Sabre Windrider

A former member of the Hells Angels was paid $3 million and given immunity, in exchange for acting as a witness for Quebec provincial police, a Radio-Canada investigation has discovered.

The information Sylvain Boulanger gave to police led to more than 150 arrests during Operation SharQc in 2009.

After being a member of the biker gang for 20 years, Boulanger left the Angels Sherbrooke Que., chapter in 2006, after being approached by provincial police.

He spent the next three years detailing the murders, attempted murders and other crimes committed by his former associates.

Boulanger told police he had even killed someone himself.

"The door was open, I come up on the side and I shoot. I hear 'Ow! Ow! Ow!' I see him there and in my head, he's dead. So I get out of there running," he told police in a videotaped conversation obtained by Radio-Canada.

Boulanger was given total immunity from prosecution despite admitting to many crimes during his 20-year career as a Hells Angel. He also asked for $10 million, but police agreed to give him $3 million — a record in Quebec.

My friend Othman wanted a quick explanation of  staging a Harley Davidson  So here is one as simple as I can make it. I hope it is informative enough for the layman and full enough for the Harley pilot!

first stage...
 
open up the air and exhaust. more air in, less fuel required to make it run efficiently(leaner mixture), and when you have more air in, more exhaust has to get out.

  With catalytic converters and all the emissions crap you almost have to do this to make a Harley a bit more responsive. I find you get better fuel economy too.

that’s the main stuff, but not everything because there’s a few other things you can do without taking a wrench to the cases, and they are the bits that light the fuel – and a good thing to do if you’ve gone to the trouble of fixing the carb.

As you’d expect, Screamin’ Eagle offer a range of ignition systems, both street legal and "competition" which better match the spark to the less restricted motor, while Crane’s Hi-4 and Dyna’s Dyna2000 remain popular choices for those less concerned by their warranties, and have an element of tunability built in so you can experiment.

Injection-wise, you’re stuck with the factory recalibrating modules unless you’re feeling brave and want to go after market. Not brave in terms of functionality, but in fighting your corner if your non-approved fuel map is deemed to be responsible for a warranty failure, and there are a number of mechanical things that the fuel mix can affect.

And if you’re going to play with ignition modules, why not coils? And why not plug leads?
All of which falls within the remit of a Stage One.

exhaust, slip on’s work but I prefer the 2 into one Vance and Hines to keep things balanced,( And they sound good too) Check out warranty and availability when you order from your engineer and dealership.

There’s nothing in there that a reasonably competent home mechanic can’t tackle, but if your bike is still within its warranty period, you’d be best advised to talk to your dealer and make sure they’re not going to suck hard through their teeth when you bring it back, having made a mess.

While mentioning that Stage Ones don’t need to have a wrench laid on the engine, it doesn’t actually mean that a Stage One can’t have a wrench laid on its engine, and a Stage One 1550 is actually quite possible. (88 C.I.)

 Rebore the original barrels, and drop a pair of the 1550 pistons in under the stock heads and hey-presto! You’ve got a Stage One 1550cc.

The 88 represents the displacement of the standard engine in cubic inches. 88 cubic inches equals approximately 1450 cc.

The motor company released a 95 cubic inch upgrade kit a year later to increase the displacement to 1,550 cc. Likewise, the Twin Cam 96 is approximately 1,584 cc. The company has released 103-cubic-inch (1,688 cc) and 110-cubic-inch (1,803 cc) kits for the TC96.

You can leave the cams alone, although you wouldn’t get the full benefit until you did look at the cams and that would be …

 
Second stage
 
Mostly about cam shafts. it adjusts how long your valves stay open and how much air/fuel can get into the cylinder.
Check out the make of cams and what they do for your engine carefully, and warranty applications.

A high lift cam will let more fuel through but they are generally used on fast spinning motors – the high lift allowing a good lungful of fuel and air compensating for the need for a short duration to give the valve chance to close again and be seated correctly before the next cycle starts. You don’t want to compress the fuel while the inlet port is open, because it’ll spit it back out again. If you’re playing with high lift cams, you’re more likely to use stronger valve springs to get the valve shut quickly, but there is a trade-off in that the harder the spring is pushing against the valve-train, the greater the potential for wear of the cam, follower and any bearings.

A long duration cam will give the maximum amount of opportunity for the fuel/exhaust to get in or out, but shutting the valve late increases the chance of the valve being open on the compression cycle. Better suited to slower-spinning motors in conjunction with a lower lift.

The angle will determine when the valve starts to open, and there can be an overlap built in according to what the engine is to do. It is possible to open the inlet port a little before the piston has reached TDC to make sure that it has opened sufficiently when it starts to descend, drawing fuel through; it gets away with it because the exhaust port is wide open and provides the easier route through. Similarly the exhaust valve won’t quite have had time to shut before the piston descends, but by then the inlet valve will be wide open and it will draw it through there rather than the exhaust valve that is slamming closed.

You will be delighted to know that you haven’t got to make your own decision on any of those elements, as every combination will have been tried repeatedly by very bright engineers. The resulting profiles represent everything from radical to realistic, wild to mild, and are well known for their characteristics. Hopefully you’ll have a better appreciation of why the engineer who knows about these things is asking you lots of questions – and if they’re not, be concerned: they may be good, but they’re not psychic and they need to know what you want.

 
third stage
 
Heads and barrels (Porting and boring)
The combustion chamber on Harley V-twins has benefited from better gas flow characteristics with every evolution, but the standard porting is not best suited to high performance.
 
