Please help our friends in NZ complete a life size bronze statue of Burt Munro with a $ 5 contribution! (and get a chance to win a beautiful bronze casting of Burt Munro).
Fab Kevin did several articles on a trip down to New Zealand for the Burt Munro Speed Week. We met some seriously cool people and some serious bikers down there, and I for one will never forget the trip.



New Zealand is an interesting place of unparalleled beauty, which most people know. An interesting and less known tidbit of information is that for several decades the economy of NZ was such that new cars and motorcycles just didn’t roll into the dealerships like they have in the USA. Popping down to NAPA for new parts is another luxury less available there. While this sounds like a disadvantage, what it has lead to is some seriously innovative motorheads. NZers have a tremendous variety of motorcycles, well basically a huge variety of anything with an engine and anything that has an engine…. they race.



The movie, “The World’s Fastest Indian” is about Burt Munro but having spent some time there, it also seems very representative of the basic NZ biker. They are fabricating a statue to Burt Munro, in Burt’s hometown of Invercargill and this is a chance for HORSE and Bikernet fans to get behind the effort. Fab Kevin and I have met with the artist and he is seriously talented and dedicated.









The artist, Roddy McMillan, has produced a limited 100-piece run of bronze castings depicting Burt in the Streamliner. These castings were then sold for $1,000 NZ each to raise money for the statue project. The HORSE magazine has purchased one of the castings to support the project and anyone who adds a $5 donation to the Burt Munro statue project will be entered into a drawing for a chance to win the casting. You can make the donation when you pre-purchase Smoke Out tickets or just click here http://www.thehorsemag.com/. The drawing will be in Rockingham, NC at the 2011 Smoke Out.





Hope you’re the lucky winner!

–Edge

Recently I researched information on Vertical License Plates for motorcycles and the new Florida law pertaining to them. This was done so that people planning to attend Bike Week in Daytona Beach and or visiting Florida anytime would be aware of the new ordinance.

Here’s their response:

Dear Rogue:

Thanks for your inquiry regarding the Florida statutes on motorcycle vertical license plates. I have attached three PDF files that contain specific sections of the Florida Statutes; they are available online at http://www.flsenate.gov/statutes . Please keep in mind I am not an attorney, so nothing I provide should be taken as a legal opinion or advice. I am simply responding on how I believe the statutes address this issue.

The first reference, §316.2085(3), outlines the requirements for license tags on motorcycles and mopeds. It specifies that motorcycles and mopeds may display a vertical license tag, “… provided that the registered owner of the motorcycle or moped maintains a prepaid toll account in good standing and a transponder associated with the prepaid toll account is affixed to the motorcycle or moped.”

Because this portion of the statute does not differentiate between motorcycles and mopeds registered in Florida from those registered in another state, I interpret the requirement for a prepaid toll account and a transponder to apply to all who exhibit a vertical tag and travel on Florida roadways.

In §316.2085(7), it states “A violation of this section is a noncriminal traffic infraction, punishable as a moving violation as provided in chapter 318.”

In §318.14(13), reference is made to §316.1926. In §316.1926(1), it specifically refers to violations of §316.2085(2) [both wheels on ground] and (3) [license tags] and reads, “A person who violates the provisions of s. 316.2085(2) or (3) shall be cited for a moving
violation, punishable as provided in chapter 318.”

Referencing back to §318.14(13), the penalties are outlined in (a), (b) and (c); they read:

(a) A person cited for a violation of s. 316.1926 shall, in addition to any other requirements provided in this section, pay a fine of $1,000. This fine is in lieu of the fine required under s. 318.18(3)(b), if the person was cited for violation of s. 316.1926(2).

(b) A person cited for a second violation of s. 316.1926 shall, in addition to any other requirements provided in this section, pay a fine of $2,500. This fine is in lieu of the fine required under s. 318.18(3)(b), if the person was cited for violation of s. 316.1926(2). In addition, the court shall revoke the person’s authorization and privilege to operate a motor vehicle for a period of 1 year and order the person to surrender his or her driver’s license.

(c) A person cited for a third violation of s. 316.1926 commits a felony of the third degree, punishable as provided in s. 775.082, s. 775.083, or s. 775.084. Upon conviction, the court shall impose a fine of $5,000, revoke the person’s authorization and privilege to operate a motor vehicle for a period of 10 years, and order the person to surrender his or her driver’s license.

The statute sections I located support the information Brad provided you.

I hope these specific references provide you the documentation you need to warn motorcyclists, especially those from out-of-state attending events such as Daytona Bike Week, about the severity of the penalties as outlined in the statutes.

Thanks again for your inquiry and your lifetime support of the AMA.

Best regards,

Imre

Mr. Imre F. Szauter
Government Affairs Manager
American Motorcyclist Association
13515 Yarmouth Drive
Pickerington, OH 43147-8214
1 (800) AMA-JOIN
1 (614) 856-1900, ext. 1125

Bottom line is that lawyers, legal counsel and even many of the courts do not agree on some of the laws. If you have a Vertical Tag on your motorcycle and you ride in Florida you will have to decide for yourself, which information is correct. In an effort to make this somewhat entertaining, we recruited vintage motorcycle images from the infamous Bob T. Collection. Enjoy.

–Rogue
Sturgis Freedom Fighters
Motorcycle Hall Of Fame Member 2005
www.bikerrogue.com

Not so fast Rogue,

As a follow up to my message of last week, I did some additional research on the motorcycle vertical tag issue you raised.

It appears there were two recent modifications made to 316.2085(3). I’ve attached the relevant pages from Ch. 2009-183 and Ch. 2010-223 for your review.

Ch. 2009-183 deleted the horizontal mounting requirement and prohibited anything that would conceal or obscure the tag.

Ch. 2010-223 added that motorcycle tags could be mounted horizontally or vertically, but if mounted vertically, required the registered owner to maintain a prepaid toll account.

I’ve also attached the entire documents for Ch. 2009-183 and Ch. 2010-223, in case anyone asks you for the entire citation.

