The new BAKER 4 Speed comes available with many options for side covers, with our without kicker, raw or wrinkle black finish and billet hydraulic or mechanical kicker cover upgrades. BAKER Kicker Gears come standard on kicker models. BAKER modern 4 Speed gearset is made out of brass bushings. Direct bolt-in transmission on most models, whether you’re running a tin type primary or open belt drive. Many other options/configurations/finishes for 1936-1986 FL™/X™Shovelhead™, Panhead™, Knucklehead™, Sturgis and Custom Applications. Call a tech guy at Baker Drivetrain.

How to get started? First by identifying your motorcycle type and year group if a stock bike, what style of chain you wish to run, and what sprockets you are thinking of, and the experts at Zippers Performance will give you the best optimized solution of sprocket, chain and necessary hardware to make your conversion right the 1st time. Need help understand gear ratios and offset calculations? No problem, they will explain and I promise that you will understand. Big Twins 5 & 6-speed, sportsters, custom bikes, every bike has one or more belt-to-chain conversion kits. Call Zippers Performance on my behalf at 410-579-2828. During Daytona Biketoberfest you can also talk to Dan & JK at the ThunderMax display at Rossmeyer’s Destination Daytona (picture Cyril Huze bike “Kiss My Wheels”)

If you are running a belt drive without the motor plate Crime Scene even has a mount kit for that.  This finned primary cover exposes your primary’s belt and pulleys through the fins (bad). The Bad Attitude™ cover is offered in two finishes, a satin finish with contrasting, highly polished edges on the fins (bad) or fully polished to a brilliant finish (bad too). Made from high quality cast aluminum with stainless steel hardware provided. Retail Price $335.00 satin; $450.00 polished.  100% made in the USA. At Crime Scene Choppers.

Question:

Answer:
Oils are compounded using three categories of ingredients:
1. Additives usually combined into a ‘package’ 2. Base oils sometimes including synthetics 3. Viscosity index improvers made of different types of molecules for different purposes.

We are committed to using the top shelf products within all three of these categories, and we continually tune our compounds to maximize quality. What this means is this:

Additive packages are revised every year by Infineum, the chemicals arm of ExxonMobil. They do all of the weartesting and analysis to ensure the packages meet the required OEM specifications thankfully, because this is the hardest work in the process. Some of these packages are built to be used at several optional treat rates for different uses. They perform dispersant, rust/corrosion inhibition, antifoaming, wear protection, antiacid and oxidation protection duties.

We always opt for the maximum treat rate allowable costs us more money but we believe it is money very well spent for wear and rust/ corrosion protection. Then, we specially modify the package with more zinc/phosphorus for even better cam, lifter, and main bearing wear protection. This adds significantly more to the cost. Only a small handful of companies do this, none of which make Vtwin specific oils. This is the reason for the high levels you see on the additive charts.

The base oils we buy are different from most of our competitors oils also. We buy exclusively from ExxonMobil for continued quality and consistency. You can buy cheaper base oils on the ’spot’ market, but you will lose all of the aforementioned advantages.

Unfortunately, we pay dearly for this benefit. The finer base oils have a higher natural viscosity index, meaning they thin less when temperature rises. This enables us to formulate a more thermallystable motor oil than our competition. The Heavy Duty viscosity index is a perfect example of what can be accomplished with higher quality VI improvers and higher VI base oils.

The viscosity index improvers do additional work on the oils to even further lessen the thinning out as heat rises. The market is flooded with cheap VI improvers none of which we have ever used, by the way. One category is Polystyrene. Another category is Olefincopolymers OCP which most higher quality motorcycle OEM oils are made with: OCPs cost more money than polystyrene. At Spectro, we choose an even more expensive product that is higher still in shear stability and in its ability to survive in a gearbox. For us, this is more money well spent. By the way, the straight grades do not need this component which is why they work fine with methanol.

