Tag Archives: chopper

Brooklyn Invitational 2013


I finished the Iron Triangle, minus a little tuning, for the this show. Satya, Alex, and Alfredo all came through for me, helping me do the last few days of fabrication.

satya

 

bI 1

 

bi2

 

bi3

 

bi4

 

bi5

 

bi6

 

b17

 

Alfredo rode the Speed Fetus into the city from branfordbi8

 

bi9

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Iron Triangle Race to the Finsh


Making a taillight on the ol’ end mill.

tailight IT

 

Oil Tank, battery box, regulater/rectifier mount installed….

oil tank IT

Vent and return lines plumbed…

oil tank 2 IT

Top motor mount, check….top motor mount IT

I like this area…lots going onoil area IT

alt IT

Notice 3 wires coming out of that alternator! 48 amp 3 phase charging system from Cycle Electric feeding an Anti Gravity lithium ion battery. Less drag, lighter weight, faster recharge times.


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!


Mexican Report 2


On the Salt Flats, Utah

mexican salt flats


Efab Air Traffic Controller


The never-ending quest for perfect intake air flow…

 

 


Updated Press Release



Efab in 2007/Devil May Care


 

 

This bike, which I called “Devil May Care”, was a fun one for me. I played it very safe with the overall shapes, which was hard for me to do coming straight off the “Rusty Buzzard” build. Ironically,  this was one of my favorites. This bike had a few noteworthy developments, function wise: One was the general complexity of the front end, which I had never attempted to build before. I naturally made it extremely strong and overbuilt, complete with all billet stainless rocker assemblies with needle bearings in 6 places!

The other was a double action clutch. I hate automatic clutches or transmissions of any kind on a motorcycle. However, I hadn’t yet spent a lot of time riding jockey shift and (since I didn’t run a front brake), I wanted a “crutch” of some kind to help me. Obviously, my fear was missing neutral on an uphill stop, not be able to take my foot off the clutch, and have my brake foot on the ground, therefore rolling backwards down the hill.

I made the rear brake work conventionally, but the clutch could be over-pushed and also engage the rear brake, via a crossover tube and a second “plunger”.

My new riding procedure was: slow down with right foot, while using clutch casually on the left. Upon slow speeds, forget the right side-  just over- push the clutch pedal hitting the rear brake. That way my right foot could be on the ground, and my left foot doing both clutch and brake together. Upon pulling ahead, I just let off the clutch and I pulled away- never needing my right foot to help hold me as I ascended. I could have used the left hand assembly by itself and not used a right brake pedal at all- except for the need to brake over the clutch during normal riding. get it?

The bike turned out to be very easy to ride; I would say even easier than a stock Harley. It also ran great and had an amazing Pradke paint job.