After the last two “WTF-was-I-thinking” bike deals, I find my self-staring at a turd 1999 Dyna Lowrider. “It’s January. No big deal. I’ve done plenty of these bikes before.” I figured I can do a quickie build, and worst-case scenario I’ll be riding again in a month or two. “Ahh, screw it! It’s a Twin Cam Dyna. I’m changing everything anyway. I’ll take it.” This bike started out with everything wrong a person could put on a Dyna. Lowered suspension, forward controls, big ugly windshield, apes, leather fringe, and on top of that a choked-down carb because the previous dude thought a stock 88 was a little too powerful. As soon as I brought this bike home, I threw it on the lift and started tearing all the crap off of it.
My last Dyna was a built-up T-sport that to this day I continue to kick myself for letting go; so I knew I had to step the bar up on this build. I’ve had an old FXRP fairing sitting in my garage staring at me since 2010. I originally planned on putting it on my old Twin Cam FXR—only I never got around to it since I totaled that bike. Since then I have had a vision of a Dyna with an old RP fairing paired with late-model Dyna defender bags; and I was determined to set up the ultimate touring Dyna. I whipped up a bottom fairing mount, extended the stock RP bracket 1.5 inches out for steering clearance, shaved the blinker pods, cut a windshield and a set of one-off side lenses, then epoxy-coated the entire inside of the fairing to give it more strength and rigidity. These fairings were super flimsy back in the ’80s; it’s a wonder there are as many left as there are. I picked up a NOS headlight lens to clean up the front, and then it was off with the sheet metal to my painter Shane Leasure at Auto Body Express/Leasure Lines to redo the stock paint and give it a factory look. I wanted this bike to look like it rolled outta the factory with these options with a toned-down look since I was planning on a monster motor.
Overall, this bike is a blast to ride,It has way more power than someone needs, and the suspension is set to handle it
While the sheet metal was away at paint, I bolted up a set of 10-inch risers, Biltwell Moto bars, and ’08 bagger hand controls. I built the front end up with Dyna Defender legs and 2-inch-over tubes, Race Tech internals, and Speed Merchant adjusters. I am a huge fan of the late-model bagger brakes, but to make all this work you have to run the later 2000–up model wheels. The 1999 Twin Cam has the early style brakes/suspension that doesn’t stop for shit. Oh, well, I’m not into cutting corners on anything let alone in the stopping department, and I wasn’t sticking with stock two piston brakes. So I scored a set of 2000 mag wheels off Craigslist then added ’08 bagger dual Brembos and 11.8-inch floating rotors up front. My homie Bryan hooked it up with a 2000 Dyna swingarm that he had been hoarding for years to allow the late-style rear brake in the back, as well as a high passenger seat that would be sure to keep me in the saddle when I’m cranking on the throttle. To combat the notorious “Dyna wobble,” I picked up a Sputhe Positrac stabilizer kit.
When it came time to the powerplant, I wasn’t messing around. I’ve never had a slow bike, and I was going to make sure whatever needed to be done on this motor to ensure I wasn’t going to get outrun on the street. After talking with my motor builder, Dee of Dee’s V-twin, we decided to go big, and we pieced together the components to build a ripper 124-inch motor. For flywheels, a Darkhorse crank was ordered and we added the blueprint/balance/pin/weld/Timken option. When building a motor like this you need a solid foundation, and this was going to make sure no matter how hard I beat on this bike it will live up to my abuse. Rounding out the motor build was a set of S&S cylinders and high-compression pistons, Zippers heads that were reworked by Hannans Machine, Woods 9G gear-drive cams with SE high-flow oil pump and plate, SE roller rockers, an S&S Super G carb, and a Dynatek ignition system. All components were powdercoated with a fresh gloss black.
Overall, this bike is a blast to ride. It has way more power than someone needs, and the suspension is set to handle it. Coupled with the fairing and the bags, I get the function of a bagger with the performance and handling of an aggressive Dyna. I would like to thank the following for their help along the way: my Pop, Bryan Simpson, Big Bob, Robbie Stephano, Kyle Dake, Stevie G., Dee’s V-twin, Shane Leasure, and my wife Ashley.
|Bike Owner||Justin Duncan|
|Fabrication time||7 months (5 months too long)|
|Year Manufacturer||1999/H-D/Twin Cam/124-in.|
|Heads||Zippers/Reworked by Hannans Machine|
|Rocker Boxes||SE Roller Rockers|
|Carb||S&S Super G|
|Clutch||Proclutch w/ lockup|
|Primary Drive||Chain H-D|
|Front End||’00-’03 Dyna Defender lower legs|
|Length||2-in. extended tubes, Race Tech internals w/ Speed Merchant|
|Rear Shocks||H-D Stunt Shocks by Showa (one of 13 made)|
|Wheels, Tires, and Brakes|
|Manufacturer Front/Type||H-D/’00-’03 Dyna Mags|
|Tire/Size||GT501 Dunlap SE|
|Front Brake||Dual ’08 Bagger H-D/Brembo 4-piston|
|Manufacturer Rear/Type||H-D/’00-’03 Dyna Mags|
|Tire/Size||GT501 Dunlap SE|
|Rear Brake||’00-’03 Dyna 4-piston|
|Paint/Graphics||Shane Leasure Auto Body Express/Leasure Lines|
|Fairing||1984 FXRP w/ shaved blinker openings, custom-cut windshield|
|Bags||Dyna Defender Bags|
|Handlebars||10-in. risers w/ Biltwell moto bars|
|Hand Controls’||08–up bagger hand controls w/ PM grips|
|Foot Controls||Biltwell pegs|
|Shifter||FXRT heel/toe shifter w/ Joker toe pegs|
|Seat||H-D high back seat|