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
Sunday, January 19, 2014
Goodbye 2013
Late December, 2013.
I went down to the shop Christmas Eve to check on the Indian. It has been a full year rebuilding this bike, and to be so simple it has presented a lot of challenges. The forks, frame, fuel tank, wheels, motor, magneto, and the list goes on. They have all been addressed, and hopefully will be up for the 4000 mile test. I feel like I know this bike pretty well now, and will be ready for September.
It is really special for me when I think of all the other people who have ridden and worked on this bike through the years. It rolled out of Springfield into the possession of a new owner in 1929. I would have loved to have seen it that day! I wonder how it faired the great depression, and then the second world war? Who all learned to ride on this bike, and where all has it been? What kind of people have owned it, who hurried home from school to sneak it out, who broke the mag case, and who pushed it into the corner of a barn? People were tough, and life was a little simpler. They made things that lasted. Man if this thing could talk, what stories I would hear.
So I finally bid goodnight and Merry Christmas to the 101. It has been restored very close to what an original 1929 101 Scout was like. Its a beautiful machine. Charles Franklin should be proud.
Now its time to start getting it ready for the Cannonball.
I went down to the shop Christmas Eve to check on the Indian. It has been a full year rebuilding this bike, and to be so simple it has presented a lot of challenges. The forks, frame, fuel tank, wheels, motor, magneto, and the list goes on. They have all been addressed, and hopefully will be up for the 4000 mile test. I feel like I know this bike pretty well now, and will be ready for September.
It is really special for me when I think of all the other people who have ridden and worked on this bike through the years. It rolled out of Springfield into the possession of a new owner in 1929. I would have loved to have seen it that day! I wonder how it faired the great depression, and then the second world war? Who all learned to ride on this bike, and where all has it been? What kind of people have owned it, who hurried home from school to sneak it out, who broke the mag case, and who pushed it into the corner of a barn? People were tough, and life was a little simpler. They made things that lasted. Man if this thing could talk, what stories I would hear.
So I finally bid goodnight and Merry Christmas to the 101. It has been restored very close to what an original 1929 101 Scout was like. Its a beautiful machine. Charles Franklin should be proud.
Now its time to start getting it ready for the Cannonball.
Sunday, November 3, 2013
Barber's 2013
We had a great weekend at the Barber Vintage Festival. Perfect weather, and a weekend full of old bikes, swap meets, racing, auction, shows, and friends. Both new and old!
Well the sliding completion date is becoming about as useless as a politician's promise. We were scheduled to leave Friday morning, and sometimes around Wednesday it became obvious this Cannonball bike would not be in the parade. But to much work had been done to leave it at home, so I assembled what I had, and we loaded the trailer. Two Germans and an American Indian.
Upon arriving, I find out there is no where to park the trailer, and I will have to take it to the motel. Now with 3 bikes and a truck and only 2 people, that is a problem. While we are trying to decide what to do, I see a sign for the AMCA show. So we decide to pull down there, and see if we can enter the bikes in the show. That way at least we can unload the trailer.
The nice folks from the Confederate Chapter of the AMCA said of course we could enter some bikes, and with the applications filled out, we dropped 2 of the bikes off.
The Indian's first appearance as Cannonball #96
and the 1967 BMW R50/2
and then for the 1960 / 70 class
It really felt good to get a little recognition for all the work on both of these bikes.
But this Blog, and this journey isn't about show bikes, its about riders. So we loaded the Indian up, and rode the 2 Germans into Birmingham for dinner, then rode around sightseeing a little, then on back to the motel.
A weekend like this always gets a person motivated. All the way back to GA, all I could think about was getting this Indian finished, getting it sorted out, and then prepping for 4100 miles. Daytona to Tacoma.
Its going to be Epic!
Well the sliding completion date is becoming about as useless as a politician's promise. We were scheduled to leave Friday morning, and sometimes around Wednesday it became obvious this Cannonball bike would not be in the parade. But to much work had been done to leave it at home, so I assembled what I had, and we loaded the trailer. Two Germans and an American Indian.
Upon arriving, I find out there is no where to park the trailer, and I will have to take it to the motel. Now with 3 bikes and a truck and only 2 people, that is a problem. While we are trying to decide what to do, I see a sign for the AMCA show. So we decide to pull down there, and see if we can enter the bikes in the show. That way at least we can unload the trailer.
The nice folks from the Confederate Chapter of the AMCA said of course we could enter some bikes, and with the applications filled out, we dropped 2 of the bikes off.
The Indian's first appearance as Cannonball #96
and the 1967 BMW R50/2
The poor old 74 R90 got left out of the show, but we had to have something to ride back from the motel.
Hanging around the show was great. I got to meet some of the other Cannonballers, and check out there equipment. I got a lot of valuable information on what to carry, how to prepare, and what to expect. The effort that everyone puts in to this event is amazing, and it was great to be finally out of the garage with this bike. It was tough when they all headed over to do the parade lap, and I had to watch from the fence. Not much of a spectator.
But I did get a lot of positive feedback on the bike, and all the work done so far. But the biggest surprise of the weekend came when we went to pick the bikes up from the show Saturday afternoon. As I was pushing the Indian off the stand, I heard my name called.
and then for the 1960 / 70 class
It really felt good to get a little recognition for all the work on both of these bikes.
But this Blog, and this journey isn't about show bikes, its about riders. So we loaded the Indian up, and rode the 2 Germans into Birmingham for dinner, then rode around sightseeing a little, then on back to the motel.
A weekend like this always gets a person motivated. All the way back to GA, all I could think about was getting this Indian finished, getting it sorted out, and then prepping for 4100 miles. Daytona to Tacoma.
Its going to be Epic!
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