http://www.bikernet.com/pages/BikernetCycle_Source_Sweeps_Build_Part_6_Sponsored_by_Xpress.aspx

 

Hang on. We are two weeks away from running out to Vegas for Bikefest and pulling the winner of this most magnificent custom motorcycle, specifically built for Bikernet and Cycle Source fans, readers, and subscribers. You need to sign up, if you haven’t, or come to the Cashman Center in Vegas to grab a card and sign up for the drawing. You don’t need to be on site to win. After Bikefest, the scooter will return to Kustoms Inc. near Detroit, for final tuning and break-in before being shipped to the winner.



So here’s the update in a flash, after Bonneville, and heading smack dab against a Cycle Source Deadline. “I’m way behind,” said Chris Callen, the esteemed Editor da Emperor, in Chief, in Charge, in Trouble. This year has turned into the scrambling year. We are scrambling to finish projects; builders are scrambling to finish bikes. Chris scrambles every month to finish a magazine. It’s bananas.
The bike was displayed in Sturgis at the Broken Spoke. Then it returned to Grand Ledge, Michigan, down the street from Ron Finch, for final manufacturing and paint by the master of Chop Docs, Ron Harris, but let’s finish the pieces first.



“I kill batteries no matter what I do,” Gary Maurer said as we started to discuss the battery box. “When I carefully rubber-mount the bastards, they vibrated enough to rip the battery cables to shreds.” So now he puts a small rubber lining under the battery and bolts the unit down hard with Jules-made steel battery straps. He is now using Brail and Ballistic batteries with some luck. This is where I started to learn more manufacturing processes from Gary and Jules, again.



It’s interesting. I don’t consider myself a builder, and when I work with someone with the manufacturing knowledge of the Kustoms Inc. team, I know I’m just an enthusiast, not anywhere near a pro builder. This story contains a couple of fine examples of their expertise. The battery straps are easily bent after marking the position for the bend on the top corner edge of the battery. Jules made the hand bend with a solid bar of steel, and then noted the amount of metal used in the radius and worked it into the formula for the next bend so the strap fit the battery perfectly.







“There is a mathematical formula for this process,” Gary said. “You need to add or subtract material from the next bend, but we bend one side and then adjust the other.”









I also noted how perfectly the fender edge fit the line of the tire, since most fenders do not align with the tire radius. “We often scribe the radius of the tire on the fender and cut it to match perfectly,” Gary said.



He uses thick welder ground cable stock taped to the fender to give him the proper fender clearance. “Sometimes we use chunks of busted rear drive belts,” Gary said. “Sometimes, if need be, we can double the belt, or mesh the teeth for a slightly larger space.”





They break the chain to be as close to the center of the adjustment path as possible, with the engine, primary and transmission in place. Then they adjust the chain to be bowstring tight, and then they tape the spacing material to the tire and start mounting the fender.







This Bare Knuckles fender was bobbed and channeled on both sides by Jules. She often cuts with a plasma cutter, and then works the edge with Matabo grinder with flap wheels. Bare Knuckle fenders are made with solid, thick spun steel. They are as strong as a battleship hull and easy to work with. “Our plasma was toast,” Gary said, “so she used a high-speed cut-off wheel, then the Matabo and flap wheels.







I like the exhaust system he built with D&D components and a carbon fiber muffler. I asked how he held the components accurately together for tacking. “I start generally, but not always, with the muffler in place and move forward,” Gary said. “I hold the chunks in place with three fingers and tack them.” If his weld pulls away from the joint, he adds a small ball of rod to one piece, then holds them together, and heats the ball until it flows to the other tubing piece.









Note how Jules fashioned the lower fender mount to the frame so it acted as a battery strap mount and fender mount.





Then Gary built the sissy bar by hand-bending the steel rod. He machined each chunk of bar stock for the frame rails, and drilled them ½-inch so the rail would simply insert into the welded boss. Then he drilled and tapped them for setscrews. On the top, he welded a machined bung to the bar, and a drilled and tapped the bung to the fender, so the fastener simply slips through the sissy bar tab and screws into the solid bung on the fender.



With all the components tested and brushed with flapper wheels, Ron Finch stopped by and picked up the components for the trip to Ron Harris, a third generation paint and body shop guy. “I couldn’t touch a paint gun until I could bump a fender,” Ron said of his granddad. Back in the day, bodywork was hammered and filled with brazing and lead.





“My dad called Bondo Chinese lead,” Ron said. Then he ran down the Chop Docs custom paint process. From the photos, paintwork slides along like ironing an old pair of Levis (who the hell does that anymore?), but any top-notch painter has the talents of a concert violinist. It may look easy, but there’s a refined eye and level of perfection that turns any steel surface into a perfectly smooth piece of art.



As soon as Ron Finch dropped off the components and peeled out, Ron Harris cleaned the welds with a cookie wheel, and then scuffed all the surfaces with 80-grit for a world-class bonded protective coating. Initially, paint was used solely to protect a surface. Now it protects and adds the final illustrious finish.



Then he coated all the sheet metal surfaces with a filler Bondo skin coat and block-sanded the surfaces. This is where perfection and talent come into play. I’ve been there. I couldn’t Bondo a baby moon hubcap and make it look like new. There’s an eye for sanding just the right level of Bondo to capture the perfect slick surface.



He followed the Bondo coating with a skim coat of putty to capture imperfections, and then tested his eyes with various levels of Emory paper from 80-grit, to 150, to 320, so he can minimize his primer usage.



“I’ve been working with Stage 5 Coatings for two years,” Ron said.

Stage 5 Coatings was established in 2008 and is the newest and one of the fastest growing coatings suppliers in the United States. We are committed to selling jobber direct and establishing an exclusive territory for anyone that carries our lines. We strive to offer the best values available in the market. We are a small company that is personal and ethical. We build a personal working relationship with every customer, whether they are our largest or smallest. We believe when a customer buys from us, a partnership is formed, and is not just another customer. We have the industry experience to put ourselves in your shoes and understand the everyday struggles in the body shop business. From us to the jobber to manufacturing, we have the personal hands-on experience in all areas of the aftermarket coatings industry.

States with Stage 5 or Technico:
Michigan New York
Illinois Missouri
Texas Oklahoma
Wisconsin Oregon
California Arizona
Washington Georgia
Maryland Caribbean
Virginia



Ron is working with Ken Dudley on a line of Chop Docs candies. After he primed all the surfaces, he used a black spray bomb dusting to cause imperfections to surface. After any pits or surface maladies were dealt with, he water-sanded everything with 400 grit wet and dry, and then hand-sanded with 600 grit and finished off with Scotchbrite.







With the components hung in a booth, he primed them with two coats of sealer, and then hit them with the silver base coat and inner clear before taping off for the black pearl inlay. Then everything was cleared again and sanded with 600-grit.







This was Ron’s first attempt with green variegated leaf* using Mona Lisa glue to attach it to the paint surface. “It’s like a very thin, watered-down Elmer’s glue,” Ron said. “The leaf is so thin, it’s like dust in your hands.”





Once the leaf was glued into place and the area cleaned with a cotton ball or a brush, Ron hit it with another coat of inner clear, which locks the base down and leaves sort of a satin surface to adhere any art to, such as pin striping by John Harrow, who used a one-shot enamel sign paint called Kansas City Teal.





Now for the final six layers of gloss clear coats and 1500 grit wet sanding, followed by 3000 grit with water, and then buffing with polishing compound, finishing glaze, and spit shine. It’s Saturday, and by Monday, all the elements will be returned to Gary and Jules and Kustoms Inc. for final assembly. Ron volunteered to help. Unfortunately, he’s 140 miles away, but he drove out and spent all day, Sunday, helping with assembly. “It’s 80 percent there,” Ron said on his way home.









Speaking of volunteer efforts, this has been an amazing build with efforts from a variety of sources, all to create a bike we are giving away. No one made a dime off this puppy. It’s all American-made, and the whole gang pulled together to offer Bikernet and Cycle Source readers a shot at a world-class custom motorcycle—thanks. Chance of a lifetime, goddammit.




Dimensions: 5½” x 5½”




Xpress
http://mysmartcup.com/


Crazy Horse
http://www.crazyhorsemotorcycles.com/


Texas Bike Works
www.TexasBikeWorks.com


Kustoms Inc.
KustomsInc@hotmail.com


Chop Docs
www.Chopdocschoppers.com


3 Guyz
www.3Guyz.com


Accel
Accel-ignition.com


Fab Kevin
http://www.fabkevin.com/home.htm


Evil Engineering
www.evil-engineering.com


D&D Exhaust
http://www.danddexhaust.com/


Wire Plus
http://www.wire-plus.com/


Barnett
Barnettclutches.com


Rocking K Custom Leathers
howard.knight@montana.com



Rivera Primo
www.RiveraPrimoInc.com


Spectro Oils
www.Spectro-oils.com


Bell
www.moto@rcn.com


Metzeler Tires
www.metzelermoto.com


Hawg Halters

Handy Industries
www.HandyIndustries.com


Grip Ace
www.gripace.com


Biker’s Choice
www.bikerschoice.com


Aeromach
www.aeromachmfg.com


Ride Wright Wheels
www.ridewrightwheels.com


Biker Pros
www.BikerPros.com


Bare Knuckle Choppers
www.bareknucklechoppers.com


K&N
www.knfilters.com

1964 was an interesting year for Harley. it was the last year of the 6-volt electrical system, and last year for the kick-start only. In 1965 they stepped up to 12-volt system and the first electric start and massive batteries started to appear. So let’s get started, I removed the primary, to my surprise it had a belt drive in it.

