The first Garage Scene page was getting a bit too big so it's time to create a second page.

If you have a project you'd like to see featured here just send some pictures to me and text and I'll include it here.

This page is dedicated to the garage dweller, the X650 enthusiast who has that special project hidden away from prying eyes waiting for the day when he, or she, can take it for it's first ride. So if anyone out there just can't wait for people to see their pride and joy, and you want to share that secret project you've been working on for years with those who will be interested. Then this is the place!

Dave Taylor's New Projects

Terry,
Decided it's about time for a remake on the hard tail, going for old school look this time, with a comfy sprung seat, full motor rebuild, out to 750cc & rephased, will decide on final make-up as things progress.
Cheers for now
David

Terry,
ust a quick mock up to get a few ideas, the Virago tank looks the part, but will need a major rework to fit properly, may also go back to spoke wheels. Decisions, decisions.
Cheers
David 

Updated 3/5/11

Terry,
I haven’t had a lot of time to spend on the hard-tail to date, so far the bike has been stripped down, frame sandblasted & de-oxidised, & I’ve had a rear guard made to my specs by Adam from The Early Years Motorcycle Parts in Heyfield. Will try to get to it as time permits.
Regards 
David

Terry,
Along with everything else I’m trying to do, my "C" model is up for reg renewal, so it’s time for a quick tidy up & then a club permit. The guards are showing their age, & have been sandblasted & primed ready for paint along with the side-covers & rear tail-light bracket. The bike came with a special tank & will be replaced with C tank. Also replacing the aftermarket indicators & fitting a Mikes chrome grab-rail. 
Will send more as it happens.
Cheers
David

Wayne Kennedy's Gixer Project

Hi Terry,
           Here is a pic of my long term project. Its a 1993 Suzuki GSXR1100 Rolling frame that I got cheap. The fairings are already on Ebay to be sold, I want a naked bike, but still with the sports bike riding position. As far as I can see all the engine mounts on the frame line up with the XS motor, bar the lower rear one, which will have to be cut off and a new one made up. There is heaps of space for the carbs and air filter pods, plus all the other under tank stuff. The only hassle I can see to fitting it will be to do an outrigger gearbox sprocket, space it out about an inch, but I'll work that out when the time comes. Even the frame is shaped at the front down tubes to take the XS exhaust headers, very cool. As I said, its a long term project when I get the time and money to do it.

Cheers Wayne.

Hi Terry,
           I went to the Sale swap meet today and got a yammy 650 motor, with spare crank, barrels, starter motors, heads, clutches and heaps more for $250.00 the lot. Looks like my credit card is going to get a hammering at Mikes very soon. I enclosed a pic of the GSXS1100R (hence the GSXS) with the Yammy motor just sitting in it. I have made up most of the engine mounts already. The forks were sent off to Qld to get re hard chromed. I have got a new Acewell digital speedo/tacho unit already to be fitted. I have the 26" Commando style mufflers from Mikes( I fitted a set to a 650 I did work on and they sound and look great with a deep note) I recommend them to anyone thinking of fitting new mufflers. I'll post more pics as the bike progresses, but it wont be an overnight build. You can add it to the Garage Scene on the web site if you want.

Cheers Wayne.

Hi Terry,
           Here is the latest update on the GSXS 650. The engine mounts are all made up. The fork sliders have been re hard chromed and both wheels have been polished and repainted black. New disc pads all around and a new rear disc, the old one was a cheap and nasty steel one and went rusty just looking at it. Next the motor shell comes out of the frame and all the good bits go into it. I have an Acewell digital speedo/tacho ready to mount on the top triple clamp, it looks good, all the idiot lights are around the outside of the main face. Like I said before , this is a long term project, but the way its going, it might be near completion near the end of the year. Its not going to be a show bike, all my bikes get ridden all the time. I just hope the 6 piston front calipers will pull up all the power of the 650 motor.
        When I took the XS650 to the Island races it rained on the way there along the coast, I don't know what was in that rain, but, all the alloy on the bike and even the stainless steel got pitted, took me hours to polish it all out. I didn't know we had acid rain here. I had a good chat to Ivan while at the Island. Your bike must be close to fuelling up and going for a ride now. Any bet, once you ride it, you will want to do more mods to it, I did.

Cheers for now, Wayne

  PS. The biggest thing with this project bike is choosing a colour to paint it, I will use 2 pack this time, I found these wonderful modern unleaded fuels eat acrylic paints.