–Imre

The 2010 Florida Statutes
Title XXIII
MOTOR VEHICLES Chapter 318
DISPOSITION OF TRAFFIC INFRACTIONS

318.14 Noncriminal traffic infractions; exception; procedures.—

(1) Except as provided in ss. 318.17 and 320.07(3)(c), any person cited for a violation of
chapter 316, s. 320.0605, s. 320.07(3)(a) or (b), s. 322.065, s. 322.15(1), s. 322.16(2) or (3), s.
322.1615, s. 322.19, or s. 1006.66(3) is charged with a noncriminal infraction and must be cited for
such an infraction and cited to appear before an official. If another person dies as a result of the
noncriminal infraction, the person cited may be required to perform 120 community service hours
under s. 316.027(4), in addition to any other penalties.
(2) Except as provided in ss. 316.1001(2) and 316.0083, any person cited for a violation
requiring a mandatory hearing listed in s. 318.19 or any other criminal traffic violation listed in
chapter 316 must sign and accept a citation indicating a promise to appear. The officer may
indicate on the traffic citation the time and location of the scheduled hearing and must indicate
the applicable civil penalty established in s. 318.18. For all other infractions under this section,
except for infractions under s. 316.1001, the officer must certify by electronic, electronic
facsimile, or written signature that the citation was delivered to the person cited. This
certification is prima facie evidence that the person cited was served with the citation.
(3) Any person who willfully refuses to accept and sign a summons as provided in subsection
(2) commits a misdemeanor of the second degree.
(4)(a) Except as provided in subsection (12), any person charged with a noncriminal infraction
under this section who does not elect to appear shall, within 30 days after the date of issuance of
the citation:
1. Pay the civil penalty and delinquent fee, if applicable, either by mail or in person; or
2. Enter into a payment plan in accordance with s. 28.246 with the clerk of the court to pay
the civil penalty and delinquent fee, if applicable.
(b) If the person cited follows the procedures in paragraph (a), he or she shall be deemed to
have admitted the infraction and to have waived his or her right to a hearing on the issue of
commission of the infraction. Such admission shall not be used as evidence in any other
proceedings. Any person who is cited for a violation of s. 320.0605 or s. 322.15(1), or subject to a penalty under s. 320.07(3)(a) or (b) or s. 322.065, and who makes an election under this subsection shall submit proof of compliance with the applicable section to the clerk of the court. For the purposes of this subsection, proof of compliance consists of a valid driver’s license or a valid registration certificate.
(5) Any person electing to appear before the designated official or who is required so to
appear shall be deemed to have waived his or her right to the civil penalty provisions of s. 318.18.
The official, after a hearing, shall make a determination as to whether an infraction has been committed. If the commission of an infraction has been proven, the official may impose a civil penalty not to exceed $500, except that in cases involving unlawful speed in a school zone or involving unlawful speed in a construction zone, the civil penalty may not exceed $1,000; or require attendance at a driver improvement school, or both. If the person is required to appear before the designated official pursuant to s. 318.19(1) and is found to have committed the infraction, the designated official shall impose a civil penalty of $1,000 in addition to any other penalties and the person’s driver’s license shall be suspended for 6 months. If the person is required to appear before the designated official pursuant to s. 318.19(2) and is found to have
committed the infraction, the designated official shall impose a civil penalty of $500 in addition to any other penalties and the person’s driver’s license shall be suspended for 3 months. If the official
determines that no infraction has been committed, no costs or penalties shall be imposed and any
costs or penalties that have been paid shall be returned. Moneys received from the mandatory civil
penalties imposed pursuant to this subsection upon persons required to appear before a designated
official pursuant to s. 318.19(1) or (2) shall be remitted to the Department of Revenue and
deposited into the Department of Health Emergency Medical Services Trust Fund to provide
financial support to certified trauma centers to assure the availability and accessibility of trauma
services throughout the state. Funds deposited into the Emergency Medical Services Trust Fund
under this section shall be allocated as follows:
(a) Fifty percent shall be allocated equally among all Level I, Level II, and pediatric trauma
centers in recognition of readiness costs for maintaining trauma services.
(b) Fifty percent shall be allocated among Level I, Level II, and pediatric trauma centers based
on each center’s relative volume of trauma cases as reported in the Department of Health Trauma
Registry.
(6) The commission of a charged infraction at a hearing under this chapter must be proved
beyond a reasonable doubt.
(7)(a) The official having jurisdiction over the infraction shall certify to the department within
10 days after payment of the civil penalty that the defendant has admitted to the infraction. If the
charge results in a hearing, the official having jurisdiction shall certify to the department the final
disposition within 10 days after the hearing. All dispositions returned to the county requiring a
correction shall be resubmitted to the department within 10 days after the notification of the
error.
(b) If the official having jurisdiction over the traffic infraction submits the final disposition to
the department more than 180 days after the final hearing or after payment of the civil penalty,
the department may modify any resulting suspension or revocation action to begin as if the citation
were reported in a timely manner.
(8) When a report of a determination or admission of an infraction is received by the
department, it shall proceed to enter the proper number of points on the licensee’s driving record
in accordance with s. 322.27.

(9) Any person who does not hold a commercial driver’s license and who is cited for an
infraction under this section other than a violation of s. 316.183(2), s. 316.187, or s. 316.189 when
the driver exceeds the posted limit by 30 miles per hour or more, s. 320.0605, s. 320.07(3)(a) or
(b), s. 322.065, s. 322.15(1), s. 322.61, or s. 322.62 may, in lieu of a court appearance, elect to
attend in the location of his or her choice within this state a basic driver improvement course
approved by the Department of Highway Safety and Motor Vehicles. In such a case, adjudication
must be withheld and points, as provided by s. 322.27, may not be assessed. However, a person
may not make an election under this subsection if the person has made an election under this
subsection in the preceding 12 months. A person may make no more than five elections within his
or her lifetime under this subsection. The requirement for community service under s. 318.18(8) is
not waived by a plea of nolo contendere or by the withholding of adjudication of guilt by a court. If
a person makes an election to attend a basic driver improvement course under this subsection,
18 percent of the civil penalty imposed under s. 318.18(3) shall be deposited in the State Courts
Revenue Trust Fund; however, that portion is not revenue for purposes of s. 28.36 and may not be
used in establishing the budget of the clerk of the court under that section or s. 28.35.
(10)(a) Any person who does not hold a commercial driver’s license and who is cited for an
offense listed under this subsection may, in lieu of payment of fine or court appearance, elect to
enter a plea of nolo contendere and provide proof of compliance to the clerk of the court,
designated official, or authorized operator of a traffic violations bureau. In such case, adjudication
shall be withheld; however, no election shall be made under this subsection if such person has
made an election under this subsection in the 12 months preceding election hereunder. No person
may make more than three elections under this subsection. This subsection applies to the following
offenses:
1. Operating a motor vehicle without a valid driver’s license in violation of the provisions of s.
322.03, s. 322.065, or s. 322.15(1), or operating a motor vehicle with a license that has been
suspended for failure to appear, failure to pay civil penalty, or failure to attend a driver
improvement course pursuant to s. 322.291.
2. Operating a motor vehicle without a valid registration in violation of s. 320.0605, s. 320.07,
or s. 320.131.
3. Operating a motor vehicle in violation of s. 316.646.
4. Operating a motor vehicle with a license that has been suspended under s. 61.13016 or s.
322.245 for failure to pay child support or for failure to pay any other financial obligation as
provided in s. 322.245; however, this subparagraph does not apply if the license has been
suspended pursuant to s. 322.245(1).
5. Operating a motor vehicle with a license that has been suspended under s. 322.091 for
failure to meet school attendance requirements.
(b) Any person cited for an offense listed in this subsection shall present proof of compliance
prior to the scheduled court appearance date. For the purposes of this subsection, proof of
compliance shall consist of a valid, renewed, or reinstated driver’s license or registration
certificate and proper proof of maintenance of security as required by s. 316.646. Notwithstanding
waiver of fine, any person establishing proof of compliance shall be assessed court costs of $25,
except that a person charged with violation of s. 316.646(1)-(3) may be assessed court costs of $8.
One dollar of such costs shall be remitted to the Department of Revenue for deposit into the Child
Welfare Training Trust Fund of the Department of Children and Family Services. One dollar of such
costs shall be distributed to the Department of Juvenile Justice for deposit into the Juvenile
Justice Training Trust Fund. Fourteen dollars of such costs shall be distributed to the municipality
and $9 shall be deposited by the clerk of the court into the fine and forfeiture fund established
pursuant to s. 142.01, if the offense was committed within the municipality. If the offense was
committed in an unincorporated area of a county or if the citation was for a violation of s. 316.646
(1)-(3), the entire amount shall be deposited by the clerk of the court into the fine and forfeiture
fund established pursuant to s. 142.01, except for the moneys to be deposited into the Child
Welfare Training Trust Fund and the Juvenile Justice Training Trust Fund. This subsection shall not
be construed to authorize the operation of a vehicle without a valid driver’s license, without a
valid vehicle tag and registration, or without the maintenance of required security.
(11) If adjudication is withheld for any person charged or cited under this section, such action
is not a conviction.

