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

Simplicity on Two Wheels Words by Kurt Diserio — Photos by Craig Thompson Over time, as more restorations and custom builds start popping up, certain classic bikes seem to gain an appreciation. The popularity of the Honda CB line has remained solid throughout the years, cementing them in history as some of the most stylish, reliable bikes ever produced. The first CB models were born over sixty years ago, and when Honda moved forward with the CB350 in 1972, the four-cylinder, 347cc four-stroke was the smallest multi-cylinder motorcycles ever put into full-scale production. This rich history is cherished by motorcycle enthusiasts like Craig Thompson, a full-time photographer in Pittsburgh. Craig works mostly on the commercial side, which includes architecture, magazine, corporate, movie set, product, and portrait photography. He has also been riding motorcycles since he was roughly ten years old and has quite a passion for restoring vintage bikes. The first of hopefully many that we will feature is the 1974 CB350 shown here. What is the story behind the CB350?Craig Thompson: The bike was originally purchased by a friend. It was totally stock as far as I could tell. She had plans to ride it but never did, so it sat in her studio for years before I convinced her to sell it to me. It had all the problems one would expect. There was gas left in the carbs and the tank had turned to shellac. Additionally, the battery was dead, the front brake assembly was gummed up, and many other problems. What parts or pieces of the bike do you find the most interesting?CT: I like this particular bike because the tank is cool with the indents for the knees. It also has a really nice factory paint job that was abnormally nice for being a forty-five year old bike. It’s hard to find a tank this old in this condition. Any changes during the restoration?CT: I drilled out the front rotor and based the hole arrangement on a rotor from one of my other bikes. The aftermarket exhausts were a bit scratched up, so my affordable solution was to remove around eight inches from the ends of the pipes. This increased the sound of the bike a bit, and I liked the look. I also added black paint to several areas of the bike. I feel the Japanese bikes from this period were crazy for chrome and clear coated polished aluminum. What is it about these classic bikes that you feel continues to attract enthusiasts? CT: For me it’s a combination of things: The classic style, spoke wheels, simple design, and ease of repair. There is a sort of aesthetic restraint employed. With simplicity as a starting point, as I feel these bikes are, one is afforded much freedom to modify. Are there similarities between your passion for building or restoring classic motorcycles and photography? CT: Yes, for me it’s all about problem-solving. I love the challenge, whether it’s getting a photo of a difficult subject and making it shine or bringing an old and dead motorcycle back to life. Where do you feel the motorcycle industry will be in ten years? Do you personally see it trending in a particular direction? CT: Hard to say for sure, but electric bikes will become more prominent. I also think more energy will be put into making bikes even more fuel-efficient and eco-friendly. What bikes do you currently have in your garage? CT: I currently have two 1974 Norton Commando 850s. They are both fully restored and in beautiful condition. I do ride them but not on long rides. I also have a fully restored 1990 BMW K75S, which is considered a sport/touring bike that’s great for long rides. It’s super comfortable but still has a sporty-like ride. My final and most recent purchase is a 2005 Ducati 800 Supersport. This is really an excellent bike in every way that’s plenty fast when I want it and just a pleasure to ride. Featured in Issue 007 1974 CB350F1 Built by CRAIG THOMPSON www.craigthompsonphoto.com Words by KURT DISERIO Photos by CRAIG THOMPSON

Going the Distance Words by Kurt Diserio — Photos by Alexa Diserio Deep inside of us, there’s a joy that comes from doing something the hard way. For most folks, choppers aren’t typically the first choice of motorcycle for road trips. For others, the challenge of taking such an impractical machine the distance is the rush we need to feel alive. Nate Puleo has racked up the miles on “Ol’ Drippy”, his 1992 Sportster XL1200. The chopper has been through a lot of changes over the past year and a half, most notably a major engine upgrade that bumped up the horsepower to performance level. We caught up with Nate to chat about the bike, his garage shop, and traveling around the country on two wheels. First things first, tell me about this engine.Nate Puleo: After watching some videos with my shop partner, Rob, it just so happens that one of the fastest people in the world on Harleys lives only an hour or so outside of Pittsburgh. So I took my engine to Greg Dahl at GMS Racing Engines for more power. They did a heavy port and polish on the heads, competition valves, .030” over bore, Andrews