There are a lot more knowledgeable people on here than me, but, if it was me I'd check the case holes for out of round. If they were I'd rework the cases. If they were good I'd have a machinist chuck up the cylinders and remove what's needed from them.

 

Well, I am back on this 'Johnny Cash' 49 FL special cuz I still cannot wear boots for longer than a few hours without the foot swelling up (won't ride in tennis shoes). Need some info please on gear ratio on a stock transmission. Andrews has 2.44 1st / 1.35 3rd gear set and 2.44 / 1.23 3rd gear set for this FL. Which is stock. Not gonna run close ratio gear set cuz I am most likely going to add a hack to it, just because I have almost everything I need for it.

Pulled out the outer primary that came with the 49 EL project many moons ago. I never used it because of the road rash in the usual place along with some rust that ate into the cover. After further research I found out that the outer primary is most likely OEM and the inner is as well tho 52-54. Someone told me that Carl's Cycle Supply reproduces the correct inner primary for the 49. If so I'll replace the inner on the '49 EL with theirs and use the 52-54 on this project. Have a later style outer that is also OEM, so I'll probably just add that to this project.

Lastly, anyone with a lead on a correct '49 frame, can you let me know and I'll chase the lead(s) down. When I got the EL project as a semi-basket the hole fr the steering damper and pin were in place. It also had the horn mounts welded on the down tubes (tubes were not flattened as was done on later frames). I had no knowledge at the time that it was a mid-48 until I got hooked up with Bruce Palmer's book (thank you Speeding Big Twin for politely drawing my attention to this). The only other welding on the frame was a repair I had made at the bottom of the seat tube where it connects to the bottom part of the frame. It was cracked. Other than that it is a nice frame painted with the correct HD paint. Would like one that is to all buggared up.

If someone comes up with something, I can post pics of the frame and the drawing of the casting markings on the frame in case someone wants to trade (or not).
The EL is really close to correct and the incorrect frame is a big wart I would very much like to correct. Ideally an early 49 frame would be nice (my VIN# is below 500).

 

So, my intent is to add a hack to this project, only because I have all that I need to add one (49 frame and 44 tub).

Standard crank assembly coming from T&O.

Standard Andrews transmission gear set

1. Looking for the best gearing option to pull the rig...motor sprocket and transmission sprocket

a. Motor sprocket options go from as low as 19 to a high of 24 teeth

b. Transmission sprockets go from a low of 20 to a high of 26 teeth (I have a 24 in my stash).

2. Will the change form the stock gearing necessitate a change in the length of the primary chain?

a. Standard size is 428 x 2 x 82.

b. V-Twin carries one that is 428 x 2 x 80.

 

Im losing track of all these bikes you have on the go.

 

Reminds me of someone else as well

 

Well it looks like a 23 on the motor and a 24 on the tranny will work. Also found the 82 link primary chain will work just fine.

Pulling gaskets and stuff. Going to use James base gaskets. I've had good results with both James and Cometic head gaskets. Just trying to save a few buck tho and use what I've got rather than spending $60 on a new pair of cometic head gaskets




Have three different cylinder head gasket, two by James and one unknown if anyone can identify. I assume the James ones are a late (left) and early (right) style manufacturing?


Ordered a crank assembly from Truett and Osborne and received my Andrews gear set. Just waiting for a new high speed case race for the tranny to be done and I'll be able to start on the transmission build..

Dug out all the cages, bearing and spacers need to assemble the bottom end between the cases. Need a case race for the left and going to replace the one that is in the right. Have all but a couple small parts that I need for the cam chest.

Question regarding the cam selection.

Andrews offers a couple different bolt-in cams for the early motors. Mine is an FL using 7.5:1 pistons

"J" grind (mild street, smooth idea, more power thru the mid-rang).
"A2" grind (more mid-range and high end power)
"B" grind ('bolt-in' is only description)
"1" grind (low compression version of the "A" grind for engines with 7.5: 1 compression pistons.

Running a "J" grind in the chopped 50 using the 7.5: 1 pistons (runs well).
Running a "J" grind in the 65 (tho I haven't fired her up yet).

 

I had a J in my 48 and 62 and will run a J again. I dont think you can go wrong with one.

 

And the blue head gaskets would quickly become frisbee's if I were you.

 

A2 is a great cam, but it needs more compression, I think.

 

FWIW, I have used James and Cometic base gaskets and both leaked—but that’s because the cases on my ’51 FL have wear and minor damage around the mating surfaces that I didn’t want to repair (R&Ring the studs concerned me and at the time my bottom end was within spec, so didn’t want to split the cases). So, I used OEM base gaskets with Ultra Gray (= Yamabond), and nary a leak at ~3,500 miles when the bike was parked for the forthcoming bottom end.

I hear you on the expense of Cometic head gaskets. I have used Payen head gaskets on my A-Series (naturally aspirated) builds with good results, which are essentially identical to James’s design with fire rings and orangey goo, so for sure I’d opt for the James among the three sets you show. That orangey goo embedded into the gaskets will disperse too much if you over-torque them—but of course you won’t make that mistake with your experience.

Very exciting to see the ‘49 coming along. I’m envious of your progress and hope to commence the bottom end on the ’51 soon.

P.S. - I’m going with the J grind Andrews cam on the ’51. I think after talking to their tech guy that it’ll be a good modest step up without requiring more compression, gas additives, etc. The tech guy told me 91 octane NM calls premium is just fine with the J grind.