American Iron Magazine 322 - 2015 USA

US

$6

.99

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ISSUE 322ON SALE UNTIL 4/28/15

WORLDWIDE LEADER IN V-TWIN PARTS SINCE 1968

Additional photos and complete parts list: dragspecialties.com/bike-builds

Connect with us online to stay current with catalogs, events and bike-builds. And look for the Drag Specialties logo at your local dealer for the finest V-Twin parts & accessories.

DISCLAIMER: The California Air Resources Board (CARB) does not permit the use of aftermarket emission-related part(s) that alter the performance of OEM emission-related devices unless CARB has issued an Executive Order, other than

on racing vehicles on closed courses. Check your local laws and manufacturers information.

ARLEN NESS: Ignition Switch Cover, Gas Cap, Oil Dipstick, Frame Grille and Engine Link

AVON: VENOM Tires

DANNY GRAY: LOWIST Seat

KLOCK WERKS: Saddlebag Hinge Inserts, Saddlebag Extensions, SPADE Tail Light, The ONE Rear Fender, BENCHMARK Front Fender (modified), 10" KLIP HANGER Handlebars, Vent Screen Kit, Sport FLARE Windshield, DOUBLE BACK Headers and WFB Mufflers

LEGEND SUSPENSION: 12" REVO Coil Shocks

LINDBY: Highway Bar (prototype)

PERFORMANCE MACHINE: CONTOUR Floorboards & Footpegs, 4-Piston Calipers, DRIVE Rocker Boxes & Engine Covers and DIXON Wheels & Rotors

ROLAND SANDS DESIGN: TURBINE Air Cleaner

dragspecialties.com

2015 ROAD GLIDE CUSTOMIZED BY

KLOCK WERKS

DEPARTMENTSSTAFF BOX 12, 14

SHIFTING GEARS 18

TAKING AIM 20

QUOTED & NOTED 22

SAFETY SKILLS 28

PROTECT YOUR RIGHTS 30

AMERICAN MOTORCYCLE GIRL 32

LETTERS 34

SNAPS 126

WIDGETS 136

CYCLEMART 150

AD INDEX 152

MEMORIES 154

8 AMERICAN IRON MAGAZINE ISSUE #322 AIMag.com

118 SPORTSTER CORNER: MORE IRONHEADCLUTCH ISSUES &BRAKE FLUID

78 CCC RIDERFinlands Jussi Lindgrenhammers out a sweet,street-ready Shovel

92 READERS RIDE: THE BEASTS DUALITYRon converts his 1975Shovel into a trike

HOT XL

84 TRIBUTE SPORTSTER A brothers vision comes to fruition

108 SHEET METALMAGIC IThe Perewitz crew showshow to widen and mount anew front fender blank

52 Southpaw

RIDDEN & REVIEWED

58 2015 H-D STREETGLIDE SPECIAL Well, isnt this special?

Contents Issue #322

HOTTEST CUSTOM IRON

52 SOUTHPAW An ironworkers rat ride

64 BEEN A LONG TIME COMINGPooles drop-seat bobber

64 Been A Long Time Coming

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Page 98 Page 118Page 102 Page 108

NUTS & BOLTS

40 HOW IT WORKS:INSURANCE ESSENTIALSAn insiders guide to thecoverage you need

46 TECHLINE:IRONHEAD REPAIRPart II: Lapping valves,multiangle valve jobs, and porting

98 A BIKERS DOZENHeres a list of what you should check beforetaking your first ride of the season

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SUBMISSIONS: AMERICAN IRON MAGAZINEwelcomes unsolicited material, but cannot be held responsible for its return unless accompanied by a

self-addressed stamped envelope. All submissions are subject to editing. All letters will be

considered as unconditionally assigned for publication and are subject to editing.

PERMISSIONS: Material printed in this publication may not be reproduced in any form without written permission.

Requests should be directed to Buzz Kanter. AMERICAN IRON MAGAZINE is published by

TAM Communications Inc., 1010 Summer Street, Stamford, CT 06905, 203/425-8777, FAX 203/425-8775,

AIMag.com. PRINTED IN THE U.S.A.

EDITOR-IN-CHIEF Buzz Kanter

EDITOR Chris [email protected]

ART DIRECTOR Charles W. Queener

ASSOCIATE EDITOR Tyler GreenblattASSISTANT EDITOR Steven Wyman-Blackburn

LOST IN SPACE Sam Whitehead CLASSICS EDITOR Jim Babchak

WOMENS POV EDITOR Cris Sommer Simmons ONLINE MANAGER Matt Kopec

COPY EDITOR Keith Blair Powell

DESIGNERS Matt Kopec Tricia SzulewskiCONTRIBUTING Charley Charles, Eric Ellis,

WRITERS John Frank, Dain Gingerelli, Jeff Hennie, Tom Johnson, Joe Knezevic, Donny Petersen, Tricia Szulewski, Dan Umstead, Greg Williams CONTRIBUTING Ron Bruce, Markus Cuff,

PHOTOGRAPHERS John Frank, Dain Gingerelli, Hillbilly Jethro, Joe Knezevic, Siwer Ohlsson, Donny Petersen, Dino Petrocelli, Tricia Szulewski, Nate Ullrich, Mark Velazquez

POWER PRO HP 2-INTO-1 SYSTEMIts easy to make a noisy exhaust. Just ask any back-yard mechanic. And though our Cobra exhaust sounds LQFUHGLEOH LWDOVRGHOLYHUV WKHEHVWSRVVLEOHSHUIRUPDQFH

A D V E R T I S I N G D E P A R T M E N T203/425-8777 FAX 203/325-2254

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A D V E R T I S I N G C O O R D I N A T O R Nicole Hart

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P R E S I D E N T/ P U B L I S H E R Buzz Kanter

S E N I O R V I C E P R E S I D E N T/ Gail Kanter A S S O C I A T E P U B L I S H E R

C H I E F O P E R A T I N G O F F I C E R Terry OBrien

C O N T R O L L E R Charlene Grenier

C R E A T I V E D I R E C T O R Charles W. Queener

S E N I O R S T A F F A C C O U N T A N T Claudia Garavito

S T A F F A C C O U N T A N T Kathy Greco A D M I N I S T R A T I V E Rosemary Cafarelli A S S I S T A N T

This magazine is published with the understanding that the informa-tion presented is compiled from many sources and that there is nowarranty or responsibility on the part of TAM Communications Inc.,the publisher, staff, or contributors of American Iron Magazine as to

the legality, completeness, or accuracy of said information.

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SHIFTING GEARS

TRENDS AND FADS IN MOTORCYCLING HAVE COME

and gone so often since American Iron Magazine

was launched in 1989 that its hard to keep track.

Looking back, I realize how hard our team has

worked to identify and feature as manytrends as we could fit into these pages.Some, like long-fork choppers, never really go away. While others, like custom FXRs, have recently come onstrong after years of being dismissed,believe it or not, as looking too Japanese.

In addition to American Iron Maga-zine, our general-interest flagship title,we have published various magazineswith a specific focus: Hot XL, the all-Sportster magazine, Indian MotorcycleIllustrated, American Glory: 110 Years ofHarley-Davidson, and the tech-dominated American Iron Garage (whichwe have expanded to three issues ayear for 2015).

After several years of publishingAmerican Iron Motorcycle Bagger, we havedecided that everyone would be betterserved by our rolling it back into American Iron Magazine, its initial home.We dont feel its right that our readersmust buy both magazines to get all thebest editorial. Starting now, we will putall of the best articles, tech, and reviews bagger or not into American Iron Magazine and make it the best we possiblycan. Starting next issue, we will be adding a bit more bagger editorial and tech to AIM while still offering thewell-balanced mix we always have. If you were a MotorcycleBagger subscriber, we are rolling your subscription intoAmerican Iron Magazine. If you already have an AIMsubscription, we will extend it by the number of MB issuesyou still have coming.

Wish Me LuckSADLY, I MISSED DAYTONA BIKE WEEK FOR THE FIRST TIMEin many years. And whats worse, I wont be riding motor-cycles for awhile. It turns out that the pain in my rightshoulder from last years Motorcycle Cannonball is causedby a torn rotator cuff. This isnt something that will heal by

Magazine Changes, Surgery & A Classic Ride

BUZZ KANTERPublisher/Editor-In-Chief, American Iron Magazine

Buzz Kanter @BuzzKanter

itself, and the early-March surgery is followed by fourweeks in a sling and then several months of painful physicaltherapy. It could have been worse. Rather than dwell onthis, Ill just say this means no riding until the summer.And, at least to me, that is worse than dealing with the sur-gery and recovery issues.

