Number Nine Words by Michael Hyjurick — Photos by Tom Macconnell Steel City Mods vs Rockers is now in its ninth year and set up in new digs! The event moved to Zone 28 in Harmarville to better accommodate the masses. The night before the event, a group ride was held on the historic Route 66 highway. The ride was led by Ton Up Pittsburgh’s Tom Fury and boasted over forty riders. The event is geared to show off all of the beautiful vintage motorcycles and scooters in the Pittsburgh area, and this year did not disappoint. There were over 60 bikes entered for judging. Categories were Best British, Best American, Best European, Best Japanese, Best Scooter, People’s Choice and Best in Show. The bikes are judged by the other entrants and attendees of the show. The laser cut, steel plate trophies were hand made by Steve Simqu. On the FlySpace stage this year were local surf rock legends, Vertigogo and punk powerhouse, Killer of Sheep. Yetter’s Candies and Jester’s Court Tattoo provided the prizes for the lovely Pin-Up Contest winners. Taking the sash and crown this year was the radiant Miss Dana Von Dangerously. She went home with $200 worth of tattoo work from Jester’s Court and a gift basket provided by Yetter's Candies of Millvale. Runners-up also received Yetters baskets. Vendors included Greymist Jewelry, Identity Crisis Design, Couch Brewery, and Snyder’s Riders. Also, the event supported some nonprofit organizations: Ride for the Kids, which benefits children with brain tumors; The Distinguished Gentleman’s Ride, which benefits men’s prostate cancer research and mental health; and Hello Bully, which benefits local pit bull charities. Gatto Harley-Davidson was on hand showing off Royal Enfield, Honda, and Harley-Davidson models. The headlining sponsor for the event, Mosites Motorsports, was showing the latest lineups from Triumph, Kawasaki, and Ducati. They also gave free demo rides on all of their bikes. Three Biltwell helmets were raffled off thanks to Biltwell Inc. and local BMX legend, Chris Doyle. There were also over fifty other raffle prizes from Jester’s Court Tattoo, M&M Leathers, Lowbrow Customs, Mothership Moto, and much more. Steel City Mods vs. Rockers would like to extend a huge thank you to all of the sponsors, vendors, and attendees. In addition, we’d like to thank Ton Up Pittsburgh and Steel City Rockers clubs for volunteering to work the event. Saturday, August 10, 2019 is the date for Steel City Mods vs. Rockers #10. The event will be held in the parking lot of Bicycle Heaven in the North Side of Pittsburgh. The tenth will also be the last, as they’re looking to rename the event and are asking the attendees to help decide on the new identity. Keep an eye on the Steel City Mods vs. Rockers, Ton Up Pittsburgh, and Steel City Rockers social media outlets for more details. Featured in Issue 005 2018 STEEL CITY MODS & ROCKERS HARMARVILLE, PA www.steelcitymodsvsrockers.com Ton Up Pittsburgh facebook  |  instagram Words by MICHAEL HYJURICK Photos by TOM MACCONNELL

Dual Sport Words by Ryan Zapko — Photos by Alexa Diserio For those of us old enough to recall his athletic exceptionalism, Bo Jackson remains the only person to achieve “dual sport” All-Star status in both professional baseball and professional football. We remember his uncanny ability because the idea of dominating multiple and often unrelated skillsets is such an incredible rarity. This too goes for our motorcycling community where the term “dual sport” would not typically conjure ideas of excellence in any specific task, and surely not an “All-Star” on either the pavement or the dirt. Wikipedia defines dual sport as “a type of street-legal motorcycle that is designed for both on and off-road use,” but the seasoned motorcyclist recognizes the tongue-in-cheek hypocrisy and challenges in such a lofty label. Dual sport bikes often specialize more in compromise than excellence in any number of advertised parameters. The idea of executing numerous antithetical tasks at an exceptional level is frequently a goal but seldom accomplished in man or machine. In those uncommonly rare times, legendary status is achieved by challenging conventional thought and excelling in multiple genres. One local fan of dual sport motorcycles also happens to be an accomplished and exceptionally talented “dual sport” of his own. Meet Dr. Nick Surra, owner of Nice Bikes Motorcycle Co. in Pittsburgh, PA. Dr. Surra’s first “sport” is working as an experienced