5-Ball Racing Chapter 8: Bonne Belle off to Paint


Several years ago, almost six, we finished a complete vintage 45 motorcycle roller. Powder coated and painted, it languished, but worked in our behalf, when Paughco developed the 4-speed 45 frame, which saved the world for H-D 45 flathead motorcycles. Dave Perewitz immediately built a classic chopper around this new configuration. It opened lots of doors for old 45 flathead engines. No longer did military or parking meter 45 flathead engines need to be left in the dustbin. They could run with the big dogs–sorta, given the help of a 4-speed, or in our case, a 5-speed transmission. Suddenly we could possibly attempt to go very fast with a 45 engine.

We were damn close to finishing all the little elements and shipping our powder to the boss of Worco Powdercoating, Tony Pisano, who just turned 80, and still works in his sprawling shop with one helper, Ramon, everyday. His shop is filled with hot rods and some vintage toys and gas pumps. At one time, Tony had a long and successful drag racing career.

Since I didn’t have the engine in the shop we couldn’t make the pipes and pipe brackets for the frame, but then it dawned on me. We needed a top motor mount, and we determined that we needed to incorporate small battery to run the Wire Plus speedo and idiot light system. Wayne Electric, down in Anaheim, is a massive battery and electrical shop and we stopped in to see what was available. With the measurements in hand we motored back to the headquarters to work on the mounting aspects.

I made a block of wood slightly larger than the battery, then cut angle iron at 45 degrees and welded the frame together. It fit into place behind the transmission perfectly, and we were good to go.

Then the mocked up oil bag arrived from Kustoms Inc, with tabs and fittings. Julie did an amazing job cutting, shaping, and welding the bag to fit the form of the frame. It doesn’t have a large capacity, but we ain’t going far. Gary Maurer instructed me to mount the tabs on the frame, and then mark where the bungs will go on the tank. He wanted to weld all the mounting bungs and the oil line fittings on the tank, so I did as instructed. I scribed the position of the fittings, and he marked which one was which, the feed line, return, vent, drain, and cap. Within a week they returned the tank and it was drilled TIG welded and ready for powder—amazing.
 

 

In the meantime, I monkeyed with the front brake. The 10-inch PM rotor didn’t reach the PM caliper mounted to the 39 mm cast aluminum H-D leg. I needed a slightly larger rotor, or a different caliper bracket. We decided to go without a front brake, for less drag and more aerodynamic opportunities. I cut and filled in the front fender and turned over the finishing aspects to Jim Murillo.

 

Regarding the top motor mount, I dug in my manual drawer and discovered a 45 manual with a blueprint drawing of the frame. Then it dawned on me, a 45 WLDR, 1939 vintage Harley resided in the living room. I was good to go on the top motor mount. I started digging around the shop for the perfect chunk of steel. I have whole drawers devoted to tabs, brackets, and spacers. I found the perfect bracket, the proper thickness for the required top motor mount strength and durability.

I started the shaping, grinding, positioning, leveling, and tacking process. It was perfect until the master, the Bikernet Performance Editor, Ray C. Wheeler, walked into the shop, just as I was about to fire the MIG welder for the final weld. “Will the motor mount fasteners clear the bottom of the tank?” Rays inquired.

I took one look at the bracket, dangerously close to the tank brackets and stopped in my misguided tracks. It was way too risky. I shifted gear to a more common, Panhead frame configured top motor mount. Ray saved the day once more.

We also ordered a Biker’s Choice steering damper and grappled with the positioning and bracket mounting. They ship it with an easy to mount chrome bracket, which we immediately modified and then welded it to the down tube. I believe it will work out perfectly—keep your fingers crossed.


I discovered a bullshit problem with our chain guard and altered the front mounting position. Finally, since the 45 has a serious power drawback and needs all the help it can get from an aerodynamic standpoint, I made a belly pan to prevent any additional wind drag under the frame. I also made and welded panels on the under side of my rear fender brackets to prevent wind from weaving through the rails. I’m sorta disturbed by the front fender. I wish I had created wings around the lower legs, but I’ll pray for surf this time out.

An undiscovered Bonneville rule smacked us with the Peashooter. The steering damper cannot act as a fork stop. We needed an additional fork stop for the Bonne Belle. The criteria called for aerodynamics and coolness. This is what I came up with and tacked the threaded stud to the frame.

I also discovered the handy Wire Plus speedo mounting bracket and how to fit it to the bars, tucked neatly in front of the forks where the Streetwalker fairing will shadow it.

