Bandit's Brat Style Swap Meet Pan

Iended up at the Long Beach Swap Meet after my grandson wrecked his Dyna but we didn’t find much. We rambled throughout the packed aisles looking for parts, and I came across a large flatbed truck sporting a line of new, bare Kraft Tech rigid frames. Turns out they only sell to distributors like Biker’s Choice, but they bring a few frames to the swap meet once in a while, and the price was right. The frames were obviously set up for Evo engines and 5-speed transmissions but looked almost stock. I couldn’t resist. We carried that frame up and down aisles until we finally headed toward the exit with no Dyna parts and a set of stock Softail tanks, perfect for the frame.

As I meandered toward the exit, my cell phone rang. It was Brad Olsen, an old friend who recently scored an Oregon shop’s inventory. “Yo,” Brad said. “I need to recoup some of my investment. Do you need a Panhead engine?” I about shit my pants. I had just scored a sharp, rigid frame, a set of fatbobs, and I knew I had a 5-speed Softail transmission at the Bikernet Headquarters. What the f$@k? Hell yes, I needed a Panhead engine!

Suddenly my grandson wanted to go to Sturgis. I came up with a plan. How about taking two old bobbers to Sturgis for the kicks? Suddenly, I had a deadline. Oh, what the f@*k? I was inspired by many factors, but I still needed a few pieces to make it happen. I couldn’t think of anything else but this Panhead project.

As it turned out, the engine was seriously incomplete. The ’69, last kidney, Shovelhead right case was mated to a ’79 left case, which would allow me to run an alternator and Evo primaries. The engine was missing a cam and most of the cam case elements. It needed a carb, intake, distributor, oil pump. I hauled ass home from the swap meet and started to dig through drawers, cabinets, and lockers looking for parts. I created a pile next to my lathe. I had a set of rebuilt Panheads, but they were early model, and this puppy would need outside oilers. I started to ask around. I also needed the right year cam cover, and I found one online.

I immediately ordered them from

Wilson Cycles, Inc. in Roswell, GA. When they arrived, I encountered a problem. One was perfect with valves, an O-ring intake manifold flange, and the outside oiler boss. Unfortunately, the other didn’t have an outside oiler fitting. It was an early model. Mike from Pacific Coast Cycles came up with an oil tank.

Daily, I made lists of needed parts and started to make calls. We hit the swap meet again and found a cop solo seat. I had an old hinged fender from an early swingarm Pan. I knocked out the pin and installed the bobbed fender. I dug out a Softail 5-speed transmission. I found an old 41mm wide glide front end at the swap meet. I wasn’t happy with it, but we made it work (I hope) with an old drum front brake. I found some neck bearings and replaced the junk one. I tore the whole front end apart and cleaned it.

I needed the right side rear brake lever, plate, return spring and plunger, but I had three Wagner master cylinders. This Kraft Tech frame was set up for a Softail-style rear disc brake. I had a solid aluminum rear wheel and brakes from a few years back that would do the trick. I didn’t plan to run a dash, but I needed something for electrics, a switch, whatever. I ordered a Paughco universal tin toolbox and then discovered something wild at an antique store—a K-model motorcycle trophy.

The notion is to build a simple, easy to handle bobbed Panhead. But for some odd reason, finding an early automaticadvance distributor is not easy. Then I found a Mallory electronic ignition system in a locker from our ’06 Bonneville effort and it did the trick.

You can build anything your heart desires. This Pan is a terrific example. Sure, it’s a Pan, but it has a ’69 right case and a ’79 left case, which allows me to make it look like a Pan, yet run an electronic, automatic advance distributor, an Evo to Twin Cam alternator, and a spin-on oil filter, which allows me more oil capacity and more protection for the engine. The heads are brand new STD outside oiler Panheads with knock-off rocker blocks. The STD heads breath better than stock and contain improved valves and springs.

