Major price reduction on our complete selection of TwistGear, SportGear, and WideGear drive kits! Check out our Products and Prices page to see changes.
American Rider Sounds Off On TwistGear
(TwistGear) change, by moving the engine's vibration range to a higher
road speed, gave us a machine that could be operated at higher speeeds
getting into the bike's teeth-rattling vibration range.”
in time for summer cruising, American Rider's Chris Sindoni takes
the mystery out of the secret behind TwistGear's phenomenal success
transforming solid mount shakers into Barcoloungers, while
still retaining boulevard acceleration that'll sure get you noticed. Chris'
step-by-step in-depth installation sequence in an off-the-shelf
softail clone provides plenty of closeup detail
into the inner
workings of a five speed tranny, before and after, and why it's
a lot better
after than before. Chris
also does a great job at explaining why ratios have had to be pretty
much left to chance before TwistGear was developed, along with the
negative side effects changing only the final or primary ratios can
that, “...the big stroker motors get into
their vibration range as early as 2,400 or 2,600 rpm, which can correspond
to a road speed as low as 50 or 55 mph,” Sindoni goes on to
explain the side effects on the lower gears caused by changing final
or primary pulleys and sprockets. And just for the record, the author's
preferred ratios for this project are: 25/36 primary, 34/65 final,
a tad taller than stock ratio that provides for lower cruising rpms,
through fourth acceleration.
in the subscription pipeline, on newstands
soon, or you can check out their website at www.riderreport.com.
saw anything like it.” Check out Kinetic
Engines FL TwistGear close ratio installation.
Learn why we say it'll snatch the black off Georgia asphalt when
we try to dyno a torque reading at Milwaukee's All Pro Powersports.
V-twin gearhead guru Pat Adamek twists the wrenches of our bagger
turned beast. The
July, '03 issue just hit the stands with a complete
on just what it takes to get TwistGear into your Harley, and the editors
take you through the tranny overhaul where you'll
also find additional performance oriented tips and insider tricks
sure your conversion is as good as it can be. Readers also get a look
at the major differences between conventional spur (straight) cut
gears, and our full helical replacement
gear sets, and why helical is superior to the traditional, and outdated,
grandfather's gear design.
installed in a stock FLTC, the same results are achieved with our
and SportGear versions. Want to get out in front and stay there? Read
more in our archives.
You can also hit IronWorks web site at www.ironworksmag.com
for more info.
TSB: Speedo Sensor Crunch
certain instances, the Buell/Sportster electronic speedometer sensor
may be knicked by SportGear's main gear,
due to a slight difference in OD between SportGear and OEM. We're
a .086" spacer to be included in future kits. If you think you
have a clearance problem, either space the sensor or contact us for
a spacer when they become available. (Thanks to Dan at Lakeshore HD,
John at Hoban's, and Dave at Waterloo HD for their help in solving
Revised price list with complete transmission assemblies,
new oil seal p/n's, new seal installation tool, and new 4-speed spacer
and seal combination. We've also posted our TwistGear system instructions,
listing the steps involved in installing TwistGear, WideGear, and SportGear,
or our triple lip seals.
WideGear is the only kit on the market that fits Twin Cams and delivers the
performance of a close ratio. If you bought a frame or kit that accomplishes
tire clearance with a transmission spacer plate, forget it. The only
way to offset a TC tranny is to haul the engine along with it, and
that gets ugly AND expensive in a hurry.
Complete Trannys Available! New
Seals and Spacers!
now offer completely assembled, ready to drop in five speeds, in both
conventional (TwistGear) and extended (WideGear) flavors. Our transmissions
are based on H-D OEM, featuring high contact ratio gears and proven
factory quality. See our price list or
download our retail
price sheet and order form for pricing.
in tranny seals for both four and five speeds
are loaded with tricks...like automatic bore locking for five
nitrided super tuff surfaces for both, and a nifty O-ring right where
you need it for four-speeds. The heart of both our seal systems are
the installation tools we developed to make sure they go on straight
and secure, eliminating one of the primary causes of premature seal
failure: misaligned installation and seal tearing or nicking.
four-speed builders get a unique use and toss tool that solves the problem
of O-ring tearing, and thus sealing, over the shaft. Second, our improved
seal for five-speeds features a self-locking housing, better tension
in the seal spring, and a unique self-squaring tool that can also be
used with OE and other aftermarket seals. We'll have pix up soon, along
with full tech sheets for download and printing in our PDF library.
In the meantime, check our updated seals
and spacers page.
there we hooked up with John Magee, owner of Bandit
Machine Works, and long known as one of the premier designers
and manufacturers of street and strip driveline products for v-twins.
You know John's work by his success on the strip, and he's of
to us because of our commitment to high quality and uncompromising
content. We're turning to Bandit for their expertise in belt drive
as the interest in WideGear coupled with open primaries continues to
surge. Bandit's the go-to source for those items and everything
between the tranny and the engine.
We're also looking
forward to a nifty series of options we'll introduce that will involve
using primary ratios for both BTs and XLs to optimize the performance
gained by our helical close ratio products, especially when it comes
to managing the huge torque generated by the conversion. More later.
