Noot

The Right Stuff gasket maker by Permatex is the best solution for sealing up your pan covers. I put a small bead around the head, smooth it with my finger, attach the James gasket (I like the medium thickness dark gray ones), then smear a bit more (especially on the low sides - front and rear, then add the covers, maybe just wiggle 'em around a bit, line up the holes, add the D-Ring . . . then snug 'em down (starting on the low sides) evenly all the way. Clean up the squeezed excess with Brake Kleen - then retorque after you run the bike some. Best way I've found to seal 'em . . .

'48s Are Pretty Great

This is a '48FL I been workin' on for about 2 years. We need an FL plumber-type intake manifold(3 3/8" length) and a Timer Head for those 2-piece points(like a Chevy 6 takes...) then we could run a good condenser, like a Blue Streak or Zenith. A '48/'49 actually had a steel manifold that was welded and smoothed out, but a bit later cast manifold would work for now . . .

My Favorite Motorcycle

This ol' 52K is one of my favorite motorcycles I've ever had . . . but they sure are weird. I mean what super genius came up with angled valves for better flow, and instead of angling the tappets - lets just angle the cam lobes - ground at 3 degree angle all the way around on exhaust and 1.5 degrees on the intakes??? What the heck?

I did have an old timer tell me that Sportster P grind cams work good in Ks and KHs . . and they ran 'em all the time for racing. I asked, "What about the cam follower rollers riding on straight lobed cams? The wheels would just ride on one edge? He said is did wear 'em out, but had less friction, like riding on a knife edge . . . and just for 20 laps around the track. I've never tried it . . .

. . . and '52-'53 crank pins/right flywheels press in with a key to help lock it - and line up the oil hole. Save money on nuts, locks, and screws? This actually ain't a bad system. It came back with the Twin Cams.

TECH TIP: DC Carburetor Jet

The DC-11 is an oddball. They say it's for an XLR, but the more I research, it's just a replacement carburetor for any of the other DC-6,7,10, etc. Anyway, I've had one for years. I took it all apart and compared with a bunch of other DCs...and I can't find anything different - except someone had silver soldered the #4 jet shut, and redrilled it smaller. I replaced it with a standard #4 (which is .057 hole) My float bowl was leaking, so I took it back off to reseal...and I thought, "I should just put that smaller jet in, see what it does." Well, I was surprised - after a few screw adjustments - this thing now rips ! That jet does nothing more but feed fuel to passage regulated by that fuel screw up above(on top) that should be adjusted 1 1/2-2 1/2 turns out(w/#4 jet). Now I need to run that screw at 4 1/2 to 5 turns out. I see there's a #1 Jet (.052) available. Maybe try one in your own DC if you're crazy enough to run one...and see what happens. Next time I take my bowl off, I'll get the jet drills and see what size it is for sure . . .

'54FL

Got this panhead running decent now. I built a set of early heads (w/o-ring intake adapters). Runnin' 1/8" oversize nitrite valves with cast iron guides. Andrews springs set up to .550 travel and 1.340 installed height. Andrews #1 low compression cam. I like the Andrews #1 in my stock chopper 74", but in this 4 1/2" stroker 84"... with increased compression - I'm getting some pinging at low speeds, and in high gear when tryin' to get with it . . . I set up the heads for an Andrews B or Leineweber L3S - so changes can be made without more valve spring set-up.

How do you like this cockpit - all business !

I built this bike for vintage touring - trying to use all H-D parts, ie: frame, engine, tanks, sheet metal, etc. Even if it had a dent, I still used it. Original H-D USA over ___________. (well you know) I had a couple sets of aftermarket tanks, and they just didn't fit right - so I picked up these original 1954 tanks, dash plate and dash, all bought separately - and everything bolted right on - no shims and plenty of time left for an ice cold High Life !

Torquefest

I wonder if the track will be worth a shit this year???

Branch Cylinder Heads

I've had numerous guys contact me lately about old ironhead cylinder heads they found...and they think they're old Branch heads...and they're not.

All the Branch heads I've seen have very polished ports, razor thin seats, surface ground rocker and head gasket surfaces (to get them perfectly parallel) and these numbers stamped near the intake ports (on the bottom).

....otherwise they look stock from the outside.

The early 900 Sportster Branch heads are not as common as the 1000cc heads.