emergency room physician at the University of Pittsburgh Medical Center, but he earned true “dual sport” status as an avid motorcyclist, mechanic, and successful shop owner. In 2016, Nick purchased a meager building in the Bloomfield neighborhood of Pittsburgh. His vision of the shop led to pouring new concrete floors, installing a glass garage door entryway, and designing a hoist system to lower bikes into the basement for additional workspace. The culmination of his effort is realized in a uniquely industrial yet warmly inviting space where guests are invited to mingle among the shop bikes and projects. But guests and potential clients are surely drawn to Nice Bikes by the quality of workmanship and humble, welcoming attitude of Nick himself. While Nick has accepted a multitude of makes and models for work in the shop, he has historically been more involved with older Japanese motorcycles. This is changing though, as Nick is quick to point out that his “day job” permits the incredible freedom to pick and choose projects of creativity and design that push him out of his typical comfort zone. He has built relationships with other local motorcycle shops, and is happy to refer work when time is a concern. It doesn’t take more than a few minutes with Dr. Surra to understand his strength as a people person. Nick will often halt the build process to spend hours openly conversing with window shoppers and foot traffic who are intrigued by the array of motorcycles behind the glass store front. This open approach to both the seasoned and uneducated motorcycling community is a refreshing counterpoint to the single make, one track, know-it-all, no-time-for-you motorcycle shops of the past. Nick is genuinely interested in building the motorcycling community in spite of what brand or genre one prefers. In fact, when asked about the future, Nick lights up at the thought of hosting regular motorcycle enthusiast gatherings and continuing to build the community in addition to bikes. While the metaphor of “dual sport” surely applies to Nick’s mastery of multiple disciplines in medicine and motos, in reality he is adept at a myriad of skills, most importantly in helping and connecting people. A dual sport All-Star for sure. Featured in Issue 005 NICE BIKES MOTORCYCLE CO. 4202.5 MAIN STREET PITTSBURGH, PA 15224 www.nicebikesmoto.com instagram Words by RYAN ZAPKO Photos by ALEXA DISERIO

Humility on Two Wheels Words by Kurt Diserio — Photos by Alexa Diserio I often get asked questions from folks wanting to get into motorcycles. They’re mostly just basic inquiries about which starter bike might be right for them or simply tips on riding in the city. You know what nobody ever tells them though? Motorcycles will absolutely humiliate you. Motorcycles will cause you great stress. If you want to get into bikes, especially vintage stuff, then you better have thick skin and the ability to laugh at yourself. Things will happen that put you in ridiculous scenarios, often very aggravating, and sometimes surrounded by crowds of people who don’t understand bikes. My 1987 Harley-Davidson Sportster chopper shown here is a great example. To help avoid embarrassment, here’s a few obvious tips that I’ve apparently spent my entire life ignoring. TIP NUMBER ONESpend a little more cash to get something that’s in good shape. I’ve made this mistake many times in the past but never learned my lesson. This chopper was another “good deal” that ended up being a massive pain in my ass. Tasks like replacing the charging system, installing a new clutch, and fixing an oil leak escalating far beyond expectations. There’s very little time throughout the week for me to spend in the garage, so it took over a year to get it running semi-properly before I even got to the fun stuff. With the help of my father, Paul, we were able to finally get all of the issues figured out. TIP NUMBER TWONever get too confident, and expect the worst. I was kidding in the previous paragraph about getting all of the issues figured out. The day we finished the chopper, I rode it to the grocery store around 10pm in the dark to pick up whatever would fit into my small backpack. It ran great on the way there, but wouldn’t start when I tried to leave. Anyone that rides a chopper knows that this isn’t anything new, so I began checking over the bike for what felt like a hundred times. It was closing time at this point, and nothing seemed to do the trick. The employees and intoxicated customers