Someone wanted a step-up from the original chain drive, unfortunately it’s covered in oil that leaked from the main shaft seal and chain oiler that was never shut off. I might be able to save it with a healthy cleaning, we’ll talk about that later. After removing the primary drive and clutch, I thought the transmission would be a good place to start the restoration.

I did the research and found out all the parts I needed to rebuild the stock 4-speed transmission were available from J&P Cycle, and manufactured by JIMS. So off to the catalog I went. I ordered all the gaskets and seals I needed to rebuild it, except one, the main drive shaft seal (which was the worst one out of the bunch). According to the manual and other people I talked to, you need to invest $250 in the special tool from JIMS. It removes and installs that seal. However, I found an old friend (older than I) sorry Danny! LOL, who knew how to R&R the seal without the so called special tool, no big deal, according to him!

Be careful not to lose the gear shaft key for the sprocket. Also, there’s a small keeper key (looks like a flat L). It holds the sprocket far enough away from the seal, so it doesn’t ride on the seal. Keep it just in case. I later found out the new seal came with the keeper, but it’s better safe than sorry, if ya know what I mean.

There are some measurements you can take with feeler gauges for the shifter forks and spacers, refer to the manual.
Also you can check the timing shifter notches for alignment after the cover has been removed, also in the manual.

I actually ended up with two manuals, the original 1964 Harley service manual and a Clymer manual. Out of the two, I prefer the original service manual, it’s so easy to read and understand an idiot can follow it. Wait a minute! It’s also a good notion to pick up a parts manual for a variety of parts illustrations not found in service manuals.

For the serious rebuild the Wolfgang Panhead Restoration book, by Rick Schunk is an excellent guide. We were fortunate to have a low mileage transmission, and only a clean- up was required.

All the schematics are hand drawn in detail, very cool and definitely vintage. For the main shaft sprocket seal, I used the old school method my friend suggested, a slide hammer. Simply drill a couple of 5/32 holes in the seal, not too deep, about ¼-inch, screw in a sheet metal screw, and slam away!

It came out on the second slam of the hammer, YEAH! Installing the new one was just as simple, add a little Vaseline or WD40 to the outside of the seal and gently and evenly tap it in. I used a brass seal installer I had lying around, moving it back and forth on the seal so it doesn’t bind. Tap it down flush with the case, and your done. The JIMS tool insures that the seal is installed perfectly square into the case.

The rebuild kit came with all the gaskets and seals. There’s an O-ring seal in the kick-start shaft that rides between two brass bushings, be sure and replace it.

You can reach in with a dental pick or small screwdriver, and remove it without pounding out the bushings. The kit comes with new gasket for speedometer cable and neutral light indicator.

I polished up all the chrome it had and added a brass kick-start pedal, it looks great! Yeah, I know, not OEM pedal, but it looks cool and is pretty close to the era. I also ordered all new chrome case screws, the old ones were rusted, plus the chrome looks better anyway. I painted the inner timing cover and polished the out cap. You will find that almost all the transmission and engine cases are cadmium platted.

Lots of guys polish or chrome them, my customer wanted them to look as factory as possible. Here it is, the finished product. Not sure what I’ll tackle next, if you have any requests, let me know, I’ll be glad to accommodate. I’ll probably go right into the engine. That’s all for now, Tail Gunner out till next time.

 

www.wolfgangpublications.com/

Here’s a link to the last chapter: http://www.bikernet.com/pages/Mudflap_Girl_FXRs_Part_8_Wiring_World.aspx

What a year, and we’re cranking on so many two-wheeled fronts. Both Mudflap Girl bikes are running and one is in the wind, but I’d better back up. You’re going to love this tech, and the ending.

I took the Mudflap Girl bike to Saddlemen during the holidays, at just the wrong time. They faced the holiday schedule, then dealer shows, including the Easyriders V-twin show, then Daytona, before the dust settled and the shop was calm enough to focus on a couple of custom seats.

Sure, the economy sucks, but you wouldn’t know it if you stumbled into their brick manufacturing facility in a Los Angles industrial community. The shop is cooking, building twice as many seats as last year, and adding 420 new seat part numbers. Tom Seymour, his partner, Dave Echert, and Avery Innis have stepped into the luggage arena for touring bikes, cruisers, and sport bikes. They designed a line of bag inserts, sissybar pads, tank and fender trim, you name it. If you’re going for a long ride, they have the product for you.

That’s just the tip of the chrome and leather iceberg. The Saddlemen team will attend 78 shows, and events this year, from Sturgis to flat track racing, with the marketing director, Ron Benfield in the lead. The family atmosphere in their facility started to impress me after a couple of visits. I met 25-year team members and their sons and cousins. In fact, Avery kindly took a liking to an old Bikernet buddy, Buster Cates, and offered him a position on the team. Buster owns and rides our Shrunken FXR to work every day.

Let’s cut to the seat-building chase. The Saddlemen team turned motorcycle seats into an engineered art form. They don’t just make cool seats but poured engineering into the mix for comfort and long-ride ability. They studied the use of medical gels, then the spinal relief channel, lumbar support, and foam and fabric functions. Now they make heated seats, and the heels-down seats for shorter riders. Several of these elements add time and substantial cost to the seat manufacturing process. Plus they always attempt to make their seats fit better than stock.

Saddlemen has a team of custom seat builders who carefully design seats for special applications, race bikes, and sometimes, ultimately production seats. I was impressed with the myriad of seat manufacturing processes and how the team handled each one. Jose, the senior custom seat designer, worked with us through the entire process. First, he verified the position of the seat and the position of the frame rails, which are not always entirely symmetrical. Then he determined the center of the fender. He carefully masked off the entire seat area, and then began to hand-form a sheath of 1/8-inch wax. It performs a couple of functions. First, it molds perfectly to the frame, and second, it affords a 1/8-inch clearance for fabric to fill during the final stage.

“Every motorcycle has a seat,” Avery said, “but there are multiple body styles.” Avery is the engineering, design, and customer relations guru. He worked for Suzuki and Honda for years, and rides touring bikes and enduros. “All body styles don’t fit the same seat or style of riding.”

The wax helped the seat to locate itself on the frame perfectly. With wax strips, Jose formed a small channel on the inside of the wax seat pan to allow for fasteners not to protrude. The channel is about ½-inch wide and 1/8-inch thick. When the channel was placed securely, Jose filled the wax-to-wax edges with clay to prevent resin from seeping under the wax channel.

After the first sheet of fiberglass was carefully laid over the wax and carefully coated with resin, we cut a dusty trail and planned to hook up the following week.

Day Two:

We returned to the shop. The doors open at 6:30 in the morning and shut down at 3:30. I found the timing to be very civilized. The staff can enjoy a comfortable afternoon at home. We didn’t roll into the shop until 10:00 and Jose was already cutting and shaping the fiberglass seat pan, with the seat hook brackets molded into the bottom of the pan. Fiberglass contains amazing strength, yet adds flexibility. They are the official seat maker of the AMA pro racing/flat track, and now road racing classes, and they make all of Steve Storz café racer kit seats for Sportsters. They also sponsor dozens of flat track racers, the 5-Ball Bonneville Racing team, the Jordon Race Team, and Lotus.

With the seat pan shaped perfectly for my goofy Mudflap Girl ignition key system, we peeled out once more, and returned the next week for foam shaping.

Day Three:

“This is the most impressive aspect to making a custom seat,” Buster said of the foam shaping process.

“The driving force is style,” Avery said, “then we add performance with the gel, the spinal relief channel, and lumbar support.” Initially, I shot for the coolest, cleanest design to feed my chopper soul, but realized I needed a long-distance rider for my future Sturgis runs. When the discussion of lumbar supports surfaced, my lip zipped tight. I didn’t want to step into the middle of the comfort engineering mix.

My goofy key position worked perfectly into the channel design. Jose cut and shaped the 1.5 inches of foam with highly sharpened kitchen knives and coarse emery discs. Avery and Jose discussed the sketches for the position of the channel and the gel. One inch of gel represents 3 inches of foam.

Here’s the company’s gel description: Almost two decades ago, Saddlemen was the innovator of SaddleGel for motorcycle seats, bringing over a gel technology widely used in medical applications.

Without question, SaddleGel is the most important breakthrough in motorcycle seating technology in decades. This amazing product will increase the amount of time you spend on your motorcycle, creating the comfort necessary to ride all day. Every type of riding is more enjoyable, from touring to dual sport, canyon carving to street cruising.

When it comes to motorcycle seat comfort technology, nothing compares to a Saddlemen seat with SaddleGel. The proprietary SaddleGel technology was gleaned from the medical industry with specific origins in wheelchair pads and hospital beds. The gel was used (and still is) to prevent bedsores for those confined to beds for long periods of time and for people in wheelchairs—some for their whole lives. Know anyone that rides as much as a person confined to a wheelchair?

In the early ‘90s, the experienced riders at Saddlemen figured out a way to incorporate all the benefits of gel into a motorcycle seat and quickly learned it was far more comfortable than standard seats for a variety of reasons. For one, SaddleGel isolates engine and road vibration, a common cause of rider fatigue. SaddleGel is a molded solid with fluid-like properties that will not slide to one side or move around in your seat like air or water in a plastic bag. Instead, the proprietary design eliminates pressure points at the hip bones and tail bone by evenly distributing your weight across the surface of the seat. Otherwise, pressure points or hot spots can hinder blood flow, causing pain and discomfort. Normal circulation is never lost on a seat with SaddleGel. It keeps your rear end comfortable on a long ride, and ready to respond quickly as road conditions change.

