I’ve roamed the warrior halls of Saxon Motorcycles in Casa Grande, Arizona three times. I’ve watched this company grow to building 550 sharp production choppers for 2007. I’ve watched them move steadily up the ladder for three years from a production chopper factory to an Industry player.
They’ve grown from a simple assembly line company, bolting parts together, to an active, testing, performance plant with their own paint and powder coating facility. This company is tight and solid. The partners own the land their factory was built on, with enough acreage around it to expand for years to come. They own all the machinery, inventory and tools. No loans hang over their heads with heady interest rates eating their cash.
From 2005 to 2007 they’ve worked with Gard Hollinger of LA Chop Rods to build limited edition models with a unique flair. The Black Crown was born, which was the top seller for 2006, and carried over to 2007 with moderate improvements. Gard built the first Saxon Rigid for 2007, the Bar Hopping, street fighter, Mad Jack. This bike will take us back to bikes that were light and agile with narrow tires. They will be available, signed by Gard, by June of 2007.
Saxon offers two pure S&S engine packages, the 96 and 111-inch powerhouses. Saxon went beyond to test and tune, a modified performance exhaust, to pull more that 115 horses out of the 111 stroker. They studied their frame geometry, suspension and front end packages and installed right-side-drive transmissions on all their bikes for perfectly balanced, smoother handling custom bikes with tuned suspension. It shows in their 2007 model line-up.
Here’s where this article fits in. I’ve always been impressed with their assembly line production facility and how it works, to turn out 2.5-4 tested and tuned Saxon models a day. They’ve hit 64 bikes in one week, in March of ’06. It takes between 6-8 weeks from a dealer, to order and receive a Saxon built custom entirely to suit your specifications, depending on paint schemes. If the bike is ordered with a production paint job the delivery time can melt away to as few as 4 weeks. With the paint facility completely in-house, times are vastly improved and all the frames are powdered to match the paint scheme. That’s not to say they won’t go the extra mile for any customer, who wants special paint graphics, airbrush work or pinstriping. They have several connections in the Phoenix area to deliver any paint scheme a customer wants.
Let me see if I can explain this assembly system and the checks and balances that back up each build. The entire system is as simplistic as three large, open, sprawling rooms can deliver in the 40,000 square foot facility. There’s a warehouse room that houses parts as shipments arrive and one man who unloads each engine and sets it up for the assembly line. There are two caged areas for preassembly of components like the bars, wheels and switch housings. Lastly there’s the paint area and the assembly room, which is bordered by several offices.
Let’s drop back to the warehouse room where a young man uncrates the tested S&S power plants, and checks the plugs, stator and rotor, mounts the carb, either a S&S Super E or G, point cover and braided oil Lines. She’s ready to be fitted to a frame.
All the Saxon frames are Softails currently, until the Mad Jack rigid comes on line. The frames are matched to a paint job sheet metal and all the frames are built by Danny at Frame Works in Phoenix. Jack Frye is the production manager and insures the frames are prepped, the sheet metal painted to match and all components contain the customer’s color scheme. The handlebars are pre-wired. Controls are added and ready.
Lance takes 1 hour 15 minutes to prep a set of bars, test the speedo and install all the controls. John, also in the pre-assembly area, mounts the key switch and wiring on the top motormount.
The Assembly line is unbelievably simple and open. There is no clutter, parts on the deck or tight spaces. They are aligned to contain as many as six stations, but generally work with four or five. Bert runs station 1 and checks the VIN tag identity, installs the handlebars, lights and turnsignals, plus the engine tranny, swingarm and inner primary. He installs the frontend, foot controls, and fenders. He immediately covers the fenders and front rocker box with foam padding for surface protection. He follows a detailed check list, then passes it on to his brother, David A.in Station 2 for inspection.