I’m running hydraulic JIMS machine cam followers, S&S adjustable pushrods, an S&S mild cam and an improved S&S oil pump. Even the Kraft Tech frame is modified for almost any engine and allowed me to run a rear Softail disc without doing a thing. Basically, I could build 1998 rigid Panheads all day long with super-strong late model 5-speed transmissions, and BDL belt drives with any EVO starter and I was good to go.

I wanted to use a Linkert Carb so I decided to try one using the small venturi for snappy throttle response notion, like we’ve done with 42 mm Mikunis. Bob

Bennett timed the engine with Berry’s instructions and I monkeyed with the Linkert Carburetor.

Bob Bennett went through the engine and I supplied parts where I could. I made my own pipes using a too bitchin’ shorty muffler from Rick Krost at US Choppers. The muffler was amazing; at least, I thought so. Deny, the man behind the vintage paint job, came over and I showed him the muffler and what I intended with the stock squished pipe under the engine. I mentioned my appreciation for shotgun pipes and his eyes lit up so I went to work messing with parts and pieces, including the stock squish pipe. I like how it came out. I worked with Tim at San Pedro muffler to make a couple of exhaust flanges to fit.

I used care with the driveline alignment. The engine, a mixture of years, fit perfectly in the frame without shimming. I used the BDL inner primary to align the engine and trans. I used all the old BLD primary drive parts I had laying around the shop. I stashed the ignition switch in the Paughco toolbox I mounted between the stock Softail gas tanks. I made a goofy bracket running off a stock frame tab and it worked like a champ. I mounted a 15-amp circuit breaker in the box and an idiot light to prevent me from walking away and leaving the switch on. Let’s see if it works.

I also made the top end oil lines with old parts and True Value Hardware, which is usually a tremendous source

OWNER: Keith “Bandit” Ball CITY: Wilmington Ghetto FABRICATION BY: Bandit YEAR: 19Panhead MODEL: FL VALUE: Very Little TIME: 4 Months

ENGINE YEAR: ’69 & ‘79 MODEL: FL BUILDER: Bennett’s Performance IGNITION: Accurate Engineering DISPLACEMENT: 74cu PISTONS: V-Power HEADS: STD CAM: S&S CARB: Linkert AIR CLEANER: Chopper Dave EXHAUST: Bandit PRIMARY: BDL

TRANSMISSION YEAR: 1990 MAKE: Harley-Davidson SHIFTING: Foot CLUTCH: BDL

FRAME YEAR/MAKE: 2017 Kraft Tech MODEL: Classic Rigid RAKE: Stock STRETCH: None

FRONT END TYPE: Wide Glide BUILDER: Harley-Davidson EXTENSION: None TRIPLE TREES: Cast Iron H-D

WHEELS FRONT: SIZE: 18” FRONT TIRE: Avon FRONT BRAKE: Mechanical REAR SIZE: 16” REAR TIRE: Dunlop REAR BRAKE: H-D Disc

PAINT PAINTER: Deny 925 COLOR: Orange & Cream TYPE: Old GRAPHICS: 5-Ball CHROMING: Paughco ACCESSORIES: BARS: Stainless RISERS: Old Aluminum HAND CONTROLS: Mixed FOOT CONTROLS: Paughco FUEL TANK: Stock Softail OIL TANK: Pacific Coast Customs FRONT FENDER: None REAR FENDER: H-D SEAT: Swap meet HEADLIGHT: Old Accessory Spot TAILLIGHT: Lowbrow SPEEDO: None

for fasteners, but pricey. I installed a Biker’s Choice oil pressure gauge. Erik Bennett gave us the look and his dad suggested I run an adjustable valve in the line to the heads, so we don’t cause the lower end pressure to drop.

The stout rear fender didn’t need supports but I needed a place to mount the Lowbrow vintage taillight and license plate mount, so I started to dig around. I came up with a Road King front fender bumper rail set, with a little work and some imagination, it worked like a champ.

There you have it. Now I’m in the Eddie Trotta break-in mode and the search for a pink slip and registration. It’s a kick, starts and runs like a champ. It’s a breeze to ride and the front end now works. Let’s see what happens next. -Bandit