Dyna update

The MotoWriter Dyna 

As many of you know, last year, I crashed my Dyna Street Bob (affectionately known as the MotoWriter Dyna). 

For those new to the blog (or missed the original post)- basically, I was riding on a road that I knew had a dangerous intersection, where gravel from an intersecting road washes into a curve of the main road. While I wasn’t speeding, I should have slowed down more than I did, because I wound up encountering the gravel that was perfectly in line with my front tire. In what turned out to be a failed attempt to avoid it, I lost control, high-sided and won a busted bike, a gnarly cut across my back and some bruised internal organs as reward for my carelessness.

Once the insurance company and I settled up (I chose to keep the scoot and rebuild it), I set out to tearing it down and repairing it, piece by piece. Now, I’m not rich by any means, but I’m not poor, either. I chose to do the work myself because I enjoy it. Besides, if God gave me the confidence to try, and the ability to succeed, why on earth would I pay someone else to do it?

Tear down

The tear down involved taking the bike down, basically, to a unicycle. The forks, triple-trees, tank, seat, and a bunch of small, miscellaneous parts came off. From there, I inspected each piece, determined what was damaged and what wasn’t, and then made a list of what I needed. Fortunately, the frame was solid, straight and undamaged (which was my biggest fear), and the tank wasn’t dented, just scratched up on the low side. 

In removing the triple trees, I found that the neck bearings were worn out and unusable, but I’m not sure if that was a result of the crash or simply a previously unseen result of, prior to my ownership, neglect. Either way, those were replaced. I found a set of “new” take-off handlebars that I picked up at a pretty good price, and I found a nice set of “new” take-off fork sliders (these things couldn’t have had more than 100 miles on them when they were swapped out). I picked up a nice, used clutch perch, a new set of levers, a new pair of fork tubes and a couple of fork rebuild kits from my local Harley-Davidson shop. The front wheel and wheel bearings were good, as were the front and rear fenders. The exhaust survived, but the heat shield was tweaked and a clamp bracket was broken, so I repaired that and massaged the heat shield back into shape. 

After rebuilding the forks and installing the new neck bearings, I put the front end back together and then I rewarded myself with a nice cold Miller High Life… because let’s face it… making a motorcycle out of a unicycle is worthy of the reward of the “champagne of beers.”

Once the front end was back together, I set out to cleaning up the tank scratches. I had some paint left over from the quarter fairing that I installed before the crash (R.I.P. to the fairing, as it did not survive the crash, nor did it make the final cut of replacement parts). I tried painting a patch area, but that effort failed, so I put that on the back burner and decided to make sure the damn thing would run and ride again, instead. I’m glad I did, because I was seriously considering selling or trading the Dyna until I fired her up for the first time since the crash. The 96” Twin Cam came to life easily and it ran and rode great- so great, in fact, that I have ridden it several times over the last month… funky paint and all. Riding it reminded me how much I actually like this motorcycle.

After riding it a few times, I decided to dedicate a day (today) to repainting the tank. Over the past few months, I’ve been trying to decide if I should change the color, or maybe do a cool design, or maybe even swap the tank badges for decals. Ultimately, it was Mrs. MotoWriter that reminded me what one of the guys at the Harley-Davidson Museum said to me, when we were talking about the MotoWriter Dyna. He told me that, since Dynas are no longer made, and since so many of them have been hacked up and made into stunt bikes and racing machines, that a (mostly) stock Dyna Street Bob in Brilliant Silver paint, was likely to become a pretty valuable machine one day. Now, he may have just been telling me that to make me feel better about my relatively boring silver bike, but it did make me start looking for others like it. To my surprise, I didn’t find many silver Street Bobs out there. Like the guy said, most Dynas I’ve come across have been turned into wheelie and stunt machines (which is a trend that I can’t stand… maybe I’m just getting old, but public streets where my family drives just isn’t the place for f*@%ing around on a 600+ pound projectile that is precariously balanced on one wheel by a SQUID that doesn’t believe, or doesn’t care, that he could lose control and kill himself or someone else- rant over).

As of today

So that brings me to today. I took the tank off, prepped it for paint and have begun laying the metallic goodness down (I’m between color coats as I type this). After I finish the color coats, I’ll go over it with several coats of clear until I’m satisfied with the results, then I’ll let it set for a few days before I finish it up and get the badges back on, and get it mounted back on the bike.