Here’s where the check and balance aspect comes into play. Each stage from two until the trial run has an inspection procedure to test the previous stage and insure the last man did his job before the bike moves on. It also lists the elements of construction for that stage. John Bishopp, the boss of the manufacturing plant, came from Detroit and car makers. To him, this is a simple procedure compared to the auto industry, but contains a tight teamwork approach. I was able to snag a set of assembly line pre-inspection and check lists. If every time I built a bike, I used these, I’d save my ass.
Pre-inspection
Check choke lever for smooth operation.
Check timing cover bolts are in all the way.
Check hose clamps on back of carburetor plate.
Check stash cap on Griffin and Villain for smooth on/off installation.
Check list
Fill out build sheet (frame #, engine #, transmission #)
Check VIN plate for correct numbers and direction.
Initials:__________ Initials:__________
Check center post clearance from engine and transmission with inner primary installed.
Check shimming on transmission and torque all five nuts to 40 ft.-lb. with red loctite.
Torque motor mount bolts to 40 ft.-lb. with red loctite.
Inspect inner primary for damage or bad chrome.
Inner primary bolts torque to 27 ft.-lb. with blue loctite, bend over all six lock tabs.
Install drive belt on transmission.
Swing arm pivot bolts torque to 80 ft.-lb.
Torque shock bolts to 120 ft.-lb. with blue loctite.
Torque catapult plate to 20 ft.-lb. with blue loctite.
Check zip tie to transmission vent line.
Install horn torque to 30 ft.-lb. with red loctite.
Torque starter bolts to 22 ft.-lb. with blue loctite.
Inspect jackshaft lock tab.
Torque clutch to 80 ft.-lb. with red loctite.
Torque compensating sprocket to 175 ft.-lb. with red loctite.
Inspect snap ring on clutch adjuster plate.
Install primary chain adjuster.
Adjust primary chain to 58” cold.
Torque oil filter mount to 22 ft.-lb. with red loctite.
Torque foot control bolts to 40 ft.-lb. with red loctite.
Install kickstand with left foot control.
Right foot control on Griffins only 25 ft.-lb. with red loctite.
Inspect foot peg fold back angle.
Torque center bolt on kickstand to 20 ft.-lb. with red loctite.
Torque stem nut to:
Sceptre, Firestorm, Gauntlet 38 ft.-lb.
Warlord = 52 ft.-lb.
Griffin = 55 ft.-lb.
Shift linkage torque to 15 ft.-lb. with blue loctite.
Inspect front turn signals for heat shrink on properly.
Inspect front turn signals for tightness and correct position.
Torque handlebars to 40 ft.-lb. with red loctite.
Torque headlight to 30 ft.-lb. with red loctite.
Inspect the headlight ring is tight.
Torque rear fender to 45 ft.-lb. with red loctite.
Inspect rear turn signals for tightness and correct position.
Torque positive cable to 11 ft.-lb.
Inspect coil for dings and key switch sits flush on coil cover.
Pre-inspection_____________
Checklist______________
The master of Stage Two was David Shepard who has worked for Saxon for 2.5 years. The teamwork aspect was demonstrated by David’s involvement in the manufacturing process. Since this is a start-to-finish bike-building system of maybe a dozen guys, they all share ideas on how to improve the process and the motorcycles. David is responsible for pre-wiring. For 2007 he suggested removing the electronic module from the fender guard and moving it up above the battery. He also reduced the number of connectors from 15 to 7. His job is to protect and detail the wiring for the cleanest most functional wiring system. Moving the electronics from the fender guard removed electrical from water-damage risks, consequently the entire electrical system is more reliable, efficient and cleaner looking. Review the Check List below to get a detailed handle on his job.
Pre-inspection
Inspect VIN plate on neck for correct numbers and direction.
Check set screw in lower tree to see if it is tight.
Inspect inner primary lock tabs, jackshaft lock tab, and chain tensioner lock tabs are bent over.
Check center post clearance from engine and transmission.
Inspect transmission vent line is routed correctly and zip tied to swing arm.
Inspect front and rear turn signals for tightness and correct position.
Inspect front turn signals for heat shrink on properly.
