This shifter cam is what makes it happen. The FX (34006-74).
Above and below are complete views of the gate path.
There was a slight discourse with my co-author about whether my jockey shift-pattern opinion was subjective
and out of line with the rest of the Vol.2 contents. I agreed that I went "over -the-top" and needed to be reeled-in
, and removed a single paragraph in Chapter C.
, but kept the trans. photos in there because they relate to jockey and ratchet assemblies.
My own interest in Knuckle and Pan OHV is focused solely
with surfing on asphalt. The information below will be of no interest to most people
, but it has a history.
I heard about the FX cam from Lakeside Bill.
He furnished the FX shifter cams. My co-author knew nothing about the FX cam (shift pattern reversal), though
a (younger) line-mechanic at San Diego Harley-Davidson, overheard the open discussion
we were having, in 1997, near Randy's service-bay, and voiced his agreement (with me) that there were
two shifter cams produced between 1971-1979, ; but nobody listened to him
so he shrugged his shoulders, and went back to installing throttle spirals on new floor models that were being service-readied. Years later, Stett did explain the reason why the FX shifter cam came to be; (FX had a shifter shaft that went through the middle of the primary and H-D need to create another shifter cam that would allow the shift arm, swing movement in a tight space).
You can install this shifter cam as a straight swap-out with the earlier cams and drums in a ratchet
top, and create a jockey shift set-up by removing the mousetrap and installing a new front brake cable, cutting off the the brake cable tube
to 12", and moving the brake lever to the left handlebar. Nothing but the brake cable tube is permanently altered.
This is all about un-weighting
on water and on land. When you un-weight, you float
for about a milli-second.
Focus on the inside face of the wave. That's where you want to be on a surfboard - inches away from the face of the wave - In the sweet-spot of a horizontal tornado - under the lip. Taken from the front, the wave looks flatter than is actually is. You could easily fit two Big Twin's riding side-by-side under that lip and neither of the handlebars would touch the water on either side.
The sweet spot is within the hook
. There's safety
in the hook. Touch either one of those sidewalls though, and your going to get sucked up into the face of the wave or slammed towards the sand-bottom by the lip.
is like being in third gear
in the middle of a banked curve on clean asphalt. Torque is wound up
. Speed is 25-35 mph.
A few more photos will try and parallel the effect obtained between 2nd and 3rd gear, and bring the entire concept full circle (or as with an OHV motor, 720 degrees - two
It all has to do with piston diameter, stroke, heavy flywheels, firing degree
, and a foot pedal
. Those mechanical elements produce the same ground swell
as this wave, that moves onshore with the inertia of a turning flywheel
So, here's the wave (reversed image). If you look ahead
of R. McBride (whose inches away from the inside wall), towards some spot
to develop a hook
, where you'd think you were going to find the apex
of all gathering-energy to dig
into a turn and change direction, well then,
is same spot in a banked road turn
, where you (back-shift) from 2nd to 3rd gear or 3rd to 4th, and release the foot lever.
Big Twins surge more
with jockey lever/foot clutch release
than with footshift/handlebar clutch lever release
- (and a tank shift
is 180 degrees, a different ride than stick
You can see the rigid section of a swing-arm frame dip rearward on a footshift Duo-Glide, if your standing from behind, watching it pull away from a dead stop. That's the same punch
that gets transmitted to your rear tire, when you release the foot lever and twist the throttle coming out of a curve, riding with a rachet top and FX shifter cam
There is no ride like it. Not on land, there isn't.