(12) Any person cited for a violation of s. 316.1001 may, in lieu of making an election as set
forth in subsection (4) or s. 318.18(7), elect to pay a fine of $25, or such other amount as imposed
by the governmental entity owning the applicable toll facility, plus the amount of the unpaid toll
that is shown on the traffic citation directly to the governmental entity that issued the citation, or
on whose behalf the citation was issued, within 30 days after the date of issuance of the citation.
Any person cited for a violation of s. 316.1001 who does not elect to pay the fine imposed by the
governmental entity owning the applicable toll facility plus the amount of the unpaid toll that is
shown on the traffic citation directly to the governmental entity that issued the citation, or on
whose behalf the citation was issued, as described in this subsection shall have an additional 45
days after the date of the issuance of the citation in which to request a court hearing or to pay the
civil penalty and delinquent fee, if applicable, as provided in s. 318.18(7), either by mail or in
person, in accordance with subsection (4).
(13)(a) A person cited for a violation of s. 316.1926 shall, in addition to any other
requirements provided in this section, pay a fine of $1,000. This fine is in lieu of the fine required
under s. 318.18(3)(b), if the person was cited for violation of s. 316.1926(2).
(b) A person cited for a second violation of s. 316.1926 shall, in addition to any other
requirements provided in this section, pay a fine of $2,500. This fine is in lieu of the fine required
under s. 318.18(3)(b), if the person was cited for violation of s. 316.1926(2). In addition, the court
shall revoke the person’s authorization and privilege to operate a motor vehicle for a period of 1
year and order the person to surrender his or her driver’s license.
(c) A person cited for a third violation of s. 316.1926 commits a felony of the third degree,
punishable as provided in s. 775.082, s. 775.083, or s. 775.084. Upon conviction, the court shall
impose a fine of $5,000, revoke the person’s authorization and privilege to operate a motor vehicle
for a period of 10 years, and order the person to surrender his or her driver’s license.

Back in the Stone Age, women had to be more selective in their mating habits for obvious reasons. If a saber toothed tiger wandered into her cave, would she want a fellow who would first consider the feelings of the tiger, and what one less man-eating beast would do to the balance of nature before deciding on a course of action? Hell, no! She needed a man who would pick up his club and bash the critter senseless without hesitation. Enter the Alpha Male. (I know, I know, saber tooth tigers were extinct before humans showed up, but it’s MY story, Doctor Leaky.)

Nature also has a way of taking care of her own. Even if she’s blind, Cave Girl still needs someone to protect her and the cubs, so she was given the unique ability to smell Alpha Male several miles away.

Over intervening thousands of years, evolution has worked many wonders that I’m sure we’re all grateful for. Our foreheads no longer extend to a point where we have to tilt our heads back to see above our own eye brows, most of us now walk without our knuckles dragging the ground, and Cave Girl no longer has the squat, lumpy body of an aging chimpanzee. However, there is one thing that time and evolution haven’t changed: The search for the Alpha Male.

These days, Cave Girl is no longer forced to hide in her cave, waiting for her man to bring home the Bronto Burgers. Her new hangouts are night clubs, gyms, and that dive bar down the street from work. You’d think life would be easier for Beta Male these days, with very few tigers left roaming around, but no. Poor old B.M. is still in the fix his initials suggest; deep shit!

A direct descendent of the original Cave Girl stands at the bar on Friday night. Her leopard skin may have given way to spandex and see-through chiffon, but her pheromones are still flitting about like leaves in a hurricane, and men are drawn in from all directions. B.M. has spent the last three hours buying her girly drinks embellished with fruit and umbrellas, and after a polite, “thanks,” she still remains aloof. What’s she waiting for? thinks Beta Male. Perhaps she doesn’t even know herself, but they’re about to find out.

Enter Alpha Male; She hears the roar of his Harley-Davidson as he parks just outside the front door. Her nose wrinkles slightly as he struts into the shadowy room, but her head never turns; she knows instinctively that she’s safe from anything that sneaks, crawls, or flies, because Alley-Oop is there to protect her. Her alpha male has arrived!
Drawn by her wafting scent, Alpha saunters over to the bar to order a drink, and as he leans in to get the bartender’s attention, his hand just happens to land on spandex. She smiles her best, “grab me by the hair and drag me back to your cave,” smile, and common sense be damned, Alpha Male wins again.

Now let’s see what would happen if Beta Male tried the same thing:

Well, Beta thinks, rubbing his stinging cheek, that didn’t hurt all that bad. Sure hope the red mark fades before the cops show up. Poor Beta doesn’t know the Golden Rule: You have to be who you are to do what you do.

It’s amazing how thousands of years of evolution have changed our physical appearance, yet our pre-historic instincts still lie in wait just below the surface. Some guys can tell by instinct which women are Cave Girl, and which are not. Therein lies their ability to remain unslapped, out of jail, and fulfilled to a level that poor old Beta Male can only dream about.