Stay tuned for more photos once it’s back together and ready to hit the open road again. Until then, ride safe and avoid making the same mistakes I did!

Updates coming soon!

Hey MotoReaders!

I’m super busy at the moment, but I wanted to drop a quick post to let you know that I’ve been working (literally) and getting some fresh new content for the ole website while doing so. In the next few weeks, I’ll have some new ride reviews on the new 121ci vvt CVO Road Glide, the new Lowrider ST and the Pan America. I’ll also throw in an update on the status of the MotoWriter Dyna and I might even talk about some other cool stuff that I’ve been doing lately. 

Drop a comment and let me know which review you’d like to see first, then check back soon!

Till then- ride safe and make good choices!

Dyna Update!

Fork seals

Ugh. Hydraulic forks are the best... until they're not. Most people will ride their motorcycles for years without ever even servicing them. The maintenance is pretty straightforward, most of the routine services simply require draining the old fluid and replacing it with fresh stuff, which, in a lot of cases, can be done without even taking the forks off the bike. Most fork seals last for years, and for thousands of miles, as long as the fork tubes are kept clean and free of debris.

But if you're a project hunter, like me, who can't turn down a great deal on a bike that needs a little love, chances are, you're gonna be doing a helluva lot more than simply swapping fluid. I've got two such bikes sitting in my garage, right now. One, is an '06 Sportster that I picked up for less than $2k a few years ago, and the other is an '11 Dyna Street Bob that I added to the stable a couple years later. Both of them were complete, but in deplorable condition- rust and corrosion was rampant on both, neither was running and both of them had been neglected for several years. But... I got them cheap and trusted myself with being able to get them back on the road, which I did. 

Both bikes have been awesome, but both have had the common issue of fork seal leakage, in part because I half-assed the job the first time on both bikes. Let me explain.

Sporty

When I first got the Sportster, the fork tubes were obviously roached. They were pitted with rust from top to bottom. The sliders were fine, but the tubes were simply beyond repair. Where I half-assed it, was I stupidly went on eBay in an attempt to save a few bucks and bought a set of used tubes that were significantly better than mine. With a new set of Genuine James Gasket seals and my new used tubes, I put her back together with some fresh 10w oil and she was good to go, for a few years anyway. After a few years of riding, one of the seals sprung a, very minor, leak. It was just minor enough to make me doubt if it was actually leaking, but after a few months, I realized that I was going to be doing a fork seal job again. 

Dyna

When I first picked up the Dyna- a 2011 FXDB Street Bob- I already had some knowledge of the bike's history. I bought it from a friend who, several years earlier, had bought it from a local Harley-Davidson dealership. He was the second owner of the bike and I was actually with him when he bought it. As it turned out, he didn't ride the bike as much as he thought he would and it ended up sitting in his driveway under a bike cover... for years. I hadn't seen the bike since he bought it and had no idea how bad of condition it was in before I agreed to buy it. It really didn't matter to me though, because for the price he was asking, it was worth it. When I first saw the bike, I was in awe of how bad it was. For a bike that was only 7 years old with less than 10k miles, it looked as if it had been abandoned in a field for a decade. I guess that's a drawback of living in the south, near the Gulf of Mexico- the salty, humid air makes short work of corroding metal. The ethanol based gasoline did it's own damage to the inside of the fuel tank, but that's a story for another day. 

The fork tubes didn't look too bad at first glance- the uppers were a little spotty, but the lower sides looked fine, even though they were both leaking. I assumed that the seals were leaking due to being dry rotted, and I wasn't completely wrong, so in my eagerness to ride the bike, I bought a set of Genuine James fork seals for it, then tore it down and put it all back together in an afternoon. I was stoked to ride it... for a few hours anyway. I assumed that the problem was with the seals, since I had previously installed a set of the same brand on the Sporty and they were now leaking after only a couple of years of riding. In my frustration, I cussed the Genuine James Gasket Company for all they were worth, then went online to do some research.