As you can see, the motor is now back in the frame. The motor now has 0.75mm oversize pistons, 277 degree crank and cam to suit, new cam chain and guides, new rods, clutch plates, gear lever shaft. I converted the sprocket type cam chain adjuster to the later arm one, I didn't know that the screw adjusters are different , so I had to extend the shaft in the screw another 20mm for it to reach the arm. The head has been ported and polished to match the new 36mm Mikuni's. An oil cooler/filter was also put on.I want to put on a permenant magnet alternator, but Mike "Mercury" can't get those any more and is trying to source a new manufacturer so I'll just have to wait and see what happens. Not having a garage makes it hard to work on in winter as all my bikes are housed on the back veranda.
   I have some coils from Mikes coming here next week and a few other bits as well, next will be wiring and hopefully make up some exhausts.
Cheers Wayne.

UPDATE 14/11/2010

Hi Terry,
            I recently moved house and haven't had time to do any work on the project but have started again. My new house has a big garage and workshop. I fitted up the Acewell speedo unit, new high performance coils, sprockets are now fitted to suit the wider rear tyre. Because of the larger gearbox sprocket and the angle of the chain to the rear sprocket I'll have to make up some sort of guide so the chain misses the gear lever shaft. 90% of the wiring is finished, which was fun combining wiring to suit both bikes. I fitted up a Sparx permanent magnet alternator and will have to make up the ignition to fit onto it, which I will sus out a four cylinder bike to adapt to it. I bought the 2 pack paint and was shocked to see it cost $280.00 a litre, but will look good when it is done. (Bloody want to for that price) It's a Ford colour, Breeze, a metallic green as on the new XR Falcons. There is still alot of things to do before the motor can even be started.
Cheers Wayne.

Update 20/3/2011

I finally got the panel work painted, still have to cut and polish the fuel tank. The exhaust is all tacked together and will be TIG welded later this week. I have to make up remote fuel taps as there isn't enough room under the tank to use the original tap. The trigger plate for the ignition is made and I now have to cut the degrees for the firing onto it. I have to also make up a roller for the chain so it misses the gear lever shaft as I am using an 18 tooth sprocket to allow for the smaller rear wheel. I'm slowly getting there and can see the light at the end of the tunnel now. Next is to make up the gear change rods to go onto the footrest mount.

This is going to be a very cool ride when it's finished Wayne.

Update 26/6/2011

Hi Terry,
            The chain roller is all made up now and keeps the chain away grom the gear change shaft. You can see my electronic ignition set up on the crank shaft fitted to the Sparx alternator. The gear linkage is finished as well. I took it for a short ride yesterday, it is REALLY smooth, I think it might because of the all alloy frame, but the CDI isn't advancing on one cylinder so I'll have to send it to Small Coil's to get it checked out. I can't wait to take it for a decent ride once the ignition is sorted out.
                                                                                                                                         Cheers Wayne.

But for a crook igniter Wayne's bike is ready to go, can't wait to hear how it performs.

Hi Terry,
            I ended up getting a Probe electronic ignition for the bike and started first kick and runs well and doing all the things it should do. Because the frame is not a Yamaha frame I have to organise a Vehicle Assessment Signatory Scheme (an engineers certificate) but the closest one to me is over 200 Km away in Melbourne. Have trailer will travel. So anyone else who has a different frame or modified needs to have a VASS now or it wont get registered. I'll have to contact this guy and see what stuff I will have to take with me as it's a long way to travel.

Cheers Wayne.

Dave Rayner's Chopper

Way back in 1980 I started building a chopper. I'd been buying American chopper magazines since the age of 12 and although they featured choppers made from many Japanese and British bikes as well as Harleys, I liked the Harleys best. So, a Harley it had to be. At that time, Harleys were very rarely seen in Australia and I was the only one I knew who had one. Long story short - it became a 9' 10" long bike with a 93ci S & S Sidewinder engine.

To this day, it's one of the toughest looking bikes I've ever seen. However, by the time it was around 80% finished (as seen in the pic above), I realized it was way to radical and would be a pain to ride. Just moving it around the garage was almost impossible, as it needed an area the size of a football field to turn around in. I'd also made a couple of fundamental errors along the way, which could have been rectified but not easily. So in the late '80s and after much thought, I made the painful decision to sell it. By that time, Harleys were becoming like armpits - everyone had two of them.

Incidentally, around 1982 when the Harley was in it's early stages, a fellow moved in across the street and he had a red Yamaha XS-650, which I thought was just beautiful. Although I was quite taken with it, I knew nothing about them, having never paid them any attention at all. I now know it was a '78SE. He stayed about 6 months and then moved on. I never thought about the bike again for several years and never noticed any others around the place either.

