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  1. #1
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    Default Springer and girder identification

    Picked up a couple front ends today one springer one girder. Leaning towards the springer being a maybe a kdm/aee or homebuilt with someoneís rockers, but could be way off. Now on the girder there is a 5 digit number stamped into the bottom, I dunno tree I guess lol. I donít currently have a picture of the number but know it. Any help or thoughts would be appreciated, just picked them up today gotta get them back to the shop and pull them apart check it all out order what I can make what I canít and clean them up. Then we will see what happens with them. Just looking for id help at the moment.Click image for larger version. 

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    More pictures in next post

  2. #2
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    Default

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  3. #3
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    Girder is a Durfee:

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    5 digit number; first number is year (6 = 1976), next 2 numbers are month (08 = August), next 2 numbers are manufacturing number (22= 22nd unit that month).

    A good read here:

    "It all started back in 1968 when Earl Durfee picked up an old Indian Scout Girder and knew he could do better. You see the better part was easy for Earl because of two big factors.

    (1.) By 1968 the popular girder design which was used by Indian Motorcycle Company and was the preferred front suspension design used by the majority of the European motorcycle makers had seen a lot of bad roads (or in some cases, no roads and even bomb craters, motorcycles were used extensively in both WW-1 & 2) and many, many years of hard use.
    Earl saw that “Road” and “Stress” tests on these old girders pointed out the strengths and weaknesses of the designs. (2.) Earl had spent the last 15 years working in the R&D labs for two well known aircraft and defense contractors, building by hand, the prototypes for the Polaris and Minute-Man missiles. The Metallurgy and welding processes fields in which he had studied, worked-in and knew, had supplied him with the knowledge and tools to bring the girder design up-to-date. Some of the old girders had flaws from the limits of materials and processes available in the 1920’s, 30’s, and 40’s, but by 1968 things had changed and we where in the middle of the “space race”, with all the knowledge and new materials that brought...

    The NCCSI test machine was a sadistic monster that used a 4 foot diameter steel wheel with bolted-on metal plates that can vary in size to simulate a road expansion joint all the way up to a huge pothole in the road. The wheel was powered to rotate from a crawl up to about 100 MPH. The front end is bolted into an adjustable, hydraulic neck that can simulate any rake and be rotated to mimic any curve that a motorcycle might lean into. The neck's hydraulic ram can apply up to 1500 pounds of downward force to push the tested component down onto the wheel, a weight which exceeds what an extremely heavy rider and motorcycle would weigh and the test part is run at it’s resonate frequency. The “Resonate Frequency” is the point at which that particular part looses control, the shocks or springs are at full stroke, all the way loose to fully collapsed and can no longer cope with the stresses on them. The resonate frequency was “Fatigue Phase” was part of 3 tests, Exploratory, Severe Loads, and Fatigue. Sensors on the tested part measure the forces at different points and strobe lights allow you to turn what is a blur of crashing metal into slow motion or can even completely stop the motion to see what is happening at any place on the front end...

    To give you an idea of the severity of this machine, a new Harley “glide” front end lasted less than 20 minutes before the fork seized and the glide turned into a broken, smoking paperweight. The Durfee Girder would take the normal 24 hour run, at resonate frequency, easily as part of the 100 hour complete test. As a matter of fact, the same Durfee Girder was mounted to the machine again and again whenever the officials from the National Highway Safety & Traffic Administration, California Highway Patrol or the German TUV (the Durfee Girder was one of maybe only two non-OEM suspensions that the TUV would allow on German roads) would show up. And after all that repeated beating, way past what the test required, when the Girder was torn down and inspected there was only mild wear on the replaceable pivot shafts!..."

    For more information contact Paul Durfee at info@durfees.com or call 503-472-9196.

    http://durfeegirder.com/about.html

  4. #4
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    Springer is nice,that peak in the upper spring perch and rocker design are distinguishing features.

    Might be a KDM...close:

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    Not AEE, note bottom of legs at rockers:

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    some of the AEE springers had overstock length stamp on bottom of legs.
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  5. #5
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    It’s got no markings that I have found, I’ve been leaning kdm but I’m not 100% sure and want to be.

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