Motorcycle Kickstart ClassicSORRY FOR THE DELAY IN GETTING THIS

info out, but we have been pretty busyin the last few months. The first Motorcycle Kickstart Classic ride thisyear is planned for May 28-30. It startsand ends each day at the WheelsThrough Time museum in Maggie Valley, North Carolina. Were tryingthis format, which is a change from thepast when we were in a different towneach evening. This time, there will be anumber of great routes to choose fromeach day, and we all return to the festivities at the museum each evening.

As in the past, this event is designedfor riders of classic (kickstart) motor-cycles, so the pace is more relaxed, andthe routes are well worth riding. Riders of all makes and models arewelcome. Kickstart motorcycles rideup front, and those with newer bikeswill ride in the back so they can pickup any parts that fall off.

All riders and passengers must register for this event ($100 each, including a reception dinner, event T-shirt, museum admission, and other

goodies). You can register at AIMag.com or call Rosemaryat 203/425-8777 ext: 114.

Ride safe, ride smart, have fun.

Sadly, I missed DaytonaBike Week for the first

time in many years

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STROKERS! BACK IN THEday, these engines ruledthe open road, as well asMain Streets all acrossAmerica. Making an en-gine a stroker was adrastic modification thatinvolved using the fly-wheels from a differentmodel engine to in creaseyour motors displace-ment in a big way. As Istated in my last col-umn, boring out thecylinders to gain a fewextra cubic centimeterswas a common way toget a little more power,but you gained cubicinches by stroking it!

The flywheels in aHarley-Davidson enginechange the up and downmovement (stroke) ofthe pistons into the rotat-ing motion needed toturn the engine sprocket and, eventually,the bikes rear wheel. An engines strokeis measured from the lowest point of thepistons travel in its cylinder, its BottomDead Center position (BDC), to thehighest point of its stroke, its Top DeadCenter position (TDC).

The location of the crankpin in theflywheels is what determines the en-gines stroke. To increase the strokeand, therefore, increase the lengthcomponent of the swept volume for-mula we covered in the last issue, youswap out the stock flywheels for a setthat has the crankpin located fartherout from the flywheels center.

Back in the 1940s, 50s, and early60s, the most common way to strokeyour Knuckle or Panhead was to usethe flywheels from an 80" H-D flathead.You see, this engine has 4-1/4" strokeflywheels. The 74" versions of theKnuckle and Pan have 3-31/32" strokeflywheels, so this modification made thepistons travel over 1/4" farther in the

Chris MaidaEditor

TAKING AIM

Increasing Engine Size IIcylinders (about 1/8"farther up and 1/8" far-ther down) due to thecrankpin location. Thisboosted the displace-ment from the enginesoriginal 74" to 80", sincethe bore of the cylindersis the same (3-7/16") inall these engines.

In late-1978, TheMotor Companyjumped onto the 4-1/4"bandwagon and startedoffering an 80" Shovel-head alongside its 74"models. The more pow-erful 80" (4-1/4" stroke)engine proved to be asdependable as the 74"(3-31/32" stroke) en-gine, so the 80" quicklyreplaced the 74" version.When the 80" Evo BigTwin was introduced in1984, it was equipped

with the popular 4-1/4" stroke.When the Twin Cam 88 engine ver-

sions were introduced, both came witha 4" stroke, which is just 1/32" (0.031")longer than the 3-31/32" stroke that 74"Knuckleheads, Pans, and older Shovelshave. When the H-D engineers de-signed the Twin Cams, they did soknowing these engines needed to bestrong enough to easily handle theScreamin Eagle big-bore and strokerkits that were to shortly follow.

Of course, there comes a point whenincreasing the stroke creates unwantedresults, and thats what well cover inanother issue.

See you on the road,

The location ofthe crankpin inthe flywheels iswhat determines

the enginesstroke

Chris Maida


Three Garage SpecialsAMERICAN IRON MAGAZINE WILL BE RELEASINGthree installments of its American Iron Magazine Garage specialsfor 2015. The first one is only a few days away, hitting news-

stands on April 7! Chockfull of articles, exclu-sively concerning allthings tech for the do-it-yourself Harley rider, thefirst Garage issue fea-tures, as always, onlygarage-built custombikes by your averageJoe along with mainte-nance and install piecesyou can tackle in yourgarage. AIG specials are a newsstand-only publi-cation, so check it out by

going to your local newsstand provider like Walmart orBarnes & Noble. Find out all the latest news about the upcom-ing issues of Garage at AIMag.com and via our Facebook page.

QUOTED & NOTED

H-D & Sturgis Sign 75-year AgreementIN THE SPIRIT OF THIS YEARS 75TH STURGIS MOTORCYCLE RALLY, Harley-Davidson and Sturgis, North Dakota, city officials are finalizing a 75-year-longagreement, which will make The Motor Company the official motorcycle of the Sturgis Motorcycle Rally with an initial term and renewals up to and running through 2090.Harley-Davidson unveiled the deal by removing a brick from the historic factory entrance

using a 2015 Street 750. That brick,alongside a brick from the Harley-Davidson Museum, and 73 bricksfrom the headquarters famous motorcycle-only parking area, willbe delivered to Sturgis on Harleyswhere they will be integrated into apermanent plaza on Main Street inSturgis. The year-round location,which will be completed in time forthis years 75th rally, will be the official Harley-Davidson destina-tion. Remember, the Sturgis Motor-cycle Rally is August 3-9. To learnmore, go to H-D.com/Sturgis.

Kickstart Classics UpdateTHIS YEAR, WERE GOING TO SPICE

things up a bit by doing two Kick-

start Classics! The 2015 kickoff rides

will start and end each day (May 28-

30) at the Wheels Through Time

museum in Maggie Valley, North

Carolina. There will be a reception

dinner and party at the museum and

various rides and events. The second

ride will take place this summer in

the Iowa/Wisconsin area. Of course,

participants can expect great roads,

fun stops, and great people along

the way. Registration is $100 each

for rider and passenger with limited

registration, so get tickets now. All

makes, models, and years of bikes

are welcome, but riders of modern

motorcycles are asked to ride at the

back to pick up any parts that fall off

the vintage bikes. Registration

forms and information are available

on American Iron Magazine s

Facebook page and at AIMag.com.

Victory Factory RacingVICTORY MOTOR- cycles entered the world ofNHRA (National Hot RodAssociation) Pro Stock Motorcycle Drag Racingwith the creation of VictoryFactory Racing. Victoryseffort will be led by two-time World Champion MattSmith and his wife/co-riderAngie. NHRA racing allowsfans to get close to the ac-tion and watch as the teamsprep the bikes for the nextrun, and Victory will takepart by hosting hospitalityareas during the events.Learn more by going to VictoryMotorcycles.com.

877-WSCREEN or 708-343-0400a i m @ n a t i o n a l c y c l e . c o m www.nationalcycle.comT H E W O R L D S B E S T M O T O R C Y C L E W I N D S H I E L D S

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QUOTED & NOTED

2015 Buffalo Chip ChallengeNOW IN ITS FIFTH YEAR, THE 2015 BUFFALO CHIPChallenge, as part of the Buffalo Chips Student Build Program at Sturgis Brown High School, will feature two

teams, one led by JohnShope of Dirty Bird Con-cepts and the other by PaulYaffe of Bagger Nation. Forthis years challenge, the students will build a 2014Indian Chieftain and a 2014Harley-Davidson RoadKing. In addition to Shopeand Yaffe, other celebritybuilders will take part, including Dave Perewitz,Keith Terry, and Randy andNick Cramer. The 2015

scholarship program, which is now open to all Black HillsHigh School students, will provide three lucky studentswith $8,500 in scholarship funds. To learn more, go to BuffaloChip.com.

Spectro Sponsors Class of 79FOR THE SECOND CONSECUTIVE YEAR, SPECTRO PERFORMANCE OILS WILL BE THEcorporate sponsor for the AMA Pro Flat Track Rookie Class of 79 and Friends,an organization that raises funds for injured AMA Pro Flat Track riders andtheir families. The Rookie Class is dedicated to Wayne Rainey, CharlieRoberts, Tommy Duma, Ronnie Jones, Scott Parker, Jackie Mitchell, LanceJones, and their friends. Find out more by going to AMAft79.com.