Saddlemen SaddleGel is extremely advantageous, but we were able to maximize its benefits by developing a seating comfort system around it. Our integrated seat designs include a selection of materials that work together to make our seats as comfortable as possible, while still giving your bike show-quality style.

Avery has a product formula he learned from the president of Suzuki in 1990 at a business philosophy conference. “Every product must be evaluated for styling, performance, and value,” Avery said. We discussed business notions and the alignment of the stars while Jose carefully shaped foam.

Day Four:

While I was missing in action, Jose refined the shape, inserted large segments of gel, and made a custom aluminum channel section. They need something to apply the upholstery to, and then fasten it to the bottom of the seat pan. Nothing is as easy as it seems. Then he added a final lather of breathing foam, only about ¼-inch thick, and we started to decide on the fabric and pattern.

“In the past, we all thought leather was the ultimate fabric,” Buster said, “but not so.” Learning the Saddlemen ropes fast, Buster discovered new, more resilient fabrics, stronger materials, and more comfortable weaves. Avery chose a long lasting carbon fiber weave for the front of the seat panels, then a brushed aluminum vinyl for the channel center and the lumbar region. They even planned to scan a Mudflap girl and embroidered her into the seal. The rear seat tab was positioned during the second layer of fiberglass. Avery chose another black vinyl for the back of the seat. It’s tough, has the delicate touch of skin, and will last.

Jose marked lines for fabric patterns, and next he would drill and counter-sink the custom aluminum panel before upholstery and placement down the center of the pan. He ensured that the gel was properly glued with their coveted water-based adhesive, used for all foam application. The thin layer of porous headliner foam acts as a visual detailing source for seat shaping and adds breathing, but it’s not long distance comfort foam. The Saddlemen-designed progressive foam and gel handled the tough job.

Here’s the Saddlemen description regarding the spinal channel system: Our Gel Channel line of seats for sport bikes are designed specifically for the rider that needs a seat that can do everything—canyon carving, track days, or commuting.

They feature Saddlemen’s Gel Channel (GC) technology (patent pending) that incorporates a split piece of SaddleGel and a channel in the base foam to relieve seating pressure on the perineal area, increase blood flow, and keep the rider in the saddle longer.

While another week sped past, the Saddlemen staff sewed the pattern pieces together with marine grade nylon and polyester, colorfast thread for sun tolerance and lasting durability.

I never imagined so much thought, engineering, product testing, selection, and creativity would go into a goddamn seat. But when you think about it, you’re almost as involved with the seat as you are with any other aspect of a motorcycle.

The call came: “The seat is finished and fine,” Buster said. “Come and get this puppy.”

We grabbed the new license plate, a new Aeromach mirror, a Bandit’s Dayroll packet full of tools, and peeled out. This wasn’t within the mantra of the Eddie Trotta break-in procedure. The well-organized Saddlemen facility was located about 10 miles from the Bikernet Interplanetary headquarters. We ran the driveline through several heat cycles, but it never felt the clunk of the BDL clutch allowing the JIMS 6-speed transmission drop into gear, or the Metalsport mag wheels and Avon tires skid across any dusty asphalt lanes.

The Mudflap Girl resided in the asphalt driveway, out front, as we pulled up to the Rancho Dominquez facility. For the first time, I swung my leg over the carefully detailed Saddlemen seat, and sat down, as if about to cut a dusty trail. I immediately felt at home.

While the Saddlemen gang hung out around my Mudflap Girl in their driveway and we warmed the H-D Evo engine, we tightened the leaky fuel filter, adjusted the position of the clutch lever, and then I dropped it in gear. It shifted so smooth, I didn’t know I was in first. I was slightly nervous as I rolled out of the driveway. The seat was amazing, but would I survive the virgin ride home?

Next, we will cover my son’s final build aspects, adjustments, and first ride. Hang on.

Spitfire

D&D Exhaust

Biker’s Choice

JIMS Machine

MetalSport

BDL/GMA

Wire Plus

Branch O’Keefe

Bennett’s Performance

Custom Cycle Engineering

Saddlemen

Bub

Progressive Suspension

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.

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!

Mudflap Girl, chapter 10: http://www.bikernet.com/pages/Mudflap_Girl_FXRs_Part_10_Suspension_Tuning_and_Le_Pera_Seat.aspx

I can’t make it to Sturgis this year. We are focused Bonneville builds, like mad starving dogs, and the two events are only separated by two weeks. Ray is tuning and I still don’t have an engine, but we’ll cover that later. The engine could be running today, in Richmond, Virginia, at Departure Bike Works.

Okay, so what’s a poor bastard to do, when he planned to make the run to the Badlands with his brother Hamsters? They ride out from the West Coast every year. Some of the members, including Arlen Ness are in their 70s and riding custom Victory bikes. Some rode from Spearfish, South Dakota, out to Mammoth Lakes, California, to ride back to the Badlands with their brothers. So, what’s the least I could do? Meet them at their first stop in Mammoth, just east of Yosemite? 

The good doctor has owned several motorcycles, including a 1934 VL I helped get running, but one motorcycle stuck with him, a 1989 FLH. He had clocked over 200,000 miles when he decided to rebuild it. Bennett’s Performance handled the semi-stock Harley engine (the rebuild was covered on Bikernet). With a couple of thousand miles on his rebuild, and 50 on mine, (another 80-inch semi-stock Harley engine, assembled by S&S, with headwork by Branch O’Keefe), we rolled out of Los Angeles.

About 15 million folks know rolling out of Los Angeles is the biggest challenge to any weekend excursion to someplace less congested. It’s amazing, like no-man’s land at the front of any war zone. Just try to slip out of Los Angeles on a Friday. Try to peel by noon or before. If you don’t you could be faced with serious bumper-to-bumper malady, or a lane-splitting conundrum. We recently published a report about splitting lanes and the benefits. They actually made a case for increased safety in areas supporting lane-splitting.

I’ll make one case for the freedom to split lanes, maybe two. Well actually, the published study pointed out the benefits of keeping motorcycles moving during high-congestion back-ups. My point included any rider’s sense of alertness. When splitting lanes the rider’s acute awareness is on high alert. Even while putting past a myriad of parked cars, a brother never knows what could blink, so his senses are hot wired. He or she is aware of anything that moves, from a slight wheel shift, to a nod, or a turned head.

So, I split lanes as soon as I hit the 405 freeway, off the 110, the oldest freeway in the US. It runs directly into the heart of Los Angeles, downtown, from my digs in the Port of Los Angeles. As I pulled out of Wilmington, two concerns stirred my humble sense of motorcycling comfort. First, I discovered my rear chain smacking the Spitfire hand made oil tank. There was always a bothersome noise bugging me, and I finally discovered the treacherous origin, the rear left corner of the FXR-styled, rubber-mounted oil bag.

Fortunately, the Spitfire team had welded a threaded bung into the corner, and a tab off the frame. I ran across the problem during assembly and removed the tab for more clearance, but evidently not enough. So the night before the run, I removed the chain, cleaned the threads with a tap, and made a countersunk Teflon bumper to protect the tank, but would it last? Or would the chain disintegrate my protective barrier, cut a hole in my oil tank in the middle of the Mojave Desert, dump all my oil onto the highway, seize up the engine, and leave me to be tarantula bait, after I baked under the 107-degree blistering desert sun?

I also made one final adjustment to my Wire Plus speedometer sensor stuffed into the JIMS Screamin’ Eagle over-drive 6-speed transmission. I had tried everything. I was at a strange juncture. It’s been so long not working, if it worked I would have been shocked. As I pulled away from the headquarters, I wasn’t disappointed. It still didn’t work. Now, I have another idea. I didn’t connect the wire from the sensor to the speedo wire directly, but to a connection board. Maybe a direct connection would be the trick.

Somewhere in the sizzling desert, with the afternoon sun baking my feeble skull, the notion of this road test article was spawned. The Mudflap Girl FXR contained only 50 break-in miles so far; this 700-mile jaunt would be the iron test. I had followed the Eddie Trotter break-in regime, almost to the tee. With each longer and longer ride, I returned to the headquarters to make corrections, repairs, and adjustments. It was time for the acid test, a long road into one of the hottest regions in Central California, a total round trip of perhaps 700 miles in 2.5 days. That’s a big deal for this old guy.

There I was, splitting lanes across the LA airport toward Santa Monica and the good doctor’s office, where he was leaning over his knockout secretary and adjusting a tall tattooed redhead. Tough job. Sticking around his office near the coast, with a bottle of something, would’ve made my weekend.

Oh, one more concern disturbed my peace of mind. I started to write peach. I was still with the girls in the office. I hand-made the two mounts holding the single RockShox to the girder. My mind whirled with 80mph impact, a bottoming out shock, and the stress on the mounts. Would they last or toss me into the fast lane of a crowded Los Angeles freeway? Ah, for the days when we would build a bike, smoke a joint, down a shot of whiskey and ride some half-wired together chopper across town at breakneck speeds to her house. Hell, we felt so good, it didn’t matter if we made it our not.

While parked at the good doctor’s office, I inspected my Teflon pad. It was sliced severely, in just 40 miles, but the next 40 or 100 would finalize the experiment. My shock mounts hung tough, but what about the next 100 miles? We gassed up and peeled out onto a crammed 10 Santa Monica freeway. Splitting lanes and dodging merging traffic we weaved onto the 405 Freeway. It peels over the notorious Sepulveda Pass, into the San Fernando Valley, and beyond toward the 5 Golden State, high-speed direct link from Los Angeles to the bay area and San Francisco.