The Sporty fork saga, continued

Having had my fill of frustrations with the James Gasket seals, all my research pointed me to ordering a set of All Balls Racing seals for my trusty little XL. Once I got it tore down, however, I quickly realized that the seals weren't the problem. Apparently, something (probably sand, since I live near, and often ride beside, a beach) had gotten under the dust seal and made a nice little scratch on one of the tubes. The eBay tubes, if I'm guessing by their appearance, were most likely show chrome which is pretty, but not the most durable for a machine that is ridden a lot, so I bit the bullet and ordered a set of new hard chrome tubes, made by Hard Drive. I put it all back together with some 15w, for a little better dampening. She rides better than a new bike now...with no leaks!

The daggum Dyna

I like this damn bike, a lot, but boy it sure makes me cuss sometimes. After getting the new seals, I tore the forks down and, after a quick inspection of the tubes, put it all back together with the new All Balls Racing seals. Success! No more leaking! I was ecstatic... such a simple fix... 

...or so I thought.

Within about a month of riding, that familiar old bead of oil showed up on the high side tube again. I put the bike back on the lift, pulled it apart for what felt like the hundredth time, and inspected it like a jeweler inspecting a diamond. All of a sudden, I saw it- a small, barely noticeable, chip in the chrome, just above where the seal sets when the bike is at rest. The chip was small, only about a millimeter in diameter and was barely discolored, making it hard to spot with a quick visual inspection. The location was such that, when the bike was rolling on relatively smooth roads, the seal didn't cross over the chip, but when the fork compressed under a harder bump, the seal crossed the chip and a tiny bit of oil would leak past. 

As I dragged my fingernail across the chip, I felt it catch the edge and at that moment, I knew that I had, now twice, cussed the Genuine James Gasket Company in error. Oops... sorry guys.

I did my best to try to smooth and polish out the chip, to no avail- it continued leaking, so I called my local indie shop, French & Son's, and ordered a new set of Hard Drive hard chrome tubes and a new set of All Balls fork seals. Once I had them back in the shop, I put the Street Bob back on the lift, tore it down for what felt like the millionth time, and went to work. Having pulled the forks apart so many times, it didn't take me long to install the new tubes and seals. I topped it all off with some fresh 15w fork oil, put it all back together and rolled it off the lift... again. This time it's (finally) fixed and now it rides better than a new bike, too. 

The lesson learned

My dad used to tell me that if you're going to do something, do it right the first time. Well, for the Sportster, the biggest mistake I made was trying to save a few bucks by buying a set of cheap, used fork tubes. In my defense, they lasted a few years before they got scratched. That could have happened to anyone, I suppose, but by buying the tubes used from an individual, I had no specs on them and ended up buying a set of nice looking, but not very durable, show chrome fork tubes that were susceptible to getting scratched. With the Dyna, however, I'll admit that I half-assed it from the jump. I should have taken the time to inspect the fork tubes before I ever put it back together the very first time, but I was trying to save time and money so that could get back to riding the bike as quickly as possible. In doing so, I ended up having to do the job, way more times than I should have. Besides the aggravation, I also wasted valuable time and money on seals and oil. 

Now that both of the bikes are back together, I can focus on actually riding them. Maybe, while I'm out riding, I'll stumble across another project bike that I can tinker with. One thing's for sure though, if I do get my hands on another crusty project, I won't be cutting any corners when dealing with hydraulic fork tubes... I might just go with a springer front end, instead!

Regardless of what you might find yourself working on next, remember this:

If you do it right the first time, you'll only have to do it one time. 

PRODUCT REVIEW! Road King Special Handlebar UPGRADE!

Product Review- KST Kustom's 12" StraightJacket bars

If you watched the long-term review of my 2017 Harley-Davidson Road King Special that I did on my YouTube channel, you will no doubt know that my biggest point of contention with this motorcycle was the absolutely awful handlebars that the MoCo installed on this, otherwise fantastic, machine. I don't claim to be a great video blogger, hell, I don't claim to be a great blogger... but I do consider myself to be an extremely fair and impartial judge of motorcycles, moto-gear and moto-parts. It's in that fair and impartial judgement that I try to bring you good folks- my devoted readers- some insight and some, hopefully, helpful information to help you decide on what to spend your hard-earned dough on. So, if you've dropped a stack of Benjamins on a Road King Special and you are tired of the pinched wrists and numb fingers from those stock bars, keep reading because this review might just help you decide.

