CUSTOM ROADKING WORLDS FIRST FULLY RIDEABLE 30 HUBBLESS WHEEL TWIN TURBO 106

The infamous 30 inch Hubless bagger built by Mike and Tim McNamer of Ballistic Cycles started life as a bone stock pristine condition Harley Davidson Road king pictured on the left. We built this bike for many reasons first was to raise the bar in our industry and second was to participate in the 2014 HOTBIKE power tour. Third was to show the masses what a bone stock Harley Davidson could be turned into with some creativity and vision. Hubless wheel: Having been in the custom motorcycle business for 15+ years we have had the pleasure of becoming acquainted with some amazingly talented people. With an undertaking of this level the engineering had to be spot on. So for this reason we recruited a friend and very experienced machinist out of Canada. When it comes to Hubless wheels he is definitely the leading authority in the field. With his guidance and knowledge combined with our skills it was a match made in heaven. A few phone calls and sketches later it wasn’t long before we were well on our way to the worlds first 30 inch hubless wheel bagger. The heart of the Hubless wheel assembly which makes it all possible is a 28” wind turbine bearing. This bearing is made with super tight tolerances and high load ratings making it perfect for a 30” Hubless motorcycle wheel. 4 billet aluminum rings had to be machined to fasten together around the bearing and compress in key areas. This design essentially extends the inner and outer surfaces of the bearing while keeping all the grease contained inside and the dirt and road debris out. A mounting surface feature was machined into the 2 inner halves for attaching the assembled wheel to the front end while the other 2 outer rings are made to hold a tire and brake rotors thus completing our wheel assembly. Brakes: The brake surfaces are integrated as part of the wheel assembly. Segments cut from 409 stainless steel in a repeating pattern form the brake discs. These segments are fastened into a groove on the surface of the wheel forming our perimeter style rotors. Front fork: The front end is truly one of a kind. It was custom machined to work similar to a “Girder” style front end. It was also designed to incorporate our complete integrated braking system. Essentially we made the front end a large brake caliper of sorts with fluid passages and brake bores. A unique custom air cylinder was designed and built to handle the lifting and suspension dampening. The front end uses tapered Timken bearings and races for consistent smooth articulation instead of weak bushings prone to failure. We even went as far as making custom plugs to conceal the heads of all the fasteners. Frame modifications: Right from the start we needed some extra room and a stiffer front motor mount rigid enough to endure the extra load from the turbo system. So this meant the stock dual frame tube design had to go. Soon after mounting our chassis in the frame jig making some measurements and cut marks it wasn’t long before we had come up with a much stronger better looking heavy wall single tube frame section ready to weld in. We decided to stretch the rear swingarm 3 inches and drop the seat area 2 inches as well. By adding length to the wheelbase and lowering the riders sitting position we’re adding to the stability and overall handling of the motorcycle. Turbo system: The turbo system we designed for this bike was quite a mechanical feat in itself. We’re running two 53mm self-oiling Aerochargers a custom made set of 304 stainless steel exhaust runners an adjustable turbo smart Blow off valve along with combining both an Air/Air and optional Liquid/Air intercooler making this one of a kind system truly unique. Our “heat-sink style” plenum intercooler works great for all your typical riding conditions while our liquid cooled option is more for the speed freak really looking to run the motor hard and aggressive i.e. “Under high boost for extended periods of time”. Hyperflow clamshell style tube connections and V-band clamps were installed for quick disconnection of the intercooler. This allows for much easier removal and installation of the race car style aluminum body. Drivetrain: After disassembly and inspection of the stock 88 ci motor went extremely well we decided it was time for some serious upgrades. First on the list was removing the stock wrinkle finish paint and giving the parts a fresh coat of gloss black powdercoat. We then focused our attention on the crankshaft assembly and installed a much stronger S&S rotating assembly equipped with 4.375 H-beam steel rods. This upgrade along with a set of fresh 3.937 Nikasil plated Revolution cylinders and forged 9:8.1 pistons now brings our displacement up to 107ci. In order to better handle the quick revs of our turbo engine we also had our crankcase fitted with a Timken tapered bearing upgrade. Our crank was then balanced pinned and welded before re-installing into the reworked cases. The cylinder heads were completely stripped and fitted with new guides seats valves and heavy springs before a stage III port and polish job was completed. The oil pump was replaced with a fueling “race series” billet pump along with an S&S gear driven valve-train system. Fueling 594 reaper cams and adjustable pushrods were also installed. ARP cylinder studs hold the top end down while the rest of the drivetrain was fitted with stainless ARP 12 point fasteners. On the top side heavy duty Delkron billet rocker shaft supports and S&S roller rockers were installed to handle the extra HP. HD transmissions are built extremely well. They can handle quite a bit of abuse right from the factory so very minimal attention was needed here. The gearbox and primary drive were fitted with a hydraulic clutch actuator a complete BDL scorpion “lock up” clutch system and automatic chain tensioner. Aluminum Body: After the frame Turbo system and driveline was now nearly complete we turned our attention to the body of the motorcycle. We definitely wanted to stay true to our original and unique style with a free flowing aggressive design so after careful consideration of what materials to use aluminum came to be our material of choice. Light in weight but strong was the idea. The aluminum alloy chosen for this particular project was 5000 series. This series of material has magnesium added for better workability without work hardening and also has great welding properties. After quite a few days of metal working two 4x8 sheets of material and a whole lot of welding it was finally looking like a world class motorcycle with a mind blowing flow to it. Being that the finished body panels were so light all that was needed to fasten them to the chassis were a few well-placed rubber mounts and hangers thus completing the body. Fuel system: As with any high rev turbo engine a good fuel delivery system is absolutely necessary. With this particular motorcycle the standard fuel tank location was already being occupied by other components so We chose to do something different by fabricating and mounting two 4 gallon fuel cells in the rear of the bike and use an external MDS race car fuel pump coupled to an adjustable rising rate fuel regulator which precisely sets and monitors the pressure needed to feed our high flow fuel injectors. The engine management system “ECM” is managed by the tried and true Thundermax Efi module. No other tuner even comes close to the adjustability of this unit.

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