Motorcycle Cannonball (2010) was for 1915 and older bikes from Kitty Hawk, NC to Santa Monica, CA. The second one was in 2012, for motorcycles 1929 and older, from New York to San Francisco, CA. And the third one was Daytona Beach, FL to Tacoma, WA for up to 1936 motorcycles.

Motorcycle Cannonball riders do whatever it takes to get in the miles each day, including pushing up the underpowered Class I bikes up the steeper hills.

Motorcycle Cannonball riders do whatever it takes to get in the miles each day, including pushing up the underpowered Class I bikes up the steeper hills.

This year, the age of the bikes was dropped back to 1916 or older, so all motorcycles are at least 100 years old. Scoring is pretty basic, the rider gets a point for every mile he or she (3 women riders started the event, including American Iron Magazine columnist Cris Sommer Simmons) rides on the course and during the allocated time. If the bike is picked up and trailered 15 miles, he or she loses 15 points. In take by 10 minutes at the end of the day – you lose 10 points.

Bill Rodencel is riding a boardtrack-styled Class II Harley with 2 cylinders and a single speed.

Bill Rodencel is riding a boardtrack-styled Class II Harley with 2 cylinders and a single speed.

Class I bikes are single-cylinder, single-speeds, Class II is multi-cylinder single-speeds, and Class III is multi-cylinder and multi-speed transmissions. In the event of a tie, the older bike scores higher, then Class I beats Class II and Class II beats Class III. If there is still a tie, the older rider scores higher than the younger one.  Got it?

This year’s event has been the most challenging yet with many seasoned riders already dropping out of the event with mechanical problems they can’t fix. Typically the riders fix the machines on the side of the road or at the host hotel’s parking lot at night. One of the biggest issues here is the lack of available parts for bikes this old, and many of the riders wanted the edge of older machines if possible as they score higher.

Second place (at the end of Day 3) Frank Westfell rolling the day's route sheet into the route holder on his 1912 Henderson. Each rider gets the next days route and needs to load it on his or her

Second place (at the end of Day 3) Frank Westfell rolling the day’s route sheet into the route holder on his 1912 Henderson. Each rider gets the next day’s route and needs to load it on his or her “1916 GPS.” Electronic maps and devices are not allowed.

At the end of Day 3 of the 2016 Motorcycle Cannonball, the top 5 riders, in order, are:

#1 Dean Bordigioni on a Class I 1914 Harley

#2 Frank Westfall on a Class II 1912 Henderson (he is reported to have bounced off an 18-wheeler truck yestarday but got in with full points)

#3 Mark Loewen on a Class II 1912 Excelsior

#4 Bryne Nramwell on a Class II 1913 Henderson

#5 Fred Wacker on a Class II 1913 Indian.

Of the 89 machines to officiall start the event this year, only 27 are still holding full points at the end of Day 3.

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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Garage Season And Daytona Madness



SHIFTING GEARS, by Buzz Kanter, Publisher

Is it just me, or is february the most challenging month for most motorcycle riders? Daytona Bike Week is still a month away. By now most of us Northerners have parked our bikes for the winter, and we’re itching to get back on the road. I know I am. In the meantime, if we’re lucky enough to have a heated garage or shed, we can spin wrenches and dream about spring riding.

I consider myself fortunate to have a heated work space that can hold several motorcycles and projects. No matter how many hours I spend in the garage wrenching during the riding season, I never seem to get far enough down my “to-do” list.

I’m not complaining as this is my passion, but sometimes I need to stop what I’m doing, step back from the workbench, take a deep breath, and reprioritize my winter projects. Know what I mean?

Entry-Level Motorcycle Choices
Most riders probably didn’t start their riding days aboard Harleys or Indians. Many of us had our first motorcycle experiences on small-displacement imports. Perhaps on a Honda, Triumph, Cushman, Hodaka, or Ducati. Most likely those bikes had single-cylinder engines that we had to kickstart before we could ride.

Anyone interested in an American entry level or “learner’s bike” in the last decade or so has not had many choices other than the short-lived Buell Blast and a few others. So what do you do when your friend, kid, or neighbor tells you he wants to learn to ride? Few of us want to loan our pride and joy to someone who’s never ridden a motorcycle before. Too many things to go wrong, especially on a full-size bike.

