A Work of Intricate Mechanics & Creativity Words by Kurt Diserio — Photos by Alexa Diserio There’s something about steampunk design that seems to fit well with Pittsburgh’s history. The retro-futuristic industrial style was glorified during the twentieth century through science fiction and fantasy and often represented with the likes of gears, brass, and Victorian-era influences. Although the stories were typically set in the wild west, the gritty mechanical theme just feels like a possible parallel universe of the Steel City. While it’s not powered by steam, the ironhead chopper from tattoo artist, Ray Morrow, was originally born from an idea for the ignition but snowballed out of control into what you see now. Morrow explained, “I had the thought of doing a skeleton key ignition motorcycle but became obsessed with it. After building the mechanism, I started acquiring stuff from there, and the steampunk theme just sort of happened. I saw the hand-built bikes from guys like Indian Larry or Billy Lane and wanted to take that route with something between the old digger look and a chopper. It had to be stretched and low, so I modified the frame to get that long look.” Morrow worked on motorcycles before this build, but it was the first undertaking of this magnitude. With a background in airbrushing and tattooing, he got into bikes as an alternative creative outlet and eventually started making bike parts for other people. “I can’t tell if it’s a compulsion or what. I just get these ideas stuck in my head, and they bug the shit out of me until I do it,” he said. “I feel like every bike I’ve owned is completely different from the last, but this was fun because there were a lot of different challenges involved.” All of the work was done in his garage with a timeline of roughly four years on and off due to many problems along the way. The bent frame was the biggest issue, causing almost a year-long setback. At that time, Morrow ripped the whole bike apart and started over from scratch, deciding to change up a number of things, including double twisted down tubes, a custom oil tank, and an abundance of other parts and pieces too long to list here. The impressive paint and etching were done by Morrow, while TE Customs did the pinstriping. Hellbent Creations made some leather pieces, including the seat and leather straps on the oil tank. The shifter mechanism, forward controls, and oil tank holder came from Mike Chapel, who also helped with the engine. Morrow mentioned that his favorite part of the build was seeing the finished chopper. “That feeling you get when you’ve had a vision and obsessed over it—putting in all that time and effort to see it finally come to life. There’s nothing that compares to working that hard towards a goal and accomplishing it. You get a little bit closer with every part you make and then sit back and get to see the completed project. It makes all of those late nights that I bled all over my garage or screamed at the wall worth it. There’s nothing quite like that feeling of satisfaction.” Featured in Issue 008 1975 HARLEY-DAVIDSON SPORTSTER XL1000 Built by RAY MORROW instagram Words by KURT DISERIO Photos by ALEXA DISERIO

1955 Harley-Davidson Panhead Chopper Words by Kurt Diserio — Photos by Alexa Diserio There are certain motorcycles that everyone just seems to love. This is one of them. Nick Miller’s 1955 panhead was built to characterize a specific period of choppers built in the 1960s. It’s the type of bike that people can see themselves riding. There’s nothing overly flashy about it. No wild paint or crazy weld work. The bike just simply embodies so much of what got us into custom choppers in the first place. We talked with Nick about how the bike came together and what all goes into building a machine that could’ve been pulled directly from that special moment in history when creative chopper builds were just getting started. What draws you to period-specific bikes? Do you see it as a challenge?Nick Miller: I’m a history nerd. I’ve always been into history and even studied it in college. To me, it’s not really about it being a challenge but rather trying to stay true to an era. It’s about preserving history in a way. I like the idea that you could find aged photographs in some old guy’s toolbox, and you might see a bike that looked similar to this. That was the appeal to me. With this bike, I tried not to use many parts that were too new for the era. So, even though some stuff like the exhaust was new, it was a style that they were using back in the 1960s. That was the idea behind it, but there are exceptions. For instance, I got an adapter to run this air cleaner on a Super E carburetor. They didn’t run these carbs back then, but because the bike was stroked, I couldn’t keep a Linkert on it. Do you spend a lot of time searching for the right parts and pieces?NM: Something that annoys my wife a lot is that I am buying stuff constantly. It might not necessarily be a part I’ll use right away, but I will hold onto it until the next project comes