We just needed to cut across the 101, to the 5 for a five-mile stretch, and then off on the 14 toward the Mojave mile airport landing strip and land speed trials location. I felt every bump and groove in the crappy road as I leaned into the fast lane and poured the coals to this 80-inch beast. It ran sweet. I set up the dual-fire, Compu-Fire ignition according to instructions, and installed the Trock modified CV carb, but never adjusted any aspect of it, except the idle.

The week before we peeled out I rode to Bennett’s Performance and Eric popped the cap off the air fuel adjustment behind the float bowl, and adjusted it—it was too lean. Trock removed the cap, so the adjustment screw was operational. I rode the bike, noticed an intermittent cough, and called Eric. He recommended backing out the needle one-quarter turn. She seemed happy, and in Mojave we refueled and checked our mileage against Christian’s trip meter. We had covered 90 miles and I reloaded with 1.82 gallons for 49.45 mpg. It pulled well in any gear, even in sixth gear. The JIMS Screamin’ Eagle Overdrive transmission shifted like butter and never missed finding neutral. I geared it slightly high for a 6-speed with a 23-tooth trans sprocket and 51 on the rear wheel. 

So far, we flew along big wide freeways through the Soledad Pass, Palmdale, Lancaster, and then into Rosamond. At over 90 degrees, the freeway started to die and turn into a two-laner along-side the Pacific Crest National Trail leading into the Sequoia National Forest. It looked sorta bleak and hot to me, as I pondered the welds that held my chopped Spitfire bars together. So far, the riding position was a dream. My legs were stretched out nicely. I could move around on the very comfortable gel-impregnated Saddlemen seat with the spine relaxing channel, and just a touch of lumbar support. The bike handled well, as I adjusted to the long bike vibe.

Another rambling rural 50 miles in the desert with only rolling hills in the distance, and the 14 Highway disappeared to be replaced with the well-kept Highway 395 in Indian Wells Valley. We passed more deserted truck stops, than active ones. They were extreme sun-dried out buildings. Chipped paint was sandblasted by desert winds, and busted windows gave the dilapidated structures, gradually turning to dust a war zone appearance. I set the bike up to be a chopper for the long road, with rubber H-D pegs, old styled thick rubber Knucklehead grips, and Custom Cycle Engineering rubber-mounted traditional dogbone risers. Since the drive train was rubber-mounted, it all worked to minimize vibration.  

We followed one billboard to an old gas station turned into jerky sales headquarters. It bragged “Good jerky.” It was actually so-so, and small packages were priced at nine clams. I wanted to support their sticker-scattered cause. The smiling Hispanic broad behind the counter gave me the okay to plant a Bikernet sticker on the building, yet I couldn’t cough up nine bucks, plus tax for a bag of so-so jerky. We peeled out.

Just a handful of small towns peppered the highway with reduced speed signs, some as slow as 25 mph, perhaps a fund-raising effort. We rolled into Lone Pine and the Dow Hotel, which was packed with tourists and bikers heading to Sturgis. The Dow, built in 1923, was specifically constructed to house movie crews, since a large number of westerns were shot in the region. What a roll of the dice, but it paid off. We topped off and compared notes this time. We had sliced through 111 miles and I took 2.3 gallons, for 48.3 mpg. The doctor grabbed more fuel between stops, so he crossed 38 miles and took 1.2 gallons for 31.6 mpg. He was disappointed, and we discussed options for the future.

The good doctor noticed some drops of oil on the pavement next to my bike. My oil cap isn’t correct for the screw-in bag bung, so I found a press-in rubber cap, with a small dipstick. It worked, but loosely, and a small amount of oil seeped onto the roof of the Spirfire steel oil bag, then some trickled down the right side, onto the frame and dripped onto the pavement. I pressed the oil cap deeper into place and check the oil level, and then it dawned on me. I noticed a softening in my rear GMA brake action. That was the cause.

[page break]

I checked the Teflon pad, and it didn’t indicate any more chain damage, plus the tank was well clear of the carved edge. It appeared very secure, and my shock mount held fast. Vibration was minimal, and at every stop, folks confronted me about the Mudflap girl bike, the traditional chopper appearance, and almost every onlooker said, “Is it a rigid?”

The next morning, we faced just 99 miles for our meeting with the evil Hamsters at the Westin lodge in the heart of Mammoth lakes. The roads were perfect and our 80-inch Evos purred as the elevation increased from sea level to 4000 feet, and we were expecting another 4000 thousand and more pine trees as we cut a dusty trail toward the Sierra Nevada Mountain Range, just east of Yosemite. We stopped in picturesque Bishop for breakfast, but the two hot spots were jammed. We strolled into Whiskey Junction without a problem, then rode the remaining 40 miles to the Mammoth cut-off. I was expecting winding, twisting mountain roads into the mountain/sky resort community, but it was virtually a straight shot. My memory reminded me of a similar stop the year I hit a deer inWyoming.

We didn’t pop for the high-dollar rooms, but stayed down the street at the Sierra Motel, where the doctor pointed out a concern with his front wheel. We rode up the street to hang with the Hamsters as they rolled in as early as noon. Some rode in from Spearfish, but the Bay Area contingent, including Arlen Ness chose to fight traffic in slow lanes through Yosemite National Park. They weren’t scheduled to arrive until the early evening, so we returned to our digs to take a look at his front wheel. Under the backdoor hotel overhang, we found a massive cinder block, jacked up his FLH and removed the front axle. One of the bearings demonstrated serious damage and we attempted to remove it with the help of the Hawaiian biker handyman.

We easily had enough tools between my Bandit’s bedroll and the doctor’s tool bag. Concern grew as we discussed our issue with other riders, and Ted Sands, from Performance Machine. “Did you powder coat the wheel?” Christian scored a couple of late model Twin Cam, 1-inch axle mag wheels, powder coated them, and replaced the bearings with ¾-inch axle jobs, but there was some question about the internal spacer. The spacer needed to be solid against the inside bearing race, and that didn’t seem to be the case. The left bearing demonstrated serious wear. We started to make calls.

The Mudflap Girl bike handled the roads to Mammoth extremely well, although we are hoping to step up and buy another RockShox with at least 2-inches of play and a 250-pound rated spring for testing in the future. I’m sure with the correct resources, we can make this girder ride like a Cadillac. I ran into one problem with the Mudflap girl. The left stock H-D foot peg with massive rubber padding for comfort, wanted to slip off the stem and depart. I thought this bastard wouldn’t budge, but I continually fought it.

We called for local bikes shops, but it was Saturday night and resources were limited. Christian made a run on my FXR to an auto parts and bought a jug of bearing grease, a spray can for chain-styled foam lube, and a small container of Buffalo-snot glue for my peg. I actually needed rubber cement, but gave it a shot.

“The FXR Chopper is one great looking scooter, with just the right stance to have attitude, without being obnoxious,” said the Doctor. “Everyone twists their neck when she goes by.

We operated as best we could on the doctor’s wheel but could not remove the bearing to correct the inner spacer problem. We packed that bastard full of grease and called for a U-Haul truck rental in Bishop for the next morning. The final question: Could, would, should the good doctor risk riding his Bessie down the hill? We confirmed with U-Haul; the regional office would open at 7:00 a.m. The Bishop franchise opened at 8:00 a.m., and a 14- foot box truck was available with a ramp. We would need to score a batch of tie-downs.

We returned to the Westin to hang with our brothers, Buckshot, a Bikernet and Thunder Press contributor, and Marilyn Stemp, the editor of Iron Works. That’s when Ted Sands told us about the drawbacks of powder-coating the interior of late model hubs and the impact on bearing spacers—bad news. I rode the FLH, and it rattled like marbles in an empty tin can, but I didn’t sense any grinding in the bearings. I didn’t want to make a recommendation. This had to be his call. Then I mentioned the 40-mile distance to Bishop. He was thinking 100 miles to Lone Pine.

By the way, we gassed in Mammoth for another 98 mile run. My bike was feeling the pain of reduced oxygen at 8,000 feet, and the night would drop to 41 degrees, but she still ran well. I struggled to squeeze the nozzle into my tank and loaded it with 2.5 gallons (39.2 mpg), and the doctor refueled with 3.2 gallons (30 mpg). He will look into a jetting change for his S&S carb.

As we hit the hay, the doctor decided to attempt the slow ride to Bishop. We set the alarm for 6:30 and tried to sleep.

The weather was amazing, just a tad cool in the morning as the sun slipped between pine needles to warm the streets. We packed and rolled down the hill to the first coffee shop. We were gassed and ready for the 40-mile delicate, risky ride to Bishop, a town of 5,000 along 395 just below Mount Whitney, the highest mountain in the continental United States. We were so focused on surviving the Bishop run, we didn’t think about the cool breeze, my wandering peg rubber, or any distraction. I’m sure Christian was as tense as an over-tightened drive chain as we rolled serenely down the mountainside onto 395 south at 45 mph.

“Going 40 miles down the hill towards Bishop was a bit nerve wrecking, since the bearings were grinding and clackering like marbles in a bag being tossed on the ground!” Said the doctor.

The good doctor rode almost 20 miles, his hands, like vice-grips on his bars waiting for the bearings to scream and spit from their housing. The hefty front mag would wobble, then lock against the twin Performance Machine 4-piston front brakes and scream for relief, maybe locking up and tossing the doctor and his gear in the weeds. I asked him to ride on the right for easy access off the road, just in case.

“But after about 20 miles the sounds and noises started to be less and less,” said the doctor. “Once we got to Bishop it had subsided 80%!!!!!”  

We arrived right on time, and spotted a women in the U-Haul yard. “They don’t open until 11:00.” Her husband arrived and confirmed the bad news. Disillusioned, we rumbled into town for a hearty breakfast at Jack’s and made a number of phone calls. If we could make it to Mojave, we could find another U-Haul, but then we would only be 100 miles from home. The Doctor could ask his girl to meet us there with a trailer. He called U-Haul, bitched and sought alternatives. None were forthcoming.

