The year after we lost Larry, Bert headed out to the Indian Larry Block Party, a place where the air is thick with the smell of exhaust and history. Inside the shop, Paul Cox and Keino Sasaki were just starting to twist the down tube for a new frame. They waved Bert over and put the tool in his hands, guiding him through the physical process of twisting the steel that would become the backbone of a motorcycle.
A month later, Bob Seeger Jr. called with a proposition: they had finished that frame and wanted BAKER to have it. Bert’s first instinct was to say no. The weight of Larry’s legacy was heavy, and Bert feared he couldn’t do it justice. It took another year and a lot of insistence from the Brooklyn crew—along with the addition of Larry’s signature dual oil/fuel tank—before Bert felt ready to take on the challenge.
Over the following year, Bert and the BAKER engineering team poured every ounce of their mechanical talent into the build. The result is a machine built on respect, now known simply as The I.L.L. Deified. When Bert commissioned the late Greg Gates to build the engine, they knew it had to be something special. They settled on a 106 cubic inch Shovelhead with a 3-13/16" bore by 4-5/8" stroke and more one-off components than you can shake a stick at, both for performance and aesthetics. Even though the machine is show-quality, like everything else at BAKER, it gets "ridden hard and put away wet," so a total freshen-up was in order after all these years of hard miles.
The engine was completely disassembled, cleaned, and inspected to ensure every detail remained true to the original vision. The flywheel reconditioning duties were handled by Justin at Just Torque It, where the disassembled components were inspected, the connecting rods rebuilt with new bearings, and the wheels rebalanced to perfection. Justin also took on the task of honing the custom one-off 3-13/16" Axtell iron cylinders, which were fitted with custom .010 over squish dome pistons and hand-fitted Moly rings. The cylinder heads were entrusted to Jimbob Haines of High Output Engineering, where the original valves were replaced with a new set of custom stainless steel nailhead profile valves and additional porting was done to enhance the flow and yield even greater performance.
Assembling an engine of this caliber is a delicate science. The pinion bearing clearance and Timken bearing endplay were carefully set, while the squish clearance was checked and adjusted with custom gaskets from our pal Jason Moses at Cometic Gasket. This engine utilizes a unique sealing arrangement with a .040" tall fire ring and a Viton O-ring, completely eliminating the need for a traditional head gasket. A new S&S HVHP oil pump was chosen for its ability to maintain critical oil pressure to the Evolution style slow-bleed hydraulic lifters and the fresh bottom end while keeping the iron cylinders cool & lubricated. To ensure this high-compression beast fires up reliably, a custom calibrated dual fire electronic ignition system was housed in a billet circuit breaker and driven by reverse-rotation S&S drive gears, allowing for proper timing and consistent one or two-kick starts. An American Prime stainless steel advance assembly ensures longevity and maintains that proper “potato potato" idle that we all love. Finally, the Thunderjet-equipped S&S Super G carb was rebuilt and tuned to perfection, with the intake manifold sealed tight using FNA Cycle high-temperature silicone seals and clamps.
Refreshing this bike was about more than just mechanics; it was about preserving the spirit of those who paved the way. It was a profound honor to inspect and refresh Greg Gates’ original vision—he was truly one of the greats and is deeply missed by all of us. As we get this bike back on the road, we’re reminded that while both Greg and Larry are gone, their influence remains in the steel we twist and the engines we build. We miss them both, but every time this Shovelhead roars to life, a piece of their legacy rides with us.
Custom squish dome pistons and 3-13/16" bore Axtell Cylinders showing 0.040" firing and receiver groove for Viton O-Ring
Soft solder is used to check the piston-to-head clearance in various locations.
Measuring the clearance. More positive than the clay method.
Custom-configured STD Shovelheads with squish chamber and 3-bolt exhaust.
Almost complete!
Custom Greg Gates built billet rocker boxes and external cylinder head drains.
FnA intake seals and clamps for a perfect seal.
Setting up the multi-index custom Crane Evolution/Generator cam.
