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Discussion in 'Old's Cool' started by Bevelheadmhr, Mar 17, 2013.
Work of art.
Thanks for the comments, I have got a brief vid of it running, but cant download it from my camera to the pc. Not sure if the fault lies with the Camera or my laptop. Will try to borrow a Gopro or similar. Or wait tillit goes on the dyno.
Can still download photos so here are a couple more..
Started a new project, another HD, this time an Evo Big twin. Building a little drag bike, Probably a bit too modern for this sub forum, though its being built in sort of retro 70's style.
I have a feeling this bike should be up on the Friday Harley thread down in the basement. The more I see it the more I like it. And apart from the really old ones I'm not a big Harley fan.
So, how are you liking it? What's good, what's bad, what would you do differently?
A little early to say, as I haven't had chance to ride it hard yet, and it still needs to go on the dyno to tune the jetting and ignition. First impressions are
1) It handles well, feels light and agile (glad I swapped to a narrower front tyre), lots of ground clearance. Reminds me of my old 78 Ducati 900ss Desmo, but with slightly quicker steering. Its stable too, no head shakes while cornering on bumpy roads. Weighs 189 kg with 10 litres of petrol.
2) Riding position is ok, the clip ons aren't as uncomfortable as I'd feared look, though I don't plan on touring on it. I'll need a break after a couple of hours.
3) The suspension is 'unbalanced', in that the forks are firm, perhaps a touch too firm, while the rear shocks are well damped, but the springs are too soft. I'll probably fit firmer and 1 inch longer rear shocks, I'll get a pair custom made for me by Maxton when I can afford it.
4) Its pretty loud, sounds great, but don't think my neighbours will be too impressed. The reverse cone Megaphones are called 'Bofors' for good reason.
5) The alloy tank marks easily, its going to be a never ending job to keep it polished and looking good. A painted tank would've been easier to live with.
6) Engine feels like it has enough power to be fun, the 4 speed gearbox is a bit clunky, and there's a big gap in ratios between 2nd and third gear. Need to get used to it I guess. I'd always planned to tune the motor once the bike was on the road and debugged. But now I may not bother, other than making a pair of alloy barrels someday.
Overall, I'm pretty happy with how it turned out. It took longer to build than I had expected, partly due to being on a tight budget and partly because I wanted to do as much as possible myself, rather than farming the work out to the experts.
Cost wise, including the donor XL1000, it came in at just under £7000.
really like it!....
i got rid of an old harley EVO motor chopper a year ago.... long story, finally got it running right and sold it... the motors do have a certain mechanical coolness about them..... the only way to do it is from the ground up like you did.... most of the factory harley parts are pretty much junk, you put all the good stuff on yours, and i'm sure that frame is sweet....
would love to ride it, i bet it's sweet.....
A Snortster has been on my project list for quite a few years, and this thread is very inspirational...
I have always wanted a Nortster. That big lump in a featherbed is my idea of a great fun bike. Your gives me a bad case of moto-envy!
Unfortunately I can not give up my Trumpet or my Bimota, and the spousal unit must be considered!
Great Job! Everything looks just right.
Every link to pics has been lost, wtf. Well, not good..! :eek1
The joys of Photobucket.. the monthly data allowance has been exceeded again. It resets on the 19th of each month, when the pics will reappear.
The alternative will be for me to edit each post and load a photo directly. But I can only seem do that with one photo per post, so where I've posted several photos in one post its still a problem. Also I'll need to resize all my photos to less than 200kb before they'll load. That will take awhile.
This build is awesome! This is craftsmanship. :eek1
Thanks for the comments. I've changed the posts to put back the photos I can. The early posts I cant seem to edit, not sure why, but at least a lot of the new images are more detailed.
I've started a new build thread in the projects section, as an Evo HD is probably too new to be Old School.
Edit to add.. forgot to mention how my mate Tim is getting on with his XL883 build. This is where its up to. Still to have its 1250 conversion, new paint and those side panels are just card templates..
image free hosting
They say custom bikes are never really finished, as there's always something that could be improved or changed in the light of riding the thing. So it is with my Norley. Before I start on my next big project (fit a supercharger to my old Guzzi) I want to fix a couple of issues, the main one being the heavy clutch. The clutch activation is a one off hydraulic system, using a master cylinder from a Honda VTR1000 and slave cylinder from a Ducati 900 Monster, with a custom billet housing. When we made it, I knew it was an experiment and there was a good chance the ratio of Master to Slave wouldn't be perfect when used on an old Harley engine. Sure enough it turned out to be very heavy, too heavy for me, particularly if I was ever caught in slow moving traffic for more than a short time. Also the bleed nipple was part of the banjo bolt fitting, which made bleeding the system very difficult, unless I could somehow tip the bike on its side, which I couldn't.
Time to make a Mark 2 version..The Ducati Slave is 26mm in diameter, so to make an lighter clutch, it would need to be replaced with a bigger diameter slave. How much bigger ? No idea ! So I went with a Honda 36mm Slave cylinder to match the Honda master.
For this Mark 2 version I wanted to avoid making a completely unique slave body, because if it failed/wore it would be a lot of work to make a new one. Much better if I could use the standard Honda part and just make some kind of adaptor to fit it to the Harley.
So that's what we did, here's the new version roughly machined with its thread just cut by a proper machine shop (cost me a packet of Mr Kipling mince pies ..) as we couldn't do that bit. Before the holes were drilled to mount the Honda Slave, I took it home and screwed it tight to the engine case and noted where to position the slave so it was orientated correctly.
Before I did anymore work on the adaptor I wanted to make sure it all worked, but when I came to bolt up the clutch hose, I found it wouldn't fit the new banjo location, so had to order a new hose from HEL, which arrived in a few days. That gave the time to shape the adaptor to match the profile of the slave cylinder and to take some weight off, and add a bronze bush to guide the now longer pushrod. Just hope it worked after all this effort..
The new clutch line arrived yesterday, so once fitted I spent ages bleeding the system until the lever firmed up and it all seems to work well. The lever effort is now much lighter as expected, while there is enough movement in the slave cylinder to disengage the clutch. It'll be awhile before I can try it out on the road, but I'm happy with the change so far. I may polish the slave cylinder or have it anodised maybe over the winter