I landed in Dallas, Texas and expected Rick Fairless to bring me a cup of coffee. Then I looked at the large ominous connecting flight screen and tried to find my gate. We are like meth-head ants scurrying around this metal maze looking for our assigned queen bee to take us to our chosen destination. My queen didn’t show on the screen.


Nothing to it. The cabby who delivered me to the temporary Indian Fleet Center was most helpful. In each case, as the week unfolded I asked my current Daytona representative where the hell I was going next and they helped with perfect directions and advice. The cabby told me how to find Willie’s Tattoo Parlor on Ridgewood Boulevard.



Steve at the Indian fleet center popped the massive tour-pack off the new Roadmaster and proceeded to tell me about all the options, accessories and electronics, including the adjustable windshield, heated grips, GPS system, heated seats, you name it. I told him to keep it simple, yet one night I tried the heated grips and ventilation sliders. Amazing.



I told him about my 2014 Classic Chief. “The Chiefs haven’t changed at all from the first year,” Steve said. “All the parts are interchangeable but not so with the touring models.” That statement said mountains about Polaris. What company can develop a new make in a year and roll with it for four years without a change? That’s fucking amazing.



The Roadmaster’s electronics were similar to my Chief and it was easy to catch the vibe and get rolling. I always recommend riders take demo rides on Indians, even if you’re not in the market for a new motorcycle. It’s difficult to explain the level of stability and handling ease. Suddenly, you’re just gliding along and enjoying life, even without whiskey. I told Steve my first Harley was a new 1969 XLCH Sportster, and this Roadmaster was a similar color.



I arrived at the jammed Tropical Tattoo show corner and was immediately confronted by a large staff security guy, who pointed toward more parking down the tree-lined lane. The place was already crammed and I was early. I immediately started to run into folks I knew.



You wouldn’t think that stumbling into mutts in a crowd of beards would be educational, but it is. One of my first conversations was with Jeff Cochran from Speed King. “It’s all about engineering and physics,” he said as we discussed his frame modifications, swingarms, seat area castings and front ends. I learned something on every topic.

We talked about master cylinder bores for single and dual front disc brakes. When the factory went to dual disc brakes, they upped the diameter of the master cylinder, but when I replaced my grandson’s Dyna single disc with a 49 mm dual disc, folks told my grandson to switch the master cyclinders for a larger bore. I warned against it.

Dual front disc brakes can stop on a dime, but are notorious for causing a panicked rider to high-side or worse. The smaller bore would prevent that by just softening the touch. Jeff completely agreed. “Almost acts like anti-locking brakes.”



We discussed my Salt Torpedo project and the rear brakes. I plan to run Jeff’s system of a large rotor and two calipers on the rear. He displayed a recent build with this system and three calipers. One caliper was connected to a master cyclinder on the handlebars. Interesting.



I spoke at length with Bill Dodge of Bling Cycles at the Tropical Tattoo show, then at his Beach Street location. Unfortunately the community that grew behind Bike Week wants to take it away and eliminate bikers and vendors on Beach Street in the future. I discussed Twin Cam performance with Bill, and later models versus early-modified models. We discussed carbureted twin cams versus fuel injected.



We are in the process of building our JIMS 135-inch Twin Cam with one of Carl’s Typhoon carbs and I need a simple ignition system. Bill had the solution nailed from a European group.



The Roadmaster worked like a champ to stash my helmet and gloves when we arrived and the bag lids locked easily. When the Daytona sun started to kick ass I could stash my 5/8 sleeve, 5-Ball Leather Jak shirt in the other bag and lock it.



The big beautiful bike easily ran me from one location to another. It held securely balanced at long traffic stops and rolled efficiently through the gears on city streets or in the countryside. Only twice, on each side, in close parking lot maneuvers, did I find my boot and my ankle treacherously snagged by the rear crash bar. I mentioned it to Steve at the fleet center. It needs to be addressed. “In the meantime, you need to keep your foot out of harm’s way.”



During the tattoo show we even held a mystical Bikernet editorial meeting deep in the wooded area behind the tattoo shop while a blonde bombshell in cat leotards played the blues sax. We discussed Bikernet Baggers editorial, techs, the VA and health issues while drinking Twisted Tea with the lovely Dmac and Rogue, the most senior biker journalist on the planet. He is now the Supreme Editor of Bikernet Baggers and everyone leans close as he speaks. A hush fell over the crowd as he slipped me a half-empty bottle of Jack Daniels.





As the Tropical Tattoo extravaganza winners were being announced, I hooked it ups with the SmokeOut Crew for some chow on the water, only a couple of miles up Ridgewood. Daytona is interesting. There are the new slick streets and ultra-modern gentrified areas, and then the older areas of town with slightly worn buildings and bars. Then suddenly you can find yourself on the outskirts of society, where we bikers thrive. Where the nights are dark and evil creatures scurry across the highway and keep you on your tingling toes.



There are waterways where salt water and ocean brine mix, where alligators roam the banks and share the river with a lost dolphin from time to time. The bush is deep and the channel wide. The small teetering wooden shack rested next to the Tomoka River and lacked signage, but the brothers knew it was the place for fish and chips.



They don’t sport a liquor license so they give away beer for a donation. Commander Edge, the boss of the SmokeOut rode down from South Carolina with his head of security George, the Indian Prince Najar; his other son-in-law Will and Will’s sister, the lovely Caroline Smarr. It took me a while to make the connection.



The commander (retired Army intelligence) may be in charge of the wildest biker event on the planet, but he’s a devoted family man. The connection is sort of abstract, but if you attend a SmokeOut in RockingWorld, South Carolina you’ll get it. Everyone has a blast. There’s not a bastard or a mean spirit on the staff. And if you need anything, they’ll treat you like family. It doesn’t matter if you encounter a flat tire or drink a bottle of white-lightening and fall on your ugly face in the mud, but don’t raise your voice with a tinge of disrespect.



So we ate giant cardboard boxes of seafood, crab legs, lobster, shrimp, terrific spiced potatoes and corn on the cob. Amazing. At that point, I split from the group, headed north for a minute to find a spot for a U-turn and then trudged back into the cluster-fuck of society gone bananas.



I live in Los Angeles, so I know traffic. I wish Al Gore understood what he created, an evil religion against all mankind. Suddenly cars were evil and the notion was taught to schoolchildren everywhere. Slowly everything representing fossil fuels became evil, including our infrastructure. Government quit fixing roads. Hell if someone was going to outlaw car traffic in the next couple of years, we don’t need to prepare for larger traffic patterns.

Then the punishers gained strength. No longer is it our right to a peaceful drive on a Sunday afternoon. No, we should be ashamed, so install more lights and more encumbrances to travel in the name of safety and zero tolerance. So, there you have it, one light after another causing us to burn more fuel in cities than ever before.



But I’ve got to hand it to the brothers and sisters on the eastern seaboard. Except for giant big wheel bagger sound systems, and one or two loud pipe nuts revving their bikes incessantly, thousands of bikes idled respectfully from stoplight to stoplight, patiently waiting for their turn to reach Beach Street or the bridge over the Halifax River to Main Street.



I was blown away, and occasionally dipped off the main street for a side path past some of the traffic, bobbing and weaving to find a more exciting path or her apartment. I just needed a shot of whiskey and a redhead and then in the middle of the night I could slip back to my motel.



This Bike Week represented a special occasion, the 40th anniversary of the Hamsters. The notorious group started in 1978 in Daytona after a bunch of bike building brothers got drunk and Susan Perewitz drew Hamsters on paper plates and tagged them to their motel room doors. The group consisted of Dave Perewitz, Arlen Ness, Donnie Smith, Barry Cooney and Arlin Fatland. I may have missed someone, but I’m close (see below).



Over 60 Hamsters hauled ass to Daytona to celebrate and at least I made one party on the coastal side of the Halifax River in a cool corner home owned by the realtor girlfriend of Billy the Hamster. Edge and I rode over snagged some chow and hung out. Edge is interested in becoming a member so I introduced him to a bunch of the rodents. “Don’t look at me,” Arlin Fatland said, “I can’t help.”



Hamsters USA Being inducted into the Sturgis Motorcycle Hall of Fame: The Hamsters is a worldwide organization of custom motorcycle enthusiasts, founded in Daytona Beach in 1978. Founding members are Steve Allington, Barry Cooney, Ed Kerr, Jimmy Leahy, Arlen Ness, Dave Perewitz, Susie Perewitz and Donnie Smith. Members make the annual trek each year to the Sturgis Rally for their annual gathering for custom bikes, fun and to give generously to local Black Hills charitable organizations.

