Continued From Page 2
Later when tuning the carb, I wasn’t happy with the way the bike was running and scoured the books for a ’62 timing confirmation. Ultimately I discovered that this bike was equipped with a single point distributor but dual point flywheels. I was looking at the wrong slot. I found the slot stamped with an “F” for front and reset the timing. Now it’s running sweet.
I also discovered that the case bolt above the timing hole was loose and we removed it. The threads were stripped off one end, so I brazed the nut on that end and we replaced it for a solid, secure hold.
Wrench removed the air cleaner and discovered a soaked, stained and burnt foam filter. We pulled it and went digging through the garage for a new filter. When we couldn’t find one we dug some more finding filters for other bikes, so we made our own, soaked it down with foam air cleaner spray for the best filtration and installed the puppy.
Wrench and I retuned the carb settings starting from scratch and followed the old manual. We discovered that the main was set very lean, like less than one turn out. The low end jet was also way off and we adjusted it per the manual, then started the bike and continued the adjustment process until it was warm.
We also discovered an old rusty mirror and decided to replace it. We have a box fulla stock mirrors. We dug one out and discovered the stem was too long for the small handlebar clamp. We also discovered that the clamp was sloop and loose.
Wrench dug a coke can out of the trash and split it in half with his sharp incisors. Then he cut a strip with tin snips and we shoved it underneath the clamp for a secure grip.
Here’s the bushing in place, but of course, goddamnit, we shoved it under the clamp before tightening.
That’s it, except for some cleaning and detail work. I touched up rusting fasteners with Rust-oleum gloss black and silver paint. It’s a classic and we want it to remain that way.
–Bandit
PARTS
17190 Blue Streak High-Performance Points and Condenser set.
25588 Thunderbolt Coil. This coil will replace the standard round 6-volt coil. The internal windings are 100 percent immersed in an oi-filled jacket. The oil insulation cannot become brittle with age or crack from heat like conventional jelly materials.. This coil kit includes wire-core yellow jacket spark plug leads with black 90 degree boots, a chromed coil bracket, and hardware. This was a key element for 40 bucks. Since the $200 generator didn’t come with shit. We needed the gear, the generator bolts and a gasket.
25920 Chromed generator. These units come with machine-wound armatures, hardened shafts and premium bearings are used throughout. We tried to order the generator with the regulator attached, but they weren’t in stock.
28092 Regulator with Integral Charging Monitor. This is a CC Rider regulator replacement. There are four regulators of this nature in the catalog. Two of them tout that they are designed for 6-12 Volt conversions, but neither were in stock. With my Panhead I tried the bolt in alternator. They’re bitchin’ except for one small problem; they can’t be used with little rigid frame replacement batteries. They’ll boil the suckers.
36265 Colony Generator Bolts. As it turned out this ’62 Pan had a two-brush 6-volt battery that was held in with the same bolts used with the later model 12-volt generators. Unfortunately Sifu had lost one of his, so we ordered a set.
18951 The smallest 12-volt battery in the Custom Chrome Catalog. I’ve had terrific luck with these little puppies.
12513 Universal Taillight lens:
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