P Cams, Barnett clutch, and more. I needed better fuel flow for this engine, so I went with a big bore Super E carburetor. It’s fucking fast and loud. Where did the Sportster come from and what work has been done?NP: This is actually my first Harley. When I first got the bike almost two years ago, it had a stock front end, different headlight, bars, and more. It was originally built by Tyler Morrow, who did the frame, tins, seat, and exhaust. At the time, I was living down south and stopped at a friend’s shop in Birmingham, Alabama who had a 6-over front end just chilling there. He wanted a shorter front, so we swapped them out. I added different bars, headlight, brake calipers, and a new coil and ignition. The charging system went out, so I had to rebuild that. Tell me about Love Shack Cycles and how your shop got started?NP: I met Rob Hawk a couple of years ago. He’s a master fabricator, and both of us were into bikes and death metal. We were always hanging out and wanted to get a shop together. So when I was in the process of buying a house that had a garage and needed a roommate, I thought who better than Rob. We were able to start Love Shack Cycles this past May. We’ve had a lot of Sportsters come through and hope to get more into machining parts and pieces this coming year. You travel a lot on this bike. What are some of your recent trips and what preparations do you take?NP: I’ve always wanted to travel long distance on a chopper but never had one until recently. I lived in Louisiana for a period of time and would ride around the swamps. I made a trip to Austin, Texas, and South Florida. After moving back to Pittsburgh, I did the Lowbrow Getdown and rode to Fuel Cleveland. About three weeks after getting the engine back from GMS, I left for a trip to Maine for the Deadbeat Retreat. It was about 1,200 miles up and 800 miles back to Pittsburgh because I took a weird route through the Adirondack Mountains on the way there. To prepare for the trip, I put on new tires and made sure most of my pack was just parts and tools. I had a top end gasket kit, ignition, different coil, regulator, extra oil, piston, chain links, and more. For peace of mind, everything was pretty new before heading out. What fueled your love for motorcycle travel?NP: I used to hop trains, so this is like the same feeling. It was very freeing and nobody telling me what to do. We would drink a lot and just have a good time traveling across the country to see bands and hang with friends. I got to see most of the United States and Mexico that way. Not too many people can say that. There’s places trains go that nobody else goes. It was beautiful. Any upcoming travel plans?NP: I’m doing the Blue Ride Stakeout next year, and definitely plan on going back to Maine again. Then after getting back I’d like to head out west. The plan is to stop at Pittsburgh after Maine for a week of repairs and preparation, then head down through Tennessee and Kansas before making my way through New Mexico, Arizona, and the up the west coast. If it’s not too cold, I’d like to ride back home through Canada. Featured in Issue 007 1992 HARLEY-DAVIDSON SPORTSTER XL1200 Built by NATE PULEOLOVE SHACK CYCLES instagram Words by KURT DISERIO Photos by ALEXA DISERIO

Revelry Custom Cycles Triumph Bobber Words by Kurt Diserio — Photos by Alexa Diserio Brian Petronchak of Revelry Custom Cycles is no stranger to the pages of Pittsburgh Moto. His white 1966 Triumph TR6 was featured in our second issue, and both of his recent builds were displayed at this past year’s Glory Daze Motorcycle Show. This time around we’re featuring his black and silver 1970 Triumph, a sleek bike that was built skinnier and longer than the last Triumph that rolled out of his garage in 2017. What happened between the first TR6 build and this recent TR6?Brian Petronchak: I had a lot of fun building the first one, so I wanted to get another. I picked up the second TR6 on my way home from Fuel Cleveland the first year I was in it with my white 1966. I actually bought it off of Todd from Lowbrow Customs. He picked it up from a swap meet and was going to do something with it but decided to get into a different project. The original idea was to take my time on it, but then after talking with Mikey about putting it in Fuel the next year, I had to get it done in time. I built it in almost exactly one year. What are the differences this time around?BP: I was going for a super skinny look this time. To switch things up, I went with a springer front end. The rear section is a Lowbrow bolt-on hardtail. This one is stretched four inches compared to the stock length on my white bike. The exhaust was an important part. I see a lot of the same exhaust systems at different shows I go to, so I wanted to do something outside of the box for this. It was put together with two different pre-bent Biltwell kits with a lot of cutting, tacking, breaking it apart, and so on. It took me about two weeks off and on. Paul’s Chroming out in Evans City, Pennsylvania chromed it. Was the bike stock when you got it?BP: No, it