along. Sometimes you can find one piece that changes the whole direction you’re going. What are the specifics of this chopper?NM: It’s a 1955 FLH engine with 1963-65 outside oiler heads. The transmission is from a 1947 knucklehead, and the frame is a 1949-51. This wasn’t a candidate for a restoration because some pieces on the frame had been cut off. I put a lot of them back on, but it’s still not perfect. So, it lent itself more to being a chopper. The coolest thing about it for me is that there are parts I got off of friends, and I had a group of people help me build it. Someone else made the sissy bar and seat, and I was fortunate enough that some close buddies added their touch. A lot of stuff you can do by yourself, but it’s more fun to work on it with friends. Instead of being considered the builder of this bike, I think of myself more as a proud caretaker. Are there any parts that you feel really pulled it together?NM: When people think about 60s style choppers, most of them were all rigid frame panheads. To me, it had to be a wishbone frame. That was what everyone was using in that period. It couldn’t have been a shovelhead motor—it had to be a panhead. I really wanted to use an I-beam springer because there are so many people running inline springers already. I also wanted old school dogbone risers because it was common then. Most of the parts are all things you could’ve got in that era. How long did the bike take to finish?NM: It took a lot longer than it needed to be. It was originally a complete bike that I eventually picked up off someone who beat me to the original sale. I rode it for about a year while collecting parts to make it how I wanted. I always had multiple bikes, so I was never really rushed to get anything done. As I found stuff or got the money, I’d slowly piece it together. We’re in this age demographic where none of us were around when it actually happened, so to do one now there’s only a handful of guys in the area to reference. The young guys have to share knowledge and ideas, and a lot of it comes down to guessing. You can’t take a bike like this to a dealership because they don’t want to touch it. Where did you get your knowledge of old bikes and the different eras?NM: I grew up around a lot of old cars. One winter I decided I wanted to get a motorcycle, and I bought myself a Sportster like everyone else. I had never ridden one, so after the bike was ready I taught myself how to ride. After that, I wanted an old bike and got my first shovelhead to chop. I had no idea what I was doing, so I was mixing old and new stuff. I never finished it but bought another and started over. So at that point, I had told myself I was really going to do it right this time by reading and referencing more. I learned by reading a lot, talking to older gentlemen, and studying old photos. As cheesy as it sounds, even just a Google search for 60s style choppers gives you a plethora of information. I don’t sleep much, so I just dove in headfirst. Featured in Issue 008 1955 HARLEY-DAVIDSON FLH Owned by NICK MILLER instagram Words by KURT DISERIO Photos by ALEXA DISERIO

Wrenching for Over Twenty-Five Years Words by Kurt Diserio — Photos by Alexa Diserio There’s a feeling of comfort and trust that comes with developing a good relationship with a local hands-on motorcycle shop. Being able to walk in and talk directly to a crew about what you’re needing done is something you can’t find too often these days. This type of service still exists at places like Roll On Cycle in Oakdale, Pennsylvania. The shop is a family business that’s been functioning at the same location for quite some time. After getting tired of working for the man as a heavy equipment mechanic, Buck Williams started Roll On Cycle in 1995 out of his father’s car restoration shop. He had already been working on all of his friends’ bikes, and there were no other motorcycle shops in the area at the time. It only made sense to take the next step. Two of his sons, Zack and Phil, also take part in the operation today. Zack mentioned that they do everything from maintenance and heavy motor work to custom paint. This includes basic oil changes, inspections, and even bike builds and restorations. “I started working here in high school, then took a little bit of time off before coming back,” Zack explained. “With Phil now painting full-time out of the shop, it recently opened up new opportunities. It’s nice that things are starting to come together now. We’re excited to see where it goes.” Let’s face it—most of today’s big dealerships won’t touch classic bikes, so finding someone to rebuild or make adjustments to your old shovelhead can be tough. If you have a project in your garage that you’re stuck on or just can’t seem to get finished, give Roll On Cycle a call and see how they can help. With twenty-five years of experience, they’re sure to help get your bike back on the road. Featured in Issue 008 ROLL ON CYCLE 7215 NOBLESTOWN ROADOAKDALE, PA 15071 724-693-2906 instagram Words by KURT DISERIO Photos by ALEXA DISERIO

