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Author Topic: 40274-08A Compensator  (Read 15679 times)

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mcdonaldroadcapt

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40274-08A Compensator
« on: October 20, 2011, 08:16:23 AM »

Just installed the updated 40274-08A compensator in my 08 SE Ultra trike conversion and what a difference.  Even shifting into first from cold start is quieter and easier.  No more knocking during accelerating off idle. Also had new inner primary bearing replaced at the same time which was grinding at idle in neutral. Thank goodness I had extended warranty even thought I paid difference for upgrade compensator. Thanks for all of the help in figuring out what needed to be replaced prior to taking to dealer.
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cahdbiker

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Re: 40274-08A Compensator
« Reply #1 on: October 20, 2011, 10:45:45 AM »

mcdonaldroadcapt, is that the latest and newest S.E. compensator? Just wondered in case I ever have issues. Thanks CAHDBIKER
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mcdonaldroadcapt

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Re: 40274-08A Compensator
« Reply #2 on: October 22, 2011, 08:38:35 AM »

Yes, I am told that it is the latest for my 2008. This is what they told me anyway.
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aero8

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Re: 40274-08A Compensator
« Reply #3 on: October 22, 2011, 10:43:06 AM »

What is the function of this part? :-X

Is this compensator a stock part in newer models?

Is it already fitted as OEM part to my 2011 SESG? :nixweiss:

Aero8
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smiley1049

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Re: 40274-08A Compensator
« Reply #4 on: October 22, 2011, 11:42:05 AM »

What is the function of this part? :-X

Is this compensator a stock part in newer models?

Is it already fitted as OEM part to my 2011 SESG? :nixweiss:

Aero8
YES
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catahoula58

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Re: 40274-08A Compensator
« Reply #5 on: October 23, 2011, 12:35:49 AM »

What's the real difference between the  08 and the 08A?  I recently had the 08 model installed. Do I need to upgrade to 08A?  What is the benefit or draw back?
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Re: 40274-08A Compensator
« Reply #6 on: October 23, 2011, 09:23:42 AM »

What's the real difference between the  08 and the 08A?  I recently had the 08 model installed. Do I need to upgrade to 08A?  What is the benefit or draw back?

There 08A offers no apparent functional change to the design.  A few of the components have been redesigned.  I believe the design alterations to the components have more to do with reducing manufacturing cost than altering the function of the assembly.
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Re: 40274-08A Compensator
« Reply #7 on: October 23, 2011, 11:03:48 AM »


This is only a semi-informed guess, but my understanding is that the redesign was in response to some premature wear issues with the original design.  Look at the exploded views of the two versions below, and note that the shaft extension has a different external spline arrangement (finer) and the sliding cam has a corresponding finer spline to match.  Then the shaft extension has also had the integral bearing journal (designated "A" in the drawing for the old style) removed, and that function (support of the actual comp sprocket) has been moved to the new style sprocket retainer.  Other parts like the thrust washer and bolt, spring packs, etc. remain the same. 


Jerry
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Re: 40274-08A Compensator
« Reply #8 on: October 23, 2011, 11:34:31 AM »

This is only a semi-informed guess, but my understanding is that the redesign was in response to some premature wear issues with the original design.  Look at the exploded views of the two versions below, and note that the shaft extension has a different external spline arrangement (finer) and the sliding cam has a corresponding finer spline to match.  Then the shaft extension has also had the integral bearing journal (designated "A" in the drawing for the old style) removed, and that function (support of the actual comp sprocket) has been moved to the new style sprocket retainer.  Other parts like the thrust washer and bolt, spring packs, etc. remain the same. 