Pipe Diameter

These pipes are small diameter 1 1/2".... I guess back in the day, the factory felt the K Model 750cc side valves worked best with these smaller diameter headers? Similar sized to the ports, etc. I always like the big, free flowing straight pipes, but so far, this thing seems extra responsive and hopefully it will help bring back some low end to this thing . . ? Factory stock early Sportster muffler. It's got a set of -60R KR heads on it, and I resleeved the cylinders, new valves, guides, etc. The Delorto PHM38 is my new carb-of-choice (if you don't want to run an M53 Linkert). I haven't really rode it around yet, so I'm sure I'll have some tuning issues coming up. Hopefully not - is always nice ! I added my set of -60 aluminum wheels (I'd been saving for who know what?) and figured I may as well start using some of this stuff.... One thing is for sure, H-D made some pretty neat bikes back with the Ks and early Sportsters. Some of the neatest lookin' if done right.

1952 Harley-Davidson Model K

Clapper Restoration

I took my friend Chad's rebuilt '65 panhead engine to him the other night . . . and the first thing you see when you pull up - is the lamp in the window. Kinda hard to miss it...

His shop has many many projects in various states of repair....and dis-repair. It's fun to check it all out.

Full scale auto projects, vintage 45s . . . GTOs with new, straight quarter panels. Primer & paint. Chad was welding up a frame for Zach's shovelhead chopper.

I had worked all day, then drove all the way over . . . and was too tired to really help out - so I just drank a couple beers with the boys instead.

Reid and Zach (above)

Lots of cool stuff to check out around here . . . This WLA is dubbed "Private Pile"

Both good investments . . .

1961 XLCH

Gak's on top . . . Mine on the bottom . . .

I sold my vintage MX Boots . . .

I bought these years ago outside, on a beautiful summer day in Anamosa at a vintage swap meet. I just thought they were so cool. I like to sell crap to fund my other projects, so I put 'em up for sale. Now they're off to Japan ! I've sold more stuff to the Japanese. Iron Sportster parts, panhead parts, entire motorcycles . . . It used to kinda piss me off they were buying all our American heritage...but after gettin' to know some guys that come to Davenport and chat on-line....I realize how much they dig these vintage Harleys(and Chevelles) as much as we do - and it's ok with me now. It's going to a good place. Sometimes guys are just weird.

50 Wt Oil = Caramel

I took the drain plug out, and I thought it was empty??? Huh? What the heck? Oh, there it is - all 4 quarts of oil took about 6 hours to drain. A small little string of oil just kept on and on near the end. No lie !

Krusty Khrome

Now I got this thing for a "crusty" early ironhead swingarm bike - with a slightly over stock or springer front end. Short rear fender (maybe with a steel tail-light hiked up?), peanut tank, flaking chrome, vintage seat, maybe a painted frame . . . A bike you wouldn't worry about leaving outside covered with tarp - with a log chain around it. I've got all these gross looking parts, been hauling around to swap meet after swap meet - can't hardly give 'em away - let's put 'em all on the same motorcycle. Never wash it (wouldn't want to rinse the grease out).
We've had this 1970 ironhead engine with peeling chrome that would make a good mill....

Tappet Weight

The LEFT tappet is lighter by about 1/2 oz. or almost 1 oz. total valve train weight(X 4ea) ...at 5000 rpms, that's a difference...more weight for the valve spring to push down - to hold the tappet on the cam...

1953 Harley KK Model (and some KRs) had hollow tappet adjusters too,

with a hole right down the middle.

NOTE: The RIGHT tappet is stock in Harley WL engines, and what makes it so heavy is that it's thicker, and solid steel. The LEFT tappet is standard on early 900 Sportster engines.

You can run the lighter tappets in WLs, K Models, whatever...they're dimensionally interchangeable, same length, diameter, etc. To most folks, ounces only matter at the post office, or your drug dealer, or the judge.

1965FLH

This motor is pretty much done. A couple things to check over before I give it back to my friend Chad, who I've been riding to Sturgis with the last few years. New lower end, dynamically balanced crankshaft, Kibblewhite valves, Rowe guides, bore job, pistons, lower Timken....all checked out. It'd better be good, since I'll be riding with him - and if anything happens - fingers get pointed !

'52K Update

My 1952 Model K is receiving a "refresher." I'm back to +.010 over pistons with these restored cylinders. Chad fixed some cooling fins, Hawbaker repaired a base, I did a new sleeve in one. My late and great acquaintance Mr. John Penner made this KHRM high desert pipe which I'll try and run with a factory, early XLCH single muffler. These K Models run sweet with Dellorto PHM38mm carburetors - so here's a new one for this thing. I'll probably sell off my ol' CV carb, old cylinders, some other junk I don't need, to fund my addiction. The magneto still throws a hot spark with little effort. More updates later . . .