were coming out of the store making comments and asking irritating questions, so I pushed the bike to the side of the building and sat there like an idiot for an hour until help arrived with a trailer. In the end, it was luckily just a loose wire behind a cover that I couldn’t access without tools. TIP NUMBER THREECarry some tools. You don’t need much for short rides, even just a few wrenches and some tape is helpful. I once had the springer front end of this bike explode apart on a highway during a long, two-day ride. The nuts and springs went in all directions, so I slid off the road and waited for openings in traffic to anxiously gather the pieces and put it back together with a single crescent wrench and a bunch of zip ties. It was a temporary fix that worked in the moment. I thought I really lucked out until a blanket of rain dropped on me shortly after. TIP NUMBER FOURAlways be prepared for volatile weather. It’s Pittsburgh. It will randomly rain or hail out of nowhere, then be completely clear a couple hundred yards down the road. That’s a big downside to living in this region, but you already know this. So, the quicker you’re able to mentally accept the misery of being drenched, the easier it becomes to power through it. Besides, there’s no greater feeling than dumping a river out of your boots after a long ride. I’ve been stuck far from home many times in the rain on this unpredictable machine and even endured a nasty thunderstorm that lasted from 2am to 7am during a camping trip. Luckily, I had a couple garbage bags to cover my bike up with, and the only things that were ruined was everything else. Hopefully these tips help you out. At worst, the awkward moments of owning a bike might help you overcome any insecurities you may have. This little chopper has taught me a lot about patience and preparation. It was great to get my father involved, mostly because it brought back our old motocross memories and allowed us to make some cool shit together like the sissy bar and other small pieces. Painting the tank was refreshing and something I hope to do more of. Other than powder coating, the only thing we didn’t do in our shop was the seat foam and cover, which was the work of Counter Balance Cycles in Rhode Island. There’s still more that needs to be fixed or replaced on this bike, like a couple of broken welds and a new carburetor, but I’m looking forward to another year of both excitement and humiliation. Featured in Issue 005 1987 HARLEY-DAVIDSON XL1200 CHOPPER Built by KURT & PAUL DISERIO instagram.com/kurtdiserio Words by KURT DISERIO Photos by ALEXA DISERIO

A WILD NIGHT OF MOTORSPORTS ART Words by Kurt Diserio — Photos by Alexa Diserio, Miranda Tharp, & RJ Kresock There’s some pretty cool shit happening in neighboring city, Wheeling, West Virginia. Along with a handful of great spots to eat, there’s a growing creative community. Earlier this year, Alexa and I were part of a motorsports art show called Cold Start. The event took place at Clientele Art Studio on January 19 and featured work from Pittsburgh Moto, photography from Drift Pizza Media, a chopper built by Tony Provenzano, and a drift car by Nick Perricellia. Clientele is owned and operated by William Wallace, who has been busy organizing a steady flow of untraditional art shows that everyone can comfortably enjoy. These aren’t the pretentious exhibits your snobby college friends would try to drag you to—they’re more like a super fun party. For instance, the show ended around 1am with Nick doing a long burnout in his drift car. Daxton Scholl of Drift Pizza Media, who documents Pittsburgh car drifting events, displayed some of his best work throughout the gallery. Alexa Diserio showed a display of her most interesting motorcycle photography, while I did a series of chopper-related illustrations with a psychedelic twist. The crowd was amazing, arriving early and staying long after midnight. Special thanks to our friend, Will Wallace, for putting together such a gnarly night in Wheeling and bringing together two subcultures from the Pittsburgh area. Follow along with Clientele for upcoming art events. We definitely hope to do something again soon! Panhead chopper by Tony Provenzano (featured in issue No. 001) "Dream On" by Kurt Diserio "Pursuit of the Great Unknown" by Kurt Diserio Motorcycle Photography by Alexa Diserio photo by Miranda Tharp Drift Photography by Daxton Scholl of Drift Pizza Media photo by RJ Kresock Drift car by Nick Perricellia "High Desert" by Kurt Diserio "The Other Side" by Kurt Diserio Drift photography by Daxton Scholl (photo by Miranda Tharp) Clientele owner William Wallace "Ride the Wave" by Kurt Diserio Featured in Issue 005 COLD START ART SHOW CLIENTELE ART STUDIO 43 15th STREETWHEELING, WEST VIRGINIA www.clientelestudio.com Words by KURT DISERIO Photos by ALEXA DISERIO, MIRANDA THARP, & RJ KRESOCK