Jerry

Agree...  I just don't see how these design change correct the premature wear issue.   My engineering mind just doesn't see it...   :nixweiss:
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captdave221

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Re: 40274-08A Compensator
« Reply #9 on: October 24, 2011, 08:28:59 AM »

I wonder if the finer splines allow the sliding piece (item #3 the sliding cam) to move easier (not bind on the coarser splines) and reduce the wear on the 3 arms that ride on the ramps?
« Last Edit: October 24, 2011, 08:30:48 AM by captdave221 »
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Re: 40274-08A Compensator
« Reply #10 on: October 24, 2011, 08:57:22 AM »

Just installed the updated 40274-08A compensator in my 08 SE Ultra trike conversion and what a difference.  Even shifting into first from cold start is quieter and easier.  No more knocking during accelerating off idle. Also had new inner primary bearing replaced at the same time which was grinding at idle in neutral. Thank goodness I had extended warranty even thought I paid difference for upgrade compensator. Thanks for all of the help in figuring out what needed to be replaced prior to taking to dealer.

I had mine replaced last week and experienced the same improvements. It shifts into first so much easier and quieter I find myself double checking to make sure it is actually in gear. Find neutral a little easier too. I had the classic symptoms of hard start (loud clunk when I hit the starter) and shuddering at take-off prior to that have also gone away.
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djkak

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Re: 40274-08A Compensator
« Reply #11 on: October 24, 2011, 08:49:11 PM »

This is only a semi-informed guess, but my understanding is that the redesign was in response to some premature wear issues with the original design.  Look at the exploded views of the two versions below, and note that the shaft extension has a different external spline arrangement (finer) and the sliding cam has a corresponding finer spline to match.  Then the shaft extension has also had the integral bearing journal (designated "A" in the drawing for the old style) removed, and that function (support of the actual comp sprocket) has been moved to the new style sprocket retainer.  Other parts like the thrust washer and bolt, spring packs, etc. remain the same. 


Jerry

Agree...  I just don't see how these design change correct the premature wear issue.   My engineering mind just doesn't see it...   :nixweiss:

It looks like the most significant change between the early and late assemblies is the relocation of the Sprocket’s bearing journal from the splined shaft extension to the sprocket’s retainer. This will certainly make it easier to ensure the proper location of the thrust washer during the assembly process. Not such a big deal in the field, but in a production environment I’ll bet it reduces the potential for assembly related issues and the steps necessary to manage those issues.

The coarse spline in the line drawing doesn’t appear to accurately represent the actual parts. My sense is that this has not been changed between the early and late components. JMO.
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sadunbar

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Re: 40274-08A Compensator
« Reply #12 on: October 24, 2011, 09:14:34 PM »

It looks like the most significant change between the early and late assemblies is the relocation of the Sprocket’s bearing journal from the splined shaft extension to the sprocket’s retainer. This will certainly make it easier to ensure the proper location of the thrust washer during the assembly process. Not such a big deal in the field, but in a production environment I’ll bet it reduces the potential for assembly related issues and the steps necessary to manage those issues.

The coarse spline in the line drawing doesn’t appear to accurately represent the actual parts. My sense is that this has not been changed between the early and late components. JMO.

Yep, I agree...  It appears to me the changes make the parts more economical to manufacture, and makes proper assembly of the components more reliable/foolproof. 

But I don't see a potential fix for the premature wear issues of the spokes/cams in the 40274-08A revised design. 

Perhaps this fix might be in a future 40274-08B compensator?
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Re: 40274-08A Compensator
« Reply #13 on: October 26, 2011, 09:07:35 PM »

The following photos in the next two posts picture two versions of the Cruise Drive compensating sprocket; two standard and one SE, in full failure mode. The components of all three sprockets share common issues; burnt lubricant, metal transfer and extreme wear. (7,500 miles on the SE sprocket and 20k on the two others)

Prior to mid 1984, the Big Twin’s primary drive did not run in an oil bath, but was lubricated by a air/oil mist in the housing. It was not unusual, in fact quite common to see the comp sprocket components of early these machines in nearly the same shape as the components pictured in photos. This appearance was not unusual because an adequate film of lubrication was not maintained over the moving parts of the sprocket, resulting in prolonged metal to metal contact and the associated friction.