Way Out West
Cycles, out in the beautiful rain forests of Vancouver, British
Columbia, phoned the other day to let us know that head wrench Buck
Buchanan (in photo) was getting ready to stuff in a big inch Merch,
his third engine since installing TwistGear in his personal Road King
back in '01, over 100,000 miles ago. Says the tranny's just fine, thanks,
and is doing a trapdoor bearing replacement “just because”.
Phoenix' owner Ted Gordon is, understandably, enthusiastic about TwistGear's
ability to turn mild-mannered baggers, otherwise disguised as run of
the mill grocery haulers, into pavement gobbling monsters after a Twist
install. (It's all about having a true relationship with a real close
ratio.) Ted, Buck, and the crew at Phoenix are doing the first install
of our improved 5-speed oil seal, and we'll have step by step photos
in a few weeks.
Friendly Web Sites
We've hooked up
to tap into their vast Buell knowledge and information base. If you're
into v-twin street fighters, these guys are as extreme as they come.
If it's Buell, it's there. Stop by, register, say hi. We've
also partnered with Matt and Debbie Purdy, who run Trojan
Horse in the UK. If you're a Bueller in Merry Old, you'll want to
look them up — Matt thinks SportGear might be just what the doctor
ordered for those Euro gearing blues. We say make our's Guiness. And
as long as you're hanging out, visit the UK
Buell Enthusiasts Group, where the intrepid Buell Branditos hang
out in cyberspace with visions of Foggy yelling out, "Hey, wait
for me!" Okay, that's a stretch. But it's a nifty place to learn
how it's done across the pond. Finally, if you haven't already, be sure
and check out the Sportster Home Page atSportster.org,
a well organized address that takes dirt biking seriously. There's lots
to learn, and if you've ever felt, well, a little left out just because
you're so not into hearing any more yak about how swell TWO CAMS! are,
you'll find plenty of company to swap stories and hang out with.
“Six-Speed Performance — Without The Price!”
Cycle World's 2001 special publication Power & Performance,
tech editor Bruce Fischer noted that TwistGear has, “...the
benefits of the extra gear...without all the expense,” calling
it “...an option worth contemplating.” In a sidebar
to a special section on six-speed trannies, Fischer included comments
on both TwistGear and WideGear, ably explaining the tech advantages
of both in very understandable terms after having installed our
kit in a customer's Magna Charged softail. The goal? Quicker acceleration.
The result? A lot quicker, smoother, lower rpms when cruising
and, in the conversion referenced, the built in quality and strength
to stand up to a blown 95-incher.
biker mainstay Easyriders took exceptional notice of WideGear
in June and July, '02, also featured our breakthrough kit in sister
publication V-Twin. The
TechTips spotlight pointed out that installation can be done without
removing the engine or tranny. Update: since this info appeared,
we've replaced the billet ST transmission spacer with a high strength
cast component that's a real beauty, ready for polishing, painting,
Biker's take on TwistGear after they install TwistGear in
their 89-inch '94 Police Special set up for long haul cruising.
Gone "Hog Wide" North of the Border!
Canadian neighbors virtually started the Fat trend, and this drop
Dyna features Metzeler 240 skin driven by our trend setting WideGear
extension, with exclusive close ratio helical gearing. Our standard
kit is equipped for Softails and includes our brand new cast transmission
spacer. Dynas still use a two-piece spacer, but a cast replacement
is in the works. The results speak for themselves. Clean, uncluttered,
and looking like a factory special order instead of an aftermarket
that's just not right. If you've hesitated to give up the classic looks
and handling of your exposed shock ride but still want the latest
wide, this is the look for you.
We also got some
good reviews from Sussex Engines up in New Brunswick, Nova Scotia.
Their customers who've made the leap and gone "Hog Wide" couldn't
be happier. If you'd like to ask them yourself, contact Ken Powell in
Sussex, NB, at (506)432-6606, fax (506)-433-2720.
Alignment, and Close Ratio Performance
the rubber on the left is in your plans, then you need to check out
our WideGear primary extension system (below) for the ultimate in
fat conversions. And the only performance system for Twin Cams!
hear reports daily from dealers and individuals around the country
conversions gone expensively wrong, usually in connection with
drivetrain offsets, but not excluding material shortcomings in quality
control. What many builders may not realize is that it only takes a
small amount of offset to seriously alter a bike's handling, usually
not for the better. And weird handling doesn't even take into account
the additional metalurgy required for transmission component strength
when it comes to taking the pounding strain of a megatorque v-twin
whacking and chunking away at the gears via a longer mainshaft.
Though perhaps not the cheapest method
of achieving that fat look everyone wants, extending the primary side
components is the best way to avoid disturbing your handling or performance
after a wide conversion. (For Dynas and TCs, it's the only way.) Check
page for more info onour
convenient WideGear close ratio trapdoor assembly. It sure makes
the job of converting to a wide look a lot simpler, along with the
peace of mind that comes from knowing your parts are perfectly engineered
and designed for proper fitment and years of comfortable riding. Combined
with our exclusive new lightweight and heat-treated ST cast
4-point bearings, fantastic triple lip oil seals, and space age seal
spacer, you'll be assured of having the finest components in the
funneling the power to the pavement.
and TwistGear® are trademarks of Johnson Engineering, Inc. Buell™,
Dyna™, and Sportster™ are trademarks of the Harley-Davidson
Motor Company. No affiliation with the Harley-Davidson Motor Company
is implied or inferred.