Keep It Sketchy Words by Kurt Diserio — Photos by Alexa Diserio Why the hell do people love vintage choppers so much? They’re absurd and don’t typically handle well. They’re not safe and rough on long rides. Plus, it seems that everyone that has one is constantly fixing it. For the next 385 words, I’ll attempt to provide a few reasons by using Josh Howells’ 1976 Harley-Davidson FXE chopper as an example. First, you have to understand that it’s in our blood to seek a challenge. These groovy stripped-down machines have little to do with practicality, and the danger this creates is part of the allure. With the exception of a couple weekend trips, Josh mostly uses his shovelhead as an everyday source to get around Pittsburgh. While riding an ordinary motorcycle can often become mundane over time, trying to maneuver something so outrageous through traffic will keep things interesting. As he put it, “When it comes to choppers, you take the thrill of motorcycles and multiply it. Every ride is exciting.” Remember how you felt when you successfully assembled that swingset for your kids? Multiply that feeling, too. Building and maintaining a chopper forms a great sense of fulfillment by being both strenuous and rewarding. Josh spent about four months last winter piecing together this loud, temperamental machine. The frame was originally an aftermarket swingarm style but was converted into a hardtail that uses a six over springer front end. The only parts he purchased new were the kicker, grips, and mirror. Everything else Josh either made himself, had laying around already, or acquired from online swap sources and friends. There’s no better way for him to know his bike, and this knowledge proves useful when something inevitably goes wrong on the road. This leads us to the one underlying characteristic that has attracted people to custom choppers since the early 1960s. Style. We’re allowed to build them however we want, and somehow they’re still legal. For the most part, you can make it as long, skinny, and dangerous as you’d like and launch yourself onto a busy highway at great speeds. Josh explained, “You kind of want to make it more ridiculous and sketchy just because you can.” This artistic freedom fuels an individuality that cannot be easily duplicated. Custom chopper culture is thriving because of the gratification and soul of these highly-modified machines. Everyone has their preference when it comes to motorcycles, but my hope is that you’ll at least understand what motivates people like Josh to build such a bizarre bike. All of the drawbacks mentioned at the start are precisely why we love them. Featured in Issue 004 1974 HARLEY-DAVIDSON FXE SUPER-GLIDE CHOPPER Built by JOSH HOWELLS instagram Words by KURT DISERIO Photos by ALEXA DISERIO

TWO-WHEELED BRITISH REVIVAL Words by Robert Bupp — Photos by Alexa Diserio I’ve always been a gearhead, grew up with a wrench in my hands. My father taught me everything I know about anything mechanical. He and I restored, rebuilt, and wrenched on several of his cars, out of necessity vs. hobby. Our bond was wrenching and gasoline. Our mission was to fix the broken, solve a problem, or build something from just an idea. I took what I learned and employed it on several of my own cars: a VW bug and a heavily modified Chevy for starters. Later, I restored a Porsche, a vintage diesel Benz, and a forgotten VW Kombi. Modifying and bringing back the old is just something that runs deep in me. Eventually my four-wheel passion expanded to motorcycles. A café’d Honda CB550, a resto-mod CB1100F, a completely refurbished R75 BMW, and my current affair with a Ducati 900SS. The simplicity of a motorcycle. An engine in frame, fuel and spark. Clutch to sprocket, chain to tire. This reaches into my DNA and extracts an ancient urge. Direct contact with the physics of motion, the visceral, two wheels, one pilot…it’s completely intoxicating to me. Whistling down the road atop something I put together with my hands—a culmination of parts hurled at the excitement of a proper shakedown—is probably the