Well, here we are, past the point of no return. In this chapter I cover the reassembly of the 1964FL restoration. I have been working on this classic for the past nine months. I know it says frame above, but the frame was bone stock, no dings, or mods. The customer requested paint over powder, so off it went. We sandblasted it clean, checked for cracks, magna-fluxed the frame for imperfections, and checked all dimensions for tweaks. This puppy was straight. With new neck bearings and cups from J&P the frame flew back together. We cleaned the paint off the engine and transmission mounts and went to work. Assembly was straight forward, almost the reverse of the disassembly. Engine goes in first, followed by the transmission.
Primary with belt drive is next. However before the inner primary goes on, make sure you hook up the shift linkage, otherwise there’s not enough room to install the pin and cotter pin. After the linkage and inner primary are on, you can install the main shaft pulley and belt drive clutch. Loosen the transmission and adjust it all the way forward to ease the belt installation. After the belt is on, adjust the transmission rearward to achieve the proper belt tension.
I figured this was a good time to install the rear wheel and chain, making sure the proper alignment and chain tension are acquired.
Oil tank and lines were next on my agenda. I opted for a more modern spin on oil filter adapter, it looks nice and makes oil changes a snap. I kept the original oil filter that was polished just in case the owner wants to go all original some day.
The front forks have been completely rebuilt with all new modern seals, I had them polished also, looks nice! My customer decided he wanted a old school look on the wheels like they did in the ’30s and ’40s, so we blacked out the spokes and hubs leaving the star bearing plates and lug bolts the original parkerized coating.
Just about everything that is aluminum was polished like chrome. We kept to the OEM look on the primary and oil tank, which was black with touches of chrome.
The original bugle horn was restored and polished.
As for the clutch shift linkage (mouse trap), it also was completely gone through and restored, polished and looks like new. I did find out why they call it a mouse trap! Got my Fuckin’! finger snapped twice while trying to adjust it, IT HURT BAD!
The brakes have all new shoes, lines and fittings. Front brake is mechanical and rear is hydraulic, all juiced, adjusted and ready to go. Tires we picked are replicas of the day. They are Shinko reproduction white walls. Not the best, not the worst, but fit the budget just right. They have all new tubes, rim belts and have been balanced and trued by me.
The new exhaust went on comfortably with new head clamps. We kept the original muffler. It was salvageable. All the footboards have been rebuilt with new rubber and rivets and foot controls were installed.
The original generator in chapter 3, was a no go, it had a bad armature and wasn’t cost effective for a rewind. So I ordered (cust. request) a new 6v generator with built in voltage regulator, it too looks very nice. Just a quick rundown, the electric system although all 6v, has all new solid state components i.e. electronic dual breaker distributor with a solid state voltage regulator, no mechanical parts.
The electrical has all been installed and wiring is complete less the head light and tail light. Both electrical junction boxes have been rebuilt with new insulators and wiring harness.
There’s a lot of little things like the $5 chrome chain guard I found at the swap meet and some odds and ends I also found in good condition cheap, at the swap meet. You can see them in the photo’s if you look hard. The steering head lock was a nightmare. It took me months to track one down on eBay. Shortly after I purchased the one on eBay, JP Cycles informed me that they finally had one in stock, go figure!
So here she is, just waiting for the tanks to come back from the painter.
ETA on the tins is end of June, then on they go. Hooking up the fuel system and tins installation will be the next chapter, followed by all systems start and run. I plan on giving the bike to Timbo at his semiannual “Ranch Party.”
He goes all out with a dozen live bands, free food and drink to all his friends, which is about a thousand or so. People show up weeks ahead to help construct stages, dance floors and the Bar-B-Q area. It is truly a sight to behold, covering five+ acres, your never board, everything from darts to wild monkey sex is going on! But this year is special.
Timbo is retiring with 30+ years of service to the Boeing air craft company at Edwards AFB. The bike is his gift to him, so it all has to come together. No pressure for me, HA! If you guys have any questions, feel free to write, or if I left out anything you deem important, ask!
–Tail Gunner out! Checking back with you in July.
Sources:
Note: Some 90% of the parts I used were from J&P Cycles with the exception of a few swap meet finds and the dual electronic ignition from a previous chapter. We found the seat on Ebay. It’s a replica ’48 tractor on pogo. Pipes are classic Paughco replacement units. It looks like a Primo belt drive. The only clue I had was a clutch spacer that was left out for some reason. I contacted Primo, and they said it was an early system and I needed to install the spacer. — Gunner
J&P Cycles
Rivera-Primo
Paughco
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