Beginning in mid 1984 the primary drive was run in an oil bath, and since then lubrication issues with these components, which had been present since the middle ‘50’s, simply went away…until 2007.
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djkak

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Re: 40274-08A Compensator
« Reply #14 on: October 26, 2011, 09:08:04 PM »

Torsional loads at the crankshaft increased dramatically in 2007, testing a number of powertrain components beyond their mechanical limits. Components that would have previously run for the life of the machine, now fail with some regularity. The Cush Drive, torque smoothing calibration and SE comp sprocket all serve to reduce torsional load.

The compensating sprocket is designed to reduce torsional load through the transformation of mechanical energy. The SE comp sprocket is claimed to have a 700% increase in torque capacity over the original. I believe that the increased loads generated from the 2007 and later powertrain also significantly impact the lubrication properties required for this assembly to run reliably.

IMHO, with regard to premature wear, the seemingly random failure of the comp sprockets is more likely related to a lubrication failure than to an issue with materials. Also, the manner in which the vehicle is operated has a significant impact on the load and the mechanical energy transformed by the comp sprocket. It seems reasonable that a riding style which “works” the comp assembly hard and often might make the difference between premature failure and normal service life, with all other variables being relatively equal. Then of course there is the lubricant.

Prior to 2007 you could run just about anything for lubrication in the Big Twin primary housing. Based on the appearance of recent failed components, with the burnt lubricant, metal transfer and extreme wear, together with what we know about the 2007 and later powertrain, with regard to lubrication, things seem to have changed significantly.

A redesign of the sprocket would likely reduce reliance on the lubricant; although it appears that there are a large number of machines that do not experience issues, so at this point in time it seems unlikely that this will happen.

It is also interesting to note that in most if not all cases of premature wear with the non SE comp sprocket, the sprocket shaft extension always seems to experience the most wear (as seen in the previous photo). If you open this photo of the SE sprocket, you will notice that there is no appreciable wear on the shaft extension. The splined surface area of the SE extension was increased substantially over the original unit. The distribution of load over an increased surface area reduces the load at each point of contact, improving the resistance to wear.  As always, JMHO.
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Re: 40274-08A Compensator
« Reply #15 on: October 26, 2011, 10:40:04 PM »



Prior to 2007 you could run just about anything for lubrication in the Big Twin primary housing. Based on the appearance of recent failed components, with the burnt lubricant, metal transfer and extreme wear, together with what we know about the 2007 and later powertrain, with regard to lubrication, things seem to have changed significantly.

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I use this in the primary on the 11.5 SEUC.
http://www.harley-davidson.com/gma/gma_product.jsp?PRODUCT%3C%3Eprd_id=845524448768339&FOLDER%3C%3Efolder_id=2534374302290915&ASSORTMENT%3C%3East_id=2534374302290915&bmUID=1301609690324&bmLocale=en_US

SBB
« Last Edit: October 26, 2011, 10:45:44 PM by SBB »
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Re: 40274-08A Compensator
« Reply #16 on: October 27, 2011, 05:32:26 AM »

does that mean if one compensator failed it's most likely it's replacement with the same bike and riing style will fail too, be it the SE or the regular version?
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Re: 40274-08A Compensator
« Reply #17 on: October 27, 2011, 02:59:54 PM »

does that mean if one compensator failed it's most likely it's replacement with the same bike and riing style will fail too, be it the SE or the regular version?

Potentially, yes...but with different degrees of failure. 

The original "non SE" compensator simply is not strong enough for the application.  It does not provide the necessary level of protection to your drivetrain.  It can contribute to the failure of other components, such as your starter. 