You’re in big money country now and a half-cocked Stage Three will be not much better than an amateur Stage Two – certainly not worth the additional expense of the parts. Yes, I know you can get ported heads off the shelf, but ported for what? More torque or more horsepower? Higher or lower revs? Fuel efficiency or straight line ability? Before you start you need to know where the power is needed, and what sort of power, to determine the size and shape of the valves: until then it’s merely a technical exercise.
And it’s not just heads, and that is why we now start to differentiate between engineers and fitters. A Stage Three motor really should be a blueprinted engine. It’s no longer enough that it is as good as an assembly line can make it, if you’re going to do it properly, it’s got to be as accurate as the original drawings: the blueprints. If the drawing has a dimension of 1.7701mm that’s what it has got to be, not +/- .005mm.
Production lines don’t do that, fitters can’t do that, mechanics would love the time to learn that. The only people who can do that properly are engineers – and even then, only the better engineers. The bad news is that there aren’t many left because there are few coming up through the ranks, and that’s because production lines have rendered a lot of basic skills obsolete and machine minders fill their steel-toecapped boots in industry.
A blueprinted engine will be less stressed than a production line example – even a good production line example – because everything will work as it should: as it was designed to do. The sort of engineer who will be capable of matching the specification will be more than capable of sorting out your porting, cam and carb requirements to make it better than the blueprint for your specific application, and that is the ultimate state of tune for your bike. Harley-Davidson produce motorcycles for the masses, an engineer will make a motorcycle for you … assuming you know what you want, and can communicate that to your chosen professional.
 
stage 4
 
Anything..turbo's, nitro,  boost blowers, etc etc.  a lot of stage 4 engines are worth more than the Harley by 3 and 4 times. Stage 4 engine on my 2001 Harley was worth slightly over 35, 000.00.
 
Stage Four is the domain of the serious power addicts. Doubling the stock horsepower isn’t a challenge any more, trebling it would be good though. You won’t see many of these bikes on the road because they’ll have sacrificed a lot of their rideability along the way – in fact some will be physically unrideable – but on a quarter mile strip of tarmac, head-to-head with someone who thinks they know better, they will demonstrate just how much you can get out of an air-cooled v-twin motorcycle.
The sad truth, though, is that yesterday’s Stage Four will be thrashed by tomorrow’s Stage Two, and the day afters Stage One. Performance is transient, even in Harley circles.
 
 
There’s something you need to know: no matter what you’ve got it’ll never be enough.
 
And that is the info you need to go Harley stage shopping.
 
air in air out
longer fuel in longer exhaust out
Tighter and larger combustion chambers.
add on power

 

 

 

Ok, so I am back for the new year. had a go with cancer in the fall but we are ready to attack the world again so if your doing any riding this spring, pass it on!! I will be putting it together in the next couple of weeks so get ready

I received the riders package from Ranchmans and more information. They are planning a 230 km ride for the toy run. A little long for the smaller fuel tanked bikes, but for the big cruisers, it sounds like a good ride. I will add their information to this blog as well as the information they want to sign for their wavers. copy and paste and mail it into Ranchmans, or ask me to mail you a copy from my e-mail programs.

 

Rider Participant  Pre-Registration Form

 

Please print

Rider Name _________________________________________________________________

Rider Address _______________________________________________________________

City______________________ Province ________________ Postal Code _______________

Home Phone _____________________ Cell Phone ______________________

Emergency Contact Name & Phone ______________________________________________

~ If you would rather email your pre-registration, please email

Len at: lkushner@drivesportswear.com. ~

Participant admission is a new, unwrapped toy, gift certificate or cash/cheque donation. Commemorative 24^th Annual Motorcycle Round-Up T-shirts will be available onsite for only $25.00 with net proceeds going directly to the Salvation Army. There will also be a table of toys and sporting goods set up by Canadian Tire onsite at the event that can be

purchased and used as a donation at the send-off breakfast.

~ Any questions may be directed to Solveig Peters

by telephone at: 403-253-100, Ext: 240 or by email to: solveig@ranchmans.com ~

=====================================================

Current Route Schedule

*Please note that this route schedule is not ‘set in stone’ right now and you may receive an update on the route schedule closer to the event date (or at the event)

if there are any changes*

1^st Leg:

The run begins at The Canadian Tire Store located at: 9940 MacLeod Trail South and will proceed onto MacLeod Trail North. From there we will be headed East on Southland Drive to Deerfoot Trail North, where we will turn West onto Highway 567 and take the 3^rd exit (Veteran’s Blvd.) turning right into the Canadian Tire parking lot at: 202 Veteran’s Blvd. NE.

                                                               2^nd Leg:

The second leg of the run leaves the Canadian Tire, exiting right onto Veteran’s Blvd. West to Symons Valley Road South. From there we take Highway 567 West onto Highway 22 South. From Highway 22 South we will be exiting East onto Griffin Road to 5^th Avenue North to the Cochrane Canadian Tire location at: 320 – 5^th Avenue West.

                                                               3^rd Leg:

The third leg of our journey will leave the Cochrane Canadian Tire location and turning left onto Griffin Road West to Highway 22 South. From there we will turn onto Highway 7 East to Southridge Drive North, arriving at the Okotoks Canadian Tire location at: 201 Southridge Drive.

                                                              Final Leg:

Our final leg is scheduled to leave the Okotoks Canadian Tire location, turning right onto Southridge Drive North to Highway 2 North. From there we will be turning onto Deerfoot Trail North to Southland Drive West. From Southland we will exit onto Horton Road North. From Horton Road will we exit East onto Hull Road to MacLeod Trail South and turn right into Ranchman’s (for the windup lunch, silent auction and door prize giveaways) at: 9615 MacLeod Trail South.