Is Beta able to recognize Cave Girl? Sure; she’s giving off swirls of pheromones like pollen in a rose garden, but will he ever know what to do about it, and when?
Nope.

But this doesn’t mean that he’s doomed to a solitary existence. Cave Girl wants someone who brings home Chinese take-out when she has to work late, who takes out the garbage without being asked, and who unfailingly remembers birthdays and anniversaries. So Beta finds it easier than ever to find a mate these days, as long as he doesn’t mind that she still looks at Alpha Male like the cat looks at the can opener.

Well, I hope this helped ya decipher the mysteries of evolution, instinct, and the Alpha Male. I think I’ll go pick some wild flowers and head for the bar…
–Buckshot

After facing a couple of awkward incidents where I was forced to scramble off my 2009 Harley FLHTC quick and push it backwards to escape soft ground situations I started thinking about the new Baker Reverse Gear. I live in Florida, and patches of slippery sand surround me. Usually reverse systems are used on three wheelers and sidecar rigs but are becoming popular on two wheelers especially on the heavier models.

The Baker crew designed a reverse system specifically for a stock touring H-D 6-speed models. It was developed to work with the stock foot shifter, so I wasn’t forced to reach around hot exhaust pipes to grab a separate lever. It’s also impossible to lock the bike in first and reverse. A spring-loaded toggle switch engages a solenoid as you push down on the shifter preventing mishaps. After I back up, I simply stop the motorcycle, pull in the clutch, and shift into first gear.

The kit comes with detailed instruction, but a Factory Service Manual is also handy, as there are references in the instructions to the factory manual. Besides, having a manual is written In the Code of the West. Even though I have worked on a lot of Harley transmissions, I made sure I read the entire BAKER instructions before I started the job.

Basic hand tools, sockets, Allen wrenches, snap ring pliers will be used, as well as drivetrain tools such as 1- 1/6, 1- 3/16 and 1- 3/8, 6-point ½-inch drive sockets. Primary Inner Race Service Kit, Split Bearing Puller, and Torque Wrenches are also required.

You will also need access to a 20-ton hydraulic press, red and blue thread locker, anti seize, and replacement fluids and other general shop supplies and cleaners.

I dug through the Baker box just to be sure everything was included and was immediately impressed with the quality. I have dealt with BAKER enough to expect this, but I had to mention it.

I will skip over the saddlebag removal procedure, including the seat and side covers. I removed the main fuse and then the battery ground cable as a safety measure.

I grabbed two drain pans. First, I drained the primary fluid and removed the outer primary cover. Even though it was drained, there will still be some oil in the cover.
While I was waiting for the oil to drain, I started removing the exhaust and the 02 sensors.

When removing the engine sprocket, chain and clutch, I use an official JIMS locking bar between the gear surfaces. Do Not Use just anything to jam between the gears and chain. The complete clutch basket comes off without taking it apart.

When removing the inner primary be sure to cover the splines on the transmission main shaft to avoid damaging the seal.

Remove the bearing race from the mainshaft with the proper tool as you cannot remove the gear set out of the case with out doing so.

I drained the transmission while I removed the dipstick and top cover. Pull the shifter pawl off the drum and place it on the top cover-mounting surface.

Remove the transmission side cover and detach it from the clutch cable. With the motorcycle in gear and the rear brake applied, loosen both nuts from the countershaft and mainshaft. DO NOT USE AN IMPACT GUN. I used a ½-inch drive breaker bar and a piece of pipe extension. Unbolt the transmission door from the case and pull the gearset. I used a rubber mallet to Lightly tap on the mainshaft from the primary side to free it from the dowels. Do Not Hit The Main Shaft Hard!

You do Not need to remove the drive pulley or 6th gear.
With the gearset sitting on the workbench follow the instructions in the Factory Service Manual to remove the gears, washers, lock rings, and securing segments.

PAY ATTENTION to how everything comes apart as some parts are directional. Lay them in the order they come apart and even go so far as to use a plastic wire tie or other object to keep them in line.

Using a hydraulic press remove both shafts from the trap door. Using the Split Bearing Press Tool press the 5th gear off the countershaft and then on to the new BAKER countershaft. Make sure everything is lined up correctly.

Reassemble the gears on the countershaft; be sure they are well oiled and in the proper direction. Take care that the locking segments are fully in position and press the shaft into the new cover being sure to only press on the inner race of the bearing.

Once fully in the cover install the mainshaft.

Install the door into the transmission case with the gasket in place using the 5/16 socket head cap screws. This will line up the shafts with the main drive gear and countershaft bearing. With the transmission in gear and making sure the countershaft bearing retainer plate is removed, tighten the supplied nut to 45-55 ft/lbs using “Red” thread lock.

Repeat the procedure on the mainshaft. Install the countershaft retaining plate and torque the 1/4-20×5/8 button head screws to 110 in-lbs using “red” thread locker.

Remove the gearset and put it back on the bench to install the shift system.

Following the instructions in the BAKER manual, install the detent lever and shifting drum. Using the special socket provided. Torque the drum nut to 25 ft/lbs using “Red” thread lock. Install the shifting forks and rods.

You are now ready to install the gearset with the gasket in place for the final time. Use the BAKER bolt tightening sequence, and torque the bolts to 220 in/lbs using “Blue” thread locker.

With the bearing door in place put the shifter pawl on the shifter drum. It is time to check that the transmission shifts into all the gears. Raise the rear wheel using a frame jack or other suitable device. Spin the rear wheel as you go through the shift pattern. You can rotate the mainshaft slightly to make it go into each gear if it does not ratchet all the way. You should have the normal 6-speed shift pattern, plus one more down from first.

It will appear as neutral at this time because the reverse gears are not installed yet. If everything is working correctly you, can re-install the top cover and torque the bolts to 110 in/lbs using “Blue” thread lock. Do Not install the right rear bolt at this time. It will be handled when you run the reverse solenoid wiring.

Following the instructions from BAKER install the parts for the reverse to the transmission door being sure to lubricate all elements with transmission fluid and follow torque specifications.

There are two versions of Baker Reverse side covers offered, Hydraulic and Mechanical. I have the mechanical version that uses the stock clutch cable. Screw the clutch cable into the new cover using a new O-ring; I like using a little liquid Teflon on the threads as well.

Baker suggests silver anti-seize and either will work and helps the threads of the cable from sticking to the aluminum in the cover. Make sure the cable has been adjusted to its longest length and attach it to the ball ramp. Make sure the clutch actuator rod, thrust washer on the idler gear and gasket are in place and install the cover. Make Sure The Solenoid Plunger Rod Is Pulled Out Of The Way while doing this. With the cover laying flat against the entire gasket surface install the ¼-20 SHCS supplied with the kit. Follow the torque sequence and using “Blue’ thread lock tighten to 110 in/lbs.