Spirit of Independence Words by Kurt Diserio — Photos by Alexa Diserio The garage is where many of us spend our free time. It’s important to have a space that allows us to be creative and try new things. The thought of working with motorcycles day and night might seem exhausting to some, but for gearheads, the chase of speed and precision is all part of the fun. This idea resonates with our contributing writer, Ryan Zapko. As a pilot and someone who has been flying since age seventeen, it only makes sense that working with motorcycles would be the perfect thrill outside of the cockpit. We met up with Ryan at Clinton Community Park to chat about his 2003 Sportster cafe racer and the similarities of being a pilot and moto enthusiast. When did you first develop an interest in working with motorcycles?Ryan Zapko: I got my first bike at age sixteen and started wrenching then. My dad was an aircraft mechanic, so I just kind of absorbed things from him growing up. Throughout my life, I’d work on anything from cars, trucks, bikes, Jeeps, and even recently a Tesla. There’s an appreciation for everything. You have two Harleys in your garage. Are you drawn to them for any specific reason?RZ: I never considered myself exclusive to any brand of bike. I raced Honda superbikes for years at places like Mid Ohio and Pittsburgh Raceway. While I really enjoyed that part of it, I like Harleys, too. We would fly to Phoenix in the winter and ride Harleys through Sedona and the Grand Canyon for a day or two—just to get that fix. There are niches that some guys won’t leave, but I think it’s fun to do stuff that’s sort of the thumb in the eye of both Harley and sportbike guys. Is there a connection between motorcycles and being a pilot?RZ: Everything’s an adrenaline rush. Flying suited my need for speed, much like motorcycles. I like pushing boundaries, and I think this particular bike does that. It’s not your typical Sportster build. How did the bike come about?RZ: It started a few years ago. I found a Sportster 883 around Bellevue, brought it home, and started chopping it up. All of the work was done in my garage. The motor was torn down and made into a 1250cc. I replaced the clutch, cam, and ignition before fitting a Suzuki GSXR 750 front end and brake setup. The Harley wheel didn’t work with the Suzuki axle, so it was a bit of a challenge to fit a spoked wheel. Ohlins shocks were added to the rear, along with a chain drive, custom rear sets, and cafe tail section. Lastly, I spray painted the tank and got a paint pen to do all of the details. I really enjoy some of the ingenuity of mixing things up, and I’m proud that it’s never been on a trailer. I ride it everywhere. How does the bike ride with this setup?RZ: I think it’s more of a feel bike. It’s like a backroad bomber with no speedometer or tach. You don’t know whether you’re going forty-five or sixty-five, but it doesn’t matter because it’s all about how much fun you’re having. It’s fun to play around with the suspension rebound and compression damping, which is typically something you couldn’t do on a Sportster. You use the name Spirit of Independence for your shop/brand. What’s the meaning behind the name and logo?RZ: Spirit of Independence started by doing mechanical and fabrication work for others. The name and logo have a number of meanings but it starts with the thirty feathers. The number has significance because it’s the age at which Jesus began teaching, the age that John the Baptist began baptizing, and the amount of currency that Judas sold out Jesus for. Basically, it’s biblically when you discover yourself and become who you are but also a sign of sacrifice. For instance, a lot of words and lyrics on the tank seem a bit in your face. At the time I was going through a tough phase and finding my independence, and the bike was an outlet. How do you think the recent pandemic has affected the industry?RZ: I’m hoping that with this pandemic, some people found the opportunity to wrench a little bit in their garage. A positive result of the quarantine would be that maybe a year from now we’ll see some pretty creative builds as a result of time forced at home. I think new powersports are tough right now. The prices coupled with people struggling financially might push manufacturers to start making more affordable or simpler options. What would you say to the younger generations about using bikes as a creative outlet?RZ: I think it’s about putting your own stamp on it. It’s been a blank canvas for customization or modification from back in the 50s and 60s up until today. It doesn’t have to be one thing. You don’t have to stick with any particular style, just do whatever you want. Featured in Issue 008 2003 HARLEY-DAVIDSON SPORTSTER Built by RYAN ZAPKOSPIRIT OF INDEPENDENCE instagram Words by KURT DISERIO Photos by ALEXA DISERIO