When I first conceived the project, I'd chosen to build a style of bike that was never very popular in Australia out of a make of bike that was almost unknown here. I'd also gone about it not by buying a Harley and chopping it, but buying the few parts of a Harley I thought I'd need - motor and trans - and the rest from wherever I could source it. These days, that's quite common but back then, it was the slowest, most expensive and most frustrating way of building a chopper. Not only that, but there was almost no chopper industry here at the time so I had to design a lot of the major parts and have them made by engineering shops who often had no idea of what they were actually making. Other than that, I'd have to fabricate what I could myself but at that time, my fabrication skills were in their infancy so all I could manage were brackets, and other minor bits and pieces. At high school, the only subject I was interested in was metalwork in which I achieved a grade 1 pass and although I could use a lathe and mill, I did not own either. I also did not own a welder, nor had I ever welded.

Also, I'd never ridden a Harley and had no idea what one would be like to live with. What if I'd got the bike finished and, chopper or otherwise, I just didn't like Harleys?

You might be wondering why I'm telling you this. Well, not only had I decided to sell it, but also to begin a new project. This would be a chopper too, but nothing like the old one - not it's radical design but more importantly, not the way it was built. The foregoing is the story of how not to build a chopper and, hopefully, what follows might be something of a story on how to do it right. Make no mistake, I'm no expert on the subject but wasting so much time, effort, and money certainly taught me something. As I've said, today you could build a bike like my Harley quite easily just by buying everything you need out of a catalogue, not have to design and make anything yourself, and never visit an engineering shop and perhaps not even a chrome shop. But we're not interested in that. No tree-hugging, vegan, mummy's boy chopper for us. This new bike will be garage built in the old fashioned way.

Once the Harley was gone I began planning the next chopper and it was going to be anything but a Harley. Just as I'd chosen that make because they were so uncommon at the time, I wanted something that was uncommon now, but what? Certainly not a BMW or Moto Guzzi, imagine the chopper they'd make. If a chopper isn't a H-D, then it's usually British or Japanese. I have no love of British bikes at all so my next chopper would probably be Japanese and the usual donor bikes were the Honda CB-750, Kawasaki 900, and Yamaha 650. That's it! My new chopper would be made from a bike like that gorgeous thing that used to live across the street a few years ago. What a stroke of genius.

I mentioned that to a fellow at work and he said he had one for sale. Apparently, he rode it to work for several years and I'd walked past the bike shed hundreds of times but don't recall ever seeing it, such was my then preoccupation with Harleys. Anyway, I went over to his house and found a very run down '77D with almost another bike in pieces. I bought the lot for AU$600 in 1988. This marked a complete departure from the way I'd built the Harley. This time, I'd buy a complete bike, ride it before I changed anything about it to see if I liked it, and use as many of the stock parts as I could. After owning a Harley and always paying "Harley prices", it seemed like the bargain of the century. Almost 2 bikes for $600. The idea was to make a chopper out of whatever bike I'd bought, thinking I'd only buy one but since I now had almost two, I'd build the chopper out of the spare parts and keep the '77 stock as a bonus.

By the way, most people who read this know me as one of the founders of the 650 Club and many consider me to be somewhat knowledgeable on the bike, but there was a time when I didn't even know there were two kinds - the so called Standards or Roadsters, and the Specials. The bike across the road had cast wheels, a fat rear tyre, and a stepped seat but the one I'd bought had wire wheels, a skinny rear tyre, and a flat seat but that didn't matter. Either I didn't notice or didn't care. Probably both.

The '77 didn't run but I met another fellow at work who had an '80 Special which, this time, I did notice in the bike shed. I told him that I owned a derelict 650 which I intended making a chopper out of, but I'd never ridden one. He offered to let me ride his for an hour or so and after the first 5 minutes, I'd fallen hopelessly in love with it. That gave the "green light" to the project and it was full steam ahead. Incidentally, my mate later sold that bike and after passing through several owners, it finally fell into the hands of our very own Noel Beard of Springwood and whenever I see it, I get a little misty.

Next job was to do something else I'd not done with the Harley. Way back at the beginning of that project, I'd bought all the books on choppers I could find and one was the "Jammer's Handbook". As well as a catalogue of parts, it also contained many technical articles, one of which was about designing a chopper on paper. It had lots of line drawings of H-D motors, gearboxes, rigid and swingarm frames, different styles and lengths of forks, wheels, tanks, etc. These were all to scale and the idea was that you'd choose the parts you wanted, and using a pencil and tracing paper, assemble them into a drawing of your proposed bike. Even though I had that on hand, I never used it on the Harley, and look what happened. The pic below is just 1 page, there are several more.

