The original Knucklehead engine is unique in its design because it utilizes crank case vacuum to actually evacuate top end oil through the steel lines coming from the valve spring cups up to the rocker covers. The original engine was notorious for flooding the rocker covers. Eric Wangen, chief designer for the K-N project, began to redesign the rocker arms and the rocker arm keeps on the Knucklehead engine. The redesigned rocker arms maintain the original 1-to-1 ratio through the entire lift range and incorporates the rocker arm as an oil limiter to the top end. Eric also improved the design of the rotary breather valve in the can chest. It now has better timing and uses more of the engine’s vacuum to help scavenge the oil from the rocker covers. The engine is modernized to a certain extent using an electronic ignition with a VOES (vacuum operated electric switch) that pulls the timing back when you roll into the throttle, to help prevent engine damaging detonation.

Ted then told me that just after Thanksgiving 2008, Charlie Hadayia received the okay from the S&S Board of Directors to peruse the K- Bobb project which entailed building 24 Flathead Power KN powered model motorcycles using the newly developed 93 cubic inch K-N series engine that could be sold as show bikes. These machines would be built under the guide lines set forth by the EPA and would not have to meet EPA noise and emission standards. The kicker was that Ted had to have the prototype finished for the Cincinnati trade show on the first week of February 2009! As you would guess, this was not much time to source the parts, mock up the motorcycle, have it painted and then completed for the show. They pulled one of the new Knuckleheads off the assembly line and went to work. Ted told me they fortunately got it all together and made the expo. After a good showing there, it was back to Wisconsin to finish the wiring and get it running. Some how they had enough time to put 3 miles on their dyno before the shipper came to pick it up and get it to Daytona for bike week.

When Ted got into Daytona, they pulled the bike out of the truck and he fired the K-Bobb up for its maiden voyage. First stop, the Uestis antique swap meet, 67 miles away. This ride gave Ted plenty of time to wonder how the 2009 Knucklehead would be received. He was hoping not to be stoned for creating a sacrilegious blither! Everyone was cool and liked the bike. They were also glad to hear about the new venture S&S and Flathead Power would be taking for the antique motorcycle industry.

The day before my test ride I was very lucky to meet Matt Olsen at the most prestigious chopper show in Daytona. Matt had come to Willies Tropical Tattoo to check out the bikes. This is the place to be to see all the best iron. Matt belongs to the Antique Motorcycle Club of America and he is the AMCA Youth initiative. His father owns Karl’s Cycle Supply. Matt may be a young man but he loves to ride antique motorcycles and his knowledge of old bikes is only matched by his passion to ride and teach others about the function and place in history the motorcycle has. Matt gave me an opportunity to ride his beautiful 1936 Knucklehead foot clutch tank shift. With some instruction from him on how to ride his classic, he left it up to me to learn how to finesse the old girl around the block a few times. This is how it really was back in the day. What a warm up for the S&S Knuckle that was also hanging out at Willies show!

After getting a chance to see the K-Bobb hanging out with the crowd, it was finally my turn to put her in the wind. Ted rode my Ultra Classic with me as we headed from the speedway the long way to South Daytona and the Limpnickie Lot. The 93 cid pulls hard and sounds good while running through the gears. You can hear that classic metallic clicking coming from the valve train that only a Knucklehead can sing. The shift lever throw is long and its just a few minutes into the ride that you realize this is the real deal! This is how it was and man does it feel good. Ted had the rear tire inflated to only 8 lbs and the front at 12 lbs and here in Florida, on the paved roads, I actually forgot I was ridding a hardtail Springer with a rigid mounted seat. There is nothing like a finely tuned engine and from 0 to 50 mph the engine ran smooth and never missed a beat. When you come to a stop, the mechanical front and rear brakes will stop you eventually. I’m sure with a little sandpaper to the high spots on the brake shoes you could have some better braking. The engine idles smooth and stays cool. There is no oil smell so this engine breathes well. The K-Bobb handles good and makes you wonder how far you can push it. After all, you dohave 93cid and a 4-speed tranny. It’s a real eye catcher whether she’s moving or standing still with all the quality and performance we have come to expect from S&S. I would ride this bike anywhere, any time. The 93cid engine makes just less than 70 horsepower and makes 66 to 67 foot lbs of torque. It comes with a dry clutch and a chain driven primary.