During that time another close friend Arcides ( R-Cee-Dees) and I began forming a plan to customize and build a couple of seriously kick ass Harleys. Arcides owned a bone stock 1972 XLCH that we paid $4,500.00 for to the original owner. We looked for and hooked up with other riders that were interested in, or had already built, custom bikes learning as much as we could along the way from them. We read countless cycle rags and looked at hundreds of custom bikes. We now know that only by taking the time to look and learn about all those bikes that were products of another persons personality, character and dreams could we have built unique bikes of our own. We also researched what the options and procedures for building a hot Harley street machines were and who was doing them. Some of the better known shops in our area involved in the building, modifying and high performance aspects of this bike include Cycle Service, Zippers Cycle, Branch Flowmetrics, Nicks Cycle Salvage and Hannum’s Harley Davidson. To actually perform, coordinate, rebuild and handle customizing issues we used a local machine shop that had a solid reputation of repairing and restoring Knuckleheads, Panheads, Shovelheads as well as Evo motors on a regular basis. One deciding factor in choosing this little shop was that the back of this shop had a separate private area which specialized in dragsters. At any given time I saw no less than 3, 10 foot long full blown Sportster dragsters most with 90 cubic inch or better engines. I wanted horsepower and these guys where doing all the research. It’s one thing to tell some one you know what your doing and quite another proving it every weekend on the race track. After a few weeks of talking with the shop owners about the many possible limitations, options, modifications, updated systems, component combinations and products that would produce predictable and consistent results we worked out a schedule and chose which modifications would be done during the rebuilding of the engine. In the end the choice was simple, I picked the hottest possible setup using the best products available in every key area of the engine, transmission and chassis, that would not impact reliability but would be a good balance between horsepower gains vs. wear and tear.

The Process:

This bike is the product of years of research, fabrication, testing and tuning as well as a good bit of trial and prayer. I have broken the process down into 2 phases that detail the ( Pardon the usage of the term . . ) evolution of the Sportster into what it is today. I have detailed photos showing the different stages, progress and pictures of the bike at the completion of each phase.

Phase 1 : Street \ Drag

  The Sportster was completely dismantled. The wheels, sheet metal, engine, front end, swing arm and electrical systems were removed leaving the bare frame. While the engine was being worked on at the shop, I took charge of frame modifications and sheet metal and paint. The frame was taken to D&G Metals where it was sandblasted dead clean. Frame supports and engine mount welds were strengthened and the frame was then tested for it’s trueness. The steering head was custom molded to eliminate casting marks and holes to create a smooth clean shape. This look was then extended down to the point where the steering head is joined to the wishbone eliminating the abrupt step at that joint taking care NOT to fill in the serial numbers. Dupont’s ChromaBase Flint Metallic Black was then used for the finish on the frame. New Timken head bearings and swing arm bearing were used to replace the originals.

As I was off searching for fenders, forward controls and other options to complete the frame the shop had split the cases on the engine. The flywheels were sent to have a new crank pin and rollers put in and the stock connecting rods were reconnected. The flywheels were then trued and balanced. During that time back at the shop, the races on both sides of the case were lapped before the halves were rejoined and new Timken bearings where installed. While we were in the cases all races and bearings were checked and lapped or if needed replacements were pressed into the case. The jugs where then bored and honed to .020 over. We decided the engine would not be stroked and that Wiseco 10.5:1 would give us more bang for the buck without making the engine too hard to start. We were wrong, the bike ate 2 Prestolite starters before the starter was converted to a Big Twin Hitachi starter in Phase II.

With both halves together once again the shop began the work on the clutch and transmission. To compensate for the poor design of the Late 70’s wet clutch the shop drilled holes through the clutch hub that would allow oil to fly out of the hub. This obviously would give the clutch more bite but it would also create more heat. To overcome this obstacle a Barnett Kevlar clutch and steel plate setup was used. Barnett also makes an " extra plate " version for this year Sportster so there is a lot of help in this area.