Although many individual members have been inducted into the Sturgis Hall of Fame, the entire group is being inducted into Sturgis Hall of Fame this year for the philanthropic deeds that the Hamsters USA have collectively donated to the Black Hills and South Dakota community over the years.



Carl Morrow and his family have set 104 records from drag racing to Bonneville and he is currently working with Mike Corbin to create a new hot rod Sportster with an S&S D carb housing three Thunder Jets and a modified float bowl. Doug, his son will take this puppy to Bonneville while his dad retires at 80. He’s been involved in performance motorcycles for 45 years.



His shop originated outside of Los Angeles, but he moved to Daytona some 25 years ago and set up the perfect location across the street from the inland waterway on Beach Street. He was one of the first to make this daring move and never regretted it. During that time I did a bit with him and his son on the 50th episode of Monster Garage, along with Mike Harmon, John Reed, Jesse James.



 
We hung out and discussed Dyna Glide performance and Bill his it nailed with unbelievable results for his customers, but he’s generally a fan of carbureted ’05 and earlier Dynas and of course Twin Cams in FXR frames for handling, seating position and the best rubbermount technology.



As I sit here writing, I’m thinking about all the FXRs I’ve owned and rode. A brother on the east coast still has my original, ’88 I built with the help of Harley, Arlen Ness, Dave Perewitz and Bartel’s Harley-Davidson. What a great bike and it still sports the original Perewitz paint job.



We rode to Main Street and his lunch spot overlooking the beach. I couldn’t believe my luck at finding place. I pulled alongside a woman to ask directions. She didn’t know, but we had the name wrong and were basically stopped next to the Daytona Deck. Great place looking out at the beach and Atlantic. Our waitress had bubbly cleavage to die for, the menu contained every beach burger you could imagine, including fresh avocados and jalapenos, but the final product was over-cooked and lacked luster.



We peeled onto crowded Main where the action jammed to many sounds of music, motorcycles and conversations. The weather warmed and the city set up comfortable off Main parking areas and we slipped into one and started to walk through the crowds to the historic 2Wheelers shop. Once a motorcycle shop, it has evolved into an old school trinket shop and mudflap girl headquarters. Donna designs apparel and Arlin Fatland at 75 coordinates moving the shop from Denver to Daytona, then Sturgis every year, amazing.




More than a few times, Arlin helped me out with rally issues or breakdowns. He doesn’t rent out this shop for the rest of the year but lets it set closed until he’s ready for the next rally. We had a blast discussing the rally’s ups and downs, the past, vintage bikes and Donna’s shoe collection

We walked down Main, bought t-shirts for pals at home and hit the boardwalk show. My mission was to judge the state of the industry and it looked good, better than good. The streets were jammed. The folks were young and old. Sure, it’s no longer crowded with wild 30-year-olds tearing it up and jumping every half-naked girl in the street, but the spirit was supremely alive.



The market grows every year with more bagger riders, HOG members, racers, and bobber builders, touring riders, all terrain enthusiasts and vintage fans. Everyone had a great time and there was action for any rider of any style of affiliation, from club guys to flat track racers.



My last day, Saturday held two missions. The main one was to attend Billy Lane’s Sons of Speed vintage races at the New Smyrna Beach Raceway. Again, I asked the taxi cab driver directions the night before and he hooked me up. My second mission was to find the Indian fleet center on Anita Avenue by 4:00 and turn in the stylish Roadmaster.



I slipped onto International Speedway for less than two miles, passed the Daytona Speedway buzzing with vendors, including Indian, sport bike riders, and race fans. I slipped passed highway 95 to Tomoka Farms Road, hung a left and it was mostly smooth sailing along an open wooded two-laner until I rolled up to the Cabbage Patch camp area packed with bands, wall of death riders, vendors, and the party was on.



I slipped passed the lights, cops and suddenly there was the New Smyrna Beach Raceway. The Indian handled the dusty gravel roads and sandy parking lot without an issue. I was scheduled to meet the SmokeOut brothers, Woody from the Buffalo Chip and Marilyn Stemp from Iron Trader for a Sturgis Trike show meeting. I found my way to the center pit area and ran into Billy Lane.



“Your 45 flathead class is alive and well,” Billy said as if giving me some credit. I beamed and waited for the race to begin. The 45s were very impressive except for the bobber with whitewall tires. It couldn’t keep up as some of the 45s flew around the track, damn fast for old flatheads.






Billy explained the track beautifully, “New Smyrna Speedway is a 22-degree banked, asphalt 1/2-mile track. It’s the closest available track that I have been able to find to the banked wooden tracks of a century ago.



“Because we are racing on banked asphalt, there is no sliding through the turns, and the racing speeds are considerably faster than on flat dirt tracks. If higher banking were available, we could easily get the board track bikes well into the 100-mph speed range. The hot, 61-inch board track bikes are running in the mid-90-mph range now, and the fastest 45 flathead racers are going over 100 mph.






“The bikes in both classes were originally designed to travel 30-50 mph. I’m focused on improving the pace of the event, so that we run one heat immediately after another, with no down time. We will be racing again in Sturgis in August at the Full Throttle Saloon’s Pappy Hoel Campground Race Track, and in October at New Smyrna Speedway during Daytona Beach Biketoberfest.”





Jody Perewitz devoted most of her rally time to the pits working on a 1919 Harley for the race and to help other riders prepare for the asphalt board-styled track. The slanted track allowed riders to scream around the track without concern for leaning into curves, just like the Daytona Speedway, only smaller.



This event was comparatively small for a Daytona venue, but it’s growing and gives enthusiast a major window into the past. Plus, the pits are a gathering of some very knowledgeable vintage minds who know how these bikes actually work and have the resources to make restoration projects, performance mods, and parts come to life.



As I weaved through the traffic trying my best to guide the big Indian back to its temporary home on Anita, just a couple of blocks east of Ridgewood, and north of International Speedway by a couple of miles, I thought about our industry. I had no directions, just my memory of the first encounter and a deadline to be there before 4:00.

I pondered the industry and all the folks I met and partied with. Our growing community and the many facets expanding around us inspired me. For some, it’s a challenge to stay focused or broaden and expand your reach. For others, it’s staying true to whatever your code happens to be.

As I tried alternate streets and the big shiny Indian crept closer to my destination, I rolled down strange streets lined with old homes with palm trees pushing chipped wooden fences down or leaning against rusting chain-link fences. I thought about just the folks I encountered in three Daytona Days, the chopper builders, the growing trike crowd, the big-wheeled baggers, the bobbers, the growing race crowd, from sportbikes, to drag bikes, to Bonneville world land speed records, to flat track, and Billy’s vintage guys. I thought about the FXR fans, the Sons of Dyna boys, the Sportster clan, and the classic Softail riders who never give up.

I just scratched the surface as suddenly I turned onto the street where Bill Dodge restored his shop building after a hurricane made a mess of things, and I recognized a directional clue and suddenly found the lovely Anita Street and the Indian Fleet Center. It was 3:58. Helluva rally.







Cast Aluminum Frame
Lightweight and exceptionally strong for confidence-inspiring stability and handling.

Engineered for Handling & Control
Outstanding steering geometry for responsive handling. ABS brakes for full control.



Thunder Stroke 111 V-Twin Engine
Powered by the award-winning Thunder Stroke 111, delivering 119 ft-lbs of torque.



37+ Gallons of Cargo Space
Protect your cargo in weatherproof storage. Remote-locking saddlebags and trunk. Easily accessible lower storage.

Superior Functionality
LED lighting from end to end, Ride Command® navigation, cruise control, and a push-button power adjustable windshield make the Roadmaster the ultimate long distance tourer.

Adjustable Passenger Floorboards
Spacious passenger floorboards for all-day comfort, even on the longest rides.

Fairing Design Inspiration
Fairing design inspired by the sleek and powerful streamliner locomotives of the 1950s.



Chrome Headdress
The most powerful icon in motorcycling. Since 1947, the illuminated headdress has graced the front fender of nearly every Indian Motorcycle.



Premium Touring Saddle
Plush 2-up genuine leather seat with independent heat controls for long-riding comfort.



The Indian Motorcycle Ride Command System
7” touchscreen for directions, Bluetooth® audio, points of interest, vehicle status, and a whole lot more.



Premium 200 Watt Audio System
Integrated audio system delivering premium sound from high-output fairing and trunk speakers.

Keyless Ignition
Keyless ignition via proximity fob or personal security code. Never fumble for your key again.



Sources:
JIMS Machine

Riding the Road of Life…

–Paved by Gloria Tramontin Struck

92 years of living and riding packed into 256 pages leaves the reader wanting more. When will Volume #2 be available?

