$12,000
Seattle, Washington
Category
-
Engine
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Posted Over 1 Month
Original factory frame 1977 FX with matching engine and frame numbers. 3.75 inch ground clearance with 24 inch seat height and 480pound curb weight. Original 1977 SuperGlide fuel tank with Performance Machine flush mount weld-in fuel cap. OEM HD grips, front brake control and throttle. Thompson Racing Products master cylinder for clutch mounted on 24 inch wide drag bars on custom aluminum billet risers. 74” Engine prepared by Doc's Racing of Tacoma. Original cases, cylinders and heads. Internals: S&S flywheels (3 31/32 stroke), S&S pinion and sprocket shaft and S&S two hole crankpin, nuts and S&S supreme connecting rods. Crankshaft prepared by Doc’s with a 65% balance factor (+/-.5 gram error). Crankshaft to crankcase endplay measures .0013". Sprocket shaft and pinion shaft measure than .0005” total indicator runout (TIR). Left and right flywheels measured at and less than .0003” TIR. Crankshaft pinion has metering valve to prevent wet sumping and bearing skid. Wiseco forged 9.0:1 CR pistons, 3.4675 (+.030) diameter, dry film lubrication coating on skirts and temperature reflective coating on tops with cast iron rings and smooth bore cylinder walls. Valve timing: S&S cam drive gear, Andrews "B" grind cam, Crane solid lifters (+.005) with Crane pushrods. Crankcase oil return and venting is made through an adjustable timing Rev-Tech breather with screen removed. Lubrication: Modified S&S oil pump with 1/2" inside diameter delivery and return lines with S&S factory ratio oil pump drive gears. Solid state oil pressure sensor takes reading straight from oil pressure bypass valve port. Heads are ported and flowed by Doc’s Racing (flow bench rated @ approximately 132 CFM with .500 lift @10" water vacuum). Bronze guides, Viton seals, Kibblewhite black nitrided stainless steel valves with Andrews springs and retainers with clearance for .510 lift. Crane roller rockers w/needle bearing fulcrum. Overhead oiling is provided through two separate stainless steel lines feeding rocker box at front and rear intake rocker shaft. Both lines have metering jets to prevent over-oiling of top end and prevent bottom end wet sumping. Valve seats have been replaced for use with unleaded fuel and machined to eliminate reversion. Engine venting uses two each 3/8" ID vent lines: One at the factory location and second vent at the upper air/oil separator cavity on the top of the timing cover both routed into a common housing with a STM one-way reed valve breather exiting into a 7/8" ID line terminating behind the primary support. Engine does not leak or weep at anywhere proving there is no crankcase pressure build up enhancing engine performance. This engine does not consume of lose any oil between changes. Uses a K&N HP1007 oil filter to minimize oil flow restriction return to tank. Fuel delivery: S&S Super "E" modified by Fast Company: Adjustable air bleed, increased intermediate circuit flow, float bowl venting, modified venturi w/booster, Pingle fuel valve, K&N filter and modified S&S housing. Ignition: Daytona Twin Tech model 1005K ignition: Programmable advance curves, single fire, multispark w/ twin DYNA 3 ohm coils. Low resistance MSD 8.8mm spiral core wires. Bike comes with data link for RS232 port and programming software (for WINDOWS 98 and up). The data link provides for programming timing curves, engine statistics (ie: percent RPM range use, run hours), selection of multi or single spark, single or dual fire operation modes and RPM limit. Exhaust is a modified, Performance Coatings heat insulated Thunderheader, supported with heat treated stainless steel support system that allows for expansion and contraction of the system completely eliminating shaking of the collector-muffler at all RPMs and cracking of welds. Coating is to maintain high exhaust gas temperature for optimum cylinder savaging. Primary Drive: 3 inch wide, 8mm pitch Kevlar reinforced belt drive, 47/76 tooth ratio primary drive. Primo engine pulley with modified BDL clutch pulley. Clutch assembly balanced to less than ½ gram rotating mass. 7 aluminum, Kevlar coated aluminum friction plates with an 8 steel driven plate clutch pack with a Screaming Eagle diaphragm clutch spring. Total weight for the primary assembly is 14 pounds (For reference, a Bandit clutch basket alone weighs 17 pounds). Primary drive from engine to transmission is fully supported inboard and outboard with high strength black anodized aluminum plates and SKF sealed ball bearings assembled to ABEC class 7 shaft to housing fit requirements. As pictures indicate, engine and clutch pulley are fully supported on the outboard side by a unique structure that is fully adjustable and easy to remove and install while maintaining proper support and alignment. All bearing support plates are made from 7050-T7451 plate, are fully adjustable and secured with NAS stainless steel aircraft fasteners. After two years of operation, bearings and all associated members have not indicated any wear (inspected 7/8/13). Transmission: Rivera Engineering 4 speed case with 1970-1978 shifter cover and cam. Andrews first through forth gears w/2.44 first and 1.35 third ratio gears. Andrews mainshaft, synchronizers and shifting forks. All other parts are JIM’s. Transmission was blueprinted and assembled by Dan Baisley’s Hi-Performance in Portland, Oregon. ART billet Hydraulic clutch release with Thompson Products .625" slave cylinder that matches in appearance to front brake master cylinder. Kicker shaft modified to rotate in 2 sets Torrington needle bearings and O rings for seals replacing factory bushing design. Shifter is reverse action: First is one back and the rest are