  Barnett also makes a heavy duty clutch spring which we tried for the drag strip but, it seemed to press the pack too hard for the street and eventually snapped a few steel plates every 4-6 months. We went back to the stock inner\outer spring sets and have run very well. A Pingle heavy duty transmission door replaced the stock door. Andrews Close Ratio Main shafts were installed and the box was totally rebuilt and the stock gearing changed. Now to be perfectly honest, This part of the job was a big secret. The builder of this transmission would not go into any more detail than to tell me, " Oh, you’re going to love this" and grin. I do know that he changed the shafts and the gears themselves and their ratios. Hastings gears were used over Andrews gear choices. A new strengthened shift shaft was installed as was a Tsubaki primary chain for maximum strength to finish out the primary side. I questioned the use of the Hastings gears at the time because my research showed me that Andrews was a superior hardened gear. Then Bob showed me the box of cracked, shattered and otherwise destroyed Andrews gears he told me that in a competition gear box you want just the opposite. Softer gears with better mating surface tend to be much more forgiving under the brutal beating this engine was going to deliver when it was complete. He could not have spoken truer words. I learned a lot about high performance engines and racing during this time. I would go to the track with these guys and learned that gears win races not big inches. I learned that hitting 45-50 MPH in first gear with the bike still pulling and having a 2nd gear that is just as tall is way better than punching out your Sportster jugs to get 74 C.I.. It’s a common misconception. It also makes this Harley sound like nothing you have ever heard before in your life. Not only does this trans perform like this, it also shifts like butter. On the highway at 65 MPH you can kick down to 3rd and wind her up. Trying this on any stock 70’s Sportster will turn the engine into shrapnel. Every time I try to weasel some bit of info out of him about what he did to that transmission he just grins a stupid grin at me and asks me if I still like it, and of course, I do like it. Thanks Bob.

  Heads are another one of the weak points on the Harley iron motor. The machine shop had opened the exhaust valve port up to accept a 1-3/4" valve. They were then sent to Branch Flowmetrics in Texas. The heads came back looking like mirrors inside. At the machine shop Rowe bronze racing valve guides and Manley Stainless Steel valves were installed. Special high lift springs were ordered from Sifton to set up for the Andrews R5 cams. This setup was changed for several reasons in Phase II but we will talk about it then. Let me just say that most of what I got on the Dyno and at the track I got with the help of this head configuration.

  The rocker arms had been polished smooth to lower their weight and "Slingers" were cut into them ( more like left on, two areas on each side of the rocker arm were not polished off leaving a sort of curved looking fin ) to throw oil around the inside of the rocker box cover. This helps lubricate the bushings and the valve stems. They were installed into the rocker box tops using custom made bronze shims eliminating the stock spring retainers. The R5 Cams chosen for the engine are punchy in the midrange with lots of torque. Good for street power which was where the bike was intended to spend most of its time and occasionally be set up for the track. All the old mechanical electrical was removed and replaced with updated solid state electronics.

  With the engine back in the frame I started fitting up sheet metal. I must say that at the time it was slim pickings. There just was not a whole lot out there for 70’s Sportsters. Some stuff just had to be custom fabricated. My intention was a radical Custom Sportster, not a Sportster pretending to be a Big Twin so Fat Bob tanks and wide glide conversions were out of the question. The only modifications on the bike to steal from the big twin styling are the forward controls because I’m 6 feet tall, and the bobed fender to allow the 130 rear tire. Gotta have the fat tire on a custom cycle! I got that tire on the bike with the help of a machinist friend Mike D. that made up special spacers to offset the wheel just enough to give the chain and tire some breathing room.

  To me , and this is just my opinion, nothing looks cooler or has the style of an old Iron Head Sportster. Today’s bikes just don‘t have the lines. I wanted to give a low lean look to the Sportster. I found I could run FX style shocks with the Bob tail fender and still clear the tire. The tire was dropped down to a 16" from the 18" mag and I went with spokes front and rear. With the custom Corbin seat the bike was lowered 3" overall. The paint used was Dupont Chroma Base Navajo Turquoise. It was a cool color to me because at the time "Teal Green" was all the rage. This paint was a teal but based more on a blue tint making it very unique. I am truly a sucker for blue.

  Well Like they say, the poof is in the pudding so here she is ready to go in the Spring of 1994. It took about 2 days to prep and tune for each trip to the track. That year this bike Dyno-tested to 76 HP and turned in a 10.37 ¼ mile @ 131 MPH. This bike was run pretty much the way it is seen here for about 2 or 3 seasons. During this time I found out that Sportsters like to shake themselves into oblivion so close friends helped change out snapped motor mounts and busted battery box bolts and the like. I guess my predisposition for 7,000 RPM shifts was not helping this bike stay in one piece either but this bike ate rice rockets on a regular basis. I think most of that is due to you can’t beat somebody that’s just plain nuts and determined to win at any cost.