Gloria had parents and grandparents who were solid role models on how to overcome tragedies in life. Her tenacity was born through the experienced trials and tribulations in her family. Her mother and grandmother, both very strong women, were her role models. Gloria was born and raised in a family business environment that revolved around motorcycles. She learned to navigate her way thru the Great Depression, ride cross country (when most women weren’t even leaving the towns they grew up in), and follow her heart and her passions, while building her own supportive family.

The pictorial history included in this book makes the words visibly come to life. Instead of using the imagination to paint the picture while reading, one has the added bonus of the included pictures that bring her words to life. The best picture in my opinion, is on page 34 – Gloria, the mechanic. It depicts the “unseen gene” that she was born with.

A true die-hard, with an unparalleled sense of adventure, and leather-tough, this pint-sized dynamo needs to write Volume #2, and soon!

Where hasn’t she been? Buy the book and find out!

https://www.cartechbooks.com/catalogsearch/result/?q=Gloria+struck

You can find Gloria, usually with her daughter Lori and granddaughter, Kathy at most
Rally events, where she is signing copies of her book. Daytona Beach Bike Week she
Was seen at Willie’s Tropical Tattoo Show and Billy Lane’s Sons of Speed Vintage Motorcycle Race. Her signatures on the books include her phrase “live your dreams”!

Written with much respect for the Grand Dame of the motorcycle world. Your example paves the way for the rest of us women on two wheels, and even those who don’t ride. You are definitely an example to live up to! Thank you for sharing!

You can’t wait for life to happen for you – you have to make it happen yourself.

Sonny’s just published bio-drama, “Dare to Be Nutter” has already garnered rave reviews. Sonny just sums it up by saying, “It’s the real story of a little boy’s dream that came true… racing vintage motorcycles, midgets and sprint cars …both on the home turf and taking it overseas.”

This modern day classic chop was featured in the December issue of American Iron. I saw the clean masterful Markus Cuff images shortly after he shot the tastefully constructed mild chopper built by Glen Jones. It appeared well detailed, moderate and rideable, but something bugged the owner David Elan. “Every time I opened the garage and slipped the cover off, the flames stole the show,” said David. “Something had to change.”

I thought to myself, those flames are classic and well done. So I wanted to see what David thought just might enhance the lines of the bike and send the two-wheeled chopper spirit down the right path. You know about the right path if you are spiritual or religious; there’s a distinct path to follow to heaven, enlightenment or nirvana, depending on your faithful flavor.

A man of spirit is searching always, whether he knows it or not. It’s instinct, like picking the line on your next project bike. It must flow in order to capture the true spirit of the wind. You know, each time we build a bike it’s destined to do something for our souls, even if the mission is just to get laid or reach the Badlands next August. There’s a deeper meaning to the accomplishment of building that next wild chopper, hot rod, sleek sailing vessel or your next home. It’s never just weld beads and chrome.

David started riding Cushmans and was caught by the spirit as a young man attending a Lutheran church. Back then the Lutherans spoke of faith Freedom. They escaped the monarchy of the Catholic Church to find freedom and preach it. Basically, if you believed in the Ten Commandments and followed them, you were a Christian, no matter what road you took or where you were, church or no church.

His soul had a mission toward something fantastic, but he didn’t know it yet, while growing up in Minnesota and pondering a career playing hockey. One summer he and some pals headed to Venice Beach in California to see the sights and the beach girls. Those were amazing times.

While cruising Hollywood’s Sunset Plaza, he was approached by a young model agent. He turned her down, but Mary Webb Davis was persistent and his buddies finally pushed him in the door. He signed and his life changed. He modeled for various companies and national magazines through college, until he received the starring role in a movie made in Greece. After the wrap party, he approached his agent and said he was done making movies and needed to move on. His agent argued, but his path sought a new direction.

He flew to the bay area and started to play music and drove muscle cars, and he hooked up with Billy Graham of Woodstock fame and found his true passion: music, cars and choppers.

For years, music filled the void in his soul. But he continues to search. He taught school for a brief time and studied the Power of Myth and Confucius’ Golden Rule from 550 BC.

Golden Rule. ... The Golden Rule (which can be considered a law of reciprocity in some religions) is the principle of treating others as one would wish to be treated. It is a maxim that is found in many religions and cultures.

The logo on his tank comes from ancient Greek mythology meaning the continuum of life, hope and rebirth.

He ended up in Marin County, building a music studio and playing with Eddy Money and Joan Jet. He continued to study the mystic and read the Power of Now by Eckhart Tolle. He writes almost blues tunes about his search for nirvana with songs like “Let the Light Shine.” With lyrics including “Open up to the love in you, dream of what could be.” “We are right where we’re supposed to be,” said David. “That’s what Deepak Chopra professes.”

He’s currently continuing his search through the screenplay for a movie with the VP of Sony, Ryan Pollreisz, and his desire to change some aspects of this bike. Plus he’s doing the music score with his music partner, Jeeve Ducornet.

“Along with the new paint by Seth Boldman,” said David, “I also installed some custom 2-inch seat titanium springs that ride like a Softail and make the bike look better than before. It has a new custom black leather seat that has only I/4-inch padding on it. That too looks way better than my old seat. It really went up several notches in terms of aesthetics.“

“My bike is finally done,” said David, “and is even sicker than before.” Maybe, just maybe, he has found his mechanical path through choppers, his art through music, and the spiritual search always continues.

OWNER: David Elan
Builder: Glenn Jones, Glenn Jones Choppers, Pomona, CA
Year/model: 2012 ground up
Cost to build: $30,000
Time: Six months

Model: 1999 H-d Evolution
Builder: H-D
Displacement: 1340 cc
Horsepower: 70 hp
Cam Andrews EV27 .495 lift
Pushrods: Screamin’ Eagle

Carb: 42 mm Mikuni
Air cleaner: Joker Machine
Exhaust: Santee Venom
Ignition Dynatek Dyna S dual fire
Coils: Dynatek Dyna S
Sparkplug Wires: Screamin’ Eagle

Primary Cover: BDL
Transmission: 1999 H-D
Clutch: Barnett
Primary drive: BDL
Final drive: 48-tooth S&S sprocket

FRAME

Model: 2012 Kraft Tech 200 Rigid
Rake: 38 Degrees
Stretch: 2 Inches with 1 ¼-inch tubing

FORKS

Ultima Dyna Style
Mods: 2 inches over
Lower legs: Concept Powder coating

WHEELS

Front: 2.15-21-inch
Rear: 5.5-18-inch
Front brake: PM
Rear brake: PM four piston
Front tire: 90/90/21 Metzeler 880
Rear tire: 200/15/18 Metzeler 880

Front fender: H-D Wide Glide
Rear fender: Kraft Tech 9-inch steel
Fender struts: Custom by Mad Mike, Pomona, CA
Fuel Tank: Mid-USA/Glen Jones
Oil tank: Glen Jones Choppers

PAINT

Color: Gloss Black with Candy Tangerine flames, green pinstripe
Powder Coating: Concept Powder Coating, Rancho, CA
Chromer: Orange County Plating and powder coating, Orange, CA

ACCESSORIES

Headlight: PM
Taillight V-Twin Mfg.
Handlebars: Chassis Design Co. 14-inch apes
Risers: Alloy Art, 2-inch
Seat: Glen J. Choppers
License bracket: V-Twin Mfg.
Mirrors: Drag Specialties

Hand controlsl/levers: PM
Foot controls: 2-inch extended

Dynas are the shit around LA and Southern California. We’re the home of the Sons of Anarchy don’t ya know. If there were more FXRs available it would a toss up. If the factory would be open to it, slip the new M-8 into an FXR frame and we would be dancing in the streets again.

Recently another performance upgrade has surfaced for Dynas. Local guys are removing rear drive belts and installing chains. The first benefit of chains is the ability to run wider tires without stress and hassle.

There’s another issue surfacing around the industry. Rear belt pulleys are coming loose. We talked to one industry mechanic who told us he tightens his pulley bolts every night after he rides. I had them come loose on my FXR and recently my grandson lost power in the fast lane on a busy LA freeway at 11:00 at night. That was scary.

There are now a couple of devices on the market to prevent pulley bolts from coming loose and one from Hugh’s Hand Built Motorcycles was featured is a recent issue of Cycle Source Magazine. If you use their system you can’t use Allens to hold your pulley in place, although you can safety wire the Allens, but there are issues with safety wire and it’s time consuming.

James chose an aftermarket dished sprocket, a 530 Bike Master O-ring, already lubed chain from J&P and he grabbed a PBI 24-tooth trans sprocket from Steven Edger at Speed Kings online shop. JIMS also distributes tranny sprockets and I believe they are also PBI units.