The "SE" compensator is strong enough for the application and provides adequate protection to your drivetrain, but experiences a higher than desired rate of wear due to insufficient lubrication.  The resulting excessive wear is not likely to result in collateral damage to other components.
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Re: 40274-08A Compensator
« Reply #18 on: October 27, 2011, 03:47:53 PM »

So the elephant in the room is...what type/brand/whatever lubrication is necessary to avoid premature failure of this component, since failure of the newer style seems to be directly related to inadequate lubrication?  And the second point would be...would it be "better" to change the primary fluid more often than 10K, like at 5K, when you change the crankcase oil?
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Re: 40274-08A Compensator
« Reply #19 on: October 27, 2011, 05:29:42 PM »

I'm sure its to often, but I do mine about every 5.
For what the fluid costs, and the small amount of time it takes, I just don't care, ya know.
It's like a 5 dollar oil change, can't hurt!   (I HOPE)  HAHA
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Re: 40274-08A Compensator
« Reply #20 on: October 27, 2011, 05:49:26 PM »

what type/brand/whatever lubrication is necessary to avoid premature failure of this component, since failure of the newer style seems to be directly related to inadequate lubrication? 

I use this in the primary on the 11.5 SEUC.
http://www.harley-davidson.com/gma/gma_product.jsp?PRODUCT%3C%3Eprd_id=845524448768339&FOLDER%3C%3Efolder_id=2534374302290915&ASSORTMENT%3C%3East_id=2534374302290915&bmUID=1301609690324&bmLocale=en_US
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But not in the 2011.5, it get's the Formula Plus.

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Re: 40274-08A Compensator
« Reply #21 on: October 27, 2011, 06:59:57 PM »


But not in the 2011.5, it get's the Formula Plus.

 ;)


[/quote]
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Re: 40274-08A Compensator
« Reply #22 on: October 27, 2011, 07:21:48 PM »

does that mean if one compensator failed it's most likely it's replacement with the same bike and riing style will fail too, be it the SE or the regular version?

Relative to this discussion, the simple answer is yes, I believe the replacement assembly will fail prematurely without a change to the lubricant’s properties.

With any manufacturing process there will be some variation in the finished product, be it a sprocket shaft extension or a bottle of lubricant, and duplicating field conditions would be subjective at best. To understate the challenge, the ability to reasonably predict when the replacement will fail would be tough.

I do believe that the difference between premature failure and normal service life is broad enough that making this distinction wouldn’t be difficult. The failure of a lubricant to prevent metal on metal contact also leaves a fairly distinct signature on the effected parts.

Attached is a photo of a sprocket shaft extension from a 1990’s era machine that has been run for 42,598 miles. This is a common example from that era of a shaft extension that would remain serviceable through the normal service life of the machine.
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Re: 40274-08A Compensator
« Reply #23 on: October 27, 2011, 07:30:27 PM »

So the elephant in the room is...what type/brand/whatever lubrication is necessary to avoid premature failure of this component, since failure of the newer style seems to be directly related to inadequate lubrication?  And the second point would be...would it be "better" to change the primary fluid more often than 10K, like at 5K, when you change the crankcase oil?

Just my opinion, Terry, but I don't think there is a specific type of lubrication that will prevent the high wear rate of the SE compensator.  Some lubricants may slow the rate of wear, but the root problem is a design issue that isn"t going be overcome by a specific type lubricant.  I don't think changing the lubricant more frequently will have any effect on the issue either.   Again, just my opinion, but I believe a mechanical design change is required to eliminate the issue.  Perhaps some type of pressurized lubrication delivery design.

I used Formula + this summer on a new compensator (installed when I installed my 120r motor).  As soon as winter sets in, I'll pull the compensator and see what it looks like....  It will have about 7.5K on it...
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Re: 40274-08A Compensator
« Reply #24 on: October 27, 2011, 08:32:53 PM »

Just my opinion, Terry, but I don't think there is a specific type of lubrication that will prevent the high wear rate of the SE compensator.  Some lubricants may slow the rate of wear, but the root problem is a design issue that isn"t going be overcome by a specific type lubricant.  I don't think changing the lubricant more frequently will have any effect on the issue either.   Again, just my opinion, but I believe a mechanical design change is required to eliminate the issue.  Perhaps some type of pressurized lubrication delivery design.