closest I’ll ever come to being a test pilot. I drank the Kool-aid, and I’m all in. About a year ago, my friend Scott White, a fellow gearhead and motorcyclist, had asked if I wanted an old Triumph he had sitting around. I was curious. “I’ve never worked on a Triumph,” I said, foreshadowing my intent. Scott said, “I’ve had this thing taking up room for years, and I need it out of my way. It’s going on the curb if you don’t take it.” He was serious. Days later I went to his shop, took a look, then loaded up the unloved Brit lump into my Transporter. One wooden crate, a hacked frame, and a questionable (at best) engine. This 1961 5TA Triumph Speed Twin, a midweight 500cc single carb commuter bike with a sketchy history, was now mine. I had no clue about this bike… zero. As they say, bad decisions make great stories. So I began a new and unknown challenge. Why not give this sad pile of parts another go? The back story, in brief was this: the Triumph was taken off the road around 1975 and somehow found a home in Scott’s friend’s basement. Scott then took custodial duty of it at some point in the 1980s until I ended up with it. From stories shared by Scott and further history gleaned from the evidence of modification, this bike had been converted into a spindly chopper with a deeply cut subframe sporting a crappy Z-shaped, handmade gold-flecked vinyl saddle (Scott kept this). It was topped off with a rectangular chrome headlight, pentagon chrome oil tank, and four foot forks. Easy Rider eat your British heart out! My battle plan to rescue and revive the glory of a road capable lightweight commuter was on. I was not going to restore this bike to a stock 5TA—I’m not that guy. I had no intention to create a show queen, a parts perfect restoration with period precise paint and badges, nor a custom show bobber or chopper. I planned to reveal a new café’d version of Triumph’s basic sketch, and create a bike fit for the backroads and for tearing up city streets. Part rat, part art, and 100% fun to ride. I started reworking the frame by splicing in a replacement section for the cut subframe and modifying to hold a seat pan and rear bump stop. After some research, I decided a sleeker profile was needed for this little motorcycle. eBay provided a shapely Yamaha-like rip-off direct from China. I ordered the tank, quickly received it, then tested for leaks, only to discover a hole by the mount on the inside tunnel. Crap. I am not a professional welder but can weld most anything. I understand what heat does to metal and what to avoid. That said, I unsuccessfully patched the hole with my MIG welder and caused a warp that was irreversible. Warped Chinese fuel tank became a seat bump/pan with some custom metal work. Then I ordered another fuel tank from China. This one had no leaks, so I sealed it right away. Success! Included in the wooden crate parts heap was an original oil tank. I just loved the look of it, and it functions correctly with a Triumph 500cc engine. I used old photography and a lot of measurements to rebuild the oil tank frame since the original chopper deleted all the tank and under seat supports. On the left side, I mimicked the oil tank with a modified 1960s Bonneville battery cover plate, hid the modern electronics, and located switches and fuses. Simple. The 5TA front fork chopper sliders were made to move again. In the process, I found each stanchion filled with water. The water had galled the bronze bushings to the aluminum sliders to such an extent that I couldn’t separate the components. Damn. 5TA forks are complicated and hard to find used. Of course, all the components are available for one to build a new complete set of forks, but I didn’t want to spend an unrealistic amount of money. This lead me to a complete fork swap. After obsessive measurements and a lot of research, I found and purchased a complete 1972 CB350K front clip. This was real-world testing of my headset bearing swap theory: to mate a ’61 Triumph and ’72 Honda triple tree, fork, and front wheel. Proper preparation, research, and diligence paid off. It worked out easily. Next, I disassembled the engine and checked all clearances. I found a Triumph shop manual, original parts book, and other technical articles online that made it pretty easy to get into the rebuild with confidence. Almost every part I needed was available: pistons and rings; all new oil seals and an entire gasket kit; a new primary chain; mechanical oil pressure