We also adjusted the slick seat Barry Wardlaw built for the Assalt Weapan, and made it fit the 45. I called Lee Chapin and former boss of Mikuni about carburetion. He suggested a 42 mm Mikuni, if we could boost the flathead compression to 9:1, and a controversy began to burn. I discussed compression with John O’Keefe at Branch O’Keefe. It was possible, but not without problems.

To my way of feeble thinking, I imagined shaving the heads and going to town. The problem is the combustion chamber on a flathead. The valves are not positioned over the pistons. They are shoved over to the side, so if you increase the compression, it diminishes the size of the combustion chamber, plus when the spark fires, the limited combustion is not directly over the piston but off to the side, even shoving the piston sideways, and not down.

Just this last weekend I spoke to Dale Walksler at the Wheels Through Time Museum. He had a high compression VL, and he fired it for us. “The timing needs to be dangerously advanced way too much,” Dale said. “They run like crap, and it’s tough on the engine.”

I immediately called Lee Clemens and we opted for 6.5 to 7:1 compression, a more common approach for flathead engines. We want this puppy to run and last. So I suppose we will see how the Mikuni responds. I’m outta here to pick up the powder coating.

The next time you see the Bonne Belle, it will be a painted roller waiting on the engine. I need to find fire prevention gas line wrap.


5-Ball Racing Bonne Belle Sources

Accurate Engineering

BDL

Departure Bike Works

 

Kustoms Inc.
517-627-3131
Grand Ledge, MI

Pacific Coast Cycles
2430 Lewis Ave.
Signal Hill, CA 90755
(562) 426-8095
http://www.pacificcoastcycle.co

Paughco

Performance Machine

Street Walker Exhaust

U.S. Choppers
http://www.uschopper.com/

Wire Plus

Yankee Engineuity
http://www.yankeeengineuity.com

Please follow and like us:
Pin Share

J&P Cycles Open House Rally is THIS weekend!

This weekend, Anamosa, Iowa, home to J&P Cycles, the world’s largest dealer of motorcycle aftermarket parts, accessories and apparel for Harley-Davidson and V-Twin Cruiser will be hosting the 34th annual Open House Rally. Each June amongst the cornfields in Eastern Iowa one of the largest two-day motorcycle events in the Midwest takes place. The small town of Anamosa, Iowa with a population of approximately 5,500 is inundated with motorcycles.

J&P’s two day Open House Rally ups the population of this already small town by tens of thousands each year. Last year more than 30,000 motorcyclists and spectators converged on J&P Cycles to attend this fun-filled family event.

This year’s event is bringing in more than 110 motorcycle vendors who will be displaying the latest and greatest motorcycle merchandise, including 20 semis! See two of the stars from the hit television show Sons of Anarchy, Ryan Hurst who plays Harry “Opie” Winston and Tommy Flanagan who plays Filip “Chibs” Telford. “Chibs” will be signing autographs on Saturday from 1 to 4 p.m. and “Opie” will be signing from 11 a.m. to 3 p.m. on Sunday.

1 Wheel Revolution will again perform a variety of stunts for those in attendance. On Saturday meet 1998 AMA 250GP National Champion Road Racer Roland Sands who now runs Roland Sands Designs.

Visitors will save big throughout the weekend on J&P Cycles’ enormous inventory of parts, accessories and apparel. Most products in the showroom will be 10 percent off (15 percent for Gold Club members) and a tent will be devoted to drastically reduced clearance items (up to 50 percent off).

Attendees can sign up to win thousands of dollars in door prizes. Plus, donate for a chance to win the National Motorcycle Museum’s 2013 Arlen Ness Victory Cross Country. There will also be a silent auction to benefit the National Motorcycle Museum. Grab a free burger or hotdog in the food tent – courtesy of Allstate Insurance Company. Volunteers from Camp Courageous of Iowa, a year-round respite care and recreation facility for individuals, will be manning beverage stations throughout the grounds for donations. More information can be found on the J&P Cycles website, WWW.JPCYCLES.COM/OPENHOUSE.

The J&P Cycles Open House Rally started out as a small Customer Appreciation Day held by co-founders John and Jill Parham to thank their customers for their business throughout the year. Now, as the world’s largest aftermarket retailer of parts and accessories for Harley-Davidson®, Cruiser, Gold Wing and Sport Bike motorcycles, this event has turned into a two-day rally and, outside of Sturgis, is one of the only places in the Midwest to see this many motorcycle manufacturers in one area.

So, make plans now to attend and check it out. You will be glad you did!

Advertisement
Please follow and like us:
Pin Share