I wasn't about to make that mistake again but the drawings in that book were only of Harley parts so I took the '77 outside and parked it on the centre-stand, stood as square-on to it as I could, and took a picture of each side. I had that processed (long before digital cameras), measured the distance between the axles, and compared that to the actual wheelbase. The idea was to have the pic either enlarged or reduced to make it 10% of actual size. Once I had that, I could work out any dimensions I wanted and proceeded to trace the new pic to end up with a line drawing of a 650 Yam in 1/10th scale. I could now design my new chopper on paper before I cut the first piece of metal. I decided on a swingarm frame, heavily modified, with hydraulic forks about 6" longer than stock. I can't find the original drawing but this is one I did a few years ago, when I briefly considered a girder fork and some fibreglass bodywork around the rear end. The original had great detail but this one only shows the major parts, the basic design having already been settled on. I've since decided to return to the original design.

Just to recap - The first time around I'd chosen a bike that very few people in Australia knew anything about, I did not buy a complete bike but a bunch of parts from here and there, I'd never ridden that make of bike, I didn't make any written plans as to it's look but did it all in my head, and I spent an absolute fortune having the motor and gearbox rebuilt and modified into an Earth-rotator long before I needed it to run. I also moulded and painted the frame and had bits chromed as I made them. Thousands of dollars and as many hours of my time wasted. This time, I chose a bike that was well known, I bought a complete bike with a ton of spare parts, I rode one before I committed to spending any money on the project after the initial purchase, I did some detailed drawings of the proposed bike, I took apart the motor and reassembled just the outer parts and the trans output shaft to put in the frame for fitting and fabrication purposes, and I have no intention of spending any time or money on making it look pretty until I've put some serious miles on it. If I'd done that with the Harley it might not have turned out the way it did but even if it had, at least it wouldn't have cost half as much or taken half as long.

So far so good, or so it seemed. Although the 650 was well known and quite common in Australia and was probably used as the basis for many choppers, they'd fallen out of favour with the chopper crowd who'd recently discovered Harleys (one of which was mine). The parts catalogues, which once listed parts for several British and Japanese bikes as well as Harleys, now listed parts for Harleys only. No longer could you buy a chopper frame and forward controls for a Yamaha 650. Oh shit.

I wondered if I'd jumped out of the frying pan into the fire and then, I happened across a fellow with a wild 650 chopper and asked where he got all the chopper gear.

He said he made all of it himself so I asked if he'd make parts to my designs, to which he agreed. He wrote his details on piece of paper and I went home to cut up the spare frame which, by the way, already had it's seat rails lowered by a previous owner.

I didn't like that but the fact that it'd been already modified made it the ideal candidate for further work. I went to the wreckers and bought the forks and triple clamps from a Yamaha TT-600 and the rear wheel from an '80 Special. This was in contrast to importing a 15" OS girder which I'd never seen in the flesh, and having a custom rear wheel cast for the Harley. The TT's front end had very chunky, aluminium triple clamps, and 43mm forks that were 6" longer than the 650's. No need to buy extended tubes.

Before I took a saw to the frame, I set it up on blocks with the rear wheel in place and leaned the TT front end with the wheel from the Harley (a 21" rim laced to a 650 Yam hub - the only one narrow enough for that girder) against it.

Having never cut up a frame before (the Harley's was modified before I bought it) I took a deep breath, cut the seat rails off, and cut the tubes that run upward from the swingarm pivot at a point intersecting where the new seat rails would finish if they were in line with the upper part of the backbone, and the entire rear end fell away. The tubes that run underneath the battery box were then removed, as they serve no purpose now. That done, the backbone itself was cut about midway between the top engine-mount and the steering head. The cradle was cut just forward of the bottom engine-mounts and the entire front end fell away. The engine mount was then removed from the remaining part of the backbone.

I then set the bike on blocks again but this time, with the front end suspended by a string from the ceiling as there was nothing to lean it against, a tank I'd bought from MCA, a rear mudguard off a H-D I'd bought from a H-D wrecker (such a thing didn't exist when I was building the previous chopper), and the seat which I still had from my Harley.

It would be a few months until I called the fellow with the chopper to arrange another meeting and by that time, I'd forgotten his name. It's a good thing he wrote it down - Peter Kommer - and as luck would have it, he lived only 30 minutes away from me. Together, we decided on a single down-tube with a gooseneck, and no cradle. Peter made and installed the new sections of the frame, turned up a new steering head to suit the TT's spindle, as well as axle spacers and several other small parts. This was done in just a few months but then he said he was moving house and so was unable to continue any further, at least for the time being.