Put the washer and spring on the reverse plunger and install plunger into solenoid tightening it by hand until the o-ring is fully compressed. Do Not Over Tighten or use pliers, as you will not be able to remove it in the future with out damaging it.

Using the wire clamp secure the solenoid wire to the top of the transmission cover again using “blue” thread lock on the final bolt and tightening to 110 in/lbs.

Fill the transmission with SPECTRO Platinum 6-Speed Full Synthetic Transmission Lubricant.

Next, I installed the race on the mainshaft using JIMS tool 2140. I then put JIMS tool 2256-2 over the splines on the mainshaft to protect the inner primary seal. I also used a new engine to primary gasket when I put it together, and I torqued the bolts to 27-ft/lbs following the sequence in the service manual.

I installed the starter and then the engine sprocket, primary chain and clutch basket as an assembly. Using the bar to lock between sprocket teeth I used “Red” thread lock and torqued the clutch hub nut to 80-ft/lbs

NOTE: Nut has Left Hand Threads. I torqued the compensating sprocket to 140-ft/lbs with “red” thread lock.

Using a small tool, I made to keep the automatic chain tensioner in the lowest position I installed it using “Blue” thread lock and torqued it to 18-ft/lbs. I removed my homemade, Rogue tool – Note the shop manual says a plastic wire tie works but frankly that leaves a lot to be desired.

I double checked the clutch pushrod placement, added the release plate and retaining ring, and made my clutch adjustment at the clutch. I then adjusted the cable out to give between 1/16 – 1/8 clearance at the housing.

I used a new gasket and installed the outer cover following the sequence in the shop manual and torqued the bolts to 108 and then 120-in/lbs.

Since the Primary had no oil in it, I added 45 ounces of Spectro Heavy Duty Primary Chaincase Oil. That is slightly more than used when just changing oil as not all of it drains out when just removing the drain plug.

I raised the gas tank and routed the solenoid wire along the wiring harness and installed the reverse toggle switch to the inner fairing on the right side of the motorcycle. Pay Attention when re-assembling outer fairing as torque level is Very Important so as not to spin the threaded insert.

Due to the longer than stock BAKER Reverse cover, I was not able to re-install the original exhaust system. This gave me the opportunity to use a D&D Performance 2-into-1 Fat Cat system for a ’07-’08 FLH, part number 502-31LQ. It was not made specifically for this installation but with a few adjustments it did fit, works well and also gives more performance.

I started by removing the heat shields then replaced the stock exhaust gaskets with Harley gasket part number 17048-98-SUB. This allowed me to place the exhaust deeper into the port at the head. I used a piece of folded cardboard as a spacer between the exhaust and the transmission cover. I pulled the exhaust as far away from the frame as I could and tightened the flange nuts so the pipe was snug but could still move slightly. I added the rest of the exhaust system and positioned it so that the muffler would clear the rear wheel axle nut. I used the bracket that came with the exhaust. It mounts to the transmission, and I elongated the hole where it joined to the exhaust pipe. I did this, because I had moved the exhaust away from its intended position. I could have also used a spacer in-between the bracket and transmission to accomplish this.

With everything in place and lined up the system was tightened a little at a time to retain alignment. I did talk to Aaron Whitney at D&D and informed him of my research. D&D will look into possible changes to make this a bolt-on, and/or they will supply Baker Reverse installation information.

Since I did move the whole system to the right I had to modify the floorboard rear-mounting bracket to clear the pipe. Once this was done, I re-installed the heat shields. All in all, it was a pretty easy install with minor modifications to a system that was not designed for this application.

D&D said this exhaust system would require resetting the ECM.

I use a Zippers “Thunder Max” and it was just a matter of hooking up the laptop to the motorcycle and telling it what changes were made. I then rode the motorcycle while the system re-tuned itself. No more Dyno Time every time I make a change.

I test rode the motorcycle to make sure it went into all 6 gears. I came to a complete stop with the clutch pulled in and still in first gear I held the reverse toggle switch Up while I pushed down on the gearshift lever. As I let out on the clutch and gave it a little throttle, the motorcycle backed up. I realized I needed to be careful doing this, as I did not want to back up too quickly.

When I was ready to go forward again, I stopped and shifted up into first gear. Just to make sure that I was in 1st and still not in reverse, I tried pushing down on the lever slightly and it would not go past the stock stop showing me the safety lever was doing its job. It didn’t allow me to accidentally shift into reverse.
More information is available from BAKER

Sources:

Baker Drivetrain
WWW.BAKERDRIVETRAIN.COM or 1-877-640-2004 Toll Free

D&D Exhaust http://danddexhaust.com Sales 817-834-8961 or Tech Support 817-834-0996

Zipper’s Thunder Max http://thunder-max.com Sales 1-400-579-2828 or Tech Support 1-410-579-2828

JIMS Performance – Tools http://www.jimsusa.com/tools.php
Tool Free Order Line 877-482-6913

Spectro Oils of America—http://www.spectro-oils.com
Contact:
salesadministration@spectro-oils.com
1-203-775-1291

Shorai’s LFX Lithium Iron batteries contain prismatic cells that have no lead, no acid, and don’t create explosive gasses during charge, as traditional lead-acid batteries do. You can mount them anywhere and in any position since their contain no liquid; something that custom bike builders will appreciate. Compared to lead-acid, Shorai LFX lithium batteries are also extremely light, have much lower self-discharge rate, do not sulfate (i.e. do not degrade while sitting unattended), and are environmentally friendly.
 
If most Lithium Iron batteries available today use round cells—the same found powering power tools—Shorai batteries’ unique construction and the use of rectangular power cells allows them to fit all powersport applications without any modification to your tray or wiring. Shorai adds that while power-tool cells may crank a vehicle successfully, they were not originally intended for the high-current discharges experienced in starter systems. As a result, cranking performance suffers compared to Shorai LFX, and the batteries will wear out more per every start.
 
By contrast, Shorai LFX are the result of years of research and development, and are designed and produced in the company’s own tightly-controlled factory. Shorai LFX have been used in some of the most extreme high-current projects in the world, including autonomous aircraft, boats, and submarines, electromagnetic rail gun research, and more. In short, LFX have been designed from the “ground up’ to be a powersports starter battery with long lifespan and high-performance, under a wide range of temperatures.
 
This sounds like something too good to be true, so Bikernet contacted Shorai to obtain a sample for testing on an air-cooled sport V-twin. When a package from Shorai arrived at our doorstep a few days later, I have to admit that I truly though they had forgotten to place a battery in the box. I understand that these batteries are supposed to be lighter than lead-acid types, but that much lighter was a shock!
 