STRIVING FOR PERFECTION Words by Kurt Diserio — Photos by Alexa Diserio & Phil Williams Spending your entire life around cars and motorcycles isn’t a bad way to live, especially when you pick up the intricate craft of custom painting. We talked with Phil Williams of Roll On Cycle about his technique and path to becoming a full-time painter. His operation goes by the name of Bridge City Paint and is now housed within the same shop that his family has run for decades. How did you develop an interest in custom painting?Phil Williams: I basically grew up here in the shop. I’d get off of the school bus then hang out in the office or watch my grandpap work on cars. My dad used to paint bikes here after he started Roll On Cycle in 1995. He was a one-man show for a while, doing motor work, painting, the whole deal. Eventually I went to vo-tech school for auto body, which got me into cars while doing bikes as a side hobby. I didn’t really know anything different. Now thirteen years later, I’m ready to just do motorcycles full time. What is it that you enjoy most about painting?PW: I think it’s fulfilling to take an object, whatever it may be, and create something totally new that never existed. There’s a special moment after you’re finished when you just take a step back and spend some time looking at it. I know the challenge and frustration was worth it after the customer sees it and is happy with the work. How would you describe your paint approach?PW: Simple, clean, and symmetrical—not typically anything that’s too crazy. I like crisp lines and simple designs that are really clean and really shiny. I might not be the most creative artist when it comes to drawing or pinstriping, but if I’m going to paint, then I’m going to be very meticulous and make it as nice as possible. Where did you learn to paint?PW: It started by watching my grandpap and dad do it, which made painting a little more natural for me. Vocational school taught me the basics, and the body shop taught me more about the job. You pick up on things you should and shouldn’t do. Is there a particular style from history that inspired you?PW: Most of my life growing up was just cars and hotrods, so I got a lot of inspiration from that end. I definitely respect the guys painting lowriders in California with the crazy layers and different color candies. The stuff you can accomplish with just tape and an airbrush is nuts. Any advice you’d give a younger kid trying to get into it?PW: If I was thinking about getting into it, I’d say not to expect it to be easy and that you basically have to go all-in. Experiment with different techniques. Maybe even find someone local near you that paints and start asking them questions. There are a lot of people that just want it to be a hobby and do something else for a living, which you can do, but it might take you a long time to get where you want to be. For me, it’s what I do for a living, so I have to be the best that I can. Do you have a favorite type of project?PW: It’s tough to say, but I guess one of my favorites would just be a blank peanut tank where I’m allowed to do whatever I want. You can’t go wrong with a peanut tank, the shape allows you to do almost anything on it. Besides that, any fun projects that allow me to get creative. Featured in Issue 008 BRIDGE CITY PAINT Paint by PHIL WILLIAMS instagram Words by KURT DISERIO Photos by ALEXA DISERIO & PHIL WILLIAMS

Stretched Chopper From the Cipoletti Brothers Words by Kurt Diserio — Photos by Hunter Norman The last time we checked in with Ryan and Nathan Cipoletti they had put together their first chopper from the frame up, a slick black 1975 Harley-Davidson FX. Since then, they’ve been quite busy collecting more pieces and building or modifying numerous choppers in their spare time. If you wander into their workspace, you’ll see that it’s filled with different length springer front ends and an assortment of parts all waiting to be used on a proper build. We all know these bikes take time. Luckily, their latest project was well worth the wait. The long S&S panhead chopper was a hit at Glory Daze, so we reached out to Ryan to fill us in on what the brothers have been up to and how this chopper came to be. You and your brother, Nathan, seemed to have caught the chopper bug over the past few years. What projects have you been working on since the last feature?Ryan Cipoletti: Since the shovelhead, there have been a few different projects. We picked up the wishbone frame and motor to start putting together this long panhead. I found a 1969 shovelhead that we plan on building a 60’s style short chopper with. We also tore down Nathan’s 1986 Sportster 1100 and redid the whole bike from the ground up. What sparked the idea for this long chopper?RC: After building our daily riders, we wanted to do something along the lines of a show bike. The idea was a 1970’s style long chopper, so we collected parts and planned it out for over a year. How did it all come together?RC: We came across the 20 inch over springer front end years ago online from a guy in Ohio and had to have it for this long build. The gas tank was acquired during Fuel Cleveland 2018 from Chemical Candy Customs. After we started collecting some more parts, we came across