We said, “Fuck it,” and kept rolling. With each 50 miles, his confidence grew, but we remained at a mild pace of 60 mph, them 65. I finally got fed up with my spinning peg rubber and pulled off the side of the road and strapped it down with tie-wraps, pulling them damn tight.

“Do you want to cinch them down with a pair of pliers?” said the good doctor.

“Nah,” I responded. “We’re good to go.”

Yeah right. The sonuvabitch still squirmed and tried to escape. At the final refueling stop in Mojave, I broke out the pliers and pulled those tie-wraps as hard as I could. The bastard never moved again.

The doctor, comfortable with his FLH, resigned himself to flying into LA by himself. I would cut off at the 210 and dodge the rough, jagged, concrete 405, heading directly into one of the most congested intersections and construction zones in Los Angeles, the 101 junction, over the Sepulveda Pass to the 10 Santa Monica interchange. I could fly into the city on the foothill freeway against the San Gabriel Mountains into Glendale, cut south on the Glendale freeway for just 10 miles and pick up the 5 for one mile before I jumped onto the 110 south directly to my door through downtown Los Angeles.

As I peeled off the 5 at the 210, Christian gave me a final thumbs up and rolled into congestion for just another couple of miles, then cut off at the 405. It was just about 3:00, the bewitching hour, before a city of half-drunk yahoos, talking on cell phones and playing grab-ass with their girlfriends, headed home from barbecues, weekend camping beer-soaked outings, cantinas, bars, ballgames, you name it. This is the most notorious crew of inexperienced drivers, on unfamiliar freeways, buzzed, and distracted, heading home after too much fun. This group of millions, in tin overseas boxes and SUVs, with stereos blasting, is in contrast to commuter traffic, made up of professional, daily migrants, who know every inch of their incessant trips back and forth to work.

Both Christian and I have ridden LA freeways for over 35 years. We both rolled into our respective digs within 20 minutes of each other and checked in. Within an hour and after my first Jack on the rocks, I wrote some compliments and foreword thinking thoughts to Paul Cavallo, the Spitfire master, and he immediately responded:

“Hey brother, good to hear from you. Glad you had a great ride,” Paul wrote. “I have you covered on the oil cap. I just finished up a re-design on the girder trees that eliminates the shoulder bolts. I will update yours to the new gear.

“Bill Dodge rode his out from Kentucky for Born Free, and loved the ride, but after a 5,600 mile round trip, those little thrust washers wore thin. I doubled the strength of all of the pivot components, and machined pivot pins into the trees, and cross bars. I even designed a retro kit for all of the existing front ends.”

We discussed RockShox with increased travel, and I also mention raked trees for better cornering. The more you rake a bike, the more it wants to go straight, which hinders cornering. Bikers generally love to corner, and I discovered, with my blue flame that even a chopper can corner with adjusted frame geometry.

“When I update your front end, I will give you 3, and 6-degree links for it,” said Paul in his response. “The girder is so easy to change the rake on.”

There you have it. The first 700-mile distance test of our Mudflap Girl FXR. Scooter Tramp Scotty is right on: Evos Rule and Choppers never die.

Spitfire

D&D Exhaust

Biker’s Choice

JIMS Machine

MetalSport

BDL/GMA

Wire Plus

Branch O’Keefe

Bennett’s Performance

Custom Cycle Engineering

Saddlemen

Progressive Suspension

Suddenly we’re smoking on the Mudflap Girl FXRs, but the week after I received the frames, I had to jump a plane to New Orleans and ride a Victory to the Smoke Out. I was itching to work on these bikes.

I survived the Smoke Out, and since I just spent 1000 miles in a Victory saddle, I was motivated to get back in the wind. We looked down the barrel of the ticking calendar as I returned from the East Coast on Sunday and Monday the 27th of June I stepped back into the Bikernet shop and faced two Mudflap Girl FXRs on lifts ready to rock. I dove in making lists and started to assemble my frame and the Spitfire girder front end.

Building a bike is like falling in love. We all have our dream of the perfect woman, and each time I build a bike, that notion is the driving force. I’m building the perfect romance, with all the best intentions. I want this one to last forever, take me anywhere I want to go, and be my Mudflap girl baby in spirit, appearance, and function.

I would imagine the same mental scenario applies to a home building architect. In fact, we have focused some of our efforts on creating a vintage motorcycle coffee shop in the front of our building, Bandit’s Barista. Talk about a daunting process involving several city agencies. Let’s leave that one alone. Sin Wu came to a meeting this morning and immediately quizzyness engulfed her and she was forced to leave. “It’s too daunting,” she said.

We are so fortunate to be able to rely on our friends and compadres in this industry and build whatever motorcycle we want, then go for a ride without severe governmental restrictions. Meanwhile, back in the shop, I was completely astonished at Paul Cavallo’s talents and shop capabilities. He designed and manufactured every element of this classic girder front-end. As I installed his internal fork stops and began to assemble the front end with the Foose-designed MetalSport 2D wheel, I was constantly blown away at every intricately machined piece.

Although Dr. Willy bitched about the top motormount on the frame, I didn’t have a problem with it. It just forced us to face another brief obstacle, which will ultimately create a very cool linkage issue with a 7/16 pivoting rod end on the top like most FXRs.

But I’m getting ahead of myself. I installed the fork stops, then the Biker’s Choice neck races, the Timken neck bearings, and the Metal sport front wheel on the Spitfire ¾-inch axle. Paul set up his frames to take stock Harley 2000-2007 front and rear brakes. We are going to use factory brakes on my son’s FXR, but I’m running with GMA brakes currently manufactured by BDL.

I had to come up with a mounting system using Paul’s stock H-D brackets. It was a trick but worked out, with brass rod and steel spacers. I messed with it for a couple of hours. Ultimately the GMA caliper was centered over the MetalSport rotor and in a terrific position for bleeding.

Then I started to install the girder rockers and bronze bushings. I was careful to grease every component, and again I was impressed by the precision fit with each bushing and axle. I installed the trees on the fork stem and rolled closer to installing the girder structure. Everything just slipped together.

Unfortunately, I was missing one element of the front end, the brackets holding the shocks in place, so I shifted to something fun, installing mudflap girls on the Spitfire side panels. They make these Zeus fitting fastened aluminum panels out of street signs. The mudflap girls came from 2Wheelers in Denver, but the Arlin Fatland and Donna team is currently headed for Sturgis to the rally, which reminded me that Sturgis is just around the corner. If I had another month, we’d be riding the Mudflap Girls to the Badlands.

Next, I needed to install the rear MetalSport wheel and driveline. FXRs are tricky in this regard. The entire driveline from the engine to the rear wheel needs to be installed at the same time. We started with the swingarm, using the Custom Cycle Engineering swingarm axle and retrofit kits. Here’s what CCE says about these conversion kits.

SWING ARM RETROFIT KITS

Custom Cycle Engineering has developed a swing arm conversion kit that replaces the stock Cleve Bloc style swing arm bushings with spherical bearings. The conversion covers all the FLT and FXR models from 1980 to 2001. The swing arm conversion kit coincides with Harley-Davidson’s change from the Cleve Bloc bushing to a spherical bearing in all the 2002 and up FLT models.

The conversion over to spherical bearings in the early models dramatically changes the handling and tracking of all the FLTs and FXRs. The sticksion at the swing arm pivot is greatly reduced with the new spherical bearings. This allows for the swing arm to react quicker to any harsh road conditions, keeping the wheel in contact with the road. The use of spherical bearings also helps negate any lateral and torsional movement in the swing arm by the shear dynamics of a spherical bearing.

The swing arm bearing conversion kit is one if the positive answers to the inherent ill handling problems of the popular dresser models.

It was easy to install the new spherical bearings using our shop press and the special tool CCE provides with their kits. We pressed them into place with the CCE guide tool and red Loctite. Then we installed the swingarm on the transmission and the whole tamale in the frame, since the oil tank was out for sealing and some flat black protection. Ray C. Wheeler gave me a hand. We slipped the JIMS transmission and swingarm through the back of the frame sideways, then turned it level and aligned it with the frame mounting system. My son scored some used bare aluminum cleave blocks, and I ordered new H-D rubbers from Biker’s Choice. Watch how the rubbers and cleave blocks are mounted. They are like a small four-piece puzzle with guide pins in particular locations.

With the JIMS 6-speed transmission in place, we jacked up the trans for engine installation. With a centered Biker’s Choice front motormount bracket in place and the rubber biscuit we were ready to rock. Willie helped guide us through the process. Willie is a master with FXRs. He’s worked on bikes, and rebuilt engines and transmissions forever. He knows all the tricks.

With the driveline in place, I started to monkey with the D&D pipe mounting, mounting brackets, and mounting the GMA rear brakes. The brakes became tricky, since Paul designed a tougher and wider swingarm, but it worked out perfectly. I’ll get to that puppy in a minute. I noticed that the trans didn’t come with the final seal and locking nut, plus we needed to reach out to JIMS for a proper offset sprocket for the 180 Avon tire. Since this is an 80-inch Evo, I wanted some gearing advice for the 6-speed overdrive transmission.

Here’s what James Simonelli wrote while packing for the Sturgis Rally and preparing for their install facility. Call them quick, if you want an upgrade while you’re in town.

MUDFLAP GIRL GEARING ADVICE FROM BAKER DRIVE TRAINS–

22-51 with normal 37-24 primary is 3.57, pretty lively! In 6th (.86)
you would have 3.07

23-51 37-24 gives 3.42 and 2.94 in 6th. I think that’s where I’d start.