Just to be safe, the Tileman ordered a primary gasket kit from James Gaskets and didn’t miss a beat. We went to work on his bike before the other brothers were even awake. This modification involves removing the outer and inner primaries, including the clutch, primary chain and compensating sprocket before replacing the transmission belt pulley with the offset PBI 24-tooth sprocket.

Up on the lift James drained his primary fluid by removing the plug. He inspected the plug magnet for excessive metal filings and then removed the primary. Don’t forget to replace the drain plug.

I reminded him to disconnect the Battery before messing with the starter motor and the Jack Shaft bolt and Pinion gear.

Before he took off the chain adjuster, he needed to loosen the compensating sprocket nut (regular threads). We used my shitty air compressor impact, which doesn’t have the needed impact. We needed a long arm wrench and a piece of pipe. We jammed a chunk of Teflon into the chain (JIMS makes a tool), put it in gear and held the brake to get that puppy loose.

Then the impact worked on the Transmission hub nut with left-handed threads. He undid the chain adjuster and all the pieces slipped off their respective shafts.

With a small metal flat punch and small ballpeen hammer James removed the tabs locking the inner primary bolts into place. There are five inside, and they are all the same length. There are two shorter once on the front outside.

We used several JIMS tools including this socket to remove and install the massive pulley nut, after we removed the locking plate. James ordered a .750 offset sprocket. He picked the brains of all the folks he could while ordering parts and still discovered issues.

It’s tough, and it’s tough for customer service at J&P or other outlets to know all the configurations with the various tire sizes. He tightened the Transmission sprocket nut to 50 lbs. of torque. The manual calls for tightening the nut 30-40 more degrees to get the locking plate in place. The screws can be tightened to 84-108 inch pounds.

In this case his wheel sprocket didn’t line up with the tranny sprocket with the suggested 3/8-inch thick sprocket spacer. I dug into my wheel locker and found a ¼-inch sprocket spacer that did the trick. It can be spendy, but it never hurts to buy options, spacer kits or varieties, so you have additional options.

At this point James cleaned his inner primary and started to put it back together. He cleaned the fasteners and sprayed brake clean in the fastener holes to remove any oil or debris. He used blue Loctite and the locking washer-tabs to replace each bolt. Fresh ones came with the James kit, along with seals and stuff we couldn’t figure out.

The Tileman made a cardboard template of the outer primary fasteners positions so he used the same fastener in the same hole each time.

He replaced all the locking tabs, torqued the fasteners to 17-21 foot-pounds, bent the taps and started to replace the clutch, primary chain and compensating sprocket. He also used red Loctite on the clutch hub left handed nut after cleaning any oil out of the nut or shaft threads and torqued it to 70-80 foot pounds. He adjusted the primary chain to have between 3/8-inch and 5/8-inch of travel. I make that loose travel, not forced travel.

He tightened the compensating sprocket nut/bolt to 150-165 foot-pounds of torque. We didn’t check chain alignment because we didn’t change in components (except clutch plates) inside the primary.

We were now at the stage to replace the stock clutch with the new Barnett clutch pack with an extra plate.

Barnett Extra Plate Clutch Kits-
Evo Sportsters- Evo/Twin Cam Big Twins- V-Rod

Barnett ‘extra plate’ clutch kits feature proven Carbon or Kevlar ‘segmented’ friction plates, tempered steel drive plates, and an increase in clutch surface area by 11%-28% (depending on kit/application). V-Rod ‘EP’ kits also include heavy-duty clutch springs. The ‘segmented’ friction material design increases oil flow through the clutch and provides a smoother, more consistent performance and extended clutch life.

The ‘EP’ kits are ideal for modified motors and high performance riding applications. All clutch kits are measured for proper stack height prior to packaging to ensure optimal performance.

(To order, please contact your dealer today. Made in the U.S.A. since 1948. Pricing varies by model.)

1. All kits contain everything needed to convert to an ‘Extra-Plate.’

Note: We recommend using only motorcycle-specific oils that meet the clutch (JASO-MA, JASO-MA1 or JASO-MA2 (no friction modifiers). These oils meet the special needs of motorcycles. Follow your service manual for viscosity. Never use automotive oils. They do not meet specific and special requirements of motorcycle engines, clutches and transmissions.

ATF? Automatic transmission fluids can be used in motorcycles designed with a separate oil supply to the clutch assembly. Type
F will give you a harsher, more positive clutch engagement. GM (Dexron) will give you a smoother, more linear engagement.

Harley Davidson Note: We have had numerous reports of Formula Plus oil causing clutch plate “sticking” in cold starts, especially in cable from lever handle in cold weather zones.

Wet Clutch Tips: Soak friction plates 1-3 minutes, wipe dry with a lint-free cloth and install per service manual.

2. Remove ALL existing Plates, Damper Seat & Spring or Spring Plate. Do NOT re-use any parts!

3. When installing new plates, be sure that all components fit in the clutch basket smoothly and with no binding. Check Basket, Hub
and Pressure Plate for wear/grooving, stress cracks and replace as needed.

4. New Plate installation: Start with a Friction Plate, alternate steels and frictions. Last Plate in is a Friction Plate.

5. Follow Factory Service Manual for Removing and Re-installing Pressure Plate, Clutch Spring, etc.

We installed the Barnett heavier, more pressure diaphragm spring, but the Tileman cut his levers back for the cool factor, which cut his lever leverage, and it made pulling in the clutch a problem. We shifted back to the standard Barnett diaphragm spring.

HARLEY-DAVIDSON EXTRA-PLATE CLUTCH ADJUSTMENT
TIPS, 1990& LATER, CABLE MODELS ONLY

1. Close mid-adjuster on clutch cable completely or disconnect.

2. Loosen clutch adjuster lock nut on pressure plate.

3. Turn pushrod adjuster screw in firmly to assure ball/ramp is in complete off position.

To insure the best possible clutch life, always inspect the entire clutch assembly and
pushrod. Replace worn or damaged components. Keep clean oil in the
engine, tranny and/or primary.

4. Back screw out a few turns, screw back in until screw touches

5. Back screw out 1/2 turn and tighten lock-nut. This will assure that
You will get maximum release of pressure plate.

6. With clutch cable properly installed, adjust free play in cable to1/8-inch between lever handle and bracket.

NOTE: Use of any ‘Easy-Pull’ device to decrease lever pull will reduce the movement of the pressure plate and can result in
clutch drag, hard neutral, and rough shifting.

HYDRAULIC MODELS

Hydraulic controls are self-adjusting. Be sure hydraulic system is operating properly. Use approved fluid and make sure the system is properly bled and functioning correctly.

James torqued all his fasteners using a torque wrench and factory recommendations. Some guys live by a torque wrench, but be careful that you don’t get distracted, miss the click and over torque anything. I’ve done it.

INTRO TO TORQUE

Threaded fasteners (nuts and bolts) are used to hold many components to the bike. As a fastener is tightened, the fastener actually flexes and stretches, much like a rubber band. This stretching is not permanent, but it gives the joint force to hold together, called “preload,” or tension. Each fastener is designed for a certain range of tension. Too much tightening will deform the threads or the parts. Too little preload will mean the fastener will loosen with use. This can damage components, such as a crank ridden with a loose mounting bolt. Loose bolts and nuts are also generally the source of various creaking on the bike.

Tension in the fastener depends largely upon the amount of torque (tightening) and the size of the thread. Generally, engineers will specify a thread size large enough to handle the anticipated stresses. For example, the M5 bolt of a water bottle cage bolt would not be a good choice for holding a crank. Even if the bolt were as tight as possible, it would not provide enough force to hold the arm secure to the spindle. The crank-to-spindle interface receives quite a lot of stress, making larger threads (M8, M12, M14) a better choice. The amount of pressure applied by a thread can be substantial in order to hold the joint secure. For example, a fully tightened crank bolt can provide over 14,000 Newton force (3,000 pounds) as it holds the arm in place.

It is commonly believed that bolts and nuts often come loose for no apparent reason. However, the common cause for threaded fasteners loosening is simply lack of tension during initial assembly. Vibration, stress, use, or abuse cannot typically overcome the amount of clamping force in a properly sized and secured threaded fastener. As a simple rule of thumb, any fastener should be tightened as tight as possible without failure of the thread or the component parts. This means the weakest part of the joint determines the limits of tension, and hence, torque.

More on the Torque Specifications

Without having the proper torque specifications, assembling an engine, or any threaded fastener as far as that goes, is just asking for failure. This is especially true on today’s lightweight engines that use mostly aluminum castings.

Most people do not realize that a bolt or a stud acts like a big spring to hold parts together. It has to be stretched a certain amount in order to do its job. Even though there are tools to measure bolt stretch, most people do not own them and really do not need them. But almost anyone who does mechanical work will have a torque wrench.

