Saturday, September 6, 2014
Friday, September 5, 2014
Day 1
Hot, then rain set the stage for the ride. Bike is good, with only a few issues. All minor and handled. 250 miles tomorrow to Columbus.
Sent from my iPhone
Saturday, August 16, 2014
Final Touches
Tuesday, August 5, 2014
Kick Start Classic
I was needing a good final test for the Scout before the September start, so I decided to enter the American Iron Magazine's annual Kick Start Classic ride. The ride started at the Wheels Thru Time museum in Maggie Valley NC, and offered 2 days of riding thru the mountains of North Carolina and Tennessee. Being pretty close to home, I was all in. I called my buddy Roy, and he and is '46 Chief were in.
Over 100 bikes lined up for the start Friday morning. There were a few Indians, a couple of BMWs, a few Brit bikes, and a sea of Harleys. Not official, but I think I was on the oldest bike there. They announced they would be filming the event for the TV show "What's in the Barn", and when everything was set, we headed out towards Chattanooga. The first climb from Maggie Valley up to the Blue Ridge Parkway was a good one. The Scout pulled along nicely, and we slowly made our way along the parkway.
The Cherohala Skyway took us to Tellico Plains for lunch
Then beautiful runs along the Hiwassee and Ocoee Rivers led us to Coker Tire in Chattanooga. They opened there shop area for everyone, and most riders took advantage of the space to work on their bikes.
I really felt good about the Scout, and had had a trouble free day thru some pretty tough climbs. The bike handled and ran really well, so I adjusted a tuff acting the throttle cable (that had refused to shut off a few times), changed the oil in the crankcase, checked a few bolts, and we were ready for Saturday.
Saturdays ride took us from Chattanooga to Red Boiling Springs Tn, to Cyclemos Museum. The riding was similar to Friday, with good curves, lots of scenery, and like minded people. Again, no major problems, and we pulled into Red Boiling Springs feeling pretty good.
Tuesday, May 6, 2014
500 Miles
121 days and counting down. It seemed like September 2014 was a distant date in the future when this project commenced. Lets take a completely wore out, broken, assembly of pieces and ride it across this great country. Sounded like a plan.............
Now its May 2014, and this bike is really starting to run well. I am getting encouraged with each ride, and things seem to be getting sorted out. It is nice to have the magnitude of the problems shrinking, with efforts now concentrating on tuning and getting to know the bike and the motor. Listening and the feel of the motor tell you a lot when riding, and keeping it in the sweet spot will help get to Tacoma.
The first rides were kind of nerve racking. Left hand throttle, where's the clutch, and what happened to the brakes. But you quickly settle into the ride, and the discovery process begins. Riding along about 40, back the main needle out until it blubbers, then lean it back out. Man it starts running good, then the head temperature starts climbing. Richen it up and it cools back down. Don't want to seize the motor, got to find the sweet spot. There are some pretty good climbs here, shorter than the Rockies, but just as steep. Retarding the timing under these higher loads and the bike seems happier. You become your own CPU, always adjusting the MAP, with the seat of your pants as the sensor.
It is truly a pleasure riding this bike. Easing along a county 2 lane on a 1929 motorcycle is a special feeling. Folks who enjoy a blend of nostalgia, history, and mechanical movement understand what I'm talking about. What an experience this is going to be!
Now its May 2014, and this bike is really starting to run well. I am getting encouraged with each ride, and things seem to be getting sorted out. It is nice to have the magnitude of the problems shrinking, with efforts now concentrating on tuning and getting to know the bike and the motor. Listening and the feel of the motor tell you a lot when riding, and keeping it in the sweet spot will help get to Tacoma.
The first rides were kind of nerve racking. Left hand throttle, where's the clutch, and what happened to the brakes. But you quickly settle into the ride, and the discovery process begins. Riding along about 40, back the main needle out until it blubbers, then lean it back out. Man it starts running good, then the head temperature starts climbing. Richen it up and it cools back down. Don't want to seize the motor, got to find the sweet spot. There are some pretty good climbs here, shorter than the Rockies, but just as steep. Retarding the timing under these higher loads and the bike seems happier. You become your own CPU, always adjusting the MAP, with the seat of your pants as the sensor.
It is truly a pleasure riding this bike. Easing along a county 2 lane on a 1929 motorcycle is a special feeling. Folks who enjoy a blend of nostalgia, history, and mechanical movement understand what I'm talking about. What an experience this is going to be!
Wednesday, February 19, 2014
New Valves
The valves being so far recessed into the cylinder and sitting on Zero margin has worried me since I put the top end together. Through the years, each time a valve job was done the seats were cut deeper and deeper into the cylinder. Liberal use of a 70 degree cutter and a lot of valve grinding left me with intakes that were about to fall thru the seat...........