To compare, most stock late models with 70/32 belt and 36/25 primary are
3.15 overall in 5th.

It’s nice to be slightly below 3.0 in 6th for 75 mph cruising. If it’s a
stoplight burner, go the other way.

Baker will be set up in Sturgis on Lazelle performing installs. If you would like your 5-speed modified into a 6-speed, or a special Baker oil pan added to your dresser, set up an appointment soon, and tell ’em Bikernet sent ya.

We ordered a rear sprocket spacer and a dished 51-tooth sprocket from Biker’s Choice. It’s always somewhat a roll of the dice and I try to build a selection of spacers to allow me a variety of spacing options. With the JIMS ½-inch offset 23-tooth sprocket and the centered wheel, the transmission lined up perfectly with my brand new O-ring chain. It had never been removed from the crumbled box after a trip or two to Bonneville. I pulled it free from its container and the bastard was covered in rust.

Chad from JIMS sent me a photo of the mainshaft seal-installing tool. I also ordered the seal spacer, but had an installation question.

“Tech says bevel side faces into trans,” said Chad. “I have attached an image of the
needed tool, #786.” I dug through my special tool bins and found something from JIMS that would handle the trick.

In the meantime, our sheet metal returned from Jim Murrillo, who sealed the tanks with Caswell and gave the exterior a protective primer coat. It was a rush to slip the two gas tanks into place but we ran into a problem with my oil tank. I almost had to take the engine and the trans out of the bike to return it to its rubber mounts. Ah, but we succeeded.

Now all the major elements are in place, but the Sturgis Run is moments away. We plan to load my Sturgis Shovelhead onto our trailer, with the 120-inch Panhead, the Salt Shaker for Mr. Wheeler to ride. We will snap the trailer to the Bikernet hearse and cut a dusty trail in a couple of days. While I’m in the Badlands I’ll be thinking of Mudflap Girls and getting back to the builds. I’m sure I’ll return with more ideas, and next year will be the year of riding FXRs to the Badlands.

Hang on for the next installment as we mount up the Trock-modified CV carb on my ride, and the Mikuni 42 mm on my son’s bike. We have wiring harnesses from Wire Plus, and I have a rare intake manifold from H.E.S. and Branch, that was ported by John O’Keefe. We’ll be rolling close to final assembly as I install my BDL belt drive system and Frank’s mid controls. Goddamnit, I can’t wait.

Sources:

Spitfire

Biker’s Choice

JIMS Machine

MetalSport

BDL/GMA

Wire Plus

Branch O’Keefe

Bennett’s Performance

Custom Cycle Engineering

I couldn’t think or speak. I had a week and a half to insure that this puppy ran. I could sense fangs growing under my upper lip. I began to snarl as my fingernail extended beyond my cold hard hands. My eyes reddened, and I wanted to ride. Without the throttle cables I could use the cruise control, if it still worked. I could jam it into gear and fly. Frank hit me with a torque wrench. “We’re burnin’ daylight,” he snapped, “Let’s measure the cables and install the left Knuckle style grip.”

After wiping the grip end of the bar down with alcohol, the grip interior was coated with the rubber cement, that came with the grips. Then it was immediately slipped into place.

I snapped out of my Werewolf London fog. We measured the clutch cable then compared our findings with the throttle cables. As I suspected, lucky 13 inches to make up for the 12-inch taller bars that were an inch wider than the stock units. Frank made a B-line for the phone to call Barnett’s and ordered the cables. We were scheduled to roll up to the fleet center for a performance upgrade on Friday. It was Tuesday and the cables wouldn’t arrive until Thursday. It was going to be a close call. “Barnett has been around since Moby Dick was a minnow,” Frank said. I’ve been ordering custom cables from them since I was in my 20s and first influenced by Apehanger madness. “They are as reliable as the sun on the coast,” Frank continued, but I was still nervous.

We weren’t done yet. We torqued (15 foot pounds) the bars into place and began to cut and fit Goodridge brakes hoses, distributed by Barnetts and Custom Chrome. Another delicate operation.

The King has dual disc brakes and the fittings had to be installed just right, tightened properly and finally torgued into place. From the bottom of the triple-trees we used the stock measurement to the calipers from the existing junction under the trees. The new lengths of Goodridge hose were cut with the largest, strongest side cutters I had. Before any fittings were installed we slipped a 2-inch piece of black 3/8-inch diameter shrink tubing over the hose. Next a chromed pinch fitting was slipped over the cable. Frank brought the tools and supplies including a tool to spread the braided hose after the rubber housing was stripped away to allow the new fitting to be installed.

Stripping the rubber sleave back from the end about an inch.

Here’s all the components involved in the process.

The tool used to spread the braided steel shield.

Then a small brass round furl (like a brass ball-bearing with a hole in it) is slipped over the plastic lining. It must be pushed to the point where the internal brass ridge meets with the end of the plastic liner. The other half of the fitting with the long tube is shoved into place. In each case we clamped the fitting between two sheets of leather then began to tighten the sleeve onto the fitting. In each case they were a bear to tighten down indicating that we had succeeded in a strong, secure grip.

The spreading process involves shoving the tool into place and swiveling it to make sure the braided area is spread consistently.

Installing the furl is simple, just slip it on carefully then push it into place. But, inspect the inside to make sure the plastic hose is against the interior ridge.

Now tighten the pinch fitting. Note the leather pads in the vice to prevent damage to the banjo fitting. These puppies are tough to tighten down, take your time.

Here’s another way to hold the banjo fitting for final tightening. Be careful not to bend or damage the sealing surfaces.

Note the two bronze washer/gaskets on either side of the banjo fittings for proper sealing which is critical to your brakes.

After each line was carefully constructed, they were installed on the bike after some jockeying with the Goodridge billet junction under the tree which fit precisely.

For some reason, this Goodridge junction mounted extremely snug between the fork tube guards. For awhile we thought we were in trouble.

We followed the original routing of the stock brake line through the nacelle. With the lines in place we torqued them down (17-20 foot pounds). I took the easy way of bleeding the brakes. I pulled on the lever gently allowing the bubbles to pass through the master cylinder. It took a while, and I had to keep filling the reservoir as the the lines drained the supply.

We used the stock 12-point fittings which torqued down easily to 17-20 foot pounds, which seemed like a lot.

We had completed all that was possible for Tuesday and I swung my leg over the saddle once more. As fire and smoke poured from my ears Frank crept out of the garage and into the night.

Thursday morning I paced the vast porch in front of the headquarters waiting for the UPS man. The truck sped past without a hint of slowing. I called Frank, he called Barnetts. I called the Fleet center after finding that the cables wouldn’t arrive until Monday morning, guaranteed. We had an American Rider magazine deadline, but more importantly I had a run-to-Arizona-deadline for the following Friday. I started pacing the garage and bowing to the new 16-inch apes. I knew, by the power of the Ape, we would succeed.

At 9:00 a.m. in my boxer shorts, Monday morning, I met the UPS man and signed for the Barnett package. I started to lube all the cables then decided that I should get dressed.

In order to install a new clutch cable the face of the transmission must be removed. I was surprised that this was the first item that I ran across on the King that was a pain in the ass to install. The entire exhaust system had to be loosened all the way back to the rear muffler isolator. before the clutch release housing could be removed.

With large clip ring pliers the throw-out mechanism was set free to release the clutch cable which virtually snapped into place. Then the cover was spun to allow the cable housing to unscrew. Next the new cable was fed along the same route as the stock job.

Once the clutch release cover is removed and the clip ring snapped out, you can see the outer ramp with the coupling ready for the cable.

If you look close the cable has been fed through the hole and is heading towards home.

Now with the new cable attached the outer ramp heads back into position. Watch you don’t tilt the case. The ball bearings will escape.

This shot shows the entire clutch release assembly complete. Remember as you reposition the clip ring to put the sharp edge up for the most secure bond.

We discovered that we had a lot of slack and rerouted the clutch cable outside the front motormount to eliminate some. Then the tranny cover gasket was wiped clean and the cover replaced (torqued to 10-12 foot pounds), then refilled with tranny fluid to the appropriate level with the bike upright and the dipstick threads just touching. We filled it to the top dipstick mark, about 3/4 of a quart capacity.

With this assembly you spin the cover onto the cable, not visa-versa.

According to the book, the torque specs call for 10-12 foot pounds of torque to snug up the clutch release cover.

With a 9/16 box end wrench snug the cable housing down with a new o-ring attached.

We jacked-up the gas tank to afford us access to the fuel injection throttle cable routing. With the three tank mounting bolts removed the tank was lifted easily until a chunk of wood could be wedged under the front of the tank. Then I figured out which cable was what. With a small Crescent wrench, I loosened the throttle cable adjusters and took out all of the adjustment to allow lots of cable slack.

The unit with the small spring around the cable at the throttle body end was the push cable. I fed the braided cables through the runners as if they were stock cables. You will note, if you attempt this, that there is a Cruise Control connection in one of the stock cables at the neck. We unplugged it with trepidation. I wasn’t sure what havoc it would cause. I hadn’t tried the Cruise control. As it turned out, it’s a sensor to kill the control, if you back off the throttle abruptly.

Lubing throttle cables starts with wrapping the cable housing with a little masking tape to create an oil container. Fill it with a light 3-in-1, silicone, or Marvel Mystery oil and let it seep into the housing. Fill it several times.

Feed the cables up through the throttle casing. With a little force they will snap into place.

Make sure to grease the brass barrel before installing it to the cable end. The grease will help hold the barrel in place.

