Noot

25 Years of Carbon

25 years since my CH has been apart. It's just time to check wear, clearances . . . so far, it's been carbon deposits and clean oil.

7:00am - Iowa - Gas & Grease

Frosty, wet and cold, slippery concrete, cold fog . . . and I'm out cleaning an ironhead hub with gasoline . . .
Now that's fucking commitment.

Where There's a Whip There's a Way . . .

I've been in the crowd at Faster Pussycat so many times - and each concert was different. In the land of metal, glam, screamin' guitars and vocals . . . this is one of my all-time faves.

Jeff Wright's Bike

Caption:

"Honey, don't forget . . .regular Camels and a Trop-A-Rocka . . .

and no wheelies ! "

This is Jeff's bike (he told me this is "his bike" and he's keeping it). Every guy has a bike they should keep, even if you're not sentimental towards such things. I was excited(and nervous) when he asked me to rebuild the motor. This engine was originally in the "Red Bike." I built the transmission too (I guess it leaks, but the next time he pulls it, I'll get it fixed (or slowed down) I mean, even H-D says "seepage" is normal. In case you didn't know, this motor is a unique one. It's one of the few manufactured 74 cubic inch with the big-base cylinders.(like 80" cylinders) I talked to Dave at Morris Magneto and he instructed me to run the Andrews BH grind cam with his M5 Magneto. I timed it off the back cylinder(as instructed) and I assume it starts and runs good. Jeff brought me 2 transmissions, and said to "build one good one" out of the two. If I remember correctly, one tranny had mostly Andrews gears (with FX main drive gear ratio = higher 1st gear for lighter weight motorcycles) but the case itself was in poor condition. The other trans had a heavy-duty case, with chessy gears. So, we built one with all the goodies. I really like this photo by Anna (see COC website for the link to her) . . . and it's a really neat bike - and I plan on this summer racing around Des Moines with Jeff - Bar to Bar (at least once). Gotta Love it . . .

ICE & ALCOHOL

Magneto Idler Gear

Trying to make this work without the proper idler gear stud . . .

had to make one.

Sportster Dry Clutch Tips . . .

1. 3/16" from top of spring cup to bottom of spring retainer

is good starting point for adjustment.
Equal distance on every stud.

- Pull Clutch(disengage) and you should be able to rotate

outer pressure plate with your hand

(sometimes it's a little hard to)

but you should still be able to rotate it.

If not, back off nuts a bit.

2. Use 2 cups or 1/2 quart of oil

3. I like Belray Gear Oil 75W or 85W

4. Keep bike parked up-right to help keep oil

out of clutch basket. (wood under kickstand) when parked

for long periods of time . . .

5. If your oil pump check ball leaks, it will seep into

primary - over filling it . . . need to keep Raybestos
plates dry and free of oil.

6. I pinch off oil feed-line from oil tank when

parked for long periods to eliminate oil filling

lower end and seeping into primary.

Linkert DC - High Performance XLCH

The DC Linkert can be modified for improved mid-range/top end performance by boring the carb body to
accept the Linkert Model-74 (X-9) Throttle Disc. Most racers just bore the carb and throttle body "straight through" 1.500" . . . but, if you actually follow the Factory H-D Racing Manual instructions . . . it shows increasing the diameters from each end. On all my previous "bored" DC Linkerts - we just ran the boring bar straight through. This will be my first carburetor modified actually following the race-prep instructions. I also show you the drawing of how-to make your own float bowl spacer (which are cool) . . . H-D recommends you run a 1" aluminum spacer block.
Vintage performance up-grades - nothing better ! Following in the foot-steps of our racing legends, pictured on the walls of our shops and man caves . . . from the books and manuals of our racing libraries . . . only for the true gearhead in all of us . . .
NOTE: It doesn't make a difference which DC Linkert Sportster Carburetor you use for modification. The DC-10(pictured) is one of the later models. (However, the DC-7 was standard on 1966 FLH and is ok to modify for usage on a Sportster). The lower the number, DC-1, DC-3, DC-6, etc. - denotes earlier versions. I suggest running the No.4 Main Jet, which is pretty standard in all DC Linkert models.

'49 Short Block

A solid model: FL

Panhead Rocker Arm Rebuilding

When your rocker arm shaft is loose in your blocks - My first attempt at fixing this, saves you buying all new rocker blocks (expensive). This check pin is "stepped" in ascending increments up to .875 diameter max. Rocker shaft is .874 diameter. The cast iron base was milled clean on the inside surface, removing(about .0015-.002 of material) just cleaning it up. You only need to remove material from the iron base, not the bronze top plate. The blocks are bolted together and honed until our check pin just fits into both sides or (.875). The steps on the pin tell you when you're "gettin' close" to the proper diameter. Now the bores have a nice cross-hatch, and are round again - returning to factory specs. and clearances.
(PS. I think Hawbaker made the check pin?)

Crazy Kool Chops of Late . . .

Surfin' around - See what I found . . . ! Wowza . . .

Harley-Davidson WLA

Cool Bike . . .

. . . cool jeans.

Rayborn III

This is the son, who is really fast too . . . and has won many road races on high-powered equipment. This is the only picture I've ever seen of him without his helmet. Usually he's pictured layin' it way over in the corners . . . or in a full tuck on the backshoot !

Mama Tried Show Milwaukee - Motels & Lodging

If you're going to the Mama Tried Show and lookin' for a nice motel . . . The Forty Winks Inn is real nice, and a good price too ! I stayed there last year. Clean rooms, nice shower, good coffee . . . and now the show is even a bit closer. Off -95 Exit North on Hwy 100 - then West on Bluemound Road(Hwy18) a few blocks. Address: Forty Winks Inn - 11017 W. Bluemound Road - PH: 414-774-2800

Paul Goldsmith

Paul was (maybe still rides motorcycle I heard) a professional motorcycle racer and race car driver . . . He came up through the ranks a few years before Joe Leonard (actually helped Leonard a bit with racing) and was (still is) a very popular rider, and historical figure in racing circles. (no pun intended)
Goldsmith could really wind up those Harley KRs back-in-the-day. Dirt tracks or pavement - he was a threat to win on most any type of track. Paul always appears to be a bit taller, more lanky than the typical motorcycle racer. The taller riders impress me (like Ricky Graham), since usually it's the "stocky-jockey" build type that makes a good flat-tracker or road racer. Paul maybe had to work that much harder - making him one of the all-time greats of the sport.

XLR Exhaust Valves

Stainless exhaust valves with chromed stems with "tulip" shape. Back in the 70s when you sent your ironheads to Jerry Branch for porting & polishing . . . they came back with these valves in them. (and a 4 digit number stamped on the bottom of the head for identification). 1 3/4" head. Quality constructed - and just cool.

Race Only

. . . well, maybe NOT the box-stock '52 K Model ?

Not Like the Others . . . BTSV

We got this lower end together. Very nice. It runs a close set of flywheels. We notice everything is real tight in some of these older engines. The flywheels are close to the cases, the scraper . . . the rods can be very close to the baffles . . . and a bit different assembly than overhead valve motors . . . they omit a thrust washer, etc . . .
Before doing one yourself -
Read the manual for Big Twin Side Valve

XLCH Rockets

The power and torque of the Sportster XLCH? was demonstrated at the LA Coliseum in 1960. Only question is . . . I don't see a generator - so maybe it was an XLR? (or maybe just removed generator and blocked the hole with a plate? I don't really see a magneto in there? An XLCH would climb that ramp anyway ! That looks scary high . . .