It appears that the big American manufacturers recognized the need of entry-level models and have been hard at work expanding new-rider options. Harley started with the Sportster Low models a couple of years ago, before adding the 500 and 750 Street models. Indian came out with the Scout about a year ago, and recently unveiled the new 2016 Scout Sixty (see Dain’s ride review on page 72), and now rumors are stirring that Victory has a small-displacement entry-level bike in the works. Good news indeed!

Daytona Madness?
One of the most exciting and lethal forms of motorcycle racing was boardtrack racing, popular more than a century ago. Those daredevils would race around crudely built wooden boardtracks at speeds over 100 mph. OK, so that doesn’t sound so fast when compared to fast street bikes today. But consider that those early rigid-framed race bikes didn’t have brakes, clutches, transmissions, or more than an inch of fork travel. Basically, a boardtracker was little more than a fire-belching engine stuffed into a bicycle frame.

If this sounds like fun to you, plan to join a handful of moto-loonies at the new Sons of Speed event. Billy Lane, the mastermind behind this madness, is handcrafting less than a dozen similar boardtrack race bikes with various 1000cc antique motorcycle engines to be raced at the New Smyrna Speedway  just south of Daytona Beach. We (yes, I will be piloting a Harley-powered race bike) have practice scheduled on Friday, March 11, with racing on the docket the following day. Keep your fingers crossed and wish us all luck. I’m still trying to figure out how on earth I got wrangled into this madness. Maybe it has something to do with these long, cold winter months.

Ride safe, ride smart, have fun.


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American Iron Magazine 5 Simple Ways To Improve Your Harley, Indian or Victory Today

Yes, it is winter season and many of us can’t ride our Harley, Indian or Victory motorcycle until the weather improves. But that doesn’t mean we can’t spend some time with our motorcycles to make them better for now and for those spring rides.

Here are 5 simple things from the team at American Iron Magazine you can do today to your Harley, Indian or Victory motorcycle to make it better.

  1. CLEAN MACHINE Take an hour or two to carefully wash and wax your bike top to bottom and front to back. This includes all painted, plated and chrome surfaces.  Besides making the bike look better, you are removing baked on dirt and crud that holds moisture that could lead to rust.
  2. SAFETY CHECK Now that your motorcycle is clean, give it a safety check. Look for worn or loose items like tires, wiring and connections, suspension, final belt drive (or chain) and hardware. Now is a good time to fix or replace what is needed for a safe, dependable and fun ride.
  3. ERGONOMICS Put your bike on a stand or lift and sit on it as you would when riding. How are the ergonomics and feel of the bike when stationary? Do you like where your handlebars are or would you be more comfortable sliding them forward or backward a few inches? How about the clutch and brake levers – would they feel better up or down a little? How about your shifter – up or down for a better feel. Most of these adjustments are simple and can be done in a few minutes. Just be sure everything is tight and proper when finished.
  4. LEVELS Check your tire pressure and oil levels. If they are low now is a good time to top them off to factory spec. Sounds simple enough, and it is.
  5. BATTERY Maintain and charge your battery. If you have not ridden your motorcycle in a while, it’s a good idea to check it out. Check the acid level of the cells and top off with fresh distilled water if needed (Not necessary with a newer sealed battery) check and clean the terminals. Then hook up a smart battery charger to top off the charge. You’ll be glad you did in the spring.

This free advice is brought to you by American Iron Magazine, the world’s best selling American V-twin magazine.

Published 13 times a year (a new issue every 4 weeks), you can subscribe to American Iron Magazine in PRINT or in DIGITAL by clicking on the links.




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
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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
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AI Garage 1930s Harley VL and Sidecar Sneak peak (Video)

AI-Garage logo 1The crew at American Iron Magazine recently rescued this 1930s Harley VL and sidecar, which had been sitting in a basement for 10 years, and brought it over to Retrocycle to get her all back up to snuff for a story in a future issue of American Iron Garage, the all-tech, all-DIY Harley magazine special.