forward also giving additional leverage easing shifter effort. Secondary drive: 24 Tooth .3125 offset transmission sprocket with PBI 49 Tooth aluminum secondary sprocket and DID nickel plated O-ring. 3.30 total final drive ratio. Bike come with a new, still in the original package Performance Machine offset drive, 40 spoke aluminum hub allowing use of PBI flat Sportster style rear sprocket (bike comes with a 48 and 49 tooth PBI flat polished aluminum sprockets, One still packaged and one not. Oil tank: 5 quart capacity Exile Motorcycles oil tank modified for 1/2" feed, return, and 3/8" venting line. Includes solid state oil temperature sensor is mounted in the return flow area. The tank was chemically etched and cleaned prior to powder coating and installation. I run 4 quarts in cooler temperatures and 5 quarts in warmer climates or for hard riding. All oil and vent lines are Earl’s Indy Prolite 350. Oil supply and return lines are ½” ID with 3/8" ID vent lines. Front end: 41 mm SHOWA forks, OEM HD FXWD tubes, in custom 7050-T7451 aluminum trees w/ 5 degrees caster giving 35 degrees total rake. The assembly is supported by a 6AL-4V Titanium stem axel. Lower legs have a 5 point support strut system providing rigidity during hard cornering and high speed straight line stability. Wheels, front and rear: 4.25 X 16 Akront aluminum rims (sulfuric acid anodized), Landmark IVD aluminum coated stainless steel spokes, Performance machine hubs (sulfuric acid anodized). Assembled, sealed for tubeless operation and balanced by Wheel Works in Los Angeles with a guarantee of .005 inch maximum radial and lateral runout. Custom made 6Al-4V titanium axels, front and rear. Brakes: Performance machine calipers (clear anodized, four piston) w/ BRAKING stainless steel 11.5 inch floating rotors. FXR type rear 5/8 diameter rear master cylinder. All brake and hydraulic lines are GALFER clear vinyl coated, stainless steel reinforced, stainless steel fitting with Teflon core. Fenders: Special order steel fabrications from West Coast Choppers. Rear fender strut is custom made 7050-T7451 aluminum billet. Seats: Corbin leather driver’s seat and Phantom P-pad for passenger. Miscellaneous There is so many one off machined parts used in the build of this motorcycle that make it impractical to list. A close review of the pictures will support some of this statement. All materials used in fabrication of specialized parts are of new generation aircraft alloys. All aluminum alloys are: 7050 T7451 or 7475 T7351; All stainless steel parts are heat treated 15-5Ph AMS5659, to Rc 40-43; All titanium parts were made from annealed 6Al-4V, per MIL-T-9046 or 9047. All aluminum parts are sulfuric acid anodized; Stainless steel is passivated and/or powder coated. All titanium parts were cleaned in nitric hydrofluoric acid per BAC5753. Stainless fasteners, washers and nuts are stainless aircraft hardware conforming to NAS, AN, HL or MS procurement specifications. Replacements are available from aircraft supply companies such as Wesco, Intercoastal or Aircraft Spruce. All low alloy steel fasteners are grade 8 (150 KSI) or socket head cap screws (160 KSI) and grade 8 nylock nuts. General assembly: All screws are secured with Red or Blue loctite. Bolts/All other hardware are nylon patch or ring or aircraft specification. Completed first build in 1997 and have modified several times since then (3" belt drive and Exile oil tank installed in 2003, S&S bottom end was installed in 2006) and in 2010 I went into the engine again and while there installed +.040 Wisco pistons (coated skirts and tops), replaced bronze valve guides and Teflon seals, replaced with 4 each Crane roller rocker arms and hardened Crane rocker shafts, rebuilt heads, replaced 4 each Crane solid lifters and replaced 4 each pushrods plus rebuilding brake calipers, replacing pads, secondary chain, etc. To prove quality and condition, I will disassemble front cylinder, cylinder head/rocker box and remove cam/gear case cover to validate condition to buyer. There are no leaks, weeps or drips evident anywhere. This motorcycle is in exceptional condition. I cannot ride anymore and all it does is sit in the garage now. In 2009 I became ill which has developed into a chronic health issue and the condition has developed to a degree which I cannot ride with any degree of safety. Bike has traveled less than 100 miles in the past 3 years. I have to bite the bullet and let go of it so it can be used as it was intended to. For reference I have been a machinist since 1969 and working as an aerospace mechanical engineer since 1976 designing structures and mechanical systems.This motorcycle has been through a seires of builds, each time adding or changing something to improve performance or revise an earlier design of some detail or assembly to what I want. Basis for materials and application of were derived from MIL-HDBK-5/SAEMMPDS-01. I worked my way through school as a machinist, which gave me the experience and having a friend who owns a machine shop, to make the parts used in the build of this motorcycle. I have no idea of how many hundreds of hours I have in research, design, consulting, drafting, purchasing, programming, machining, tooling and assembly labor invested. This motorcycle is designed and built as well as I, and my associate engineers, could build a motorcycle. And of all the people who have looked this motorcycle over wherever it has pulled in, have always expressed the same opinion. It never fails to draw a crowd nor get us where we wanted to go and get back again. There were no compromises in materials, development time and manufacturing technology that built this motorcycle. It is a conservative high strength statement in mechanical design and craftsmanship.