had a generic hardtail on it, but I cut that out. I also had to redo the entire motor because it was shot. Did you notice any difference in the ride compared to the white bike?BP: This one seems to ride a lot nicer. I don’t know if it’s the springer or the geometry from the four inch stretch, but it’s a lot softer. The spring seat and a combination of other little things probably help, too. Do you feel you have a particular style when it comes to builds?BP: I don’t really believe in having a style. I guess I just really like old Triumphs. Some people develop a certain style and that’s cool but I try to mix things up a little. The idea of building the same bike with subtle changes over and over just seems boring to me. Any shoutouts or help with the build?BP: The motor was done by Jag Old School Choppers in Ormond Beach, Florida. Steve Hennis at Flamethrower Customs in Doylestown, Ohio did the paint work. Lowbrow Customs hooked me up with parts. Chris Leduc from Long Island, New York bent and shipped different pieces of tubing that I used to make the handlebars. Has it been difficult juggling the shop with the new addition to your family?BP: At first, I was all in for doing jobs for people. It was fun, then we had the baby. In the back of my mind, I knew how time consuming the baby would be, but I didn’t fully grasp it at the time. Now I understand. With this bike, it was hard to get it done in time because of how busy I was with our daughter. Down the road I’d like to put more effort into it, but for right now it’s just great spending time with my family and riding whenever I have the time. Plans for your next bike?BP: Right now I’m doing a CB350 cafe racer for my brother-in-law. For my own next bike, I’m thinking about a Harley Evo chopper. The shovels and pans are awesome, but it’d be fun to switch it up with an Evo. I want something I can just get on and ride. Featured in Issue 007 1970 TRIUMPH TR6 Built by BRIAN PETRONCHAK REVELRY CUSTOM CYCLES revelrycustomcycles.bigcartel.comfacebook  |  instagram Words by KURT DISERIO Photos by ALEXA DISERIO

TRIUMPH BRINGS THE PARTY TO THE ACE HOTEL Words by Kurt Diserio — Photos by Alexa Diserio & Shawn Mehaffey For the past few years, Triumph Motorcycles has organized a tour around the country to promote their new lineup. Pittsburgh has been one of the stops, and this year we were lucky enough to swing by the party at Ace Hotel in East Liberty on November 20 to check things out. The Gym was filled with great food, friendly faces, and a bunch of new Triumphs, but a few special models were unveiled throughout the night. Wrapped in a lightweight, carbon fiber body, the new 2020 Daytona Moto2 765 Limited Edition features Triumph’s highest power and torque-producing 765cc engine ever. For those that enjoy ripping through Western Pennsylvania’s windy roads, the aggressive Street Triple RS has been upgraded with major performance and design updates. Lastly, the muscular Rocket 3 has been redesigned from the ground up, taking the crown as the world’s largest production motorcycle engine at 2500cc. After the event, I was fortunate to chat with Triumph America’s Marketing Director, Adam VanderVeen, about what the company hopes people take away from the experience and why you should consider riding away on one of the new Triumph models. Triumph has been organizing annual promotional tours throughout North America for years now. What do you hope people take away from the experience?Adam VanderVeen: My goal for the Triumph new product tour parties is that people have a memorable evening and authentically experience the Triumph brand, culture, and lifestyle in addition to our latest motorcycles. Whether in the form of curated shows, parties, or anywhere in between, the evolution of events over the past decade has helped introduce new groups to motorcycles. What do you think has led to this demand, and has it boosted brand awareness?AV: I can’t speak to the overall trend, for Triumph however, hosting new model reveal parties has been an opportunity for us to invite motorcycle enthusiasts to enjoy an evening with Triumph Motorcycles in a non-sales environment. After hosting these types of events for several years in a row, I’d like to think we’ve given people a night filled with bikes, brews, food and fun, that’s memorable, and one they’re looking forward to coming back to, but with a few extra friends the following year. I’m not sure if there was an existing demand, as I know people still attend traditional motorcycle shows and visit their dealer, however we felt it was important to create interest in these type of events as a way of more intimately interacting with riders, and giving them a tangible experience with not only the latest Triumph Motorcycles, but just as importantly an experience with our brand. Why should custom motorcycle enthusiasts or builders consider purchasing a new Triumph model?AV: A Triumph is the perfect bike for any custom enthusiast because you’re starting with such a high quality and beautifully designed motorcycle canvas. You can highly modify any motorcycle to your taste, but for your overall riding experience, it’s really important to start with a bike that already meets all of your needs, and then let your imagination run wild to make it your own dream machine. Any other news from Triumph we should look forward to in 2020?AV: Nothing I can mention at this time, but there are always exciting product and brand announcements in the works. Photo by Shawn Mehaffey Photo by Shawn Mehaffey Photo by Shawn Mehaffey Featured in Issue 007 TRIUMPH BEST OF BRITISH TOUR NOVEMBER 20, 2019 ACE HOTEL120 S WHITFIELD STREETPITTSBURGH, PA 15206 www.triumphmotorcycles.com facebook  |  instagram Words by KURT DISERIO Photos by ALEXA DISERIO & SHAWN MEHAFFEY