This shear stability polymer combined with huge amounts of zinc/phosphorus, is what gives a rider longerlasting oil and a longerlived motor! The higher viscosity index is what gives the rider a smoother, quieter motor with better protection at start up. Spectro Performance Oils.

S&S Cycle

The S&S high performance clutch features 10 steel plates and 11 friction plates to increase the number of friction surfaces available.  The S&S clutch comes with a spring set that allows the clutch to handle up to 140 horsepower, with clutch lever pull that is equivalent to stock.  Stronger springs are available for applications up to 200 horsepower. Available for 1991-’06 big twins, except 2006 Dyna® models. MRSP reduced from $899.95 to $699.95 (cable) and from $949.95 to $749.95 (Hydraulic)

The S&S Cycle single bore tuned induction kit improves performance across the rpm range, with a real boost in the midrange. MSRP on a complete system is under $500.00.  Some applications are as low as $385.00.  Ordering has been simplified with a single part number.  Customers simply specify model and year of the motorcycle, the preferred finish of the intake runners, and the desired color of the filters.  S&S Cycle.

This Ultima belt drive system is equipped with a high quality 2” Goodyear belt and Barnett clutch plates and designed to withstand all the pavement pounding power you can throw at it. Offered in Polished or Machine finish at a very reasonable price of MSRP $699.00. Dealers can order direct at Ultima Products. Retail clients must order through their motorcycle dealer.

AIM Corp  (Advanced Innovational Machinery) proposes VP Performance Kits for upgrading H-D stock clutch without creating heavy clutch pull.  Just install the VP Performance Kit to your stock clutch, it will handle up to 182ft-lbs (@4000RPM) torque. Using the chart below. VP Performance Kits let you make the correct choice. There are four stages for various engine specifications. Contact Hiro Tamura on my behalf at 714-848-3030. AIM Corp.

Question 1

Question 2:  Can you explain multi-weight lubricants, so here an explanation in one short paragraph.
Spectro Answer: A multi-weight oil is an oil formulation that acts as if it has two different viscosities, depending on the temperature. At the lower test temperature (40C), it flows as the first number would indicate, and at the higher test temperature (100C), it flows as the second number would indicate. This multi-weight nature is made possible by the addition of long-chain polymers to the oil, which are coiled up when cold, but straighten out when hot, and thus change the flow characteristics of the oil. Thus a 10w40 oil will flow like a 10 weight oil when at 40C (fairly thin), but will not thin out more than a 40 weight oil would when hot (100C).

Question 3: My dealer says I have to use the OEM lubricant in my motorcycle or my warranty is void.
Spectro Answer: This is not true and may, in fact, be illegal. Have the dealer put this in writing on his letterhead. We doubt he will. All you need to do to fulfill your warranty requirements is to use a lubricant that meets or exceeds the OEM specifications. Spectro products meet or exceed all manufacturers performance requirements.

More questions? Email them to me at editor@cyrilhuzeblog.com and I will publish Spectro Oils answers.

The new F5K and F6K kits use a ratchet hub that presses onto the shank of the main shaft, then the O.D. of the ratchet hub presses into the oversized door bearing, securing it and preventing it from moving or breaking.  These kits feature Hydraulic or Mechanical systemd, Tranny case removal from the bike NOT required for installation, heavy duty stainless steel straight kicker arm, bronze kicker pedal, compatibility with factory starter or BAKER Firestarter, Door and cover pre-assembled, Gaskets, fasteners, and fork rod included, 2 year limited miles warranty. Retrofit ignition and a variety of finishes are available. Baker Drivetrain.

With the exception of the Model 1, all other BBB&C will have the option to upgrade to a 6 speed Baker at a very reasonable price”. Dar Holdsworth, Brass Balls Bobbers

Because I was raised with the notion that reporting, denunciating others is a no/no and to avoid this kind of situation, now I really wonder if it would not be better that part manufacturers be obliged to state the origin of their products.. Below, I faithfully reproduce this denunciation email. Tell me what you think. 

