Next, we decide to balance the act by installing the swingarm. We dug out all the parts including: Harley-Davidson swingarm bushings/bearings, the swingarm axle, fasteners, swingarm caps, bracket and rubber mounts, dust shields, etc. This gets tricky. You need a press to install the bushings in the swingarm. We also needed JIMS press guides. We had some, but weren’t sure they were correct. We attempted to press in one side and stopped.
When in doubt, take the shit to a shop, or even a dealership. I took the swingarm and all the parts to see Larry Settle at Settle’s Customs in Harbor City, California. Larry’s shop is small, but he’s been around forever and knows what he’s doing. He had the correct JIMS swingarm press guides and we did the job in no-time. Hell, he only charged me $75,000. Cheap.
Here’s where it doesn’t hurt to have a Harley touring manual around. Unfortunately, the kit doesn’t come with a manual, but they could use these articles when we’re done. I’ll try to explain how this swingarm contraption goes together, and we’ll take more shots during final assembly. From the outside you have the two swingarm brackets and four bolts that came in a labeled bag. Most of the fasteners were simple to understand, but these bolts didn’t make sense. Two of them were way too long, so we scrounged around.
The diamond shaped brackets go on the outside with the inner pins up then those weird rubbermounts slip into them with the slots up to meet the pins. There’s two large plastic washer that go against the swingarm bushing, pressed into the swingarm, with the smaller section out. Then the bushing and rubber dust covers fit between the swingarm bearings and the transmission case, and finally a washer that slips into the dust cover on each side.
When you install the shaft start on the right and push it through. There’s a spacer that runs on the left end just before the nut. In the manual it shows that spacer on the inside of the rubbermount. We’ll get to the bottom of that before final assembly.
Next we pulled out the sharp Progressive adjustable shocks and found the bag of fasteners. Progressive also supplies varied fasteners and spacers. Plus included is a precise description of the fasteners and what fits what. Of course we didn’t fit into any stock bike category.
Then we found all the fasteners, spacers and axles for the wheels and went to work installing them. Nothing is tight or torqued as this point.
Some pals showed up and we pulled her off the lift to test the Corbin seating position. One of the guys was a Drag Specialties rep, Gene Koch and Dr. Hamster.
Everybody dug the frontend, brakes and frame. We’re undecided about the rear shock height, but that can be easily adjusted.
Dr. Hamster and Gene signed up to be Bonneville team members and plan to ride to the salt flats with us this year. Next we’ll install the tank and brake calipers, dash and start to work on the position of the foot controls.
We plan to move the rear taillight, add some snazzy light and mount the license plate so it’s solid and cool.
The Corbin seat will be tested for the ride to Sturgis. I don’t think we’ll fuck with it. It’s made to fit the rear fender.
So there you have it. Next we’ll bring you a report on the 45 flattie and more on our chassis assembly. I’ve contacted Berry Wardlaw of Accurate engineering about the 120-inch Panhead engine and asked his advice about the transmission. With the engine and trans in place we’ll order a tough, high performance BDL belt drive system to tie it all together. Now it’s time for a drink.