While he was doing that, I was busy making up several minor parts. In the pics below, I'm making a bracket for the rear calliper, and cutting out some of the skirt on the rear 'guard.

This wasn't the end of the world as I'd recently bought an XD Falcon, which I wanted to rebuild into a mild street machine. I brought the bike home, parked it in a corner, and began work on the Falcon. This required taking it completely apart and so I needed alternative transportation. I pulled the '77 out of storage and after performing a few simple checks for oil, spark, etc., found the reason she didn't run was because she was out of fuel. I changed the oil, put fuel in the tank, and jump-started it from the car. She fired up after just a few seconds of cranking so I warmed her up, put air in the tyres, and took her around the block. I got her registered and took the Falcon off the road.

That little diversion took 15 months and once the car was back on the road, I let the '77 run out of rego. By this time, Peter had relocated and could resume work on my chopper. I took the bike over to his new house but not that much needed to be done and soon it was back at home again, where the pics below were taken in around 1992. Note that it has no stand and so is leaning against the wall. It also has no rear suspension and is held up by an axle or similar jammed between the swingarm and rear footpeg mounts. The handlebars are a short barbell (I used to lift weights, believe it or not) and there is also no steering stopper so I always had to position it just so, to stop the bars coming around to hit the tank.

During the time the car was off the road and I was riding the '77, my father was nearing retirement and wanted a project to keep him busy. Having owned an assortment of Royal Enfields, Triumphs, Nortons, and BSAs in his younger days, he decided to build a Triton (Triumph 650 motor in a Norton Featherbed frame in the café racer style). We looked at several examples but after riding Japanese bikes for over 20 years and nothing British in that time, he was shocked to discover just how agricultural they were. I suggested that a Yamaha 650 done in café style would be a much better bike, but he disagreed. A Triton was the fantasy bike of his youth and I suppose he'd wanted one for so long that nothing was going to sway him now. Nothing that is, except the stark reality of  40 year old British bikes. He did the intelligent thing and bought an XS and the story of it can be found elsewhere on this site but
suffice to say that soon after he got it finished, he died of liver cancer and the bike passed to me.

The only reason it gets a mention here is that it sent me off on another detour. I now had a café racer to ride and soon I'd have a chopper. Whilst these are nice bikes to own, they are what I call "fad" bikes - they look great but are totally impractical for everyday use, the T-bucket of the bike world.

It occurred to me that I should have an "everyday" bike so I again pulled the '77 out of storage. When my car was off the road, I didn't do any major work to the bike to improve it. As it was only used for local transportation and only for a short while, that it ran OK or indeed at all was good enough. Now however, I was considering using it as my main ride for a very long time. I decided a complete rebuild was in order to a standard a little better than stock. This should be fairly easy and not take too long. I'll knock that over, have a really nice bike to ride, and get back to the chopper.

Well, something went terribly wrong. As I'd take a part off, I wasn't happy to just rebuild it, I had to make it look pretty too. Say it was a wheel, the intention was to clean it, tighten the spokes, and replace the bearings but no, I couldn't leave it at that. Since the spokes are a little rusty, why not get new ones? Since I'm getting new spokes, why not get stainless? If I'm having the wheel taken apart, why not polish the hub and get a wider rim? Apply this line of thinking to every last part and we come up with the bike pictured below.

This is hardly an everyday bike that can be ridden in all weather, parked anywhere and left for long periods, loaded up with tons of luggage, etc. Yeah, I screwed up. By that, I mean I didn't end up with what I set out to have. An uncountable number of parts were custom designed and made, and a lot of it had never been done before. Throw in a relationship break up (thankfully, no kids), new girlfriend, father dying, 2 kids, Ian Irving, moving house twice, etc., and we arrive at 2009. Time sure gets away when you're having fun. So, to cut a long story short, it took many years more than I anticipated and cost....don't even ask.

However, it's not all doom and gloom, as I now own a custom 650 in the "fat bob" style. The fat bob, with it's shorter-than-stock forks and fat front tyre, was the bike that came into vogue when the chopper fell out of favour around the mid '80s. I disliked them and I stopped going to shows and buying magazines because there were no longer any choppers to be seen. With about as much planning as I put into my Harley (almost none), I wound up with a style of bike I thought I'd never own. The funny thing is that as I was building my Harley, choppers were disappearing to be replaced by the fat bob and as I was getting my fat bob finished, choppers were making a comeback. As usual, my timing was spot on.