AIM GlideWE HAVE RECENTLY BEEN APPROACHED BY Awell-known builder (who chooses to remain anonymous) tobe part of a history-making, limited-production motorcycle.With next year marking the 80th anniversary of the Knuck-lehead engine, our builder has decided to create a modelcalled the American Iron Magazine Glide, or AIM Glide forshort, in honor of that momentous year.

Based on any of the three Street Glide models available in2015, this new bike will be powered by a 122" engine (double that of 1936s 61") and will feature a Twin Camfront cylinder and a Knucklehead rear cylinder cast from anoriginal 1936 factory mold, this Knuckle-Twin Cam combo

being the perfect rendition of AIMs logo. Other specs include a patented, state-of-the-art paddle shift, eight-speedtransmission, and a proprietary prototype self-parking fea-ture, which, when activated, senses the bikes surroundingsand then perfectly and safely parks the vehicle every time.Other new-to-market features are hands-free, biker-boot activated saddlebag lids, radar-based collision warning system, and an airbag bubble, which deploys around thebike and rider in the case of an imminent impact.

Currently, the concept is in the working prototype bar napkin phase. Only 80 bikes, serial numbered from FLHAX1936 to FLHAX2016, will be offered AIMreaders for an expected delivery date of April 1, 2016. To secure your AIM Glide, you must e-mail [email protected] on or before April 1, 2015, fordetails on how to place a deposit.


QUOTED & NOTED

Motorcycle Fatalities DropTHE MOTORCYCLERiders Foundation (MRF)recently revealed a studymade by the NationalHighway Traffic SafetyAdministration (NHTSA),which shows a decline inmotorcycle fatalities in2013 from 4,986 to 4,668.This is the second year-on-year drop in motorcycle fatalities since 2009 andwas the largest percentageof all vehicle groups at 6.4percent. The number of alcohol-related deaths alsodropped by 117 (8.3 per-cent) as well as the numberof injured motorcyclistsfrom 93,000 to 88,000 (5.4 percent). Unfortu-nately, motorcyclist fatali-ties now take up 14 percentof the total fatalities. TheMRF believes that throughstrong rider education programs and awarenesscampaigns, this drop inmotorcycle fatalities cancontinue. For more infor-mation, go to MRF.org.

Evel Knievel Thrill ShowEVEL KNIEVEL, THE UNDISPUTED KING OF STUNT SHOWMANSHIP, WILLbe resurrected this August at the Sturgis Buffalo Chip during the Sturgis MotorcycleRally. Designated as the Evel Knievel Thrill Show, the event will consist of both an exhibitand an attempt at Evels infamous failed jump. Theexhibit, held in the Cross-Roads area from July 31 toAugust 8, will feature alarge collection of EvelKnievel curiosities, includ-ing the Skycycle, X-rays ofhis numerous broken bones,the famous Sports Illustratedleathers and cape, and theMack truck show rig Evelnamed Big Red. The en-trance fee, paid in advance,is $10. The big thrill, how-ever, will take place on Au-gust 6, where Evel Knievelsunsuccessful world-record, 22-car jump will be performed on the same bike, a 1972 Harley-Davidson XR750, by Doug Danger. The stunt will be held in the middle of the Sturgis Buffalo Chip amphitheater. To get tickets, go to BuffaloChip.com.

Bonhams Motorcycle AuctionCLASSIC MOTOR CYCLES GALORE WERE SOLDand showcased at Bonhams 2015 motorcycle auction in LasVegas. One of the big purchases included Steve McQueensformerly owned 1912 Harley-Davidson X8E Big Twin,which sold for $117,300. McQueens Indian Chief was alsoon display. Harley highlights include a 1938 EL Knuckle-head, 1942 WLA, and 1964 FL Duo Glide Panhead. For Indians, the auction included a 1913 Indian Model E Twinand 1914 Indian Twin. A 1916 Excelsior Big X and 1924Henderson Deluxe Four were also part of the auction. Toview complete auction results, visit Bonhams.com/Vegas.

AMA VintageDaysFOR 2015, THE AMERICAN MOTOR-cyclist Associations AMA VintageMotorcycle Days will take place July10-12 at the Mid-Ohio Sports CarCourse in Lexington, Ohio. Afundraiser for the AMA MotorcycleHall of Fame, Vintage Days featuresclassic motorcycles of all makes andstyles and honors the riders whomade them famous with activitiesincluding the AMA Vintage GrandChampionship, the American MotorDrome Wall of Death stunt shows,and more. AMA members who buytickets directly from the AMA beforeMay 29 will receive an exclusiveprice discount and not be charged aservice fee. Children 12 and underget in free with paying, supervisingadults. For more information, go to MotorcycleMuseum.org. AIM

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SAFETY SKILLS b y d o n g o m o

ONE OF THE GREAT PLEASURES OF RIDING IS

rolling on some familiar stretch of curvy, twisty

road. Whether its a group of tight technical

turns, long sweepers, or a combination of both,

the sensation of systematically leaningside to side with a flowing motion is afeeling that may be hard to describe unless youve been there. Words likeexhilarating and satisfying come to mind,yet one word that should usually appear doesnt: dangerous. With a highpercentage of single motorcycle crashesand fatalities occurring on curves, weneed to always consider that what maybring us joy can quickly turn otherwiseif not addressed properly.

The most basic of rider courses tothe most advanced ones stress one keytechnique: look through the turn towhere you want to be. As much as thisis always emphasized, the mentalprocess is sometimes hard to adopt.This is not a skill that can be taught, it needs to be developed over time torecognize the way to address thosepaved twists of paradise. Lookingthrough the turn and not at it is thefirst step to conquering an unwantedrisk. Using search, evaluate, execute(SEE) to distinguish the elements ofthe upcoming curve is vital. SEEingwhether it is a constant, increasing, ordecreasing radius is important, as isyour ability to look through the turn,or not (such as a blind turn), to setyourself up for success.

As part of setting up, keep in mindthat motorcyclists divide their lane intothree portions. If you consider that there are three primarymethods of addressing a turn, you can have a saddlebagload of options to safely and skillfully execute the rollingpavement. Proper lane setup along with speed adjustmentcan make it far easier to focus on other points. If you entera radius too slow, you can always adjust your speed as needed, but entering too fast may cause unwelcomedcomplications.

Once you have your lane placement and speed adjustedfor the curve ahead, dont stop SEEing; there are other

Working The Curvefactors to consider. You may need to take into accountcrowned roads, sloped turns, intersecting roads, and othersurroundings. As much as you are processing informationfor fine-tuning, keep in mind that youre a moving objectand circumstances can change quickly.

So weve realized that there is a lot to look at and adjustfor without even entering the curve orconsidering what type of approachmay work best. The three primarymethods include the outside-inside-outside strategy, delayed apex path,and steady lane placement approaches.Outside means closest to the continu-ing arc of the turn. Outside-inside-out-side is the technique taught in mostbasic classes. Its a route that makesthe turn a little straighter. Then thereis the delayed apex path where youenter the curve a little farther on theoutside portion and then lean sharperthrough the turn. This method maygive you longer vision through theturn. Finally, there are the steady laneplacement approaches, meaning stay-ing constantly in the outside, middle,or inside portions of the lane throughthe turn. While each method can work,the ability to SEE what lies ahead iskey for adjusting.

We also have to be aware of our skilllevel, the abilities of our motorcycle,and other conditions either before thecurve or during it. Things such as roadconditions (water, sand, or gravel,etc.), weather, and direction of travel.Riding into a sunset or sunrise can beblinding and hazardous in a turn, andthese are all issues we have to thinkabout. Furthermore, dont forget aboutthat infamous oncoming traffic.

So now when you look at all the factors associated with rolling through those curves you canSEE that there is a definite need for constant adjustmentsand awareness to proficiently maneuver through them. Isthere a best way to safely ride those twisty elements? Yes.Learn and practice them all. There are a lot of differentvenues to gain this knowledge and ability. Attending a rid-ing course or multiple courses to learn how to competentlytackle different methods of executing a curve will allow youthe ability to adjust yourself and your machine to profi-ciently flow through, and stay ahead of, the curve. AIM

SEEing whether its aconstant, increasing, or

decreasing radius is important, as is your

ability to look throughthe turn, or not (such as

a blind turn), to set yourself up for success


PROTECT YOUR RIGHTS b y j e f f h e n n i e

WORKING IN THE REALM OF MOTORCYCLE

safety, I hear a lot of horrible stories about

motorcycle fatalities. Why is it that whenever

someone finds out you ride a motorcycle he

immediately feels compelled to tellyou Oh, one of my (friends,cousins, etc fill in the blank) waskilled on a motorcycle? I person-ally lost a younger brother to a vehi-cle crash in a GMC Jimmy, and Idont tell every one of my friendsthat owns sport utility vehicles howdeadly they can be. Its also puz-zling because there are over fourtimes as many vehicle fatalities asmotorcycle fatalities every year. Perception is reality, I suppose.