Now, without further adieu, let's talk about these bars!

KST Kustoms- company background

KST Kustoms is based right here in the good ole' US of A, operating in the sweet southern air of Bremen, Georgia. According to their website, they build their handlebars in a 21,000 square foot facility using over 30 years of experience in the motorcycle industry dealing with several major manufacturers, to include Harley-Davidson, Victory and Indian. Why is that important, you might ask? Well, simply put, they understand the importance of high quality parts with premium finishes and high grade materials. In other words, you aren't likely to buy anything from this company that is going to bend, twist or corrode.

Google Earth view of KST Enterprises 21k sq ft facility

Another interesting note from their website is that they "strive to exceed" their customer's expectations with a "commitment of respect and honesty." Well then, color me intrigued. Those aren't values commonly seen in many of the companies we deal with these days. The folks over at KST, Brett Kent and Ret Tolleson, also claim to design their handlebars "to maximize handling and minimize fatigue all while looking aesthetically pleasing." If you watched my video review all the way through, you probably noticed that I spent an unfortunate amount of time complaining about the bars on my beloved Road King Special because, while the finish was nice, the shape was awful. My fingers would go numb, my hands would hurt and my wrists would get cramps from the angle of the grips. I also noted that one of the most significant things that attracted me to this bike was the appearance- it is an absolutely beautiful motorcycle- so putting a set of cheap, crappy handlebars on it was simply not an option for me. Being a working man, though, spending a thousand bucks on bars wasn't an option either. There is always a middle ground and that's what I found with these bars. 

Opening the box

My first impression of opening the box was pretty basic- a big, more or less, empty box with a set of very well wrapped bars in it. I don't need much more than that. The bars were wrapped from tip to tip, with nowhere for any of those pesky scratches to get in. The label was attached to the bars and the wiring was attached to the label- simple, basic and to the point. I liked it. Not sure if you need the wiring extensions? No problem, their website explains what you need for your particular bike. If you still want to make sure, just shoot Ret a message and he'll tell you exactly what you need for your bike. If you have a 2017 and up Road King Special, though- you can take my word for it- you only need the wiring extensions and KST sells them for $35. Your stock hydraulic brake and clutch hoses are long enough.

Installation

These bars feel good and have a nice weight to them. They feel like a high-quality component. Installation was pretty straightforward- a few basic hand tools and a couple of beers paired up with some good music in the background for... ambience. But seriously, you just need to cover your tins with blankets to protect them from dings or scratches and take your time. You can always pay someone else to do it for you, but why would you? It's an easy job and you'll have the satisfaction of telling your wife (or husband) how much money you saved. One thing to note- when you are removing your brake and clutch assemblies, take a couple of plastic bags and bag them. The handles are great for suspending them up and out of the way, and the plastic makes sure that they don't inadvertently leak fluid onto your paint. This is a review, not a how-to, so I'll spare you the detailed steps, but basically it goes like this- remove the clutch and brake controls from the bars (DO NOT remove your hydraulic lines from the reservoirs), remove your headlight to get to the wiring behind it, remove the handlebar clamp cover and remove the clamp. Once you have your stock bars off, take it to your work bench and swap the hand controls over to the new bars. 

One thing to note- the largest of the plugs need to be removed from the wires. It's easy to do, (google it, if needed), but just make sure that you take note of which wires came out of which slots (the slots are numbered and the wires are color-coded). I used baling wire to fish the wiring through the new bars, but you can use whatever you have- just make sure it's strong enough to pull your wiring without breaking. Once you have your controls set up on your new bars, plug in the new wiring extensions and head back over to the bike. I left the protective wrapping on until I had them mounted and adjusted to the position that I wanted them in- no need to invite scratches to the party this early, after all. 

GET A Grip!

The stock Harley-Davidson grips are exactly what they need to be- functional and cheap so that there is no regrets about taking off a good quality part to replace it with something that looks or feels better. Grips, mirrors, pegs (or floorboards) and exhaust are the most common things to be replaced first on a motorcycle, so it's best that the MoCo doesn't put too much time and money into these particular items. I've always chosen Avon grips for my Road Kings and Biltwell grips for my Sportster and my Dynas. The Avons have durable rubber inserts over a really nice aluminum core with a beautiful finish that goes perfectly with the look and style of the elegantly refined, highway cruising, Road King. The Biltwells are inexpensive, soft and offer just the right amount of vibration dampening needed for those loud, shaky boulevard bruisers. I've owned three Road Kings and I've haven't been disappointed by Avon grips yet.