thingy; electronic CDI ignition; Amal carb rebuild kit and rare choke assembly; and myriad other parts. Everything is available for this odd and honestly unpopular fifty-seven year old Triumph in the USA. I can’t find certain parts for my ‘92 Ducati 900SS anywhere. Not even Italy. Go figure! Once I had the engine back together and was positive it would run, I moved onto wiring. The Electrex ignition system from the UK will run the bike without a battery, but the lights are dim at low RPM. Old Triumphs are positive ground, however, I planned to make this bike negative ground since I wanted to use LED lights. LEDs cannot reverse polarity like incandescent bulbs, so I planned to utilize a small lithium battery to provide a constantly bright tail and brake light. I also decided to complete the look by sourcing an era-appropriate Lucas headlight. Clearly, the negative/positive ground dilemma needed to be worked out. Once again, old manuals proved indispensable on this build and provided direction for a needlessly complex 3-position Lucas light switch and overall polarity. To complete the cockpit, a new Lucas ammeter, pilot light, and hi-beam indicator were added—a nod to Triumph nostalgia. My skinny little 5TA resurrection is really fun to ride. It’s much like a bicycle with its narrow tires and nimble geometry. It has some surprising get-up-and-go with its slight 20hp twin engine. In the city, a bike this size is right at home. Pedigree for a motorcycle connoisseur and hipster cred for the rest. Producing a smile on bikers, motorcyclists, and other builders seems to be the result. People love old Brit twins—and this bike get thumbs up from all sorts. Honestly, I never expected this reaction to such an odd creation. Long live the Queen. Featured in Issue 004 1961 TRIUMPH 5TA SPEED TWIN CAFE RACER Built by ROBERT BUPP instagram Words by ROBERT BUPP Photos by ALEXA DISERIO

Seven Degrees of Inspiration Words by Ryan Zapko — Photos by Alexa Diserio In this eclectic and motley world of motorcycling, much is often made of innovation and original ideas, but where do our local builders actually derive the concepts for their modern builds? In the case of the 1974 1000cc ironhead pictured here, it begins nearly sixty years ago at a 3,000-acre fresh water lake in Southern California. Lake Elsinore, California, with its steep elevation changes and challenging topography played host to the Lake Elsinore Grand Prix, one of the most famous motocross races of the 1960s and 70s. The demanding course and the rugged participants, including none other than Steve McQueen, would then lay the inspirational foundation for documentary film director Bruce Brown. Academy Award nominated On Any Sunday would be released by Brown in 1971 as a powerful documentary parsing the world of motorcycle racing and vivid characters such as McQueen and Malcolm Smith in addition to scenes from the storied Lake Elsinore Grand Prix. Just as Brown’s film was making its initial impact, Honda was wrapping up its soon-to-be dominant two-stroke racing concept. The year of 1973 brought the venerable and world-changing Honda CR250M Elsinore, drawing inspiration from the popularity of the grand prix and documentary that preceded its debut. The Elsinore and its magnanimous notoriety did not escape local resident Ben Derringer, who owned and rode a CR250M years before starting a family which among his two daughters, brought him a son, Josh. As Josh was celebrating his third birthday in 1992, Ben happened upon a 1976 Honda XR75, and as the father/son duo tells it, the rest is history. Josh, inspired by his father’s gift and love affair with motorcycles, went on to replace bike after bike. Although growing in skill and speed throughout his developmental years under the tutelage of his father, he never parted with the beloved XR. Inspired by the recent work of childhood friend, Brian Petronchak of Revelry Custom Cycles (featured in issue Number 002) and his familial connection to the storied Elsinore, Josh formed a plan for combining chopper and motocross legend. Acquiring the numbers-matching hardtail ironhead in 2017, Josh proceeded to make mostly subtle, yet effective cosmetic touches, including his own Elsinore tribute paint work. A blend of clean chopper lines, a knobby 21-inch front tire, and a clever Corvette seat belt battery mount differentiate Josh’s build. The chopper is a graceful, aesthetically pleasing design and after a few kicks, sounds just as good as it