I used Formula + this summer on a new compensator (installed when I installed my 120r motor).  As soon as winter sets in, I'll pull the compensator and see what it looks like....  It will have about 7.5K on it...

I agree completely.  Lubrication failures don't automatically mean the problem was caused by the lubricant.  The mechanical design must be such that the lubricant can easily get to all surfaces that require lubrication.  Considering some of the stuff I've read from people with failures on the SE compensator where severe galling took place, it sounds like Harley needs to do some more work on the basic design and probably on the actual materials as well.  I was hoping the -A level had some of those changes, but from what djkak mentioned I guess I wouldn't get my hopes up.  Maybe the -D revision will address the real issues.  Or more likely, Harley will decide that the current design will survive long enough on the vast majority of bikes to exceed the two year warranty limit.  After that, someone else gets to pay so it tends to become a non-issue in Milwaukee.  Actually, leaving it as is means more parts sales, since there is no aftermarket replacement.  


Jerry
« Last Edit: October 29, 2011, 03:46:54 PM by grc »
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Re: 40274-08A Compensator
« Reply #25 on: October 27, 2011, 11:37:26 PM »

The challenge is to resolve the metal on metal contact of the effected parts. If the oil supply is inadequate, that may not be difficult to resolve. If the lubrication technology necessary to meet this challenge is impractical or not available, then this could be resolved by reducing the concentrated load across the effected areas.

I believe that prior to 2007 the lubrication properties necessary to support the primary drive’s operation were very modest. The introduction of the Cruise Drive on the touring rigs presented a number of unanticipated challenges to the boys and girls at H-D, and possibly one or two other folks. My sense is that if there was a lubricant on the market that was simply adequate in a pre 2007 machine, you wouldn’t stand a chance with it in a Cruise Drive tourer.

I hesitate to go straight to the sprocket assembly for the answer, because there are a lot of machines running around that don’t seem to experience this premature wear with either sprocket. At this point it’s tough to say if the failure that some experience, exceeds the practical lubrication technology available, or if it’s simply an issue for some vendors to play catch-up. Either way I believe that an awareness of the nature of this failure will help.

FWIW, re: attached photo taken today. 6-29-09 @ 255 miles: installed Jim’s 131 with SE comp sprocket and other peripheral goodies. Haven’t had the primary apart since then; replaced a few sets of lifters, though. I posted a photo of the sprocket sometime prior to install. I don’t recommend one lube over another, but have been using the lube recommended by SBB
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Tirpitz

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Re: 40274-08A Compensator
« Reply #26 on: November 09, 2011, 02:52:48 PM »

A friend of mine who is a indy mechanic did this to his bike, a 2007 Ultra Classic, he put in an extra spring in the compensator.   He says it has taken some of the clunk out of starting and putting it in to first gear, he did it about 3 weeks ago so not a lot of miles since he did the work.  It may sound like an easy way to help the compensator do its job.  Anyone with any ideas or concerns with this?  He used a stock spring out of a EVO primary which he said matches up the the stock springs on his 2007 compensator.  He put the extra spring in last and spooned it the one before it.  What do you think?     
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Re: 40274-08A Compensator
« Reply #27 on: November 17, 2011, 07:25:54 PM »

Lots of interesting info on comps around here the past couple of months. It just dawned on me however, what happens with the comp when people change over to a belt drive and dry clutch? Even though a backing plate for the standoffs goes over it, I've never seen one with an oil plug and since there have been previous discussions regarding the necessity of lubrication on the comp how does it fair dry? Or am I missing something here?
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hd-dude

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Re: 40274-08A Compensator
« Reply #28 on: November 17, 2011, 10:40:32 PM »

Lots of interesting info on comps around here the past couple of months. It just dawned on me however, what happens with the comp when people change over to a belt drive and dry clutch? Even though a backing plate for the standoffs goes over it, I've never seen one with an oil plug and since there have been previous discussions regarding the necessity of lubrication on the comp how does it fair dry? Or am I missing something here?

