Monthly Archives: July 2013

Iron Triangle Progress


Bike so far

complete bike 1

Gas tank is mounted on three points, here are the front two mounts

tank mounts

The exhaust pipes are 1 3/4″ OD, the common header pipe size. The problem with that is the actual exhaust port size on twin cam heads is 1 5/8″. Usually there is an abrupt step where the heads meets the flange. I machined the flanges with the inside tapered to perfectly blend the two sizes. Also, they have a flat, perfectly matching taper on the outside of the flange, so there is no way the gasket material can squeeze into the exhaust flow. This happens often with aftermarket exhausts! These are machined from solid stainless steel on my manual lathe.

exhaust flanges 1

exhaust flanges 2

Here is the underside of the gas tank, with two giant mounts welded in. They are 1.5″ OD flange, milled down where it goes through the tank. This distributes the load over a larger area of the floor of the tank (which is made from 1/8 chrome-moly flat stock).

underside of tank


New Random Bikes, and a Car


from d wrenched

 

wooow

 

miller aero coupe

 

xs 650


New Bike Update


Since returning form California I have been focusing entirely on the new bike, the “Iron Triangle”. It will be powered by a new engine I am building, which I have nicknamed the “Mini Stroker”. I will attempt to explain why I named it that: It is a hybrid of a Harley Evolution motor (built from 1984-1999) and a Harley Twin Cam motor (built 1999-present). In a nutshell, what I am taking from the Evo are the case mounting system, the bore and stroke, and the wrist pin. The Twin Cam parts are the cams, oiling system, heads, and crank assembly. The reason for this is because I feel that the Evo bore and stroke combo is superior, in many ways, to the twin cam. However, the Twin Cam is a far stronger motor (due mostly to the robust flywheel design) , and has a far more reliable oiling system.

So, since a first generation Twin Cam was 88 cubic inches (3.75″ bore by 4″ stroke), and an stock Evo is 80 inches (3.5″ bore by 4.25″ stroke), that means that in a Twin Cam crankcase I have increased the stroke from stock, making it a “stroker” motor. however, due to the reduced bore it has less displacement than a stock Twin Cam- hence “Mini Stroker”.

In addition to all this, I also changed the cylinders from stock cast aluminum with an iron liner to billet ductile iron. This is heavier, but also far stronger and more dimensionally stable under heat. In other words, as it gets hot it doesn’t change shape as much. This means tighter tolerances all around. I also used a head/ base stud pattern for attachment to the case and heads, instead of the thru-studs an Evo or Twin cam would have had. Again, stronger. In order to make the Twin Cam heads work with my new bore and stroke combo, (as well as a copper o-ring head gasket) modifications had to be made. I wanted to reatain the stock Twin Cam combustion chamber, but it needed to be reduced to 72 cc’s of volume to achieve my 10.5-1 static compression ratio. This meant decking (milling down) the heads significantly. In addition, the new flange system was milled into it to accept the o-ring gasket.

Ok, enough about all that, here are some pics:

I was lucky to have two trusted advisers here to help, my main man Alex Lerner from SL NYC in Queens, and Satya Kraus from Kraus Motor Co in northern Cali.

photo (27)

This is the “cam-plate”, the component that supports the cam shafts, routes oiling, and holds the oil pump.

photo (26)

Installing the bearings on the flywheel

image (7)

Checking the endplay on the left case half

image (5)

Completed short block

image (8)

Here is completed frame. All chromoly, all made here at Efab

photo (28)

closeup of front motor mount

image (9)

More to come!


Born Free 5 Trip


I got a phone call from my friend Matt Olson asking if I wanted to ride out to Born Free this year from his shop (Carls Cycle Supply) in South Dakota. We had 4 days and had to travel approx 1600 miles, and would do it on our rigid bikes. I’m not one to pass up something cool, so I was in.

I arranged to have my bike (Icarus), shipped from the shop here in CT to SD, and chose AA Motorcycle Transport to do it. Mind you this was over 2 weeks before we were planning on leaving from Matts. The person on the phone assured me that despite the “remote location” Matts shop is located in, it would be there well before the departure date. I faxed in some forms, gave them the credit card, and a few days later the bike was picked up.

Mind you, anytime I ship a bike I spent over a year of my life building from scratch, with almost $35,000 invested in components and materials, I am a little nervous. This time I had reason to be.

A few days after the bike was supposed to be at Matts, I began to get worried. After the runaround trying to get the right person on the phone, and giving them dozens of confirmation numbers and codes, I was told that because of the “remote location” Matts shop is in, the bike was being held at some shipping terminal in Minneapolis, and wouldn’t be to Matts for another 10 days or so. No amount of pleading would motivate them to get it there in time, so Matt sent one of his friends to pick it up for me. This took her over 6 hours of driving, but got the bike safely to the shop in time for us to leave. Thank you Terresa!

Lesson learned- FUCK AA TRASPORT. Don’t use them, they tell you what you want to hear, take your money, then don’t deliver.

Anyway, here we are at our first fuel stop in SD. Matt is riding his mint 1936 knucklehead.

matt and i 1

 

The trip across the plains of South Dakota and Nebraska are fairly boring, but amazing none the less. Doing this on a bike is an eye-opening experience- so much land. I can’t imagine doing this in a covered wagon.

matt and i 2

 

matt and i 3

 

We didn’t take much, just a few spare socks, and about 50 pounds worth of tools and spare parts. We could go about 100 miles between gas stops, thanks to both of us having about 4 gallon tank capacity.

matt and i 4

 

matt and i 5

 

matt and i 10

matt and i 11

We crossed the Rockies in CO, which is the dividing point between tons of flat grass, and tons of flat desert. A welcome change in scenery. The massive changes in elevation and temp forced us to stop often to adjust our carburetors.

matt and i 6

 

matt and i 7

 

There was one problem staring us right in the face- heat. The further into the desert we rode, the hotter it got. Mind you it was hot the whole way, but now it was getting really hot. Our rest breaks were getting longer, we had to stay in long sleeves to keep from getting sunburn, and our bikes were on the verge of meltdown. We had no choice though- Born Free or bust.

bikes in desert

matt and i 8

 

matt and i 9

 

 

By the time we got to Las Vegas, it was 120 degrees. Riding into it is like riding into a hairdryer on full hot mode. We adjusted our carbs full rich to keep the motors cool enough to survive.

Any shade was a welcome sight, like this bombed out crackhouse in the middle of nowhere. It was dead silent, except for the occasional gunshot from deep in the desert.

crackhouse

icarus in desert

 

At this point I stopped taking pics, mostly because I was beginning to see the effects of heat stroke. Once we got across the mountains outside LA, the temp dropped to a survivable 100 or so. I spent the last night before the show curled up in a hotel bathtub puking my guts out and chugging water. Hey, if it was easy everyone would do it!

more pics of the show coming….