Manufacturers determine the amount of torque that is needed to stretch a bolt or stud the correct amount and they include that torque specification in their service documentation.

It is important to note that most engine torque specs require 30w engine oil to get the correct stretch on the bolt. Some specialty fasteners require a specific lubricant. It is important to know which lube, if any, the bolt requires and to use it when tightening it.

A torque wrench really only senses friction. For example, take a bolt with a torque specification of 50 foot-pounds. If you were to tighten it with no lubrication at all and mark it so that you know where it stopped turning, then loosen the bolt and apply some engine oil to the threads and under the head of the bolt, when you torque it again to 50 foot pounds, it will most certainly turn considerably further, which means it has stretched more. This is why it is so important to know what, if any, lubricant the manufacturer specifies for each fastener.

It is also important to pull on the torque wrench slowly and evenly without any type of jerking motions.

This method of tightening fasteners in engines is relatively new. The reason for it is to get a more consistent stretch in the bolts. Since a torque wrench senses friction, there are a lot of variables that can affect proper tightening, especially as the torque spec increases.

By only using the torque wrench for a small initial torque to seat the bolt, and then turning the bolt a certain number of degrees of rotation, the manufacturer can be pretty sure that the correct stretch will apply to the bolt. An example would be to tighten the bolt to 20 foot-pounds and then turn it an additional 90 degrees (1/4 turn) There are torque angle tools available that will work with a standard ratchet and enable you to accurately measure the number of degrees you are turning the bolt. Fel Pro makes a very inexpensive plastic version that is great for the home mechanic.

At this point we loosened the five pulley bolts and then jacked up the bike to remove the rear wheel. James also removed the chain guard, which I squawked about. Chain guards are not a major issue with a belt, but they are with a chain. If a belt breaks, which is very rare, it’s unlikely to cause serious damage to riders or the machine. On the other hand, chain damage can be brutal.

So we added the sprocket and about a 3/8 spacer, which turned out to be too much. We checked alignment with a straight edge and determined we needed a thinner spacer. Fortunately, I had one in my wheel locker ¼-inch thick and we were good to go. Again, we used blue Loctite and factory torque specifications to tighten it up.

We recently across a serious issues with pulleys coming loose. I don’t know if it’s the same with chain sprockets, but it would seem likely because of the additional chain vibration.

We set the wheel in the center of its wheel adjustment area and proceeded to measure the chain. James installed a 24-tooth trans sprocket and a 48-tooth wheel sprocket for an overdrive effect. These are all considerations when breaking the chain. I used a JIMS chain breaker to break the chain and we installed a master-link over a rivet link.

After a couple of weeks riding with this chain configuration he decided to change the rear sprocket to stock 51 tooth. Hopefully, we will move the wheel forward and the chain will work. We will see in the next week or so. His 51-tooth sprocket is on back-order.

We didn’t reinstall his chain guard, but a week later he came back and got it—good man. I asked him to take his bike for a ride around the block before peeling out. He looked at me like he had a hot babe waiting for him in a Manhattan Beach Bar, but he gave in and rode around the block.

He quickly discovered his shifter peg was in the wrong position and had to relocate it quick, before he could peel across town. Also, two of his James Gaskets leaked and he replaced them with his used H-D stock gaskets. I’ve discovered a serious issue with dealerships. The pricing on their products forces guys to go to the aftermarket for similar products at 1/3 the cost. They might look into their pricing.

Below we’ve listed info about the Zipper’s Chain kit. Check it out.

And one more thing: We relied on the Custom Cycle Engineering guide to rear wheel alignment. This doesn’t cost a dime. We had lots of welding rod laying around and we needed an 11-inch piece.

Here’s the drill: Grind one end down to a sharp point. With pliers bend the rod at the other end to 90 degrees to give you a 1.25-inch leg. Place a snug O-ring on the rod to act as a slide indicator.

With the point of the alignment too inserted in the rear fork pilot hole slide the O-ring along the tool until it is aligned with the center of the axle . Make sure both sides of the axle are the same. Check with Custom Cycle Engineering for their complete Dyna or FXR alignment guide.

Sources:

J&P

James Gaskets

Custom Cycle Engineering

Zipper’s Performance Products
6655-A Amberton Drive, Elkridge, MD
Phone: (410) 579-2828 Fax: (410) 579-2835
www.ZippersPerformance.com
Zippers@ZippersPerformance.com

Zipper’s cushion-drive chain conversion kit for 2009-up Touring models is for
high output engines, with a modular design for strength and easy ratio changes.

This kit is supplied with a steel front sprocket, a 7075-T6 aerospace aluminum, rear sprocket and O-ring chain (available in standard metallic, gold, or black).

Our cushion-drive chain conversion kit includes a chrome-moly axle and
severe-duty slider-style chain adjusters (also available separately), eliminating
the cam adjusters.

Conveniently, this system bolts-on and does not require modifications to the swing-arm.

Cushion-Drive Chain Conversion Kit
for 2009-up Touring Models
#817-879 Axle & Adjusters Kit for 2009-up Touring Models
PART NO. AXLE & ADJUSTERS ONLY (AVAILABLE SEPARATELY)

Zipper’s Chain Conversion Kits
Touring ‘09-Up
TOURING APPLICATION
O-RING CHAIN
#817-707 #817-707S
ALUMINUM
REAR SPROCKET
STEEL REAR

Chain Conversion Kits for Big Twins
We’ve taken the hassle of converting your late model belt driven H-D® to chain drive. Whether you’re interested in a different final drive ratio, added driveline strength or more clearance for a wider tire, these kits will make your life easier. Kits are available with durable, high wearing RK Pro O-Ring chains (best for street use) or RK’s brutally strong, non-o-ring DR (Drag Race) chain.

Simply identify your motorcycle type and year group, what style of chain you wish to run, and what sprockets you’ve chosen and we’ll supply you with everything you’ll need for the conversion. Contact us to recommend what fi nal drive ratio will work best for you, or choose your own (note: extremely small or large sprockets may require swing arm or frame modifications for clearance).

120 link chains are supplied, which must be shortened to fit.

BIG TWIN 5 SPEED (‘85-’99): Choose between 21-24 teeth on the transmission sprocket; on the rear 46-65
(aluminum), 46-49 & 51 (chrome steel) and 49 & 51 (zinc steel). Suggested ranges: 23/24 front, 48-52 rear.
Sizes outside of these ranges may require modifications for proper clearance.

Street O-Ring Kits – Front sprockets are steel, rear are made from your choice of lightweight, extremely tough 7075-T6 aircraft quality aluminum, or steel in silver zinc or chrome finish (‘85-’99,’07-’08) or translucent black carbon steel (‘00-’06).

New! Optional chain finishes! We now offer our O-Ring Street Chains in standard metallic finish or with the link plates finished in black or gold (additional cost) for a true finishing touch. Please select the desired finish when ordering.

The Sturgis Motorcycle Museum & Hall of Fame is featuring Hall of Fame Highlights of this year’s outstanding new group of inductees. We took the opportunity to sit down with this year’s Hall of Fame inductees to talk with them about their career highlights and influences on the motorcycle industry over the years. We asked our inductees a handful of questions and this month we are highlighting world famous sculptor and artist, Jeff Decker, here is what he had to say:

SMM: What does being a Hall of Famer mean to you?

JD: In regards to a Sturgis Museum Hall of Famer it’s interesting because it is the first rally I ever attended consecutively for years that had to do with the people who loved motorcycles passionately today. I came from vintage racing, from history, from the aesthetic of the motorcycle so I really did meet a whole caliber of people, different types of people than I ever met before, so it is neat to be recognized by a crowd that without Sturgis I would never be familiar with.

The first time I put my bronzes out, I remember people asking me, “that is a bicycle”, “why does it have pedals”, “why is it so skinny”, “why did they put a motor in a bicycle”. I didn’t realize that these people love motorcycling because it was transportation and a mode of entertainment that was modern.

I was really in love with the history and the aesthetic, so the fact that a Sturgis Rally museum would recognize me, means that we have crossed a bridge and that we have come together and welcomed me, because I didn’t come from where the Rally came from.

SMM: What would you like to see in future Hall of Famers?

JD: I remember when the Hall of Fame and the AMA and the Sturgis Hall of Fame were one, I was on the committee early on and it seemed like racers got recognized, new and old racers got recognized. Titans of industries got recognized and usually they were donors or participants in the motorcycling community that made them be high profile.

I would like to see people that are oddballs. So when you feel like an outlier, you feel like an artist, you are the only guy that makes bronze sculptors and you are on the fringes but people see that you are significant and should be of note and they recognize you, I would like to see those outliers. I like to see those people on the fringes of the motorcycle community, not the obvious, not the expected. Those are the type of people that I would think we would search for and recognize.