I opened the box to find the Shorai LFX battery neatly packed and nestled between an assortment of dense foam blocks of various sizes and thicknesses. These are designed to help you fit the battery to your original tray, since the Shorai is likely to be smaller than your stock battery. Next I compared the Shorai battery side by side to the OEM lead-acid unit. The two were close in size but the Shorai was visibly shorter and would not reach the factory positive and negative cables. No problem, I made up the difference by stacking a couple of foam blocks at the bottom of the battery tray and another thin one to keep the battery snug in the tray. Cables were connected next, leaving the negative cable for last as always, and the tray top was snapped into place.
I reached for the starter ignition switch and hit the starter… presto! The engine cranked noticeably faster than before and came to life earlier too. Shorai claims that cranking speed is 20 percent faster. I have no tool to confirm it but it feels about right.
Here’s a video provided by the manufacturer to demonstrate a typical install on a dirt bike.
 
According to Shorai, LFX batteries last longer than lead acid types. Their research indicates an average of about 2 1/2 to 3 years lifespan for lead-acid. Under the same average usage conditions, they expect Shorai LFX to last roughly double, or 5 to 6 years. Under ideal usage and storage conditions, they expect 8 to 10 years to be achievable. Due to their lack of sulfation and slow-self discharge, Shorai LFX increase battery life most for users who sometimes store their vehicles for weeks or months at a time, and don’t want to or can’t use a battery tender.
 

 

Bikernet is sponsoring the Sturgis Museum this year and we offered to feature one of their display bikes each month on Bikernet. We are promoting the Sturgis Museum for several reasons. Our boss is in the Hall of Fame. We don’t know why, but what the hell, he’s old.
The Museum represents a great deal for the town of Sturgis and the motorcycle industry. They would love to be able to expand their facility into the lot next door. The Sturgis Museum represents motorcycling and is the home of motorcycling year round in Sturgis.

Their vision is to continue as a world-class museum offering comprehensive and educational exhibits and showcasing rare and unusual motorcycles significant to our history and our sport.

Sturgis is synonymous with motorcycles and the people who love them. Visitors come all year looking for motorcycle-related businesses and attractions – and they get a piece of motorcycling history when they visit Sturgis Motorcycle Museum & Hall of Fame.

In a joint effort the Museum’s Board of Directors, the Jackpine Gypsies Motorcycle Club, local students and members of the Sturgis community gathered on March 10th, 2001 to scrape, sand, and paint the old church building next to the Pyramid Bar. Gene and Nancy Flagler, owners of the church, determined the rent should be a whopping $1.00 a month, helping to make the Museum’s first and most critical year a little easier to manage financially.

The Sturgis Motorcycle Museum & Hall of Fame opened its doors to the public on June 1, 2001. Local and national collectors loaned the new Museum a selection of vintage and rare V-twin and metric motorcycles, offering visitors a glimpse into the magnificent world of two wheels. Actually, our boss, Bandit loaned them a 1946 Knucklehead built by Milwaukee Iron.

After only a year in business, the City of Sturgis was so impressed with the museum’s progress that it offered the old Post Office on the corner of legendary Main Street & Junction Avenue as the museum’s new home. With financial support from the State of South Dakota and many others, the museum was able to open the doors on its present location in 2002.

The Museum has continued to grow, opening its lower level in August, 2003. With several exhibit rooms and an increasingly impressive selection of unique motorcycles, the Sturgis Motorcycle Museum offers a world-class experience for visitors and has been listed as one of the 10,000 Places to See Before You Die by author Patricia Schultz.

Today, the Museum is open year round, seven days a week. Summer months are the busiest as people flock to the famous motorcycle mecca, culminating in August during the famous Sturgis Motorcycle Rally. Motorcycles and exhibits are changed on a regular basis offering repeat visitors something fresh and new each time they stop in.

This is our first opportunity to highlight a rare and unusual museum motorcycle on the pages of Bikernet. This is the only V8 Henderson in the world. Built by “Mr. Henderson,” Carl Vandre of Denver, Colorado.

Carl fooled around with Hendersons most of his life. And while Carl liked to keep ’em just like they came out of the factory, he wasn’t averse to a few improvements…
Carl learned how to operate and program a CNC milling machine with the help of his son-in-law and his grandson.
Carl was an A/P Mechanic in World War II and worked on several planes from B-17’s through B-29’s.

This engine has a Henderson crankshaft, with articulated connecting rods, two Henderson cam shafts. Carburetion is by typical Zenith TX4 carburetors. Bosch magnetos supply the ignition for the 8 Henderson DeLuxe cylinders. Henderson clutch, flywheel, tranny, lower engine case and engine mounts provide the basis for the V8. Aircraft aluminum was used, all parts were machined and assembled with socket head bolts, no welding! There are no modifications of any kind to the frame. Carl spent approximately 2000 hours in a 2-year span to complete this project.

This is an antique vehicle that is exciting to ride – without a front wheel brake special attention to traffic is a must!

When the bike was brought to the museum, it was attached to a sidecar frame because the bike was so heavy. Very few people would ride it without the sidecar frame attached.

This bike is on loan from the Carl and Dorothy Vandre Living Trust. We look forward to featuring rare Sturgis Museum bikes on a monthly basis. Luckily, his family has posted information on a website about Carl and this bike. You can find more info here: http://www.hendersonkj.com/carl-vandre/index.html

The Henderson motorcycle community lost a good friend recently. Carl Vandre passed away on February 7, 2008.

Over the years, Carl was responsible for keeping countless Hendersons on the road in this country and around the world. There wasn’t a part on a Henderson motorcycle that Carl couldn’t fix. And if a part was missing, he simply made a new one. He loved to talk, and gave advice to countless people from all over the world all you had to do was call Carl on the phone, and tell him your problem.

Carl was “Mr. Henderson,” there isn’t a person on this planet that knew more about the Henderson motorcycle than Carl Vandre. Carl is no longer with us, but the Hendersons he loved so much still are.

STURGIS MUSEUM 1925 V-8 HENDERSON TECH CHART

Configuration: 2.750 Bore x 3.500 Stroke = 163 cubic inches

Top end: Rods & upper side of the engine case were made from aircraft aluminum

Cams: Two cams running in different directions

Two magnetos : both run on their own cam shaft and both are connected to an arm system to the left handle grip for spark advance control as the original bike was set up.

Tachometer on the dash is off an old airplane that Carl flew at one time.

Crank case and Transmission: Bottom half of the case is original as is the transmission

Christine Paige Diers
Executive Director, Sturgis Motorcycle Museum & Hall of Fame
605.347.2001
999 Main Street, Sturgis, SD 57785
fax 605.720.0632
www.sturgismuseum.com

I ran into this bike at the Easyriders Show here in Charlotte. This bike caught my eye and I took a closer look. The more I looked the more impressed I was. The bike did not shout at me but slowly drew me in, like a seductive redhead. It kept saying, “Come a little closer.”