With the Barnett cable set at the most slack position, slip the barrel and cable onto the greased throttle guide grove.

This is not a good shot of installing the cables into the guide slots in the intake module, but it’s easy. Just make sure you have the right cable in the right slot. It doesn’t hurt to grease them which we forgot.

Here’s the cables in position. That odd short cable on the side is the cruise control job.

Make sure you oil the throttle cables before they are snapped into the throttle housing on the bars, because the spring clips that hold them into place are a bitch to remove. The cables were both put into place with brass rollers, “After you grease the throttle and cable runners with a Q-tip,” Frank reminded me. Be careful not to lose those tiny brass suckers. I was told later to try to adjust the cables evenly under the throttle and make sure you have slack in both lines so you don’t have continuos drag on the cable fittings.

Here’s the throttle body in place waiting for the front brake mastercylinder.

According to experts, you should adjust the cables so that the adjustment screws are approximately equal in length. My adjustment had to be straightened out at a later date.

Finally we replaced the air cleaner backing plate using Phillips screwdrivers to hold the gasket in proper position. Next the breather hoses had to be pushed onto the head fittings and lined up with the air cleaner element. Lastly the cover was installed. It was time to ride.

But not so fast Kimosabe. We had to install the riser cover, the nacelle trim and the headlight assembly. We were hauling ass.

The actual breather fittings hold the air cleaner backing plate into place.

Use small Phillips screwdrivers to hold the air cleaner gasket aligned.

Push the hoses into place keeping in mind that they feed into the air cleaner element.

This little nut and screw are a bear to replace but must be handled before the nacelle strip can be installed.

This slightly out-of-focus shot shows the little stud that slips through the nacelle. Make sure the strip is locked into the riser cover slot before you tighten the nut.

Tighten the nut lightly with blue Loctite to keep it from rattling loose.

Don’t forget to plug the headlight in before you install it, like I did.

Install the headlight assembly with all eight black screws. Leave the bright adjustment ones alone, unless you lowered your bike. Then it needs adjustment.

We could screw the riser down with the Phillips screws and replace the snap-on ignition ring last. I still don’t like the way it fit and need to check it again.

By noon on Monday we had completed the Highbar installation and I was itching to hit the road. We had moved our appointment at the fleet center from Friday to Monday morning, then to Monday at noon. We didn’t roll up to their doors until 1:30 p.m. and Alan, the master mechanic announced that he was leaving at 4:00. We were burnin’ daylight once again. Would the pressure every end?

The final Frank shot with one hand hanging outside of a van window. I want to thank Frank for the use of his tools and his photographic and technical skills. Those elements and my bumbling hands make these techs as complete as they are. Believe me, it’s a bastard to build a bike, write a tech and take the shots at the same time. We’ve done it before, but a team efforts helps a helluva lot.

Next, we’ll install a performance package with Screamin’ Eagle heads, cams, air cleaner and two into one exhaust that we had jet hot coated. Hang on.

–Bandit

In a world where over promising and under delivering has become all too common here is a gem I must share. The Bikernet built Shrunken FXR has become my daily rider and needed a couple small adjustments to be just perfect for me.

One detail was the too small seat or the bike was too fast (pick one). So I rode my bike over to meet the nice folks at Saddlemen and see what they could do to help me out with my seat. Upon arriving at the Saddlemen facility I spent time with guys from the front office to the guys in the shop ( all of whom took great interest in my motorcycle and the seat they were going to design and build). I noticed from the get-go these people were all riders. I shouldn’t be impressed by that, but there are so many folks in this industry who don’t even ride anymore.

We discussed what I needed (lumbar support) and a lip on the edge of the seat to keep me from being bucked off or sliding onto the rear fender. We also discussed the lines of the bike and that in the case of the Shrunken FXR , less was more. After the team and I spent a great deal of time figuring out what we wanted and didn’t want I was able to walk around the shop and see the whole seat making process from start to finish. man was I impressed!

We will bring you the whole story in a Bikernet tech article next week.

–Buster Cates

Wiring is always a treat, unless you use one of those systems in a box like Phil’s speed shop systems. I ran one on my factory racer, and it was a breeze. I’ll try to find a photo. It was designed to mount to the frame seat post. Inside it contained the circuit breaker, the starter relay, the ignition switch, the starter button, high low beam, and horn button. Then a ream of wire rumbled out of a hole. I guided them to the appropriate spots and hook them up. Nothing to it.

In this case, we worked with Wire Plus since they are the masters of wiring kits, Speedos and assorted equipment. They sent me a complete wiring harness with a starter relay, flasher system for turn signals, a 30-amp circuit breaker with mounting strap and rivets. They also included an installation and operator manual for model Wp192, Mid Frame Mount System, with Chopper style harness, with or without turns.

Their manual affords the reader a lighting circuit flow chart, an ignition flow chart, and an accessory flow chart. It demonstrates several ignition switch wiring circuits and handlebar circuits. It even comes with a Wp143 lighting control system for auto-canceling style harness. Actually, I checked the Wire Plus web site and they do make a seat post ignition switch wiring system unit, in a coffin shape, classic, and old school. They also make a cylindrical shaped engine mounted ignition switch housing, and ignition and toggle switches. They have systems that include compression releases–Amazing.

Wire Plus also makes individual wiring products, like their lighting control modules, power modules, plus custom power ports, for plugging in accessories. There’s a reason for going on and on about Wire Plus. Wiring can be a nightmare, and I’m a lazy. I want to be as minimal as possible, for ease and reliability, but I’m fulla shit. Just about the time I think I need to cut turn signals out of my system, someone is wiring in heated grips, or a heated seat, a some sound system, or neon lights under the engine. I avoid anything extra, like the plague. Hell, wire plus make engine mounted electrical port systems, so you can plug in your heated vest, helmet sound system, or whatever.

This is going to be a terrific test. My son’s bike will contain more bells and whistles, and Grip Ace controls in the bars. Tim from Grip Ace from Rivera is coming over to show us how easy it is. On Frank’s bike, we will install turn signals, so anything is possible. We will also wire a metric bike, the XS Yamaha bobber. So, over the next couple of months you will witness three variations, with Wire Plus products.

I start wiring by finding all the components and placing them somewhat in position. Then I search for a place to hide the circuit breaker and a circuit board, or bank of connections. First, we made a trip to the local Marine store and ordered an ignition switch. This included a starter switch, but we were using the Spyke push-button starter mounted to the solenoid. It eliminated the starter relay and any starter switches.

Once I determined a handy location behind one of the Mudfap Girl FXR panels, I drew up a wiring schematic, while referring to the Wire Plus handy manual for guidance. I came up with this nuts notion of hiding the ignition switch under the seat nose, which would position it perfectly for some of the wiring, and run some of it through the backbone of the frame. I grappled with a mounting notion, but Danny came up with the final notion, which took a lot of work, but was highly secure.

Wire plus makes several digital speedos, and several mounting systems for different applications. It was a breeze to mount and wire once I found the mysterious neutral switch connectors, which I ordered from the factory. The WP speedo mounted like a dream on the bars, once I plugged the wiring harness into the rear of the unit, ran the wires under the tank, back to the nerve center for power, then to the speedo sensor, and the neutral switch. Nothing to that one, although I wouldn’t mind running the wire loom through the frame in the future.

Since I was thinking about the rear brake pressure switch, I started to work out my GMA brake systems, and we made some measurements. I ran over to Baker Performance products and in five minutes we had new brake lines cut to size. This was probably the easiest bleeding process I have ever encountered. They were bled and working in no-time. Unfortunately, GMA doesn’t make a clutch lever to match.

On rubber-mounted bikes, I run two grounds. I welded one to the frame and I use one of the Spyke starter mounting bolts as an auxiliary ground. I don’t want to take any chances with the charging system, or the ignition system missing a grounding connection.

I needed to mount an On-On switch in the headlight bucket. It took some hunting for the correct sized switch, then a headlight seal beam from Biker’s Choice, and a lot of digging for a three blade connector. My headlight came from a spot on a police car in the ’30s.

Almost all of my electrical components came from Spyke or Compu-Fire. The Compu-fire ignition system is a breeze. This time I’m running a Compu-Fire single fire ignition system, with their single, dual wound coil, which mounts between the heads, in the standard stock position. It’s all too tight and convenient. Two wires to the coil and one to power and the system is good to go. It’s about that easy to time.

My son showed up with the missing parts for his Bub Bare exhaust system, and we started mounting it. I wish the exhaust guys would make kits with the flanges and retainer spring rings. Some systems come complete, but it’s a drag to run to the dealership, when you’re ready to rock. I understand why they don’t supply them with many system. If the system is replacing a stock system, we just switch out the parts. And these four pieces would jack up the price, but give the customer the option, and the manufacturer could make an extra buck and save the builder time and hassle.

This system slices damn close to $350 and you paint it with whatever heat paint, or heat wrap you like. It’s very similar to my D&D system.

Sources:

Spitfire

Biker’s Choice

JIMS Machine

MetalSport

BDL/GMA

Wire Plus

Branch O’Keefe

Bennett’s Performance

Custom Cycle Engineering

Saddlemen

Bub

If you’re like my freedom seeking self,once in a while youneed to ride. I don’t mean ride to the goddamnbar or even to arally, bike show or event. I’m talking aboutgetting out of town, outof the city, and out of site. That was the mentalplan. What happeneddidn’t exactly fit the criteria, but in somerespects improved on thebasis, in others it failed miserably.