In any case, I love the way my '77 has turned out and it seems most other people like it too but like my Falcon, the only reason it gets a mention here is because it's impacted heavily on the chopper. Many of the parts I'd bought for the chopper, head and taillights, brake calliper, etc., found their way onto the '77. Not only do all those parts need to be bought again, but to my mind and as much as I love my '77, a chopper is still the ultimate custom and for as tricked out as the '77 is, the chopper must be even more
so or to put it another way, the '77 has raised the bar which the chopper must now clear.

During periods of inactivity on the '77, I occasionally bought a part or two for the chopper to keep the interest up but just recently, I dusted her off and have begun taking stock of what I have, what I need, and what I have to do.

I decided a few years ago that I couldn't live with the look of the TT's forks. Like all modern dirt bikes, the axle is forward of the legs, and the legs extend way below the axle. This is to allow extra long travel, something very useful on a dirt bike. Not only do I not like the look of that on a chopper, but also I began to question if having 13" of travel on a bike with only 5" of ground clearance was a good idea. I imagined that if I ever had to slam the brakes on hard, the forks would compress so much the frame could scrape on the road. I sold the TT forks to someone who'd crashed their TT.

I was given the front end off a Yamaha XS-750 about a year ago. I knew the spindle was the same diameter but shorter than the 650's, but I took it anyway. To my surprise, the spindle is the same as a TT-600, so it fits the chopper. Trouble is that the tubes are only 36mm and way too short. Of course I'll now have to buy extended tubes and not only do I like the look of thicker tubes like the TT's, but the longer any piece of tubing is, the easier it is to bend. Thus, 41mm tubes of any given length should be way stiffer than 36s. I know people use 35mm and even 34mm tubes on 650 choppers but I wonder how much they flex. So in the pic below, I've installed the 750 's front end and pulled the forks down to the bottom clamp to get the length I want.

One thing is for sure and that's that all telescopic forks twist when raked to any great extent, and this bike has 45 degrees. The reason is that the more rake there is, the more the front wheel falls over when the steering is turned, and the wheel's weight twists the forks. Thus, a fork brace is mandatory and the only place these forks can have one is where the dust covers go. You can buy clamp-on braces quite cheaply but my café uses a one-piece item machined out of billet. It's front-end came off the '77 before I put the wide item on. The chopper will have to have one the same or better and that one cost $200 about 10 years ago.

However, the Suzuki forks now on my '77 have tabs for a brace that any dope with a hacksaw and file could make out of flat stock. Of course, I wouldn't know anyone who's actually made a fork brace that way. Also, when I had the billet triple-clamps made for the '77 a few years ago at 10" wide, I also had a similar pair made at 9". I got them at a good price and they've sat on a shelf ever since.

So, I must now buy a set of 41mm forks off a late model bike of some kind (preferably a Yamaha and possibly an R-6) because I'll need the brakes as well and the discs bolt up to a 650's front wheel. If I subtract the cost of having a billet brace made from the cost of used (and hopefully bent, to keep the cost down) R-6 forks, and given that I already have the triple clamps, and that I have to buy extended tubes whether I use the XS-750 forks or some other, it shouldn't be too painful. Not only that, but having similar front ends on my '77 and chopper would indicate they're from the same stable. A family resemblance, if you like.

Stupid me cut the footpeg mount bolts off years ago, thinking I'd use forward controls. I now intend using a belt-driven cam like the '77's, which would be very hard to get my leg around. So, I've temporarily fixed a pair of stock pegs and their brackets into place to see if I can sit in that position, given that the seat is so low. It turns out that I actually prefer to sit with my knees bent and now that I think about it, when I'm driving a train I often sit with my feet right up under the seat. Now, I have to make the bolts and weld them to the frame. At least I own a welder now and can use it for simple jobs like that. The lesson here is never cut anything off
until you're absolutely sure you won't need it. Also on the bike at this time is a 16" rear wheel on the front, like on my '77. I briefly considered running it but decided against it because deep down, I still believe a chopper should be long and slender. A chopper is a chopper and a fat bob is a fat bob. The 18" wire wheel on the rear in the pic above is a spare I'm using to hold the bike up. The 16" wheel on the front will go on the rear, and I have a 19" cast wheel for the front.


The plan is to finish the frame, and I've gone off the idea of no cradle so that'll have to be made and welded in place. Until I buy some 41mm forks and some extended tubes from Forking by Frank, I've taken the tubes out of the 750's forks and replaced them with ordinary black tubing that I had cut to the correct length. They go right to the bottom of the lowers and there is no suspension in there at all. I did that so they would run through both triple clamps so I could move the bike around and I've also welded a tube
between them so they don't twist.