Once I closed in, I was captivated by the simplicity and details. Plus, it was based off of a stock Harley-Davidson foundation. The bike originated as an ‘o6 Heritage Softail.

The changes on this bike are simple but have great overall effect. The rear fender, the wheels, andthe seat all make direct statements. The bike looks like it came from an era long ago with all the updates and advantages of today’s technology.

I left my Bikernet business card around the bike and told the owner to call me. Monday morning the phone rang at the crack of dawn, and it was Scotty McDaniel from Southeast Customs in Concord, NC. I set up a time to visit him and to meet the owner Ric Greene. Vicki and I headed up to the shop Saturday morning.

I had never heard of the shop and really did not know what to expect. Upon arriving, Scotty greeted us and boy was I surprised with their setup. I was like a kid in a candy store. Newer model bikes everywhere but all of them had that timeless bobber look to them. Their motto is, “Making New Bikes Look Old Since 2005.”

The “Heavy Hitter” was sitting in the center of the showroom and I yanked my camera from from it’s case and started grabbing images, although I knew the lighting wasn’t perfect. The name “Heavy Hitter” fits the bike perfectly with its baseball bat style, megaphone, exhaust and its baseball jersey style insignia on the tank. The black powder coated front end makes a statement that this bike is all business. Not a lot of chrome on this bike and I like that. The black powder coated parts on the bike gives it a bitchin’ attitude. This bike is simple yet eye catching and most of all very road worthy. This bike has a way of turning heads without shouting, just one close look and you are hooked like a fish on the end of a line.

Scotty moved here from the Los Angeles area and he brought a touch of Cali bikes with him. He and I were on the same page as far as bike styles go, and I could have hung out at the shop all day. Scotty tells me that Ric (owner) gives him free reign and I can see why. Scotty has this “Making New Bikes Look Old” down to a science.

This will not be my only visit to Southeast Customs. Ric and Scotty have hit on something here, and you can see it in every bike that roll out of the door.

By the way “The Heavy Hitter” knocked one out of the park at the Easyriders Show here in Charlotte with a 1st Place award in the Stock Modified class ! A great accomplishment.

If you have a newer bike and dig the bobber look check their website out at www.southeastcustoms.com. It was great getting to know these guys; both are BIG Bikernet fans and really appreciated having their bike featured. By the way “The Heavy Hitter” is for sale. Give them a call at 704-723-4038, tell them STEALTH and BIKERNET sent you!

Until next time, RIDE
–STEALTH

Bikernet.com Extreme Tech Chart

Regular Stuff

Owner: Southeast Customs

Bike Name: The Heavy Hitter

City/State: Concord, NC

Builder: Scotty @ Southeast Customs

City/state: Concord, NC

Company Info:
Address: 4502 Raceway Dr, Concord NC 28027
Phone: 704 723-4038
Web site: Southeastcustomcycles.com

Fabrication: Southeast Customs
Manufacturing: Harley Davidson
Welding: Southeast Customs
Machining: Southeast Customs

Engine

Year: 2006
Make: Harley- Davidson
Model: Heritage Softail
Displacement: 88”
Builder or Rebuilder: Southeast Customs
Cases: H-D
Case finish: Wrinkle black
Barrels: H-D
Bore: stock
Pistons: H-D
Barrel finish: Powder coat black
Lower end: H-D
Stroke: H-D
Rods: H-D
Heads: H-D
Head finish: Powdercoat Black
Carburetion: Fuel injected
Air cleaner: Paughco
Exhaust: Southeast Customs
Mufflers: Southeast Customs

Transmission

Year: 2006
Make: Harley-Davidson
Gear configuration: Foot, one down four up
Final drive: Belt
Primary: H-D chain
Clutch: H-D

Frame

Year: 2006
Make: Harley-Davidson
Style or Model: Softail
Stretch: nope, stock
Rake: stock
Modifications: fender rails goneß

Front End

Make: Harley-Davidson
Model: FL Heritage Softail wide glide
Year: 2006
Length: stock
Mods: gloss black powder coat

Sheet metal

Tanks: H-D fatbobs
Fenders: H-D modified
Oil tank: H-D late-model wrap-around

Paint

Sheet metal: H-D painted by Chris Fox
Molding: Chris Fox
Base coat: Black
Graphics: H-D
Type: Basecoat/Clearcoat

Frame Paint: H-D
Molding: none
Base coat: Black

Wheels

Front
Make: Hog Pfo
Size: 18”
Brake calipers: H-D
Brake rotor(s): H-D
Tire: Metzler

Rear
Make: Hog Pro
Size: 18″
Brake calipers: H-D
Brake rotor: HD
Pulley: HD
Tire: Metzler

Controls

Australia has started a love affair with Victory motorcycles and after only two years they are the second highest-selling cruising motorcycle in the State of Victoria, where the first company store was opened about two years ago. At present their Melbourne store is the number two dealer in the world, but it is expected that within a year the recently opened Sydney store will overtake it. We are not talking Polaris dealerships. These are pure Victory supported stores, much like a Harley-Davidson dealership.

Currently the Melbourne and Sydney stores are the only company owned Victory dealerships in the world. The new store was opened on Saturday the 29th of January 2011. The dealership address: 554 Parramatta Road Ashfield.

Somewhat stunningly – in this old biker’s opinion – the clarion call for the opening of the Sydney facility was the sound of eighty Victory motorcycles that had been ridden 500 miles up from Melbourne to celebrate this event. This is a powerful demonstration of the brand loyalty Victory is building in Australia, as it required the owners to take several days off work in order to participate.

But make no mistake; this event was a very big deal for not only a heap of rabid Aussie enthusiasts, but also for a power pack of American executives who flew down under for the celebration. They included Bennett Morgan, President and COO of Polaris Industries Inc, Steve Menneto, General Manager, Victory Motorcycles, Mike Dougherty, VP Global New Market Development and Ross Clifford, Director International Motorcycles. This was also a big deal for the struggling American market. If these shop work out well down under, they are obviously destined for the United States, as soon as the economy is ready. It’s also a terrific indicator of the Australian marketplace, and the faith Polaris placed on this marketing gamble. Recently Kevin Alsop, the boss of Big Bear Choppers, mentioned that his largest market currently is located in Australia.

A highlight of the event was the unveiling by Steve Menneto of the new Victory Highball which was launched only one week earlier in New York, with Australia being the first country outside of the USA to land one. This is one hell of a cool motorcycle and I predict great things for it. Well done Victory.

You can check out video of the ride at the web site of the Victory Riders Network on http://vrnetwork.ning.com/ and it makes pretty entertaining viewing, even if you ride another brand.