SMM: What got you started in the industry?

JD: There was a guy named Stanley Wanlass, and I was an art major and interested in art, and he sculpted the automobile and so I thought, based on my mentorship with him, I wanted to do this quest for speed.

I grew up around the automobile primarily, and my dad actually frowned upon bikers, it was kind of a funny thing, but he helped them keep their bikes running. So, I started sculpting this thing, and it was “Quest for Speed”, it was an automobile, a boat and a motorcycle and when I got to the motorcycle I realized that it was the quintessential vehicle to represent this paradigm shift between the horse and the combustion motor, you straddled it.

You rode it like that, so it looked like a horse and the body contorts over the machine, it doesn’t go inside the machine. That is the thing that the car and the boat and the airplane lack is that you do go inside the machine, but you go on a motorcycle so it is much better.

I would set up at these really oddball events, primarily automobile events. Willie G. Davidson loves the automobile as well as the motorcycle and he would come to these events and he would buy weird things from me, little shift knobs or hood ornaments and he really won’t use them for a shift ornament or a shift knob, he would keep them as little desk pieces and then when I started doing the motorcycles, his wife would buy them, his sons would buy them, his daughters would buy them and it seemed like every major birthday or Christmas, Willie G. Davidson was getting these pieces and along with a clientele that I was building up in mass, but I wasn’t familiar with the art program that Harley Davidson endorsed.

They endorsed a gallery, not really artists, and they were painters and Willie extended that opportunity to me. I had already sculpted a half-dozen motorcycles as of then and that I was probably my big break. When I decided that I did not want to take on the licensing of Harley underneath that gallery, but I said if you give it to me proper I would do it and they sent me this phone book sized contract, I never read it.

Weeks later I was asked, did I sign that paper, and I just said, “ I didn’t even open that thing, there is no way, there is too much legal jargon.” So I said, “why don’t you send me something that is seven pages long.”

They literally sent me back something that was seven pages long, and I hardly read that thing either, but I signed it and sent it back and have been licensed by Harley-Davidson ever since and that was probably my big break. Willie G. Davidson took note of my work and then after decades of being the only guy to sculpt the motorcycle in a serious fashion. It’s not a hobbyist or creating folk art but something that was on the level of fine art, because people do not see the motorcycle as something as worthy of fine art but to me it is. I am happy that I have found a half a dozen other people in the world that agree with me so Willie and licensing was probably my big break. That was in roughly 1999-2000.

SMM: How can the Museum best preserve the history of the Rally and Industry?

JD: I think with diorama’s like it already has. If you literally have a motorcycle that has race prominence, that set a record at the rally proper, that reflects the integrity of the industry but also shows the importance of the rally.

I do not know that the museum needs to do a whole lot with showing importance of the rally. Hundreds of thousands of people attending an event in a town with 5,000 people. You’ve got 10 tens or 100 thousand or 100 times the population of your town attending, obviously nobody needs to tell you how important that rally is.

SMM: What is your greatest achievement?

JD: I don’t know, I think the life I have lived. The fact that I have been able to marry a women who is my partner and best friend and supports me. Maybe the question was not so ethereal and the answer you are looking for is the by the horns 16 foot statue that sits in front of the Harley-Davidson museum. If that’s not my greatest achievement, it is certainly close.

My grandson wrecked his Dyna. He thinks he went down on a slippery west side LA boulevard, but the bike looks like he was rear-ended, which launched his girlfriend. She was seriously damaged, but survived. He got scuffed and walked away.

He needed a place and some guidance with his ’05 Dyna. He could have sold it and moved on, but he was so impressed with the performance after Bennett’s Performance tuned it and added some S&S TC cams, he didn’t want to let it go.

I called Dr. John about his frame and spoke to Eric Bennett. Dr. John was able to straighten the frame without a complete teardown. Amazing.

Next, we jammed to the Long Beach Swap Meet to find Dyna parts and didn’t find much. We bought a later model touring swingarm with a 1-inch axle, because I planned to upgrade his suspension wherever possible, but the touring swingarm wasn’t right. Larry Settles from Settles Customs in Harbor City fixed us up with a solid late model Dyna swingarm.

Anyway, we rambled throughout the packed aisles looking for parts and I came across a large flatbed truck sporting a line of new, bare rigid frames. Great looking frames and I inquired. Kraft Tech only sells to distributors like Biker’s Choice, but they bring a few frames to the swap meet once in awhile and the price was right.

The Kraft Tech frames were obviously set up for Evo engines and 5-speed transmissions, but looked almost stock. I couldn’t resist. We carried that frame up and down aisles until we finally headed toward the exit with no Dyna parts and a set of stock Softail tanks, perfect for the frame.

As I meandered toward the exit, my cell phone rang. It was Brad Olsen, an old friend who recently scored an Oregon shop’s inventory and stashed it in a warehouse near a river leading to the sea.

“Yo,” Brad said. “I need to recoup some of my investment. Do you need a Panhead engine?”

I about shit my pants. I had just scored a sharp rigid frame, a set of fatbobs, and I knew I had a 5-speed Softail transmission at the Bikernet Headquarters. What the fuck? Hell yes, I needed a Panhead engine!

As it turned out, the engine was seriously incomplete, but with a good twist. The ’69, last kidney, Shovelhead right case was mated to a ’79 left case, which would allow me to run an alternator and Evo primaries. I hauled ass home from the swap meet and started to dig through drawers, cabinets, and lockers looking for parts.

I created a pile next to my lathe, but when I stood up, I wondered why the hell I needed another motorcycle. That wasn’t the mystic point at all. Fuck it, I was inspired and on a roll.

Here’s a code that works for us bikers. I tell young guys frequently to start to create equity in their lives for the future. You can buy and turn houses. You can restore a car, write a book (not a good idea), paint a painting, etc. But if you’re a biker, building bikes is perfect. No, they are not always worth a bundle, but they are like putting money in the bank. Think about that the next time the ol’ lady bitches at you for building another motorcycle. What’s she doing to build equity for your future?

Even before the swap meet kicked me into gear, I was moved by Go and Tasumi at Brat Style in Long Beach. Michael Lichter introduced me to them, just down the street on the evil industrial west side of Long Beach. They build the coolest shit on the planet with a major twist. Everything is vintage, seriously vintage. Go can build a totally custom tank and install it on a ’39 Indian Scout frame, but by the time he’s done, you would bet it’s a stock part and 70 years old.

His amazing painter adds the final twist, Deny 528. Maybe I should keep this a secret. But fuck it, it will slip out anyway. Deny studied and practiced to create original paint patinas for a year to prefect his process. He’s got it nailed.

I was gone. I couldn’t think of anything else but this Panhead project. I dug around and Mike from Pacific Coast Cycles, in Long Beach, came up with an oil tank. He’s a major fan of Kraft Tech frames.

“Everything just slips together,” Mike said. And he’s also a major fan of Paughco springers. They may be more expensive than overseas copies, but it’s your life you’re riding on. He has about a dozen rollers in his one-man shop. If you’re after a cool project, give him a call.

Daily, I made lists of needed parts and started to make calls. I couldn’t stop, and then my grandson flew to Deadwood to be a part of Scott Jacob’s Artist Retreat. Suddenly he wanted to go to Sturgis. I came up with a plan. I rode to Sturgis and back last year, so this year, we could alternate the plan. How about taking two old bobbers to Sturgis for the kicks?

The Sturgis 2017 plan formulated. Suddenly, I had a deadline. Oh, what the hell? I was inspired by many factors, but I still needed a few pieces to make it happen.

The engine was missing a cam and most of the cam case elements. It needed a carb, intake, distributor, oil pump and I started digging around. I had a set of rebuilt Panheads, but they were early model and this puppy would need outside oilers. I started to ask around.

Berry Wardlaw from Accurate Engineering offered to help, when I couldn’t find any Panheads through STD. Billy McCahill had issues with his foundry and didn’t have castings. Berry checked with a couple of distributors and no one had any in stock.

Berry searched forums and then found a set on Ebay. I immediately ordered them from Wilson Cycles, Inc. in Roswell, GA, but when they arrived, I encountered a problem. One was perfect with valves, an O-ring intake manifold flange and the outside oiler boss. Unfortunately, the other didn’t have an outside oiler fitting. It was an early model.