Man has it been cold in Georgia this winter. We are not use to this treatment from mother nature, so one cold Saturday morning I decided to tear into the motor again. I am starting to worry that I may wear the threads off the head bolts, but am definitely learning the best sequence of operations to disassemble this motor.
Compared to the first picture, I think this exercise was a success. There is a lot of meat on the new valves, and no seats to bang loose. I think it'll make it!
Man has it been cold in Georgia this winter. We are not use to this treatment from mother nature, so one cold Saturday morning I decided to tear into the motor again. I am starting to worry that I may wear the threads off the head bolts, but am definitely learning the best sequence of operations to disassemble this motor.
Recessed valves with 0 margin
Searching the SI valve catalog, I found a big block Chevy valve with a 1 7/8" head and 11/32" stem. Measuring my valve pit, that should raise the valve seat back up and provide a good margin on top of the valve. I decided to try this and see how they turned out before trying to fit new valve seats in the cylinders. So I ordered some valve blanks to play with.
Upon arrival the first order of business was to grind the valve to the Indian spec of 35 degrees, if for no other reason, just to be different. With the help of a protractor, the valve grinder was set.
Grinding to 35 Degrees
After reaming the guides and some trial and error, I got happy with the seat and position in the cylinder.
With the valve raised back up, I marked the correct length and groove location, and moved to the lathe. It was slow going turning this stainless!
The Finished Product
And all loaded up
Compared to the first picture, I think this exercise was a success. There is a lot of meat on the new valves, and no seats to bang loose. I think it'll make it!
Friday, February 7, 2014
The Electrics
The electrical requirements on a 1929 vehicle were very different than modern vehicles. No power was required for heated seats, mirrors, power windows, radios, heated gear, gps units, Bluetooth signals, or any of the other essentials we have become dependent on in the 21 century. Life was a little simpler 85 years ago.
This Indian did come with modern electric lights. Earlier versions had used gas, but by 29 Splitdorf was producing a 6 volt DC generator, the DU-7, that was capable of just enough current to burn a headlight and single filament taillight. The DU-7 on my bike had been replaced along the way with a later Autolite unit off a Chief, which has a higher output, but can also put a lot of strain on the drive gear. With all of 15 HP at my disposal, extra drag is to be avoided!
Looking for alternatives, you have to consider a 12 volt system. Bulbs are easier to find, especially along the road, and current draws are reduced. Also, the pickings on 6 volt generators or alternators is slim. So I finally decided to use a small permanent magnet 12v alternator from a Kubota tractor. It is significantly smaller than the generator, and will produce enough current for my lights.
I had to modify the guard a little, and cuss a little, and adjust a little, but everything turned out pretty slick.
Wiring the bike came next. I had a piece of a reproduction wiring harness for a starter kit, and added additional wires for the brake light and new alternator. I mounted a traditional brake light switch,
and routed the wires to the taillight thru some copper tubing, just like the originals.
With the help of a dremel, I was able to get the single element socket out of the original taillight housing. A trip to AutoZone yielded a 12v dual element LED bulb and matching socket, and with a little solder the taillight was ready to go. A 12 volt bulb was substituted in the headlight, and all systems are go.
This Indian did come with modern electric lights. Earlier versions had used gas, but by 29 Splitdorf was producing a 6 volt DC generator, the DU-7, that was capable of just enough current to burn a headlight and single filament taillight. The DU-7 on my bike had been replaced along the way with a later Autolite unit off a Chief, which has a higher output, but can also put a lot of strain on the drive gear. With all of 15 HP at my disposal, extra drag is to be avoided!
Looking for alternatives, you have to consider a 12 volt system. Bulbs are easier to find, especially along the road, and current draws are reduced. Also, the pickings on 6 volt generators or alternators is slim. So I finally decided to use a small permanent magnet 12v alternator from a Kubota tractor. It is significantly smaller than the generator, and will produce enough current for my lights.
New 12v Alternator vs Autolite 6v Generator
I built the mounting brackets to fit the original bolt locations, and use the stock belt length. The solid state voltage regulator kind of looks out of place on an antique, but it will get the job done!
and
I had to modify the guard a little, and cuss a little, and adjust a little, but everything turned out pretty slick.
Wiring the bike came next. I had a piece of a reproduction wiring harness for a starter kit, and added additional wires for the brake light and new alternator. I mounted a traditional brake light switch,
and routed the wires to the taillight thru some copper tubing, just like the originals.
With the help of a dremel, I was able to get the single element socket out of the original taillight housing. A trip to AutoZone yielded a 12v dual element LED bulb and matching socket, and with a little solder the taillight was ready to go. A 12 volt bulb was substituted in the headlight, and all systems are go.
STOP
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