Doc Robinson is the highly esteemed Tech Editor of Heavy Duty Magazine, the largest cruiser publication in Australia, and a regular contributor to Bikernet.

In July of 2007 S&S published a release about the acquisition of Flathead Power. Suddenly many old school aficionados held their breath in anticipation of access to a long awaited, refined product line. A longstanding customer-vendor relationship between S&S and Flathead Power helped facilitate the deal for S&S. Senior Manager of Race and Customer Services, Charlie Hadayia, and Business Development Analyst, Tom Smith, brought the opportunity to the attention of then S&S president, Brett Smith, where it was quickly determined to research the opportunity and make an offer. The deal closed, July 25th, with Hadayia “on the ground” in Louisiana to package and load all the assets for shipment to the S&S facility in Viola, WI.

Since then, S&S researched Flathead Power, a company that serviced classic/vintage engine lines and components dating back to 1936. It was a perfect compliment for the S&S product line and brand and would ultimately fill a major void in the market, the hunger for engine parts and complete assemblies for vintage Knuckles, Pans, and Shovels.

“The acquisition of Flathead Power’s assets and trade-name allowed S&S to sell complete engine assemblies and aftermarket components from 1936 year groups through 2007,” said Michael Scaletta, “Few—if any—companies worldwide have, or will have, the breadth of coverage for v-twin performance aftermarket parts that we will following this deal. The classic/vintage market has been under-served, with pent up demand. S&S is committed to servicing this demand while producing quality Proven Performance products with a high level of customer service.”

S&S reintroduced the Flathead Power product line at the V-Twin Expo in Cincinnati in early February, 2008, and they stuck with the plan of introducing each vintage engine configuration as each product line was refined and mated with existing S&S components for the best possible performance configuration.

In 2009 then 2011 S&S unveiled the long-awaited Knucklehead series in three configurations: Two engine sizes in the classic kidney shaped cam cover style, and a KN-Kone 93-inch configuration.

S&S was recognized for their efforts at keeping the classic Knucklehead configuration alive at the V-Twin Expo, when they were given the Best Engine of the Year award.

“Granted, I may be partial, but S&S is in the best position to respond
to customer requests like this, our resources are second to none, we can marry the two designs together in Product Development, communicate that info to our Mfg Dept, and have quality inspected parts in a matter of days because everything is done right here in Viola Wisconsin, and with the majority of our vendors in the tri-state area, this is a product truly made in the USA,” said Eric Wangen, Flathead Power Product Line Manager.”Our KN-93 won Engine of the year in 2009 and its next generation KN-Kone engine winning two years later is really icing on the cake, and both coming from an industry event like the V-Twin Expo, shows that vintage never goes out of style.”

The cone motor aspect almost brings the Knucklehead up to Evo performance with the most simplistic and refined of all the standard V-twin configurations.

“This engine is a great combination of classic and cool,” said Scott Sjoval, VP S&S Product Development. “It fills a nitch in the custom world and the best part is that it was created
because our customers asked for it.”

Engine Descriptions

Flathead Power Kn-series Engines for 1936-1999 Chassis

Flathead Power KN-Series engines are very close in appearance to a stock
knucklehead engine, but offer a number of modern features for more
power, better engine life, and improved reliability. Aside from the much
larger 93″ displacement, the main improvement in design is the 1958-’65
style flywheel assembly, which uses a splined sprocket shaft and Timken®
sprocket shaft bearing. This necessitates the use of a 1955-’64 style inner
tin primary cover and primary chain sprocket. Flathead Power rocker arm
cover “tins” are another modern improvement. The KN93 is a standard
compression 93″ engine and is available with authentic generator style
crankcases for early style chassis, primary and transmissions, and with
alternator/generator style cases for use with 1970 and later primary covers
and late style transmissions.

Fitment
1936-’47 stock chassis –
will fit in 1948-’99 chassis with front
motor mount spacer (included)
1970-’99 Alternator/generator and alternator custom versions, custom bikes with 1970-’99 alternator style primary

Natural crankcases and black powdercoated cylinders and heads

Features
S&S Super E carb

S&S valve train – solid lifters

S&S Super Stock single fire ignition system and
polished billet timer

1936-‘47 models have correct length sprocket shaft for stock
primary and transmission.

Alternator and alternator/generator models have correct sprocket length sprocket shaft for 1970-up primary and transmission.

Alternator/generator engines include oil filter mount
for generator location One-year warranty

Options
93-inch standard compression, 74-inch in generator style only

Stock style generator or alternator/generator crankcases

Part numbers
Generator Style 93 ………………………….. 106-2161
Alternator/Generator Style 93 ………………….. 106-2560

S&S Kn-Series engine Specifications

KN93: 93-inch, 3-5/8 Bore, 4-1/2 Stroke, Super E, FHP 420 S&S, Forged 8.2:1 compression

KN74: 74-inch, 3-7/16 Bore, 3-31/32 Stroke, Super E, FHP 346, S&S Forged, 7.5:1 compression

“I have seen a few engines like this built in the past, but they were some real Frankensteins. More of a curiosity than something you could depend on. What makes this engine really special is that Eric designed this engine so that everything works like it should,” said Bruce Tessmer, S&S Marketing Manager. “For example, pushrod angles in this engine are correct because he machined the casesto accept real deal knuckle tappet guides. He also added all the latest cool stuff like the high evacuation breather gear and the low pressure oil pump. Not only will this thing run great, but it won’t leave an oil slick where ever it goes!”

Flathead Power Kn-Kone

Retro never gets old . The classic style of motorcycles of the past just can’t be beaten for coolness. Now, there’s a way to tap into the coolness of retro style. The new KN-Kone motor combines the look of a Knuckle, with the bullet-proof design and charging system of the 1970-’99 style alternator lower end. The KN-Kone motor features the S&S Super E carburetor and Super Stock single fire ignition system.

Fitment
1970-1998 big twin. 1999 chassis originally equipped with a Harley-Davidson Evolution engine.
Can also be installed in earlier chassis if a transmission with a 1970-up mainshaft is used.

Features and Benefits
S&S Super E carburetor

S&S Super Stock single fire ignition system

Alternator style crankcase – allows the use of modern primary, transmission, clutch components and electrical system

More simple exhaust fabrication

Part Number
KN-Kone 93-inch Engine …………………………. 310-0006

“I find particular pleasure in seeing the way Eric Wangen and Scott Sjovall have developed over the last 20 years. I hired those guys and spent a lot of time working with them, particularly Eric,” said George Smith, President of S&S. “It gives me great satisfaction to know that we’ve succeeded in fulfilling design capability succession to ensure S&S is here for another 50 years.”