What offends me is not the negligent drivers that hit and killmotorcyclists, its the lack of en-hanced penalties offered to the courtto punish negligent drivers.

I recently met a young woman ata motorcycle rights conference whoapproached me after my presenta-tion and asked if I would speak toher riding group. We started talkingand when the issue of what we rodecame up, she mentioned she had alittle 250cc something or other and a high-powered sport-bike that was in the shop. I asked what she could possiblybe having done since that bike already had more thanenough ponies. She told me that it was her fiancs bike andthat he had been killed on it while she was a passenger.They were T-boned by an older man in a pickup truck. Shewas left with a dead fianc, and the driver got an $85 ticket.Tragic. But it happens everyday.

Intent. It is how the court separates jail time from a fine.If you are trying to use your car, or motorcycle, as a weaponto intentionally hurt someone, you will likely be convicted ofmanslaughter. If you simply were not paying attention andyou kill someone, you get a ticket. At least thats how it is inmost states.

Sometimes its obvious that the driver was drunk, ran ared light, was driving distracted, or another factor that canbe classified as gross intent in the eyes of the court. Howdoes the court determine if gross intent was committed? Theaction must shock the conscience.

Intent And Enhanced PenaltiesSome states have adopted enhanced penalties that allow

judges to issue more than just points on a license and a smallfine. In the case I spoke of above, maybe the older manshouldnt be jailed for the rest of his days, but maybe revoking his license would keep such an accident from happening again. Or maybe a few months in jail or a steep,

meaningful fine.As some of the smallest vehicles

on the road, we have a different riskprofile than cagers; we all knowthat. But it doesnt mean that weshould be treated as a moving violation if we meet our maker at thehands of a passenger vehicle.

A few years ago, former Gover-nor of South Dakota Bill Janklow,then a sitting US Congressman, hitand instantly killed Randy Scottwho was obeying the rules of theroad while out for a cruise on a Saturday afternoon. Janklow insisted he tried to stop at the stopsign (Scott had no stop sign at theintersection). The courts pulled hisblack box data recorder and showedthat not only was Janklow going 20 mph over the limit, he had nevereven tapped the brakes. And be-cause of South Dakotas enhancedpenalties, the judge could have sentenced Janklow to 10 years injail. He got 100 days, of course. But

because of his negligence, he was charged with vehicularmanslaughter.

That all happened in the criminal court. In order for thesurviving family to obtain any financial settlement, they had to go to a separate civil court. Scotts family sued for$25 million and settled for $1 million. The kicker? Janklowwas not personally responsible for the cash. Because he was on official business for the US government, he was protected from any lawsuit when acting in a governmentalcapacity. Truth really is stranger than fiction.

The US government can be so messed up sometimes itmakes your head spin. However, like I always say: its not aperfect system, but its still the best in the world.

Editors note: Jeff is the VP of government relations for the MRF andserves as its lobbyist. He is responsible for informing and coordinat-ing action with regard to legislation, executive action, or judicial decisions that affect motorcyclists on both state and national levels.Follow Jeff on Twitter @jeffrey_hennie.

What offends me is not the negligent drivers thathit and kill motorcyclists,its the lack of enhanced

penalties offered to the court to punish negligent drivers

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AMERICAN MOTORCYCLE GIRL b y c r i s s o m m e r s i m m o n s

MOTORCYCLING HISTORY IS BEING MADE BY Afamily from the small town of Mitchell, SouthDakota. Known mainly for its famous CornPalace, the 120-year-old event center, Mitchell isalso home to KlockWerks Kustom Cycles, run by

Brian and Laura Klock.Growing up in Wisconsin, Laura

helped her dad and brother work onhot rods and loved anything to do withmotorcycles, racing, cars, and evensnowmobiles. She became a singlemom when Erika was 6 and Karleewas 3, and both girls inherited her loveof riding and started riding dirt bikesat an early age. Karlee was only 5 thefirst time she rode.

Laura met Brian Klock in 2003, inMilwaukee at Harley-Davidsons 100thanniversary celebration.The two clicked,and in 2005, Laura moved herself andher two girls from Wisconsin out toMitchell to join Brian. A new family wascreated! Karlee and Erika continued toshow an interest in riding and had en-couragement from their family.

In 2006, Brian got the opportunityto build a custom bike for DiscoveryChannels Biker Build-Off television se-ries. During the process of building it,he decided it would be a great market-ing idea to race it at the Bonneville SaltFlats! Since Harley-Davidson was justbeginning to market directly towomen, why not have Laura as thepilot? What started as a marketing ideawould change their lives.

Making a name for herself in mo-torcycling, Laura set a world recordon the Bonneville Salt Flats going 143.659 mph in 2006.That bike was known as the Worlds Fastest Bagger. InSeptember 2006, Laura rode that bike to an AMA recordof 153.592 mph in the MPS-PF 300 racing class. Afterriding on the salt, Laura felt confident that this might besomething her daughters would be interested in. It seemedsafer in many ways than other forms of racing: its a morecontrolled atmosphere without other riders chasing you orriding too close. Though it takes courage, racing on thesalt is more about the rider against the clock. Both Erika

The Fastest Family On Two Wheelsand Karlee were eager to try it. All thats required to raceat Bonneville is a valid, state-issued drivers license, a mo-torcycle that meets certain minimum safety requirements,and approved riding gear. This meant that for the 2007Bonneville land speed record event, 16-year-old Erikacould race since one only needs to be 14 years old to ob-tain a drivers license in South Dakota which she did.

Karlee was too young and would haveto wait another year before she had alicense. Erika set her own land speedrecord. Karlee joined them in 2008,and at 14 years old, became theyoungest to ever set a record on thesalt. Laura, Erika, and Karlee becamethe first mother-daughter-daughtertrio in the history of land speed racingto hold records at the same time. Todate, their fastest times have been195, 196, and 197!

Karlee, now 21, has been a busygirl. She works full time at the shop,and, in 2014, she launched her first design effort at the Tony HawksStand Up For Skateparks event. Shetook a 2014 Bonneville T100 donatedby Triumph Motorcycles and modifiedit with custom parts from KlockWerksand others. Building bikes seems to bein Karlees future. After revealing itsnew 2015 Scout in Sturgis last year,Indian asked Karlee to be the first tocustomize the new model. The bike,which Karlee calls Outrider, debutedat the IMS show in New York City inDecember and was a big hit.

While Karlee is customizing motor-cycles, 24-year-old Erika is one of thethree co-founding members, facilita-tors, and incorporators of HelpingWith Horsepower, the program Lauraenvisioned to help young girls

struggling to overcome abuse. By coming together to rebuild a motorcycle, they also rebuild their lives. Besidesbeing a National Land Speed Record holder alongside hermom and sister, she was a recipient of the Womens SpiritAward for her encouragement of other young ladies on the racetrack.

Im so proud to call these strong women friends. Theyregreat role models and an inspiration for younger women.Good luck on the salt, speed sisters and your mom, too!AIM

Laura, Erika, and Karleebecame the first mother-daughter-daughter trioin history of land speed

racing to hold records atthe same time

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We welcome letters on any subject, whether we agree with the writers or not. Electronic letters, both with and without photos, canbe e-mailed to [email protected]. Photos should be high-resolution, JPEG images (at least 300 dpi at 4" x 6"). Please also include your name, address, and a brief description of each photo. And although we reserve the right to edit, shorten, or change your lettersso they make no sense at all, we do promise not to mess with your images. That means no phony mustaches, tutus, etc. (However, we mayslip an issue of American Iron Magazine into the photo somewhere.)

KING FOR A REASON I purchasedmy 2009 FLHRC in 2011 from GreatSouth Harley-Davidson in Newnan,Georgia. She features a Willy G theme,which looks awesome with the factorycustom Light and Dark Candy RootBeer with gold metalflake paintscheme. Ive also added Heritage barsto better accommodate my 6' 2" frameand preferred riding stance. The pay-ment I make for her each month is the

GOOD DEED Chris, I recently rode with approximately 80 Harley riders tobring 500 warm, thick blankets to a poor little pueblo called Zaragoza deGuadalupe. The pueblo is close to the ex-volcano Nevado de Toluca and is 8,800'above sea level, so its bitterly cold at night, and winter is just starting. Weremembers of the Sangre De Cristo HOG chapter.