   So this is the way this 1978 XLH 75th Anniversary LTD looked until somewhere around 1997 - 98. At that time it seemed everywhere I looked I saw what looked like another version of my bike. Now I would hate to think that I started a trend in my area but these blue Sportsters with bobbed fenders and drag bars were popping out of the wood work. I knew that what I had was unique because I had truly built a bike that could easily back up its show with a ton of go, but I wanted to do more. I didn’t want anything anywhere to be like my bike. I guess that is the true nature of the real Harley rider. So it was onto Phase II

Phase II: Custom Show\ Street Drag

  It’s hard to be different. You need to find that place inside that belongs to only you. That is where you find your vision. Only by being honest with yourself and staying true to your vision can you create something unique. After pounding the streets and highways proving to myself and anyone that dared go against me that I had achieved the performance goals I set out to accomplish, I wanted more than anything else to create something one of a kind. I wanted to ride a unicorn. I was again joined in this project by my friend and neighbor Arcides ( most just call him RC ). He and I have spent countless hours riding, reading, talking and working on our bikes together. RC is probably the only other rider I have ever met that has shown me the sheer determination and willingness to do whatever it takes to reach a goal. I am very glad he was there during this process to share his thoughts and ideas and I am proud to call him my friend.

Over the years of looking for old Iron Head parts you end up in some really weird places. Some friends had steered me to a place everyone calls "The Junk Yard" in Williamstown New Jersey. The place was an old farm turned Harley Heaven. It had a main building that was a barn at one time and several smaller structures that served as service shops and others as showrooms. Walking in a total stranger and asking if I could get some help building a custom Iron Head I spoke at great length with a friendly guy with a long beard named Nick. He told me he had everything I could ever need for my old Iron Head and took me for a walk around the grounds. Seeing rows and rows of everything ever made by Harley Davidson impressed me plenty. Another thing that impressed me was some of the custom scoots I saw pulling in and out of the different shops. I later found out that Nick was the owner of Nick’s Cycle Salvage. We enlisted " Murphy" who ran a shop at Nicks and specialized in custom Sportsters. I think the first couple of hours talking to Murphy blew his mind. I don’t think he was fully prepared for the onslaught of ideas RC and I had for our bikes but he was up to speed in no time flat. Murphy lined up all the chroming, machining and assembly that would be necessary to complete the projects and also lined up a very talented painter. Soon after meeting the painter that would work on both of the bikes, we started once again looking into obscure colors and paints. Flames and the usual stuff were totally out. This had to be different! This is the last day before we totally dismantled the bike for a whole new look. Notice the bike never stops changing! 

  The painter was Jim from ¼ Mile Custom Concepts. A custom paint and body shop. Jimmy had done a lot of work on dragsters, funny cars and the tractors and trailers that hauled them around the country with matching custom graphics. At the time had not done a lot of Harleys but wanted to make the transition to full blown custom Harley work. I loved his work and could see he was really into doing something special. We drove over to his shop and I could clearly see his work was first class. He also seemed willing to listen to my ideas which I found impressive. Most of the other painters I talked to told me "Ghost Flames" and " Flip- Flops" meant custom but I never saw my bike looking like anything I had seen as examples of that type of work. It just wasn’t good enough and it seemed everybody was doing that. It just seemed old and tired.

  Well we had some thinking to do so in the meantime, off with the sheet metal and out to Browns with parts that needed to be chromed. You’ll notice the original shroud still over the headlight in the picture above. That was done away with and replaced with a Zel bracket mounted headlight for a super clean look on the front end. Also while reworking the front end a fork brace was added for better handling in the corners.

Well here we are once again down to the nitty-gritty. The triple trees were never chromed in phase I and going for a show look I wanted everything on the front end chrome. Since I never uses turn signals Murphy ground off the mounts before sending them out which made a big difference in the finished look. While the engine was out of the frame it was also given the once over to repair or modify  problems I had encountered over the last few years and there was a couple.

  I might want to point out that his being a 72 and mine being a 78 represents the first and last year of the side oil bag Sportsters.