We hit the swap meet again and found a cop solo seat from a major seat guy, who had a pristine stock seat. I had an old hinged fender from an early swingarm Pan. I knocked out the pin and installed the bobbed fender with the help of Lowbrow’s new universal fender bracket. It’s strong as a bull and fit like a champ. My funky MIG weld didn’t hold a candle to the precision Kraft Tech TIG welds on the frame. Sorta embarrassing…

I dug out a Softail 5-speed transmission, and tried to figure out the plate to mount it. I called Chris at Kraft Tech and quizzed him. I have a Paughco offset 5-speed plate but needed a stock ’86-’99 Softail tranny plate for a 5-speed. There are so many configurations and Paughco has them all.

I want to write a tech about ordering frames and all the configurations available. It’s not just about rake and trail anymore or wide tires, but left and right side drives, which transmission, which set of gas tanks and the type of seat being used. The list goes on. Hopefully, if the Paughco crew can help out, and with Biker’s Choice, we can make it happen.

I found an old 41mm wide glide front end at the swap meet. Ultimately, I wasn’t happy with it, but we made it work (I hope) with an old drum front brake. I found some neck bearings and replaced the junk one. I tore the whole front end apart and cleaned it. The springs didn’t match, but I worked it out with Progressive springs. The Paughco axle did the trick to allow the brake and star hub to be installed. A local shop laced the star hub to an old 18-inch used aluminum rim.

I spoke to the guys at Spectro about which fork oil to run in the legs. Joe Russo recommended Fork Oil Type E. 20 SAE, since it’s an one-up light bobber. “Heavy two-up bikes would use the 40 SAE,” said Joe.

The brothers at Paughco are the best and have the best. After digging through my shit, I needed just a handful of vintage parts and pieces from the Paughco factory, like the correct front axle for an early glide. I made the mount for an old spotlight out of a bracket I built for a Bonneville bike but never used.

I needed the right side rear brake lever, mounting plate, return spring and plunger, but I had three Wagner master cylinders. This Kraft Tech frame was set up for a Softail-style rear disc brake. Years ago, we installed PM brakes on Dale Gorman’s Softail and I ended up with his stock solid aluminum Fatboy rear wheel and brakes. They would do the trick.

I had most of the pieces for the left side forward controls, except for one, and Paughco had it, the shift linkage arm. And I didn’t plan to run a dash, but I needed something for electrics, a switch, whatever. I ordered a Paughco universal tin toolbox and then discovered something wild at an antique store—a K-model motorcycle trophy a heavy casting.

The notion was to build a simple, easy-to-handle bobbed Panhead. But for some odd reason, finding an early automatic-advance distributor turned out to be a problem. I didn’t want any extra bells and whistles on this bike, no advance and retard mechanism, jockey shift, etc. Then I found a Mallory electronic ignition system in a locker from our ’06 Bonneville effort. I spoke to Berry Wardlaw from Accurate Engineering and it did the trick. I rocked. He coached me on timing it.

I went through the front end from stem to stern, drilled lightening holes in the brake backing plate and found a set of stock configuration stainless bars and some goofy 4-inch aluminum risers using a stock cap. I still needed the cable, lever and cable adjuster. I called Barnett’s. They had everything I needed.

The bike was headed back together for Sturgis. If the paint and engine comes together, I could be cool for the run.

In a sense, this project was indicative of this time in my life and the life of many bikers everywhere. I asked myself if this should be a life and times story. Could I make sense of my life at this point?

I’m feeling stressed at almost 70 and I don’t get it. Actually I do, but I don’t want to feel anything but nirvana. Hell, I built a motorcycle nirvana right on the coast, across the street from the Port of Los Angeles. But there’s something not right about that. ?
They are now calling it America’s Port, yet the port has basically shit on the town adjacent to one of the richest ports in the world.

Okay, so I started this Panhead project in the middle of a war over whether combustion engines will still be around in another decade. What the fuck? No wonder our industry is in a state of upheaval. Most folks think bad thoughts every time they get into their cars as if they are having a nasty affair with the earth on the other side. Brings me down, but I fight back. I try to keep folks informed regarding their rights and the issues. It torments me. I want freedom and fun back.

So, when the shit brings me down I try to jump down into my shop and work on a bike. The Panhead became a mission for freedom for my soul. I needed relief from the stress.

On the other hand, life couldn’t be better. We have more resources than ever before, if the government doesn’t make them all illegal. For instance, you can build anything your heart desires. This Pan is a terrific example.

Sure, it’s a Pan but it has a ’69 right case and a ’79 left case, which allows me to make it look like a Pan, yet run an electronic, automatic advance distributor, an Evo to Twin Cam alternator, and a spin-on oil filter, which allows me more oil capacity and more protection for the engine.

The heads are brand new STD outside oiler Panheads with knock-off rocker blocks. The STD heads breath better than stock and contain improved valves and springs.

I’m running hydraulic JIMS machine cam followers, S&S adjustable pushrods, an S&S mild cam and an improved S&S oil pump. Even the Kraft Tech TIG welded frame is modified for almost any engine and allowed me to run a rear Softail disc without doing a thing.

Basically, I could build 1998 rigid Panheads all day long with super-strong late model 5-speed transmissions, and BDL belt drives with any EVO starter. I was good to go.

I wanted to use a Linkert Carb and I had a couple rebuilt by Mike Egan. We planned to run two on a stroked Knucklehead. They were M-35s for early 45 flatheads. I decided to try one using the small venturi for snappy throttle response notion, like we’ve done with 42 mm Mikunis.

Bob Bennett went through the engine and I supplied parts where I could. You can no longer order any performance parts in California. They were banned by the California Air Resources Board, supported by the MIC. Unless companies want or can afford to spend hundreds of thousands trying to have each part tested to receive an Executive order through the MIC, they can’t be sold here. If you can’t buy a cam in California, how does the largest market in the US impact the smaller states?

Needless to say, I made my own pipes using a too bitchin’ shorty muffler from Rick Krost at US Choppers, who only deals with vintage bikes anymore. He’s done with anything new. The muffler was amazing; at least, I thought so. Deny, the man behind the vintage paint job, came over and I showed him the muffler and what I intended with the stock squished pipe under the engine.

We discussed having the pipe angle up with the bottom frame rail toward the axle, but we both looked at each other with dismay. I’m not a fan of anything that interferes with the line of the frame. Then I mentioned my appreciation for shotgun pipes and Deny’s blue-gray eyes lit up. I messed with parts and pieces, including the stock squish pipe. I like how it came out.

I worked with Tim at San Pedro muffler to make a couple of exhaust flanges to fit over the Panhead exhaust manifold. I was only able to use one, because the front pipe needed to turn abruptly.

I tried several different welding moves with this endeavor. The pipes from San Pedro are 1 ¾-inch aluminum coated chunks, coupled with old bare steel bends, chromed pieces and even an old Pan squish pipe. It was chromed at one time. I had to use various pieces and some were slightly different diameters. I don’t know why, but initially I thought about gas welding with steel rod, but the various metals, even ground and cleaned, weren’t happy with oxygen acetylene, maybe because of the carbon deposits on the inside of the old pipe pieces.

Various pipe manufacturers skimp on funds by running thin-walled tubing and blowing through it is easy. I shifted to MIG welding because of speed and convenience. Also, tacking pieces in place is much easier with a one-handed Miller MIG welder. I ended up carefully MIG welding most of the bends and pieces, but then added some braze just to add color to the pipes.

The pipe brackets were a trip of found brackets and chunks, but finally the pipes were strong enough to stand on and secured comfortably to the heads.

I used care with the driveline alignment. The engine, a mixture of years, fit perfectly in the frame without shimming. I used the BDL inner primary to align the engine and trans.

Moving right along, when I needed to escape the government control freaks, I darted into my shop and hid out, rebuilding the old Wagner master cylinder with Paughco re-pop controls. The rebuild kit arrived from Biker’s Choice and Twin Power. James and the Twin Power crew are on a mission to create and manufacture stock replacement parts for old and new Harleys. I dug out old manuals from Panheads to Shovelheads and Evos and followed them.

With Spectro Oils I studied brake fluids and I think I installed the Wagner and the Softail Caliper with DOT 4. According to vast research, the Wagner could have been DOT 3 originally and the Softail Caliper was DOT5. They don’t mix. Later, I flushed the system with DOT 5 a couple of times and will do it again in the near future. Dot 5 is less corrosive than Dot 3 or 4 but doesn’t work as well as Dot 4. Dot 5 also won’t mess with your paint.

I stashed the ignition switch in the Paughco toolbox I mounted between the stock Softail gas tanks. I made a goofy bracket running off a stock frame tab and it worked like a champ. I mounted a 15-amp circuit breaker in the box and an idiot light, to prevent me from walking away and leaving the switch on. Let’s see if it works.

Bob Bennett timed the engine with Berry’s instructions and I monkeyed with the Linkert Carburetor. I also made the top end oil lines with old parts and True Value Hardware, which is usually a tremendous source for fasteners, but pricey.