KLEMENS-HANS AND MONIKA WINDISCHSanta Fe, NM

LETTERS [email protected]

in, parking, or starting. Ive had noproblem even with apehangers. Itssimple: clutch in, in gear, no complica-tions, no engine restarts, no level orslope difference, and no searching forneutral with the engine off.

BILLY BVia Internet

ADDED A NEW SLED! Chris, Iwanted to take a moment and showyou my latest Harley, a 2012 CVO! Its

my second Harley! Thanks to you andyour mag, I can say Im the proudowner of a CVO model, another one ofmy dream bikes! Thanks, again, for thegreat work!

TOBY LARKINVia Internet

AIM, MOTORCYCLE & AMERICAN PICKERS One of theIndians on the first page of Steven

Wyman-Blackburns article about In-dians 2015 lineup caught my attentionbecause it looked familiar (the olderbike, not the new Scout). I thought Ifigured out where I saw it when yoursister publication Motorcycle, Rides &Culture posted a photo on Facebookabout Mr. Wyman-Blackburns inter-view with Mike Wolfe of American Pickers in the Nov/Dec issue. I wentback to issue #318 and thought I recognized this older Indian as the one


only payment Ive ever smiled about,month after month! Chris is right.They dont call em Road Kings fornothing! She is one sweet ride!

JAMES ELLIOTTVia Internet

BROTHERS RIDE I went on a ridewith my brother Gary who lives inFlorida and our brother Jason. Wecamped and rode in northern Min-nesota when the leaves were stillchanging. It was a bit nippy. The temperature was around 50 F and was

especially cold for Gary, but he was atrooper and was right with us in thecool wind. We made memories forsure. On the way, we stopped at ItascaState Park in Park Rapids, Minnesota.Now Im on my way to Florida forsome seat time in the Sunshine State.

STEVE WERACEAlexandria, MN

SNIPPETS ON PARKING I enjoyevery page of every AIM issue. Thatsaid, Don Gomos detailed article enti-tled Snippets in issue #318 about en-gine starting, stopping, and parking isway overboard and has holes. Moreimportantly, it has nothing to do withcommon sense like he said, but simplyassumptions and personal preference.The safer method is to back the bikeinto the spot with the engine on and ingear so you have additional power.Losing your footing is especially dan-gerous when trying to prevent a dead800-pound bike from falling over, evenmore so if youre trying to keep it fromhitting something next to you. Once inwith kickstand down, its not a controlproblem to switch the ignition off, instead of partial power off with thecutoff switch. Except for my first ride,Ive never forgotten to keep the clutch

R E A D E R S E R V I C E S

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Welcome MotorcycleBagger Readers!

AIMag.com ISSUE #322 AMERICAN IRON MAGAZINE 37

Mr. Wolfe and Frank had rebuilt andsold at Sturgis to the VPs at Indian. Idont remember the episode. All I canremember is the scene from AmericanPickers when someone puts the chromeface on the horn. The horn, I thought,was under the headlight. But in issue#318, its on top, so it must be a differ-ent bike. Nice bike and a good article,though! Keeps me up to date on allAmerican iron! Call me crazy, I dontget Motorcycle magazine.

BARRY SHAPIROVia Internet

TRI GLIDE MULLIGAN I justwanted to point out an error in issue#318 on page 64. The 2014-15 Tri

Glide Trikes dont come from the factory with a CB radio installed. A 40-watt CB would not be legal. Themax power is 5 watts. I own a 2014 Tri Glide Ultra.

LEEVia Internet

Lee, we know youre not mistakenabout what you have on your trike.However, the official press release wegot from The Motor Company thatcontains the information we printedhas 40-watt CB radio and intercomsystem in the audio system listing.

LESSON LEARNED Don GomosSnippets article on rider safety in issue#318 reminded me of an incident I hadnot too long after re-entering the ridingworld. I started small, working my wayup the cc ladder, and thanks to a bigsurprise from the wife, I got a brandspankin new Road King. I spent hoursin parking lots practicing slow-speeddrills until I felt comfortable. One day,I decided to make a coffee stop at oneof my favorite diners in Ascutney, Ver-mont. As I rolled into the parking lot, Isaw two wide-open parking spaces infront of the diner, overlooked by ahuge picture window. I figured I could


#318 entitled Increase the HighwayUser Fee! Mr. Hennie has resorted todoing what most politicians now do,and that is providing half of the truthand selected info. Mr. Hennie statesthat we need to increase highway fees(ie gas tax) to ensure roads that aresafe. He also says that the current rateof 18.5 cents per gallon hasnt beenraised since 1993 and is simply notenough to accomplish the task. Fur-ther, Mr. Hennie says the gas tax isunder 5 percent per gallon in Washing-ton, DC. Mr. Hennie fails to point outthat every state adds a state tax also(thats 18 cents in Missouri making ourgas tax 36.5 per gallon) while gasprices have dropped to less than $2.25per gallon. This makes our rate nearerto 16 percent, not 5 percent. By notmentioning the actual amount of taxper gallon, it brings into suspicion anyand all numbers used by Mr. Hennie.As I understood from past articles, Mr.Hennie is a lobbyist for legislation con-cerning motorcyclist rights and safety.Is it possible that he should stick to

that and notworry aboutroad tax?

WARRENMCDONALDSpringfield,

MO

DONT SENDMONEY TODC! I was on aflight toNashville whenI read Jeff Hennies articlein issue #318.The article wasabout increasingthe federal gas

tax. Im sure the person sitting next mecould see I was visibly upset as I readthe article. Like most people, I enjoyriding my motorcycle on smooth,freshly paved asphalt, and Im fromMinnesota, so Ive seen firsthand whatcan happen to bridges that arent prop-erly maintained. However, sendingmore money to Washington, DC is definitely not the answer. Anyone withaccess to the Internet can do a quicksearch and find over 387,000 web sites,articles, and books on the subject ofwasteful spending in Washington, DC,ranging from the National ScienceFoundation spending $856,000 to

pull a U-turn right into that spacewhile amazing the entire crowd insidewith my superior motorcycling skills.In I rode, executing a near-perfect,lock-to-lock, left-hand turn. I stoppedexactly parallel to the white line on thepavement. Ignition off. I dropped myright foot and began to search for thekickstand with my left, but my rightfoot slowly slid away until the bikewent down. As I stood there, a veryelderly couple toddled cautiously be-side me. After a pause that seemed tolast forever, the lady finally turned toher husband and said Harry, didntthey used to make motorcycles withkickstands? He said, and I quote, Iimagine they would be quite useful. Inever show off on a motorcycle any-more. Lesson learned.

TIM BEEBEHenniker, NH

BETTER LATE THAN NEVER I justread your article entitled Celtic Cruiserabout Tom Murphys Irish bagger inissue #315. I know Im a little behind,

but I just got back from an overseasdeployment, and I love it! I wish Icouldve seen it at its debut in Laconia,seeing as I live 45 minutes away! Asfor myself, I have a ratty 1968 Iron-head and a 2003 Victory V92C that mywife bought for me while I was away. Ihavent had the pleasure of riding myVic yet, but I cant wait!

SEAN GILMARTINVia Internet

GAS TAX DISAGREEMENT WhileI usually find Mr. Hennies articles tobe informative and useful, I must makean exception for the article in issue

teach mountain lions how to walk ontreadmills to the National Institutes ofHealth funding a study to see if moth-ers love dogs as much as they love theirkids. So until the wasteful spendingstops, Im opposed to sending thesepoliticians any more of our hard-earned money.

DAVIDVia Internet

PRICELESS Last Labor Day weekend,my two boys and I finally had the timeto make a couple of day rides, some-

thing we had wanted to do for years!Unfortunately, both their metric bikeswerent running, so we decided to renta couple of new ones. Pedro rented aSoftail Heritage and JB went with aRoad King. As for me, my 2005 FXDCnever fails! We picked them up atGrizzly Harley-Davidson in Missoula,Montana, and then rode south, spend-ing a cold, rainy night at a cabin inTwin Bridges. Saturday we spent mostof the day touring Yellowstone Na-tional Park in the rain. By the time wereached Silver Gate Lodging, we hadbeen riding in a mix of snow and rain,so a warm cabin, steak dinner, and acouple of beers were mighty welcome.Sunday we hit the Beartooth Moun-tains: snow and cold, but absolutelyspectacular! We didnt hit sun untilRed Lodge, and a fast ride home on In-terstate-90 got the bikes back on time.It wasnt cheap, but memories like thiswith my sons are priceless!