At first I was going to ride alone. At onetime I rode toPhoenix several times alone. I enjoyed it.Riding alone, in a sense, iswhat it’s all about for me, but then I startedmentioning the runto pals. Keep in mind that this was not anetched-in-stone puttin’ proposal, like what youwrite down on your calendar for next weekend.It was a notion, like a kid dreaming of going toDisneyland. I just needed to get out oftown, but I didn’t know when the eventwould take place until I spoke to my ridingpartner of many years, Dr. Hamster. When Imentioned it to him, he said, “Yeah.” Then hegrabbed his calendar. A plan began to form.Initially I wanted to ride to Tombstone and visitthe Kennedy’s and hang out for the weekend.Then Frank Kaisler said that he had businessin Phoenix, and I know a bunch of riders in thecustomindustry there. I contacted a buddy I’ll just callSteve who hadrecently launched himself into a devastatingdivorce by screwingevery other woman he met. The plan wasaltered then modified again.Kenny Price of Samson Exhaust also threwhis helmet in the ring.

Dr. Hamster at Grand CanyonCaverns.

Ultimately Dr. Hamster called with anexact date, we’d rollout after Thanksgiving. Then the hammer wasdropped and riders had to commit to a winterride to Arizona. Frank dropped out, KennyPricehad to go to Bullhead, Arizona on businessand couldn’tmake it.

I spoke to Micah McCloskey from MicahMcCloskey’s CustomCycles and he was primed. Dr. Hamstercalled a buddy who needed toescape, he was also up for it. Steve decidedthat two days after ahemorrhoid operation was too soon to ride.He dropped out. I didn’tcare who came or went. I just wanted to ride.Once we had a date Icalled the Kennedys. We chose the wrongdate. They were going to Vegas forThanksgiving. Another plan alteration. Micahisa died-in-the-woolrider. For 20 years he rode a rigid Indian untilhe shifted to andFXR and felt 16-years-old again. We coulddepend on him, besideshe’s an Ugly and Uglies ride. Micah startedcalling me late at night,”What’s the plan?”We sorted it out. Once Micah was involved hecalled me backand asked respectively, “ya see, I’m a recentlymarried guy. I mayneed to bring my wife.”I didn’t have any problem with that. I justwanted to ride.His wife, Carmela, works for a charity calledthe ExceptionalChildren’s Foundation. It’s the charity that theBeach Ride Supports.Micah is now the president of the Beach RideCommittee. That’s howthey met. Carmela made a couple of calls.Suddenly there was an ECFdonor who recently bought a resort on Route66 in Northern Arizonawho suggested that we create Beach Ride II inArizona. He offered usrooms at his 800 acre facility on historic Route66.

A small portion of the 800 acreaestate.

Micah and Ihatched a plan to ride to Prescott andhopefully see Dawne Holmes, oneof the finest custom painters in thecountry. Then the next morning we’d ridenorth threw Chino Valley to Ash Fork betweenWilliams and Kingman on highway 40. Fromthere we could hook up with Route 66 and findGrand Canyon Caverns and Inn. Next the kickoff time must be documented and shared withthe team of riders. We decided to meet forbreakfast and the corner of the 15 and 10freeways at the Travelers Truck Stop at 6:30a.m. That meant that most of us had torise at 4:30 a.m., to be on the road by 5:30, tomake the one-hour haul out of Los Angeles by6:30. Actually, as development expandsyou don’t reach the outskirts of Los Angelesuntil you pass Palm Springs. The documentwas wax sealed, “be there, or be left behind”.

One of our destinations.

Now for a report on the 2003 100thAnniversary King, my ridefor the Arizona Run. The minute I knew thedate I called FrankKaisler, who was recently the editor of HotRod Bikes, and much moreup on the technical aspects of newmotorcycles. I’ll admit it,goddamnit. We had discussed a tech oninstalling Custom Chrome16-inch Apes on the King. I had ordered theparts and they wereburning a hole in my pocket. We had alocked-in run date. I couldn’tride a stock motorcycle.

We set a date forTuesday the 19th to installthe bars. I will write the tech about thatoperation this week. Helisted the materials I needed. He brought toolsto augment mine. Wespent the entire day rewiring the bars throughthe inside, thenmeasuring the cables. He ordered the clutchcable and throttle cablesfrom Barnett. He brought the hoses andfittings to extend the brakelines. When he left that afternoon the job wasnearly complete, minusthe extended cables. I had made anappointment with the Harley-Davidson fleetcenter to install a performance package onFriday. The cables neededto arrive by Thursday. That didn’t happen, butmy photographer forthe American Rider magazine tech articlecouldn’t make it Friday anyway, sothe operation was rescheduled for Monday.Friday the cables didn’tarrive. I panicked. Frank called and waspromised the cables Mondaymorning. I changed our fleet centerappointment until Mondayafternoon.

The completed King, ready for theroad.

At 9:00 a.m. on Monday morning UPSarrived with the cables.Frank and I went to work. Mechanical projectsrarely ramble towardcompletion as quickly as estimated. Wearrived at the fleet center at1:30 Monday the 25 of November and Alan thelead mechanic informed us that he would beleaving at 4:00. We didn’t complete theperformance operation on Monday, but heassured us that by noon on Tuesday wewould be on the road. That gave me twobreak-in and tuning days before kick-off. Heput in a couple of hours Monday afternoon andthe bike was stripped, the cams pressed outof the cam plate and readied for installation.

Tuesday morning arrived and so did we at8:00 a.m. Alan wasthere, but the big man was slummed over achair. He mumbled something about foodpoisoning and went back to the head. Hemade a gallant effort and worked until 9:00when Gene Thomason Jr. arrived torelieve the watch. As he turned to install thecams, he coached me oneach and every aspect of the operation andmentioned, “I can onlystay until 10:30. I have a court deposition.” Wewere burnin’ daylight, or actually burnin’through days.

Wednesday unfolded thesame at 8:00 a.m. and Alan was back on thejob from the 24-hour flu. He moved around theKing with cunning and expertise. He’s ahelluva mechanic. He completed the camoperation, removed and replaced the heads,installed the intake module and newScreamin’ Eagle Air Cleaner kit, thenScreamin’ Eagle two-into-oneexhaust, and finally a tach/speedometerreplacement.

We rolled out of the fleet center ataround 1:00 p.m., aftera dyno run, on Wednesday one free day beforewe’d “Wind ’em up”. Thebike was running and feeling fine, but I stillhad more minoradjustments with the new clutch cable, I hadto pack and prepare thebike for the run, road test it some more with afew break-in milesand see if the adjustable windshield would fit.It didn’t and neededto be modified. I had my chores cut out for myfeeble ass.Needless to say I struggled throughThanksgiving Day runningto the garage, putting another 40 miles on theclock, checkin’ theoil, rerouting the clutch cable and modifyingthe cool Harleyadjustable windshield for the run.

The modified H-D adjustablewindshield.

Then there was packing for thefirst time with the King. I used the crashbarbags for cable androtor locks on one side and spare gloves,paper work and a digitalcamera on the other. For some reason theEpson digital was set to shoot black and whiteand in my numbness I had no notion of how tochange it, no icons on the camera to indicatewhich button to push until it was too late. Iultimately found out but decided in the gloomto leave italone.

I took spare glasses and a Bandit’sDayroll full of tools justin case.Packing for a ride is always a challenge.Unless you were thePoker God and knew exactly the weather androad conditions, you’reforced to pack shit you may or may not need. Ipacked my usualcolorful array of boxer shorts, but since it wasdownright nippy Iwore long johns daily. Never touched myshorts. I packed the top halfof my Harley-Davidson rain gear since it wasalready raining. I wasstill hoping that it was all a vicious threat, but Ipacked it anyway.I don’t usually carry the pants, but I shouldhave, although my newPakistani leather chaps did a commendablejob in the rain. The cheapbastards failed in other regards which I’ll getto later.

As the Thanksgiving night wore on and mytrips to the garageDiminished, the small droplets of raincontinued. They were like atease tempting the fate of the ride. It wasn’tenough to stop therun, on the other hand it reminded me of fiveyears earlier when Irolled out of town in a sprinkle that turned intoa downpour for 400miles. A gruesome putt. I continued to checkthe weather channel andthe reports were grim. I called Dr. Hamsterand announced my bleakintentions. “If it’s raining,” I said into hismessage machine, “Iain’t going.”

When the clock struck 4:30 a.m. and I satup in bed, I grabbed theremote and turned on the television. Theweather reporter began onthe east coast with dire reports of freezingtemps and snow. Itwasn’t a good sign as I wadded throughreports of historic lows inSouth Dakota, but no rain in the region. After20 minutes of pacingthe bedroom in my boxer shorts, they reachedthe south westregion of the country. The rain probabilitypercentage had diminishedfrom 60 percent to 40, but the storm waslocated directly over ourplanned path for the border. I looked outsideas I dressed. It wasdry, although I could see spotted indicationsthat rain was nearby.

Ikissed Layla goodbye and said, This may onlybe a breakfast run.”At 5:30 a.m. I hit the road on the fresh King. Ijumped on the 110Downtown Los Angeles freeway to the 91Riverside Freeway to the 605Freeway to Joker Machine to the 10 Interstateto Palm Springs andbeyond. At exactly 6:30 a.m. I pulled into themassive, sprawling,plastic, franchise Travelers Truck Stop. Thedam thing is so big thatwhen the other riders arrived they couldn’t findus amongst theeateries, gift shops and 7-11 type storesunder one roof. Hell, evenTaco Bell had taken part of the store.When you’re avoiding junk foodit’s a bitch to be forced to walk through a MacDonalds to get to thetruckers’ kitchen.

Micah McCloskey and Greg and TrishO’Neill fooling around at a gas stop.

Continued On Page 2