“Did You Know? Here is an industry secret most dealers do not know! The “Rivera Primo Transmissions” are made in Korea. The reason we know is because they are made in the same factory as the “Accessories Unlimited” transmissions, using the same parts. Up until recently we have stayed away from letting people know this information but we know feel that it is time you know the truth. The truth is that you are paying more for a name stenciled on the outside of the case. Other than that they are identical. This applies to the Left or Right Side Drive Transmission. Why pay more for the same thing”. Signed Accessories Unlimited.

Question 1:

Question 2: Can I mix viscosity grades?
Answer: Yes, you can and no harm will be done. Topping up with 10w40, if its all you have available, will not injure the 20w50 in your crankcase. It will, however, lower the overall viscosity of your crankcase oil to a certain extent. This will cause no harm to your motorcycle. Likewise, adding a 20w50 product to 10w40 will slightly increase the overall viscosity in your crankcase. Again, no harm will occur.

Question 3: What is a multi-weight lubricant?
Answer: A multi-weight oil is an oil formulation that acts as if it has two different viscosities, depending on the temperature. At the lower test temperature (40C), it flows as the first number would indicate, and at the higher test temperature (100C), it flows as the second number would indicate. This multi-weight nature is made possible by the addition of long-chain polymers to the oil, which are coiled up when cold, but straighten out when hot, and thus change the flow characteristics of the oil. Thus a 10w40 oil will flow like a 10 weight oil when at 40C (fairly thin), but will not thin out more than a 40 weight oil would when hot (100C).

More info at Spectro Performance Oils. Or email your questions at editor@cyrilhuzeblog.com.

Questions:

Answers:
Oils are compounded using three categories of ingredients: 1. Additives usually combined into a ‘package’. 2. Base oils sometimes including synthetics. 3. Viscosity index improvers made of different types of molecules for different purposes.

Additive packages are revised every year by Infineum, the chemicals arm of ExxonMobil. They do all of the wear testing and ensure the packages meet the required OEM specifications thankfully, because this is the hardest work in the process. Some of these packages are built to be used at several optional treat rates for different uses. They perform dispersant, rust/corrosion inhibition, anti foaming, wear protection, anti acid and oxidation protection duties. Spectro Oils always opt for the maximum treat rate allowable costs us more money but we believe it is money very well spent for wear and rust/ corrosion protection. Then, we specially modify the package with more zinc/phosphorus for even better cam, lifter, and main bearing wear protection. This adds significantly more to the cost. Only a small handful of companies do this, none of which make V-Twin specific oils. This is the reason for the high levels you see on the additive charts.

The base oils we buy are different from most of our competitors oils also. We buy exclusively from ExxonMobil for continued quality and consistency. You can buy cheaper base oils on the ’spot’ market, but you will lose all of the aforementioned advantages. Unfortunately, we pay dearly for this benefit. The finer base oils have a higher natural viscosity index, meaning they thin less when temperature rises. This enables us to formulate a more thermally stable motor oil than our competition. The Heavy Duty viscosity index is a perfect example of what can be accomplished with higher quality VI improvers and higher VI base oils.

The viscosity index improvers do additional work on the oils to even further lessen the thinning out as heat rises. The market is flooded with cheap VI improvers none of which we have ever used. One category is Polystyrene. Another category is Olefincopolymers OCP which most higher quality motorcycle OEM oils are made with: OCPs cost more money than polystyrene. At Spectro, we choose an even more expensive product that is higher still in shear stability and in its ability to survive in a gearbox. By the way, the straight grades do not need this component which is why they work fine with methanol. This shear stability polymer combined with huge amounts of zinc/phosphorus, is what gives a rider longer lasting oil and a longer lived motor! The higher viscosity index is what gives the rider a smoother, quieter motor with better protection at start up. Spectro Performance Oils.