JIM RANGO RUSSELLFlorence, MT

AIM


INSURANCE ESSENTIALSAn insiders guide to the coverage you need

TOO MANY RIDERS PUT MOTORCYCLE INSURANCE

in the same category as fire extinguishers andfirst aid kits. You buy these things hoping youllnever need them, and then put them somewhereyou can easily find them. Somewhere in yourhome you should have an insurance policy for

your motorcycle. Please read your insurance policy after youread this article. You may be amazed to find exclusions youdidnt know were there. There may be gaps in your coveragethat could cost you a lot of money down the road. There areways to pay less for insurance if you know what questions toask your insurance agent.

Types Of CoverageLETS GET STARTED BY DEFINING SOME OF THE DIFFERENTtypes of coverage. Bodily injury liability insurance pays damagesfor injury or death because of an accident in which you were atfault. Property damage liability pays for damage to someoneelses property in the event you were responsible for an accident.Collision insurance pays for damage to your motorcycle if yourun into another vehicle or if another vehicle runs into your mo-torcycle. Comprehensive insurance pays for your losses due toincidents such as vandalism, theft, explosion, or other damagethat did not occur as a result of a collision. Accessory coverage

HOW IT WORKS by John Frank

When the unwanted happens is not the timeto find out you donthave the right insurancecoverage on your bike.You should have a basicunderstanding of whattypes of coverage areavailable, as well as whatdiscounts you qualify for,before you send in thecheck.

applies to accessories that were added tothe motorcycle after it left the factory.Saddlebags, windshield, luggage racks,and chrome pieces would generally beconsidered accessories for this type ofcoverage. Uninsured and underinsuredmotorist coverages are often lumped to-gether in many descriptions of insurancecoverage even though they cover two dif-ferent types of incidents. Uninsured mo-torist coverage pays your medicalexpenses if youre riding your motorcycleand are struck by someone who has no in-surance. Underinsured motorist coveragepays your medical expenses if youre rid-ing your motorcycle, and youre hit by amotorist who does not have enough bod-ily injury coverage insurance on his vehi-cle to pay your medical expenses. Medicalpayment (often called Medpay) is some-times referred to as no-fault, or personalinjury protection, and pays medical ex-penses for the rider and the passenger in-jured in a motorcycle accident. One of thelesser known types of insurance coverageis called gap insurance, and it pays the dif-ference between what a motorcycle isworth when its stolen, or damaged be-yond repair, and the amount the ownerstill owes on a loan.

How Much Insurance?HOW MUCH INSURANCE SHOULD YOU

have on your motorcycle? This is one sub-ject where insurance companies and per-sonal injury lawyers agree: buy as muchinsurance as you can comfortably afford.Ask your insurance agent plenty of ques-tions regarding coverage versus cost.Compare policies from different insurancecompanies, but make sure the coveragesare identical when you do the compar-isons. Some insurance companies dontprovide all types of coverage in all states.PH

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How much does motorcycle insurancecost? Many insurance companies usewhat is called a risk assessment index(RAI). Each policyholder has a RAIbased on a number of criteria: how old isthe rider? Does the rider have a cleandriving and riding record? What type ofbike is the policy for? How many milesper year will the bike be ridden? Is therider married? Where does the rider live?Will the bike be parked in a garage or onthe street? Is the bike stock or cus-tomized? What is the riders credit rating?

Can riders qualify for discounts onmotorcycle insurance? The answer is:maybe. If a policy holder has car insur-ance or homeowners insurance with thesame insurance company, there may bea small discount available. Within recentyears, some insurance companies offer asmall discount to customers who havesuccessfully taken a safe riding class.Anti-lock brakes (ABS) may get you asmall discount from some insurancecompanies. Security systems that are apermanent part of the motorcycle mayalso qualify the rider for a small discounton the comprehensive insurance portionof the policy. Paying the insurance billpromptly may also save you a few dol-lars a year because it saves the companythe effort and expense of sending outmultiple renewal notices. Full time stu-dents who maintain a GPA above 3.0may qualify for a good student discountfrom some insurance companies.

One source of a small discount offeredby some insurance companies is the affin-ity group discount. Some insurance com-panies offer a small discount to membersof groups like the American MotorcyclistAssociation or the Harley OwnersGroup. An astute insurance agent canconfirm whether or not a group is recog-nized by the insurance company and howmuch the discount is. For example, thealumni association at my alma mater isrecognized by the company I buy my mo-torcycle insurance policy from as anaffinity group. The alumni associationtells its members where they can savemoney on insurance. The insurance com-pany gains a large number of prospectivecustomers who are all college-educated.Every graduate gains an opportunity tosave a few dollars on insurance.

Different insurance companies mayor may not offer certain discounts. Forexample, the company I insure my bikewith doesnt offer a discount for passinga safe riding class.

DeclarationsAN IMPORTANT PART OF EVERY INSURANCE

policy is the declarations page, which issometimes referred to as a dec sheet.The dec sheet has the name of the insur-ance company on it along with the nameof the insurance agent, the policy num-ber, and the period of time when the policy is valid. The dec sheet may con-tain a table that lists the type of cover-age, the maximum amount of money thepolicy will pay for a claim, and the costof each type of coverage. The dec sheet

HOW IT WORKS

MOST INSURANCE AGENCIESfall into one of two designations:independent agencies and cap-tive agencies. Independent agen-cies sell insurance from a numberof different insurance companies,so they can pick which companywrites policies that best suit theneeds of a customer. Captiveagencies sell insurance from onelarge insurance company and itssubsidiaries. If a customer needsa policy that is not generally soldby the large insurance company,there may be coverage availablefrom a subsidiary company.

INSURANCE AGENCIES

also includes the name, address, birth-date, and the drivers license number ofthe person named as the policy holder.The motorcycle being insured is de-scribed with its make, model, vehicleidentification number, and engine size incubic centimeters.

Table 1 lists the type of insurance, thecoverage, and the premium for what iscalled a single limit policy.The limits ofliability are described as $500,000 eachaccident. Some insurance companiesoffer what is called a split limit policy. Ifyou hear someone refer to the liabilityportion of an insurance policy withnumbers like, 100/300/100, those num-bers represent thousands of dollars ofcoverage. The first 100 means that if oneperson is injured in an accident, the pol-icy will pay up to $100,000 in medicalexpenses for that person. The 300 meansthat if more than one person is injuredin an accident, a maximum of $300,000is available for the medical expenses ofall the people who were injured in oneaccident. The last 100 means that a max-imum of $100,000 is available from thepolicy to pay for property damage re-sulting from one accident. Is a singlelimit policy better than a split limit pol-icy?Under some circumstances, a singlelimit policy may be preferable to a splitlimit policy. Well-informed insurancecustomers should ask their insuranceagent which type of policy best suitstheir needs. The dec sheet shown intable one indicates the deductible forcollision and comprehensive as ACVless $200. ACV means actual cash value.As a rule, low deductibles mean a higherpremium, and higher deductibles resultsin a lower premium.

The dec sheet might also list any dis-counts or surcharges that were applied

TA B L E 1

Vehicle Insurance Coverage Limits of Liability PremiumBodily Injury/Property Damage $500,000 each accident $63Passenger Liability Uninsured Motorist $500,000 each person $500,000 each accident $79Underinsured Motorist $500,000 each person $500,000 each accident $60Collision ACV less $200 deductible $72Comprehensive ACV less $200 deductible $13Optional Equipment ACV not to exceed $3,500 IncludedTowing/Roadside Assistance Reasonable Expense $10

Total Premium $297

This table lists the type of insurance, the coverage, and the premium for what is called a single limit policy.It indicates the deductible for collision and comprehensive as ACV.

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HOW IT WORKS

to the premium. Table 2 lists typical dis-counts that some insurance companiesmay offer. The affinity group discount isa benefit of being a member of an affinitygroup recognized by the insurance com-pany. The renewal premium discount isa small reward for having been a loyalcustomer for a number of years. Themultipolicy discount saves a few dollarsfor policy holders who also have othervehicles insured with the same company.The preferred operator discount resultsfrom being accident-free and claim-freeduring the previous years.

Table 2 doesnt list any surcharges onthis policy. Insurance companies some-times impose surcharges on high-perfor-mance sportbikes. Young riders mayface a surcharge because they are re-

garded as high-risk riders until they gainsome experience and maturity.