Inspect headlight ring is tight.
Check that key switch sits flush on coil cover.
Check List
Inspect horn terminals on properly.
Check for proper amount of heat shrink and chafe wrap around fuse holder.
Inspect all wires that they are in good condition.
Inspect all pins for good condition and good crimps.
Inspect bike for defects in paint, chrome, etc.
Inspect coil wires for clearance of gas tank mount and that they are not pinched behind backbone.
Inspect oil bag before installing.
Inspect oil bag after installing for clearance around seat post and frame.
Check to see if main harness is being pinched between oil bag and frame.
Torque oil bag to 11 ft.-lb. with blue loctite.
Main harness wire needs to be inside of battery strap to secure from getting pinched.
Install battery pads and battery.
Torque battery to 55 in.-lb. with blue loctite.
Inspect starter positive cable connection at starter and clearance to oil bag.
Inspect rear fender for any paint issues.
Make sure rubber boot is covering starter nut after oil bag is installed.
Install MHC into oil bag torque to 9 ft.-lb.
Make sure rubber boot is covering main harness.
Pre-inspection ________________
Check List ________________
Randy took over in Stage three, prepped, balanced and installed the wheels, calipers, throttle cables, splash pan, sent up the rear wheels with .030 bearing play and centered wheel spacers. He adjusted the primary chain, 5/8 inch of play. They currently use Brembo Brakes and Metzeler Tires exclusively. Check the details below. You can imagine how many times these were revised and order changes to make this system as absolutely gnat’s ass on the mark as possible.
Pre-inspection
Inspect that top motor mount bolt & nut have beauty caps on them.
Inspect horn terminals on properly.
Inspect ignition wires for being pinched between top motor mount and frame.
Check oil bag clearance around oil bag and frame.
Check that the top motor mount doesn’t hit the backbone.
Inspect inner primary.
Checklist
Build front wheel, torque rotor bolts to 30ft.-lbs. with red loctite, balance, 2 oz. max. Initial and date.
Inspect front wheel for:
Tire rotation.
Rotor direction and match pattern on the wheel.
Valve cap.
Rim dimension stamp.MAG (RC T 21X2.15 DOT)
Torque front axle to 20 ft.-lb.
Inspect front wheel spacers to see if they spin.
Torque front axle pinch bolt to 20 ft.-lb. with blue loctite.
Torque lower tree pinch bolts to 18 ft.-lb. with blue loctite.
Check that beauty caps on forks are tight.
Inspect front brake caliper shimming.
Torque front brake caliper to 30 ft.-lb. with blue loctite.
Check throttle for smooth operation.
Install splash pan and torque to 10 ft.-lb. with blue loctite.
Build rear wheel, torque rotor bolts to 45ft.-lbs. with red loctite, torque pulley bolts to 60 ft.-lbs. with red loctite & washers. Balance 2 oz. max. Initial and date.
Inspect rear wheel for:
Tire rotation.
Rotor and pulley direction and match pattern on wheel.
Valve cap.
Rim dimension stamp:
MAG wheels:
Firestorm, Sceptre, Warlord: (RC T 18X8.5 DOT)
Griffin, Gauntlet: (RC T 18X10.5 DOT)
Set belt tension to 1/8”.
Torque rear axle to 65 ft.-lb. with red loctite.
Inspect rear wheel spacers to see if they spin.
Check for rear axle adjusters and set screws.
Check for proper clearance between rear caliper bracket and rotor bolts MIN. .040”
Inspect rear brake caliper shimming.
Torque rear caliper to 30 ft.-lb. with blue loctite.
Check primary chain free play 5/8” cold on loose spot of chain.
Torque chain adjuster to 25 ft. lb.
Check spark plug gap .040” and torque 96” to 22 ft.-lb.
Check that rear brake line fittings are tight.
Check that rear brake line is routed correctly.
Put tranny back into neutral.
Check oil lines for proper routing and clearance around motor and transmission.