I installed a Biker’s Choice oil pressure gauge. Erik Bennett gave us the look and his dad suggested I run an adjustable valve in the line to the heads so we don’t cause the lower end pressure to drop. I did thanks to True Value, but we discovered a tiny hole in the valve, which wide open might do the restricting job. I’m still investigating it.

I wired the bike with old Harley fabric-wrapped wire and fiber-wound loom. I needed to replace the front vintage spot light sealed beam. And one of the spring hold-downs broke. I need to find them.

The stout rear fender didn’t need supports but I needed a place to mount the LowBrow vintage taillight and license plate mount, so I started to dig around.

I came up with a Road King front fender bumper rail set. With a little braze, some ball bearings and some imagination, it worked like a champ.

I need to give some credit. The day I fired her for the first time, I ran into a problem. I ran oil through her first to make sure it was getting to the top end, but noticed oil seeping out of the lifter stool gaskets, as if the crank case filled with oil. I checked with Eric Bennett and then a young Hamster stopped over, Tony Sportalli. We made an oily mess chasing all my new oil lines looking for a mistake.

I used those stock pinch oil line clamps and they are bastards to remove. We ended up removing half of them, and in some cases, replacing them with standard screw-on hose clamps. Then Tony pointed out that the oil wasn’t coming from the gaskets but holes in the JIMS lifter stools. Unbelievable. They drill through the stools to create an oil passage, but it was up to someone to press in plugs or set screws. We taped set-screws and we were golden. Thanks Tony.

There you have it. Now I’m in the Eddie Trotta break-in mode and the search for a pink slip and registration. It’s a kick, starts and runs like a champ. It’s a breeze to ride and the front end now works. Let’s see what happens next.

–Bandit

OWNER: Keith “Bandit” Ball
CITY: Wilmington Ghetto
FABRICATION BY: Bandit
YEAR: 19-something Panhead
MODEL: FL
VALUE: Very little
TIME: 4 months

ENGINE
YEAR: ’69 and ‘79
MODEL: FL
BUILDER: Bennett’s Performance

IGNITION: Accurate Engineering
DISPLACEMENT: 74 cubic inches
PISTONS: V-Power
HEADS: STD

CAM: S&S
CARB: Linkert
AIR CLEANER: Chopper Dave
EXHAUST: Bandit

PRIMARY: BDL

TRANSMISSION
YEAR: 1990
MAKE: H-D
SHIFTING: Foot
CLUTCH: BDL

FRAME
YEAR/MAKE: 2017 Kraft Tech
MODEL: Classic Rigid
RAKE: Stock
STRETCH: None

FRONT END
TYPE: Wide glide
BUILDER: H-D
EXTENSION: None
TRIPLE TREES: Cast iron H-D

WHEELS

FRONT
SIZE:18-inch
FRONT TIRE: Avon
FRONT BRAKE: Mechanical

REAR
SIZE: 16-inch
REAR TIRE: Dunlop
REAR BRAKE: H-D disc

PAINT
PAINTER: Deny 925
COLOR: Orange and Cream
TYPE: Old

GRAPHICS: 5-Ball
CHROMING: Paughco

ACCESSORIES
BARS: Stainless
RISERS: Old aluminum
HAND CONTROLS: mixed

FOOT CONTROLS: Paughco

FUEL TANK: Stock Softail
OIL TANK: Pacific Coast Customs
FRONT FENDER: None
REAR FENDER: H-D
SEAT: Swap meet
HEADLIGHT: Old accessory spot
TAILLIGHT: Lowbrow

SPEEDO: None
CABLES: Barnetts

PHOTOGRAPHER: Markus Cuff

If anything happens in USA, which is different from what happened 20 years ago, every genius investigative journalist, social media user and idiot will tell you the Millennials did it. Millennials are out and about trying to destroy America. They’ll tear up the original document of the American Constitution and piss on the graves of the Founding Fathers.

Since 2008 recession, every company in USA faced difficulties. Every average citizen faced difficulties. Giant companies such as a few Banks, a few IT companies, a few chain retailers however still continued business as usual. Guess what, Millennials did not commit those financial and banking frauds, and Millennials did not buy those home loans that rendered thousands of Americans homeless when the shit and high interest rates hit the fan.

There are reduced opportunities for most folks. This means that parents at times can’t afford to send their Millennial kids to colleges they deserve to go to. Even with a college degree, there are fewer jobs available to these Millennials. Even with small jobs, these Millennials are forced to continue living with their parents because real estate prices are forever rising despite the economy being poorer than it was 20 years ago.

Regarding MOTORCYCLES – there is no death of motorcycles in USA. Millennials are not killing motorcycle industry. It is only the American Motorcycles and American Cars that are dying because they are outdated, not competitive in technology, and just a total bad deal that a modern human won’t get conned into.

European Motorcycles and Cars and Japanese Motorcycles and Cars are steadily selling more and more units to Americans. If you get a motorcycle or car which is always reliable, latest technology, more features, no stress on maintenance and no wallet-draining expenses after purchase for one third the price of a Harley-Davidson or Indian Motorcycle, why would any sentient human on planet Earth buy a Harley Davidson or Indian Motorcycle or a Ford car?

Even Indian company such as Enfield is setting up new dealerships in USA and a factory in Brazil to cater to new generation American motorcycle lovers called Millennials. Are they insane? Don’t they read the American Motorcycle Magazines, which say everyday that no one below 50 years old is buying a motorcycle in America anymore? New Ducati models, new Triumph Tiger models, new Honda designs, new Yamaha, etc are all deaf and dumb and don’t know that Millennials are not buying motorcycles?

The theory of evolution suggests that it is not the biggest who survive, it is not the strongest who survive, it is not even the most intelligent who survive. The survivors are those who can adapt and change to new environment, to the new market, to the new competition, to the new business models. Maybe growing up you thought John Wayne and Marlon Brando were awesome and everything they did was awesome. Well maybe your kids disagreed and said Sylvester Stallone and Van Damme were better and more awesome.

The current young ones like people you have never heard of and movies you can’t understand like the latest Avengers Infinity War, which made One Billion Dollars in just 11 days since release breaking all records known to cinema industry.

If millennials can’t afford a brand new car, a good alternative is indeed a trusty motorcycle such as a Honda or a Triumph. Petrol and Diesel isn’t going anywhere for another 30 years. Electronic vehicles are not any cheaper nor more practical than a petrol vehicle.

And why the hell is there so much craze for Polaris Slingshot and CanAm Spyder if Millennials are not interested in motorsports? I had posted a photo of Millennial celebrity Miley Cyrus riding a Spyder in Hollywood in my article on CanAm Spyder in BikernetTrikes.com last year.

California and Florida are the two States with the highest known motorcycle license owners. It’s obvious that the weather in these States allows riders to use the motorcycle most of the year. What good is a vehicle. which you can use only three months of spring? That’s just a hobby motorcycle for a rich citizen. Being practical and frugal with hard earned money is not being a typical Millennial – its just common sense.

ALSO INTERESTING: Elon Musk of electronic giant Tesla is getting a lynching from investors and bankers for the incredible losses his companies are making. The guy is a genius doing the impossible in multiple industry, but where is the profit?

The bottom line? Maybe like Elon Musk’s car namesake Nikola Tesla, he is destined to die penniless and homeless despite great inventions and will be recorded in news as the ‘mad scientist,’ which is what the Nikola Tesla generation called Nikola Tesla when he died. Elon Musk is also an immigrant just like Nikola Tesla. Its like watching history repeat itself. Elon Musk put all his savings up and sold his house to finance SpaceX, which launches satellites for NASA. He was living in a rented apartment and did not know if he could pay rent next month.

READ THESE:
Motorcycle industry and the Millennials
https://www.bloomberg.com/news/articles/2017-07-05/can-millennials-save-the-motorcycle-industry

Women rev up motorcycle sales
https://www.usatoday.com/story/money/business/2017/09/01/women-help-rev-up-motorcycle-industry/573631001/

Majority new Motorcycle Buyers have College Degrees
https://www.fool.com/investing/2017/03/05/7-motorcycle-statistics-thatll-floor-you.aspx

Interesting, but I wouldn’t be as harsh towards Harley or Indian. I don’t think they are doing wrong, although both might need new entry-level bikes to compete with other makes. ATK and KTM are making another stab at Harley for entry level bikes. The author above is just pissed Harley in India won’t offer him a bike…

Ford is suspending the construction of sedans, but it’s not because of needed high-tech compacts run on windmills or solar panels. The current demand calls for SUVs and Truck. Peeps want tough, rugged, powerful and more truck-like road vision.