ClaimsWHOSE INSURANCE COMPANY SHOULD

you file a claim with after youve beeninvolved in an accident? If you causedthe accident, you will be filing a claimwith your insurance company. If some-one else caused the accident, you couldfile a claim with his insurance companyor your insurance company. How doyou decide which company should pay?If you are an accident victim and theperson who caused the accident has in-adequate insurance or no insurance, fileyour claim with your insurance com-pany. Your insurance company may payall or part of your claim and seek reim-bursement from the person who causedthe accident and his insurance companythrough a process called subrogation.

If your injuries are serious and thereis substantial damage to your bike, and

the person who caused the accident hassufficient insurance, you might considerfiling your claim with the other personsinsurance company. In a situation likethis, consult with your insurance agentand get an attorneys opinion before deciding which insurance company tofile your claim with.

Settling an insurance claim may bechallenging. Insurance companies make aprofit by paying out less money than theycollect in premiums. Insurance companyemployees are trained to save their em-ployer money. An accident victim may geta phone call from an insurance companyemployee who needs to ask some ques-tions so a claim can be expedited. Thisemployee may ask your permission torecord the conversation. Dont fall for thisruse. The insurance company is lookingfor information it can use to reduce thesize of your claim. A question like Didyou see the other vehicle approaching theintersection? has no correct answer. Ifthe accident victim answers no, the insur-ance company may claim the victimwasnt paying attention to traffic. If thevictim answers yes, the victim may beblamed for not taking action to avoid thecollision. The best course of action may beto tell the caller that you are not preparedto make a statement at this time. Insur-ance companies often use comparativenegligence to reduce the amount ofmoney they pay accident victims. Whatthis means is that if an insurance companyregards the victim as 20 percent at faultfor the accident, the size of the claim canbe reduced by 20 percent. Some jurisdic-tions also allow the use of contributorynegligence to reduce or disqualify claims.Suppose a rider was speeding at the timeof an accident. The accident may havebeen caused by someone else, but therider contributed to the severity of hisown injuries by his own decision to speed.In situations like this, the rider may getnothing from the insurance company.

A few insurance companies advertisethat most claims are settled within 48hours. You may not want to settle thatsoon because there may be medical com-plications or motorcycle repair costs thatexceed the original estimates. Insurancecompany representatives may come toyour home or hospital room to have yousign some forms. Be extremely cautiousabout what you say and what you sign.Insurance company representatives mayask you to sign a release. A release is alegally binding contract that states all ob-ligations past, present, and future regard-

ing one particular accident have been ful-filled. Accepting a settlement and signingthe release means that if the damage toyour bike is greater than originallythought, or the healing process is longerthan expected, you dont get any moremoney from the insurance company. Ifinsurance company representatives urgeyou to sign any documents, just tell themyou need to have them reviewed by yourattorney before you sign them.

Specialty InsuranceONE TOPIC THAT OFTEN COMES UP WHEN

riders talk about insurance is coveragefor choppers, custom bikes, and vintagebikes. Specialty vehicle insurance is avail-able for motorcycles in these three cate-gories, but you may need to shop aroundto find adequate coverage at affordablerates. Insurance companies often want toknow what is being insured before theywill issue a policy. Dont be surprised ifthe insurance company wants photos ofthe bike or a qualified appraisal before apolicy can be issued.

Cover Your AssetsREADERS WITH SOME CHROME IN THEIR

hair or whiskers may remember the BobDylan song with the lyrics When youaint got nothing, you got nothing tolose. Lets assume you do have some-thing you dont want to lose. The equityin your home, the value of your vehicles,and your life savings can be taken fromyou if you dont have enough liability insurance to cover a catastrophic loss ifyou cause an accident.

Suppose you have insurance that willpay one injured persons medical ex-

NEVER BUY INSURANCE FOR Amotorcycle you dont own. Letssay your teenage nephew justbought a metric superbike thatscapable of 0-100 mph in 11 sec-onds. The challenge is that hecant get insurance because of hisage and the bikes performance.Dont buy insurance for his bike inyour name. A few companies willresearch the bikes VIN and real-ize you dont own it, then refuseto write the policy. Even if you doget insurance on a bike you dontown, the insurance company maycite misrepresentation as a reason to deny a claim.

A BIT OF ADVICE

TA B L E 2

Affinity Group Discount $10Renewal Premium Discount $15Multipolicy Discount $19Preferred Operator Discount $26

Total Discount $70

continued on page 149

The affinity group discount is a benefit of being amember of a group recognized by the insurance company, such as the AMA or HOG.

Ironhead RepairPart II: Lapping valves, multianglevalve jobs, and porting

repeat until there is a smooth continuouscontact lapped patch on both the valveface and the valve seat. The area that isproperly lapped will have a smoothmatte finish. If you cannot get a smoothcontinuous contact lapped patch on boththe valve face and the valve seat, thegrinding procedure was not done cor-rectly and regrinding will be necessary.Once the lapping process is completed,wipe away all lapping compound anddiscard the rag used. I wipe all the partsthoroughly, wash and scrub with sol-vent, blow dry, and wipe dry with a freshcloth. The only thing that will destroy anengine faster than running it with no oilis this abrasive lapping compound get-ting mixed in with the engine oil.

My Way To Do ItI PARTIALLY AGREE WITH THE PREVIOUSLY

described (AIM #321) methodologies ofcutting valves and valve seats, especiallythe more sophisticated approachesfound in later model H-D manuals.However, even these can be tailored toa riders wants and needs such as long-time cruising before rebuild or a per-formance valve and valve seat cutting.

Cutting valve seats at their interfacewith the valves is extremely important,both for sealing the combustion chamberand also for airflow. An increase in air-flow into and out of the combustionchamber dramatically improves withsome quality work within 1/2" of thevalve seat. This is where the majority offlow improvement will come from: in-creased airflow equals increased volumeof air-fuel mixture, which results in anincrease in performance and efficiency.Compare this with only a potential 1 per-cent improvement by porting and polish-ing the inside of the intake manifold to alustrous shine.

Porting is the reshaping of the intakeand exhaust tracts to encourage moreairflow. Valve guides that stick down

TECHLINE by Donny Petersen


LAPPING IS AN ABRASIVE PROCEDURE TO FULLY

match the valve-to-valve seat contact patch toensure no leakage. If the valve seat and valvecutting is done professionally, there will not bemuch lapping required. H-D recommendsusing its Valve Lapping Tool (#HD-96550-36).

Another less expensive way is to use a length of oil hose about8"-10" long that will fit snugly over the valve stem. Insert thevalve with fine lapping compound on its valve contact faceinto its valve guide. Put the hose over the end of the exposedvalve stem. Rotate the hose between the palms of both hands,ensuring the valve face is in contact with its valve seat. I usea sucker stick that looks like a miniature toilet plunger. Insertthe valve with fine lapping compound on its valve contact faceinto its valve guide. Attach the suction cup end of the suckerstick onto the underside of the valve, combustion chamberside. Rotate the stick portion between the palms of bothhands, ensuring the valve face is in contact with its valve seat.With whatever tool chosen, oscillate a few times, then lift orpush the valve off its seat, rotate the valve about 1/3 turn and

Valve seats, if cut at oneangle only as describedin the early-Sportster instructions, give poorairflow results comparedwith the standard three-angle valve cutrecommended in laterSportster, Evolution, andTwin Cam specifications,which produce a satisfactory productionmotorcycle outcome.

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THIS INFORMATION IS NOT FOUND IN THE EARLY XL MANUALS. HOW-

ever, it is very important for all model Harley-Davidsons. As the valves

head narrows to the valve stem, its positioning relative to the bottom end

of the valve guide is crucial. Only the constant diameter stem portion of

the valve stem may come anywhere close to the valve guide end. The

wider portion, as the stem begins to burgeon out cannot enter into the

valve guide opening. The valve heads stem will stick in the inner bore of

the valve guide with dire consequences. This process is easy enough to

determine by eye and feel. A simple hand-grinding tool will perform this

function.

VALVE HEAD TO GUIDE CLEARANCE


allow a wider 45/46-degree center con-tact. Cutting the 45/46-degree centercontact cut deeper will widen it.

The seat contact area can move out orin by deepening one adjacent cut rela-tive to the narrowing of the other toplace it where desirable on the valveface. Placing the valve contact positionat the optimal seat contact location willincrease airflow. Theres no set place-ment as port design and combustionchamber shape, along with valve headsize, all combine to determine the loca-tion of the optimal valve-to-seat contacton the rounding radius of the valve seat.Best performance results with the con-tact patch broaching the edge of thevalve face. However, longevity beforerecuts is reduced because of heat expo-sure. I agree with H-Ds specification oftwo-thirds of the way towards the edgeof the valve face for a reliable, so-so per-formance contact patch location.