Long, Low, & Narrow Words by Kurt Diserio — Photos by Kurt Diserio Those who love the thrill of drag racing and the style of old choppers probably have a thing for diggers. If you’re unfamiliar with digger choppers, just think prism or geometric tanks, powerful engines, and often very wild paint jobs. These stretched and narrow bikes exploded onto the scene and filled the pages of many custom motorcycle magazines throughout the 1970s thanks to a name that needs no introduction: Arlen Ness. When family friend and motorsports painter, Fred Marino of Wellsburg, West Virginia came across what could possibly be an original Arlen Ness build, I had to go check this thing out. The bike is somewhat of a mystery, but with Fred’s extensive background in all things wheels, the origins of this beautiful Honda will eventually come forward. I visited recently to talk about how he ended up with it, what kicked off his interest in choppers, and his history with drag racing. What first attracted you to choppers and their unique style?Fred Marino: When I was young, there was a TT track and a local motorcycle gang showed up. One guy’s panhead wouldn’t start because they were dumping beer down the tall pipes in the back. After the bike lit, it all shot out and rained beer. That was it. The next day I got a jean jacket and cut the sleeves off, took my mom’s sweeper pipe and ran it up the back of my bike, and shit-canned my front fender. When I started painting bikes, choppers were all I would do. How did you come about this wild machine and who built it?FM: I first found the CB750 on eBay. A guy used it as artwork, just sitting in his living room in Toldeo, Ohio. He eventually decided to make it run, but it was way more work than he could do. We’re not sure of the year but know it’s early 1970s. The story is that it’s supposedly a real Arlen Ness bike built by the man himself. It’s the right painter, the right time period, and all things seem to point to it being an original. The only thing we’re convinced isn’t original is the oil tank. My friend, Joe Mendel, and I are checking on the front end. Arlen built five of these springers in his shop as a prototype of whatever. During production he left the work to outside companies. We don’t know for certain about the front end just yet. Since you’ve bought it, what work has been done, and what are your plans?FM: The bike has been in Joe’s shop where a lot of the work was getting it to run. The motor was rebuilt. It’s going to be an ongoing project that I will restore slowly. I don’t want to change much, just fix up some small stuff—maybe have the chrome re-done but will leave the paint as is. Since you’ve bought it, what work has been done, and what are your plans?FM: The bike has been in Joe’s shop where a lot of the work was getting it to run. The motor was rebuilt. It’s going to be an ongoing project that I will restore slowly. I don’t want to change much, just fix up some small stuff—maybe have the chrome re-done but will leave the paint as is. Tell me about your history with drag racing and what drew you to this style and period of bike.FM: I started racing when I was fifteen at PID (Pittsburgh International Dragway) driving a friend’s car. Later, I tried road racing a bike and loved it, but drag racing was me. I raced the International Drag Bike Association for a couple of years, and did really good. I traveled with Frank Rayburn and got a couple runner-ups and a few semis. I’m still racing a rear-engine dragster with an eight-second bike and will also be doing some vintage drag bike racing. As far as the bike, I just love the look of diggers and that they’re similar to drag bikes—low and stretched. Back in the day there were guys that would come to drag races using a chopper frame. It was the easiest way to do it. Arlen Ness wasn’t the only guy who made these, but he started it. At times, he was building twenty bikes a year. It was a passion and his bikes were artwork. I’ve wanted one for a long time. Do you still drag race?FM: Yeah, I raced two weeks ago. I go to places like Quaker City, Keystone, and Columbus. Bike drags are back big, and I’m going to try to make most of the races next year. There are guys older than me still doing it, so that gives me confidence. Featured in Issue 006 1970s HONDA CB750 DIGGER Owned by FRED MARINO Words by KURT DISERIO Photos by KURT DISERIO