Check for correct oil level in bike. Initials__________________
Crack oil feed line at pump until oil starts coming out. Retighten.
Pre-inspection ________________
Check List ________________
Charlie and Josh were in charge of Stage 4 and installed the rear brake lines, gas tank, vent lines, oil lines, fuel line and adjusted the clutch. They also added oil to the oil bag. Charlie was in training so Josh worked closely with him.
Josh installed the exhaust, front brake lines and the outer primary. He adjusted the kickstand to stop 1-inch from the primary, then bled the brakes and added primary lubricant to the mix. He also checked to be sure the fork tubes were pre-assembled with lubricant.
The details of their operation are outlined below.
Pre-inspection
Inspect inner primary for damage or bad chrome.
Inspect that top motor mount has beauty cap installed on bolt head and nut.
Check front & rear spacers on axle to make sure they spin.
Inspect for proper tire rotation on front & rear tire.
Inspect rear brake switch connector plug in.
Checklist
Install both belt guards and check for clearance around pulley cover and torque to 15 ft.-lb. with blue loctite. Check clearance between cover and oil line mount on oil bag.
Check clutch for proper free play 1/8”
Check petcock for proper installation before installing gas tank.
Check that all four gas tank bolts are tight.
Check that the gas tank vent tube is not pinched between gas tank and frame.
Check fuel line for proper routing.
Check snap ring on clutch adjuster plate.
Torque primary bolts to 120 in.-lb. with blue loctite.
Check primary for proper amount of fluid. Initials________________
Install inspection cover torque to 80 in.-lb. with blue loctite.
Check adjustment of kickstand 1” from primary.
Check throttle cables-check adjustment and lock nuts.
Check regulator clip is secured properly.
Check exhaust system for proper fit:
Check heat shields for correct fit and positioning of clamps.
Check exhaust flange nuts torque to 130 in.-lb.
Check exhaust bracket mounting bolts torque to 35 ft.-lb. with red loctite.
Check exhaust mounting bolt for frame to swing arm clearance.
Install front fender torque to 8 ft.-lb. with red loctite
Install front brake line.
Inspect front master cylinder crush washers they should not start to roll.
On 111” motors only check gap .040” and torque to 18 ft.-lb.
Check brake pedal position and free play (1/16” free play)
Torque rear bleeder valve to 150 in.-lb.
Torque front bleeder valve to 150 in.-lb.
Check bike for any paint issues.
Cut overflow and vent tubes to 1” under bike.
Pre-inspection__________________
Check List__________________
That’s it. The bike was turned over to Roger for final checks and start-up. He checks the numbers once more and runs through the order sheet to make sure this Warlord, Crown, Saxon, or Sceptre fits the customer’s demands exactly. He checks the paint for any flaws, verifies the oil levels and lines. He pulled the protective foam covers off the sheet metal and checked the electrical, charging system and battery.
Roger follows the S&S break-in procedures to a T, warming the bike in front of a fan for 30 seconds, before letting her cool, then 45-seconds and another cooling period and then for one minute. He performs this procedure six times, tops off the oil, adjusts the headlight and carb. She’s ready for her test run unless any adjustments are necessary. That’s where Brandon fits in. He has a department specifically to fine-tune any aspect of the motorcycle before or after the 30-mile test ride by Rob. Brandon handles anything from adjustments to cosmetics or loose fasteners spotted by Roger or Rob.
Rob installs the seat and the VIN and EPA stickers before he rolls the Saxon Warlord into the sun and lights it up. Keeping the engine RPM below 4,000 he rumbles around the open lands of Casa Grande, onto the 10 freeway and back to the plant. Once inside, the new Saxon cools on Rob’s Lift where a thorough inspection takes place.
John Bishop’s philosophy includes, “It’s in the execution, maintaining the quality standard. We have the ability to make changes within quality control parameters.” Saxons are currently available in 35 dealers across the U.S. in South Africa, Europe and Canada.
Next, I road-tested a 2007 Warlord. You’ll see it featured here in the next month.