Generally, for best flow, place theseating area close to the rim of the valve.However, do not put the seat right at therim, as this will lead to a prematureburning of the contact area from thesearing heat of the combustion event.This 45/46-degree center contact cut isvery important as a wide contact areawill last longer before recutting is again

Cam specifications, which produce a sat-isfactory production motorcycle out-come. The sophisticated five-angle seatcuts produce far better airflow increases.If a seven-angle cut is attainable, this willgive the best results.

The adjacent cuts to the heads valveseat will be at 31 degrees and 60 degrees,which produces the three-angle cut.With these two contiguous cuts, the me-chanic can determine the width of the ac-tual valve-to-seat area. Cutting theneighboring 31-degree and 60-degreevalve seat cuts deeper will narrow the in-terference fit 45/46-degree center contactpatch. Cutting the adjacent 31-degreeand 60-degree valve seat cuts lighter will

TECHLINE

into the port also need addressing. I dothis in a variety of ways, such as bevel-ing the guide itself so that a pointed, asopposed to a rounded, edge meets theincoming air. In some situations, arounded guide works well also. Shapedsimilarly is the cast iron port material asit approaches the guide. This is all abouteasing impediments to the flow of airthrough the head and is not work foramateurs. It is also not work for manymechanics. A Sportsters intake and ex-haust port tracts are already largeenough. I never increase their size onstock models. These heads adapt well tomore cubic inches though the longevityof the engine does not.

One of the principal areas to addresswhen porting heads is an overhang or un-derhang of the valve seat relative to thehead port. Valve seats press-fit into thecast iron heads. A very hard steel alloyshould be used to withstand returningslam from the valves on 1980 and laterSportsters. Earlier model Sportsters usedsofter metal valve seats in combinationwith leaded gasoline that cushioned valveface-to-valve seat slam. For an optimalflow of air, the valve seat should radiusand blend into the port it serves. Portingand polishing is much more than remov-ing port obstructions and port reconfig-uring. Cutting the valve seat is the mostimportant aspect of increasing flow in ahead. Valve seat fitment relative to thecombustion chamber on one side and itsrelationship to the port on the inside iscrucial to maximum flow.

Valve seats, if cut at one angle only asdescribed in the early Sportster instruc-tions, give demonstrably poor airflow re-sults compared with the standardthree-angle valve cut recommended inlater Sportster, Evolution, and Twin

I bevel the part of thevalve guide that sticksdown into the port so apointed, not a rounded,edge (shown) meets theincoming air.

TECHLINE

required but will not flow as much air asa narrower cut. A very thin contact areawill produce the most flow but may nothave satisfactory longevity before a rebuild is necessary. Very narrow cutshave use only on a race bike. Therefore,on a street bike we need a compromisevalve-to-valve seat contact area both toensure good airflow and enginelongevity, although the choice is up tothe rider after consulting with the me-chanic. I place my seat cuts about three-quarters of the way towards the edge ofthe valve face and reduce the contactpatch width from the H-D recom-mended 0.050" width to a 0.030" per-formance width or a 0.040" touringwidth, depending on my needs andwants for that particular motorcycle. Arace bike will like an even narrowerwidth with extra rounding of the valveseat with extra cuts.

A five-angle valve seat cut adds addi-tional 15-degree and 75-degree cuts.When looking at the seat from one sideto the other, the cuts will be in the fol-lowing sequence: 15, 31, 45, 60, and 75degrees. If looking at the seat from theopposite side, the figures reverse, ofcourse. Extra cuts do not affect longevityat all and will increase efficiency withperformance as a byproduct.

The seven-angle cut will add twocuts, one at either end, say at 7 degreesand 82 degrees, further rounding theseat. The thinking mechanic will decideon the angles for these two cuts depend-ing on the contour of the head port ap-proaching the seat and the contour ofthe combustion chamber moving awayfrom the other side of the valve seat. Thekey word here is rounding. A roundedvalve seat promotes the easiest flow ofair by removing impediments to the volume and velocity of air flow. In otherwords, increasing efficiency is the desired result.

XR-1000DURING ASSEMBLY, XR-1000 ROCKERarms must be assembled in their correctpositions; they are not interchangeable.H-D has splotch color-coded them asfollows: front intake is red; front exhaustis white; rear intake is blue; and rear exhaust is yellow. The XR-1000 rockerarms use bearings as opposed to Iron-head and XL Evolution versions, whichuse bushings. Bearings offer less frictionand thus more efficiency.

The valve guide press fitment into thealuminum head has a minimum interfer-ence fit of 0.0014". A loose valve guidewill cause catastrophic destruction in thetop end, just as it would in an Ironheador any overhead valve engine. Too tighta fit will squeeze the valve guide, reduc-


ing the valve stem-to-inner valve guidefitment resulting in heat seizure, whichwill also cause much damage. The valveguides are dot color-coded for oversizedspecification: a 0.002"-over standardouter diameter guide is white; a 0.004"-over standard outer diameter guide isyellow; a 0.006"-over standard outer di-ameter guide is green; a 0.008"-over stan-dard outer diameter guide is blue; and a0.010"-over standard outer diameterguide is black. The XR-1000 is a per-formance bike. I would be checking mat-ing component parts, like valve seats, ifthe rebuild requires a large oversize like0.010". Of course, we always do this, nomatter the bike or model, dont we?

The intake valve stem-to-valve guideclearance is always tighter than the ex-haust valve and guide clearances be-cause of less heat. The incoming air andfuel mixture has a cooling effect on thevalve whereas the hot exhaust gasses ex-iting the exhaust valve heat up the valveand guide requiring more clearance dueto greater heat expansion. Intake valveclearance is 0.001"-0.0025", with re-placement required at 0.006. I replaceat a 0.004" wear clearance. Exhaustvalve clearance is 0.0015"-0.003" withreplacement required at 0.007". I replaceat a 0.0045" wear clearance.

Always reface a valve seat and valveif disassembled for any reason. Pitting,wear, and burning are the enemies of agood seal. Ensure the valve seat contactarea is not too deep. The top of the valveto the valve guide shoulder fitment intothe head is 1.654"-1.700". H-D tool#96489-63 will accurately determine thisfor the mechanic, but so will a verniercaliper. The manual recommends the useof a Neway valve seat cutter to cut theseats. Another way is with grindingstones from companies like Kwik Way.The procedure is the same as with theIronhead instructions already given ex-cept that the undercut angle to raise aseat is 52 degrees. The overcut angle tolower a seat is now 40 degrees. Again,H-D recommends a seat width of0.060". In my (strong) opinion, this istoo wide for a performance application.I use 0.030". Always use new valveguide seals. Dont be cheap or lazy.

ConclusionNext month well look at Victory.

DONNY PETERSENDonnyPetersen.com

VERY EARLY SPORTSTERS DO NOT HAVE VALVE SEAT INSERTS. THE

seats are cut into the cast iron head. However, H-D began using replace-

able valve seat inserts after a few years. The 1970-85 intake valve seat in-

sert is #18055-70. The exhaust valve seat insert is #18052-58, but no part

number is given for 1979-85. There should be listings for harder valve

seats circa 1980 for use with unleaded gasoline. I use the harder unleaded

gas aftermarket valve seats in all Sportster rebuilds no matter what the

year head to increase valve seat life. Corresponding harder valve face

valves are necessary to run with the unleaded gas valve seats.

Lead, when used as an octane additive, is very dirty and causes mental

retardation in children. However, its an excellent octane producing a pre-

dictable rate of burn. It also acts as a cushion for the valve seat when the

valve forcefully returns to its seat thousands of times per minute (rpm).

Unleaded gasoline uses different octanes to produce a consistent fuel

burn that allows exact ignition timing. However, there is no valve slam

cushion effect with these octanes. Therefore, valve faces and seats must

be much harder to withstand their constant slamming together when not

using lead as an octane additive. Leaded gas valve seats and valve faces

are made from a softer metal.

VALVE SEATS & OCTANES


An ironworkers rat ride

text bytom johnson

photos bymark velazquez

AIMag.com ISSUE #322 AMERICAN IRON MAGAZINE 53


EW YORK CITY IRONWORKER JOE PREVETE

found inspiration for his primer red custom inthe world of automotive hot rods specificallythe four-wheeled rat rods that have becomesuch crowd pleasers at hot rod events. In short,rat rods,

American Iron Magazine 322 - 2015 USA

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