Mirror, MiRROR ON MY BIKE

Rusty stems on my stock mirrors

Talking about disappointment though- another point of contention with my Road King was the stock mirrors- the finish was truly despicable for a motorcycle that costs as much as a small car. The ironic part is, I actually like the factory Harley-Davidson mirrors. They have a unique, "Harley shape" and they have a great field of view. Most of the time, the finish on their stock mirrors is good, if not great, but for some reason, I guess my bike got the "Friday at 5 finish"- you know, the "it's almost quitting time, this is good enough" workmanship. Maybe they were just a bad batch or maybe some little road gremlins took a leak on them when my bike was parked, but either way- I wasn't about to keep these crusty, rusty pieces of crap on my flagship cruiser. Now, I'm not an uppity person. I don't require brand names or high price tags. I like what I like- functional components with a nice design. The better the price- the happier I am. 

When I found these mirrors on eBay, I kept a close eye on them. The seller claimed them to be new old stock "Kuryakyn Hex II" mirrors. I honestly didn't care who made them, I just liked the shape and the price- under $50. They came wrapped in bubble wrap and when I pulled them out, I was pleasantly surprised at the quality. They are all aluminum and have crystal clear glass. When I installed them, though... they didn't look right to me. There was just something funky that didn't set right, so I contemplated my next move- buy another set and shelf these, or make some kind of modification to them. I had an epiphany and decided to swap the mirror heads from one side to the other. The result was a much more aggressive look, that had a lower profile and a more streamlined shape. It was definitely the right thing to do. Whoever made these mirrors needs to be proud of their workmanship. They are well made with an aluminum body and aluminum stems. They have a clear field of vision and hold steady even on the worst roads I've found. Not bad for less than $50.

Final thoughts

The guys at  KST make some bold claims about their products and company and I'm here to tell you- they back them up. They are friendly, helpful and very responsive and the best part is, they deliver exactly what they promise- high quality parts with a great price and exceptional customer service. These bars are well designed and perfectly executed and best of all, they look like they were designed for this motorcycle. No more suffering with numb fingers and pinched wrists. The height on the 12" Straightjackets are perfect for my five foot, nine inch tall "dad-bod" and I've even noticed that they make the bike feel even more nimble than before, probably because of the additional leverage gained by the extra 3" in height. 

Look, I'm a simple guy. Harley-Davidson hit a homerun when they first introduced the Road King in 1994. It had everything that a rider could need, a big comfortable seat perched atop a big frame that was purpose-built to stand up to hours out on the open road. It had lockable saddlebags to keep your gear dry and secure and a basic, removable, windshield to keep most of the bugs and some of the rain off of you. Over the years, the engineers in Milwaukee refined that machine, over and over, making it more comfortable, more fuel efficient and more powerful. In 2017, they gave it a makeover to give it a more aggressive look and, in my humble opinion, they knocked it out of the park. I absolutely love this bike, but over the past twenty thousand miles, I've grown to despise the sorry excuse for handlebars that the Motor Company mounted on top of that majestic Hiawatha headlight. If anyone from the best damned motorcycle company in the world is reading this blog, I would strongly encourage them to give Brett and Ret at KST Kustoms a call about giving this badass bike an upgrade on the assembly line. In case they don't though, and you have a set of those awful, 9" tall atrocities that came stock on the FLHRXS, check out the products offered by KST. Place your order, grab your service manual, crack open a tasty beverage and get to work making your Road King Special, truly special.

Until next time, ride safe and make good choices, y'all... I've got some riding to do.

Stock grips are... well, stock grips- cheap and easy to replace

The new bars behind the stock H-D CVO Windsplitter windshield

Just a couple of upgrades from factory-
J.W. Speaker headlight, KST Kustoms
Straightjacket 12" bars, and some "mystery"
mirrors from eBay.

The new mirrors didn't look right to me...

...but with a simple swap of the mirror heads, I got the look I was going for.

Before and after, showing the height difference

These bars look good with the windscreen...

...and without.