Because it'll have a belt drive, the swingarm must be a little wider on the left side but instead of having one custom made as on the '77, I looked around the wreckers and found one to suit. It's off a Kawasaki GPz-750 and is asymmetrical. I don't know what purpose that serves on the Kaw, but it'll allow me to run the belt drive, which I've already bought most of, and a disc brake on the left. This gives an uncluttered view of the right side of the wheel, which I like. I've already done the drawings for all that. The
swingarm had to be shortened across the pivot tube and luckily, Kawasaki had machined the bearing bores deeper than they needed to be and I could push them in further, allowing the tube to be cut to the required length. Because the rear of the swingarm is much wider than a 650's, I'm using an axle from an XS-1100. Because of the gear-set at the rear wheel, shaft-driven bikes use longer axles. It's 20mm in diameter but the Kawasaki's is only 18 so the axle slots had to be enlarged to 20mm.

 The rear of the frame is too low for any shocks in the usual location so I'll run a short mono-shock off a sports bike in front of the tyre. It won't be a rising rate system, just straight swingarm-to-frame. Shocks like this are now common at the wreckers so it's just a matter of taking the bike there on a trailer and trying them on until I find the right one.

In the pic above, it's still sitting on blocks with the steering straight ahead but I've fitted an old exhaust just to for fun and I've also made a wooden seat so I can sit on it to position certain things, relative to me.

Tired of always having to sit it on blocks, I recently made a dummy rear suspension unit, a temporary steering stop, and welded on an old stand I had lying around. Now I can push it around the garage, which makes it much easier to work on.

The motor will be much the same as the '77 but with a few minor changes. The ignition housing will be see-through so you can watch it turning, the clutch will have a window over it for the same reason, and I'll probably source the cam drive off a car instead of making it all from scratch. Other than that, it'll be a 90 degree 750 with rods from a Honda CR-500 and pistons made by Ross to my design. Valve gear is Kibblewhite/Porsche. Intake is one like you've not seen on a bike before and I'd prefer to keep that to myself for the time being, but suffice to say that I won't be able to ride wearing loose fitting shorts.

Paint is something I really get off on (that, and radical engines). In fact, I used to be a painter but have not worked in the industry for many years now. I saw a paint job on a bike featured in Street Chopper of September 1972 (I was 12 at the time) that's been stuck in my head all these years. It's a multi coloured candy-over-flake job featuring ribbons and scrolls, and I wonder if I have the balls to put something like it on a bike today.
We'll see.

It's been 20 years so far and I hope to have it running by say, the end of 2010. I still have to fabricate foot controls, handlebar risers, rear suspension mounts, intake system (minus the carbs), exhaust system, seat, rest of the belt drive, and that's just off the top of my head.

Dimensions;
Length - 8' or 2440mm.
Wheelbase - 5'11.5" or 1810mm.
Rake - 45 degrees or 45 degrees.
Trail - 6.5" or 165mm.
Bottom of Neck to Front Axle - (measured horizontally) 510mm (550mm allowed by RTA).

Dave Rayner's Cafè Restoration

A few more bends and a bit of fiddling and the headers are done. Well almost - I made a slight miscalculation resulting in a gap that must be filled so I'll take 1" out of the side towards the head and put 1 1/4" in. 

DEC 2010 - FEB 2011.

Here, the pipes are finished. Well, the fabrication at least. They still need to be coated and I'm thinking of going with HPC or similar in black - gloss if it exists, otherwise flat. The mufflers will be stripped of their chrome and done to match the headers. The system also has Mike Morse's anti reversion cones at the head and peak torque optimisers back near the mufflers.

Not much has happened since these shots were taken as I pulled the head off and sent it away to get the Weekes porting job. It came back just recently and is back on the bike so I can now continue to make and fit other things that are dependant on the head being there. About all I did while the head was away was smooth out the welds on the pipes. I was going to leave them as they were laid as that looks OK on a race bike (or it's street cousin) but when it's all said and done, I'd prefer it if the pipes looked as if they were made in one piece. Oh, I also had Megacycle do me a cam and it's now gone to Nick McGinn to have the sprocket made adjustable. 

Whilst I work 2 weeks on and 1 week off, I'm collecting parts for when that changes to 2 on and 2 off which will free up an extra 56 days per year and when that happens (hopefully soon) I'll should be able to do some real work on the bike as it's been stagnating for over a year now.