“It’s over painted, over chromed, and has wrong year parts,” says American Iron Magazine/Motorcycle Editor-in-Chief Buzz Kanter about the VL. “It hasn’t been started in years. We do know the motor is a 1930, but there are questions about what the other parts are.”

The bike will be featured in the Summer issue of Garage. The article will show readers how to get an old bike back on the road by noting what the crew at Retrocycle do to make this classic motorcycle ridable again. The Summer issue, the second of three Garage installments for 2015, hits newsstands 6/15.

The Spring issue is currently on newsstands and is also available via digital delivery on

Watch the video below as Buzz shows us the current state of the bike.

Retrocycle is located at 1 Mars Ct. Unit 3, Boonton, NJ 07005.

Classic 1936 Harley VLH Motorcycle Cannonball Bike

How much do you know about a 1936 Harley flathead motorcycle? A short walk around with Buzz Kanter of American Iron Magazine for his 1936 Harley VLH motorcycle during a brief stop while breaking in the recently rebuilt engine. Less than 2 months before the start of the 2014 Motorcycle Cannonball ride – 4,200 miles from Daytona Beach FL to Tacoma, WA.

Made In America?



SHIFTING GEARS by Buzz Kanter, Publisher

We at American Iron Magazine join a growing list in the motorcycle industry committed to, no, make that obsessed with, made in America. I recently posted a question on the American Iron  Magazine Facebook page asking “If you ran Harley, what would be the first thing you’d change?” The most consistent response, by a large margin, was to bring Harley’s manufacturing back to America.

Many people replied how much they hated seeing “Made in China” on the labels of Harley goods. When I followed up the Facebook posting by asking how much more would they pay for the same products made in America, I was surprised by the replies. About a third would pay 20 percent more, and about half felt the prices were too high already and should be the same when made in America.

On a separate, but related topic, Harley recently unveiled the new liquid-cooled 500cc and 750cc Street motorcycles. First shown in Italy at a huge European motorcycle trade and consumer show (a first for Harley), we were told these Harley-Davidsons are manufactured in India. Many long-term Harley enthusiasts were shocked. We questioned Harley-Davidson if there are plans to move more manufacturing overseas. We were told the small displacement Harleys built in India are for foreign sales only, and that all Street Harleys sold in America will be made in America.

Thank goodness. As the owner of this magazine, I understand some of the financial pressures Harley must be dealing with. However, I feel that some financial decisions shouldn’t be made just by the accounting department, especially when it comes to an American icon like Harley-Davidson. Know what I mean?

“Orphan” American Motorcycles 

In the early 1900s, there were more than a hundred motorcycle manufacturers in America. How many can you name other than Harley, Indian, Crocker, and Excelsior?

If you find the history and motorcycles of that time interesting, you should check out the Amelia Island Concours d’ Elegance on Sunday, March 9. This world-class car show in Florida will be featuring an invitation-only display of “orphan” American motorcycles. I usually spend the day at this event with some friends, including Arlen Ness, John Parham, Paul Ousey, and Jim Kelsey. For more information, visit

Disappearing Magazines

Some will blame the internet. Others the tough economy or lack of time to read print. Whatever the reason, you might have noticed fewer motorcycle magazines in stores. If not, you will soon. For reasons I won’t go into here, the traditional magazine store delivery system is under massive financial pressures. Unfortunately, there is a good chance some of the smaller and independent magazines will disappear from the newsstand, and even the bigger ones will become harder to find. If you enjoy this magazine and want to continue reading it, you should consider signing up for a subscription (print or digital online). In addition to making sure you get every issue of American Iron Magazine (13 times a year, one every four weeks), you will save a lot of money. You can continue to pay $6.99 per issue for more than $90 a year. Or you can pay around $27 a year (less than the cost of four issues) and get all 13 issues delivered to your door.

Plus, all subscribers are automatically entered in our 25th Anniversary Sweepstakes to win a new Indian motorcycle, S&S Cycle engine, or a $1,000 gift card from Dennis Kirk (one given away every four weeks), and more. See page 124 for the details.

Ride safe, ride smart, have fun.


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This article originally appeared in issue #306 of American Iron Magazine, published in March 2014.

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