the 1948 frame on Chopper Swapper for a killer deal and picked it up. It needed some work, but we couldn’t pass it up. Where did the motor come from?RC: We found a guy outside of Columbus, Ohio selling a complete 1949 bike on Craigslist. He had the S&S panhead motor in a wishbone frame as well as the original panhead motor sitting in his garage. I got ahold of him and asked if he’d sell one of the motors, and he agreed to sell the S&S that was in the bike. After a couple of days he called back and changed his mind, saying that it was a package deal only. Eventually after a couple of more weeks he agreed to let me buy the motor. He didn’t know how to pull it out of the frame, so Nathan and I went there and took the motor and trans out ourselves that day. It was a full running bike that morning, and after a few hours we had it torn apart with the engine in the back of my car. Is there a certain piece of the build that you were most excited about?RC: It was a goal of ours to have a tank painted by Scott at Chemical Candy Customs. I was at Fuel Cleveland this past year helping to set up a friend’s vendor spot before the show, and my brother told me that Scott had a tank for sale at his booth. So I started talking to him about it and bought it within the first two minutes of walking around the show. You’ve definitely progressed since the first build. What stood out this time around? RC: We were happy to do more metal and fabrication work on this bike compared to our previous bikes. The frame was pretty chopped up with a bunch of holes drilled in it and tabs cut off, so we had to fix a lot of parts of the frame, make new sissy bar mounts, and reshape the neck. We cut out the mechanical drum cast piece in the axle plate to fit the 16 inch mid star juice drum. All of the spacers and tabs we used were machined on our lathe. You narrowly finished this bike in time for Glory Daze. How close was it?RC: We started on it the first week of June, and every minute of our free time went to working on the bike. The week before Glory Daze we both called off work to get it finished, and we ended up wrapping it up the night before it had to be dropped off for the show. The bike was completely done, all wired and running. It was great making our dream build a reality. Featured in Issue 007 1948 HARLEY-DAVIDSON FRAME / S&S PANHEAD MOTOR NATHAN & RYAN CIPOLETTI instagram.com/chip_dip instagram.com/chip15 Words by KURT DISERIO Photos by HUNTER NORMAN

An Ironhead Finds a Home in Pittsburgh Words by Kurt Diserio — Photos by Alexa Diserio If you’re from Pittsburgh or Cleveland, you’ve probably seen this Sportster before. It’s been all over the internet and has bounced around to different owners before making a home with Erin Fitzgerald in the Steel City. In a lot of ways, Erin and Lucerne are a great fit together. It was her first chopper, and through the ups and downs she has put a lot of herself into the ironhead over the past few years. Alexa and I met up with her at a shared garage space to talk about her history, the bike, and the local moto community. When did you move to Pittsburgh, and how did you first get into motorcycles?Erin Fitzgerald: I first moved here when I was seventeen to go to the Art Institute but eventually dropped out and moved to Cleveland. After getting laid off from my job there and losing my apartment, I decided to move back to Pittsburgh in March of 2017. I had a month before the move, so I picked up my first motorcycle and a one-month membership to Skidmark Garage in Cleveland. Skidmark is a co-op motorcycle garage that does classes and has every tool imaginable. You pay a membership to use the tools, workbenches, and bike lifts. My bike was a Honda CB350 that had a hole in the piston and debris in the crankcase, so I used my time at the garage to rebuild the motor and have it running before the move back to Pittsburgh. How did you first acquire the ironhead?EF: I saw it listed for sale in Cleveland on Chopper Swapper a few years ago in its original state with a different exhaust, tank, seat, and so on. I knew that was my bike, but I didn’t have several grand laying around at the time. Eventually, I got a better job, and six months later the bike was posted for sale again. It was owned by Anna and Alex from Strange Cycle, who had a great reputation around the Cleveland area. I mentioned getting a loan for the bike to the owners of the company I worked for, and they were kind enough to offer me a salary advance to avoid a loan. My friend, Shawn, helped drive me to Cleveland to pick it up. Riding a chopper in Pittsburgh is a challenge, but learning to do so creates a sense of accomplishment that I find rewarding. Was it chopped when you bought it?EF: It was hardtailed. I was told that it was one of the first custom hardtails out of Gasbox in Cleveland and had been passed around the chopper crowd up there for a while. What have you done to make it your own?EF: I decided I wanted a rigid seat, so I chopped the tabs off and made a piece for a seat that I bought to clip into