Mentally I’ve kicked off this chapter a thousand times. I come up with one lead after another to characterize my feelings at this construction juncture. I still feel two months behind schedule and scrambling. On one side side we’re making real progress, on the other, well you’ll see.

Last chapter we began bending our seat back form. We pulled it over a chunk of rusting tubing and kinked it the first time out. We welded angle iron on the tubing bottom for gig and worked the 16-guage, mild steel sheet metal again using heat from a rosebud torch. It worked better. We beat, bent, ground and formed for a day. Jeremiah, a young, local, building contractor, has a master’s touch when it comes to grinding. I’m too impatient and heavy handed.

We worked it and worked it. I used packing straps to pull it into place and more heat. Then we welded chunks of small ¾ inch angle iron to hold it down. With Jeremiah’s help, it was coming together. Under the seat I intended to install wiring connection boards or fuze holders and circuit breakers. I wanted to prepare for accessible and easy-to-locate connections for quick salt repairs. I spoke to Arron Wilson about nitrous system. He’s run nitrous for over 15 years and suggested that we keep the system as simple as possible, but Berry Wardlaw, the god of Panhead power, from Accurate Engineering had the fortune to consult with the gods of nitrous on the east coast.

“Wow, that was fast didn't think you would be awake yet,” Berry said. “I am bringing extra nitrous bottles with me so we can change them out. I will have the answer today about needing two. I was going to use the other bottle to help pressurize the nitrous. I am calling Keith Turk right now. He is the world’s fastest on nitrous and lives here in Alabama. Mounting will not be a problem, but make sure Tom (Rodan) ok's the bracket.”

Berry spoke to the crew at Holley, who owns Hooker, and with their input, he ordered the A50558-SNOS system complete with a 5-pound bottle, two gauges, nitrous solenoids, filters, nozzles, lines, clamps, arming switch, relay, pushbutton, you name it. It’s a plumbing project and I’m glad we planned considerable space for mounting all these elements. Nitrous is not a super fuel, but a system that injects pure oxygen into the engine under pressure, which is perfect for the elevated, 4000 feet, Bonneville Salt Flats.

I’ll touch on the aerodynamics here. We’ve been grappling with the technology, wind tunnel research, and NASCAR design. It’s a blast to study, read and constantly filter the information against what we have in mind. I kept thinking lower and lower, since the basis of NASCAR design is to keep the air out from under the car for a couple of reasons. It creates lift and drag where it tries to squish down and slip under the vehicle.

I thought I had a plan. We were going to work with Leo DiOrio to drop the bike even further and run a belly pan under it for a pure slick surface. In addition we were considering a Hamster air damn in front of the frame to force the bike down against the ground. We were going to slam the chassis against the salt. Then one morning I received a call from Colonel Wardlaw, the Panhead commander, “Lt. Ball,” he said in his deepest voice. I was still asleep, but I always take his calls.

”Yes sir,” I mumbled trying to pry my eyes open.

”Regarding your NASCAR and wind tunnel findings, I have a problem,” he continued. “It’s a motorcycle. It must lean. Valerie must turn it off the track.”

I sat bolt upright in bed. “Goddamnit Colonel,” I spat. “You’re right. Back to the drawing board.”

We shit-canned the belly pan and shifted back to the original plan of the oil bag under the chassis, but designed in such a way to be ultimately user friendly with the wind. You’ll witness that project in the next chapter.

I did build a belly-pan of sorts, behind the frame cross member holding the rear transmission mounts. I made it out of ¼-inch steel plate and it reached and cupped the rear fender. This puppy worked in several ways. It grasped and mounted the front of the rear fender, and I discovered that it centered the fender perfectly over the wheel and made it as tight and solid as a battleship hull.

The rear pan worked also to release any air under the transmission up and away from the motorcycle. I needed to check with Vance Breeze, another motorcycle performance mastermind, but my initial goal was to point the rear of the bike like the trailing edge of a wing allowing the wind to escape the confines of the mechanical beast with the least amount of drag. In addition this heavy plate would help hold the rear end down and become our Big Boar Battery platform.

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