48WR

I've worked on about a half dozen WL(45") engines for all my bros lately.  First, they're all "into" Sportsters, then panheads, then knucks . . . then it seems they see a 45, and they want that too.  It's more fun to buy all this junk when you know someone who can fix it for you.  I do the same thing. 

The above WR engine was a real challenge and learning experience.  It has Truett-Osborn WR flywheels which accept a sportster crank pin and rods.  The entire assembly was dynamically balanced by Jeff Wiley.  Jeff had to calculate, and make a special "bob weight" to make this work.  I had to go through multiple crank pins to get the proper width for the flywheels to fit the WR(Left Case) and the NOS WR(Right Case).  The cases needed slight machining after dad determined (more calculations and testing) that the interior case castings were still to close for comfort.  We did a lot of figuring on the cams, and actually made-our-own front intake cam, since his was incorrect.  The new cam matches his rear intake cam now.   It was one thing after another.  The cylinders had fins and bases repaired, new guides installed with new racing profile stainless valves.  The cylinders were bored and honed for K-Model pop-up type pistons.  All the tappet feet (this type doesn't have roller wheels, just flat feet) were ground smooth, and the tappet blocks themselves were polished for a nice "easy press fit" in the cases.  All parts were deburred with files and sandpaper, threads chased.  Timing plug threads repaired.  Very tedious work but I feel it makes a difference.   It'll be a good solid running engine with proper break-in . . . but it ain't done yet . . . more to come.  Restoring Harley-Davidson Racing heritage.