September 2011

I began working 2 weeks on and 2 off a short while ago and have resumed work on the bike. However, before I could even start, I had to clean out and re organise my garden shed (where all my parts are kept) and my garage (where the work is done). 

Due to lack of time over the last year or 2, I'd gotten into the bad habit of not cleaning up after each little job and going onto the next one, working in the mess and clutter of the last one and the one before, and the one before that.............

The pic above wasn't taken on a particular day when there was a lot of mess just for effect. Sure, it was taken recently but my bench had been like this for more than a year. You can't work in filth like this.  

It'd been so long since I'd stored most of the parts, I'd forgotten what I had and where half of it was so last time I was home, I gathered up all my parts which were stored in unmarked boxes in various locations and laid them out on the garage floor. I then labelled boxes "cafe parts", "chopper parts", "spare parts", etc., put all the parts into the correct boxes, cataloguing each part as I went, and put those boxes into the newly cleaned out garden shed. Then I cleaned the garage out, got rid of all the crap on the bench, and bought a sheet metal top for it. Now at long last, I can start work and with the foregoing done, I anticipate going through it like a runaway freight train. I've never had one and hope I never do, but God I love that expression.

This bike will have a belt drive and I'd bought the trans pulley ages ago. They come solid with just a tapered and woodruff-keyed hole in the middle for use on industrial machinery so I had Lance machine a sprocket smooth and machine out the pulley to match, to a depth that would have the belt running the correct distance from the centre line of the bike, thus clearing the tyre and frame.

As with my last bike, I'm going to bolt these two parts together. However, Lance only put 3 holes into the sprocket and I wasn't sure if 3 X 6mm bolts would be enough to transfer the load. My other bike has 6 and that certainly is enough so I wanted 6 on this one. I knew the sprocket would be hard but wondered how hard. I put the 2 parts together, clocking the sprocket so the holes in it were between the holes in the pulley. I then put that in the drill press and made 3 marks. Well, that's all a HSS drill will do on the sprocket, just make a mark. I bought a cobalt drill and that was no better. Man, this steel is so hard it'd be way off the Rockwell scale. I probably should've bought a tungsten carbide drill. In the end, I heated the areas to be drilled and let them cool gradually, making them soft. I made sure not to get too close to the splines as they must remain hard so they don't get flogged out. Anyway, the drill went through quite easily, the 2 parts are bolted together (only 3 bolts for now), and are on the bike.

The pulley clears the clutch mechanism but even so, I'll have some metal taken out of the outer face just to save weight - it's cast iron you know.  

When the bike was built by my dad, he put a steel front guard on it. Much as I like chrome, I prefer paint on body parts. I could have had the steel one stripped and painted but when I put the wide front end on my other bike, I put its old front end on this one, mudguard included.  

 The forks had already had their tubes hard-chromed, and I’d fitted Progressive springs and drilled the damper rods as per Joe Minton’s recommendation. The guard is from a Suzuki GSX-1100EFE and has the correct radius for an 18” tyre which my other bike had and not only that, but the mounting holes are in just the right place. Trouble was, it was always a little too wide and touched the forks. I never worried about it back then but now I wanted to trim it down so while I was doing that, I took the opportunity to narrow it as well.  

 It needed 8mm taken out of the middle so I marked out some lines, cut it in half with an angle grinder, and trimmed up to the lines with a belt sander. The guard is plastic and like all plastic, it melts when it gets hot so I had to take a little bit off, move to somewhere else, etc. Once I had that done, I welded it together and filled the flutes that run parallel to the forks. They may look good on the Suzuki and other body panels on it may even have matching flutes but of course, the Yam doesn’t so they had to go.  

 I then put it back on the bike and sure enough, there’s 4mm clearance each side. I marked its final shape by placing a pair of dividers on the centre line and scribing a nice arc at each end. Then, to get all 4 arcs along the sides to be the same, I bolted to a piece of wood held in a vice so I could place the dividers so an arc would run from the one I’d made across the front to near the mounting holes. I then reversed the guard on the board and used the same mark the dividers had mad in it and repeated for the other 3.  

Out came the angle grinder again and then off to the belt sander. As well as cleaning up the edges, I had to sand along the join because when you take a section out of a curved surface and then close up the resulting gap, it leaves a peak which has to be made round again.

I mounted the guard up and stood back to admire my handiwork. It’s pretty short but I wanted it to be obvious that it’d been shortened. No point taking half and inch off in my book.

Peter Kommer's Chopper build-up

As you can see Peter's cutting and welding skills are second to none and he likes nothing more than chopping an XS650.

A picture is worth a thousand words and Peter tells a great story with these pictures.

27/12/2011