looks. Nearly 2,400 miles from the unassuming lake town that eventually inspired them, Ben and Josh still have an affinity for the historically significant Elsinore, but more so for the bond that motorcycling has cemented between father and son. Their enthusiasm and respect for two-wheeled creativity coupled with a strong family connection will ensure a never-ending stream of inspiration to future generations of motorcyclists. The Beaver County Airport is home to the Air Heritage Museum, which features several vintage aircrafts, including an F-15 Eagle and a C-123K Provider. Josh and Ben Derringer Featured in Issue 004 1974 HARLEY-DAVIDSON XLH 1000 CHOPPER Built by JOSH DERRINGER instagram Words by RYAN ZAPKO Photos by ALEXA DISERIO

A WEEKEND GATHERING FOR BRITISH MOTORCYCLE ENTHUSIASTS Words by Kurt Diserio — Photos by Alexa Diserio Every August near Toronto, Ohio, a large group of diehard British motorcycle owners get together for three days of fun at Cable’s Creek Campgrounds. The Ohio Valley BSA Owners Club Annual Rally is an AMA-sanctioned event that is as much about community and family as it is about the bikes. Preserving these old British machines may be the foundation, but what truly keeps attendees coming back are the friendships developed from this passion. Just a quick walk around the campground and you will feel this sense of camaraderie. Alexa and I met up with Bud Kubena at this year’s rally. He is currently the vice president of the club but had previously served as the president for ten years. There’s no better way to highlight the family-oriented mood of the gathering better than Bud’s family. They all live for motorcycles, both riding and helping out over the course of the weekend. He showed us around, introducing us to the many friendly faces while discussing the activities and history of the club. Everything got started in the late summer of 1982, when Clark Francy and Paul Atkinson established a British bike meet. For the next month, they printed some flyers and spread the word, which brought a total of thirty-five riders to their first rally in October of that year. With help from an article in a national motorcycle magazine, the second event drew nearly 150 attendees, and the number continued to increase over time. This grew to an average of approximately 800 riders annually and around 4,500 total registered members throughout the years. The first annual rally was in 1982. Special thanks to Bud Kubena, vice-president of Ohio Valley BSA Owners Club Bud broke down the schedule for us, addressing the different organized rides that occur over the three days on the country back roads that surround the campground. This consists of breakfast and dinner runs, a vintage reliability run, guided road tours, and even a ride specifically for small bore models. During the weekend, you’re likely to see quite an assortment of vintage BSAs, Triumphs, Nortons, Vincents, and other rare models from people all over the United States and Canada. For example, U.S. Hill Climb Champion Earl Bowlby is an honorary member and has attended the last six events. One rider, nicknamed Metal Flake Herb for obvious reasons, travels annually from Florida, trailering his vintage motorcycle on the back of another motorcycle. Even more notable is that he’s over eighty years old. One of the most exciting elements are the trails competitions that take place along the creek. There’s eight trials sections, with four lines of difficulty on each. Bud explained, “The idea of trials is to ride over or through obstacles and never put your feet on the ground. If you touch the ground, you get a point. Points are counted one, two, three, and five being the maximum. The goal is to finish with the lowest number of points.” You can learn more by searching the event online or visiting their website. There’s a full schedule showing a more detailed list of activities, including the swap meets, live music, parts auctions, and vintage bike show. Thirty-seven years is an impressive number for any occasion, but what makes the BSA Rally so special is the dedicated, passionate group that have helped it continue for decades. Parts auctions are held throughout the day. Featured in Issue 004 OHIO VALLEY BSA OWNERS CLUB 37th ANNUAL RALLY CABLE’S CREEK CAMPGROUNDTORONTO, OHIO www.ohiovalleybsaownersclub.com President: Ted Guthrie Vice-President: Bud Kubena Secretary: Keith Barnett Treasurer: Barb Kubena Words by KURT DISERIO Photos by ALEXA DISERIO