the frame. I added the dual lights by cutting up a bolt-together bracket. The raw tank was purchased from Lowbrow Customs, and I added the paint and decals. The exhaust was changed—I wanted upsweep pipes. There were a lot of little things I changed, like the air cleaner cover. My friend, Andy, did the welding for the sissy bar. We worked together to cut and fit everything for something that was drawn up, then I sat there day after day dremeling it to get it smooth. How has the Pittsburgh motorcycle community been for you?EF: When I moved back to Pittsburgh the second time, I didn’t really have many other friends here. I ended up hanging out with a bunch of different bike riders, and they taught me a whole different side of this city. I appreciate that the chopper scene here in Pittsburgh accepts diversity and isn’t into the hate or social exclusion that you might see in other situations. I would be ashamed if anyone in my group was into that. Do you feel motorcycles have ultimately had a positive impact on your life? EF: I had four-wheelers when growing up in upstate New York, and I liked the sense of having my own independent vehicle I could take on trails. That feeling is similar to having a motorcycle. If I looked back at myself as a sad, awkward teenager and compared it to where I am now, I’m one-hundred percent cooler than I had ever hoped to be. I have done things that I never imagined in my life. Is there anything else you’d like to say?EF: I was lucky to have the money and support around me to get this bike, and some days it feels like a miracle that I’m able to keep it moving. I’m also trying to remember that having a bike doesn’t mean motorcycles now define me. There’s no need to feel so much pressure if something takes a while to fix or I can’t afford something it needs. We can’t all be fabricators and master mechanics, but if you’re doing anything with a bike, in any capacity, be proud of it and enjoy it. Featured in Issue 007 1981 HARLEY-DAVIDSON SPORTSTER XL1000 ERIN FITZGERALD instagram.com/ohpreciousdistance Words by KURT DISERIO Photos by ALEXA DISERIO

Monochrome Shovelhead from TE Customs Words by Ryan Zapko — Photos by Alexa Diserio Although chromophobia, the abnormal aversion and fear of color, perfectly characterizes this chopper masterpiece, its builder could not be further from the theme. Born in Eighty-Four, Pennsylvania, to a father already established as a creator of 1960s and 70s choppers, Tyler Elliott has been wrenching, fabricating, and customizing since his earliest memories. Under the tutelage of his father, Tyler cultivated trial-and-error successes in a myriad of different skill sets including welding and automotive paint and body work. Further developing a broad array of creative and useful skills during a stint at WyoTech, Elliott promptly earned a position in an esteemed hot rod shop, and was even commissioned to restore a private collection of automobiles. It was during these formative years, in his early twenties, that Tyler admits to kindling a love of motorcycling, in particular the custom choppers that surrounded him through his youth. In 2008, TE Customs was born as Tyler’s outlet for all things prismatic including high end pinstriping, painting, and of course the custom metal fabrication that precedes the detailed paint work. Just two years into the infancy of his burgeoning shop, Elliott picked up an immaculate 1975 Super Glide that formed the basis for the beauty shown here. According to Tyler, his creative process rarely includes a step-by-step plan for a final goal and instead allows the project to “build itself.” This approach allows Elliott to develop one inspired part at a time, and this bike hosts countless innovations. A close look will discover the often-subtle nuances that mark great builds, including the 1936 Ford spare tire cover that was reimagined as a rear fender. The hand-built handlebars, controls, sissy bar, taillights, fuel tank, and open chain primary all find a home on this custom hardtail frame. The oil tank was hand-made, the exhaust fashioned from stainless swimming pool railings, and the build wears Elliott’s first set of hand-laced and trued wheels. Tyler looks forward to putting some miles on “Chromophobia”, exercising the 89-inch stroker motor with dual plug heads and split rocker boxes. In 2019, the bike was trailered out and displayed at the notorious and celebrated Born Free Motorcycle show in Silverado, California, and will surely generate even more attention in 2020. “Recently, the chopper stuff came out of nowhere”, says Elliott, who lights up at the idea of fostering future chopper enthusiasts in his native Western Pennsylvania region. While “Chromophobia” in all of its color-averse neutrality surely works to promote the local scene, it will be Tyler Elliott and his colorful kaleidoscope of talents and skills that will ensure its ultimate success. Featured in Issue 007 1975 HARLEY-DAVIDSON FXE Built by TYLER ELLIOTTTE CUSTOMS website  |  instagram Words by RYAN ZAPKO Photos by ALEXA DISERIO