Belt drive primarys eliminate the comp assembly.

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Re: 40274-08A Compensator
« Reply #29 on: November 18, 2011, 07:34:24 PM »

Belt drive primarys eliminate the comp assembly.
Jim, why is it you always show up when I ask a dumb question? :confused5: :nixweiss: :nervous:
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Re: 40274-08A Compensator
« Reply #30 on: November 18, 2011, 11:39:07 PM »

Jim, why is it you always show up when I ask a dumb question? :confused5: :nixweiss: :nervous:

The only question that is dumb is the one you don't ask ;D.........

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Re: 40274-08A Compensator
« Reply #31 on: December 07, 2011, 04:34:07 PM »

Here is my dumb question, I have a 2010 with 20,000 miles.  The compensator was knocking bad and replaced at 18,000.  The new compensator is already knocking, but only when the engine struggles to idle.  It has a pretty radical build with 660 lift cams.  My dealer is thinking about eliminating the compensator altogether and replacing it with a solid sprocket.  He says the cush drive will take care of the vibration.  What are your thoughts?

BTW, I use Redline primary fluid every 5000 miles.
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Re: 40274-08A Compensator
« Reply #32 on: December 07, 2011, 05:26:48 PM »

When the first new comp assembly came out my 07 SEUC went in for replacement and I let them talk me into the Evo Industries 30t sprocket that had NO comp assembly. As soon as I reached 50-55 mph the vibration started numbing my arms and legs. I then ran it up to 65 and dropped into 6th even worse. Brought it back and installed the SE comp assembly and all has been good since even with my 131. I personally think these motors need the comp assembly.
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Re: 40274-08A Compensator
« Reply #33 on: December 07, 2011, 05:37:10 PM »

Here is my dumb question, I have a 2010 with 20,000 miles.  The compensator was knocking bad and replaced at 18,000.  The new compensator is already knocking, but only when the engine struggles to idle.  It has a pretty radical build with 660 lift cams.  My dealer is thinking about eliminating the compensator altogether and replacing it with a solid sprocket.  He says the cush drive will take care of the vibration.  What are your thoughts?

BTW, I use Redline primary fluid every 5000 miles.

My thoughts are that your dealer is obviously not an engineer.  btw, the compensator is there to protect the engine and primary/trans from shock loading, and it works even when the bike is sitting still.  Have him explain to you how the rear wheel "cush drive" sprocket is going to take care of that.

What version of the compensator does your bike have?  In theory the 2010 CVO should have come with the SE compensator, but with Harley who knows.  Make sure you have the latest version of the SE compensator, and all the parts are good.  As long as they are willing to keep putting in new ones (I'm surprised they are with a heavily modified engine), I'd have them keep putting them in.  No way would I eliminate the compensator and install a solid gear.  And if the current one is knocking after only 2000 miles, you might want to verify it was installed correctly and the thrust washer wasn't damaged.  There are plenty of radical builds out there that don't eat compensators that quickly. 


Jerry
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Re: 40274-08A Compensator
« Reply #34 on: December 07, 2011, 05:40:47 PM »

Here is my dumb question, I have a 2010 with 20,000 miles.  The compensator was knocking bad and replaced at 18,000.  The new compensator is already knocking, but only when the engine struggles to idle.  It has a pretty radical build with 660 lift cams.  My dealer is thinking about eliminating the compensator altogether and replacing it with a solid sprocket.  He says the cush drive will take care of the vibration.  What are your thoughts?

BTW, I use Redline primary fluid every 5000 miles.

Absolutely not....do not eliminate the compensator.  

The intention of the compensator is to protect your crankshaft from shock loads - and the crankshaft needs all the protection it can get.  The compensator design does a reasonably adequate job of protecting the crankshaft.  

The problem with the compensator is the design also allows for premature wear - of the compensator itself.  Given the choice of crankshaft damage vs. compensator wear - I'll choose compensator wear.  It's just unfortunate we're required to make this decision - but until the next updated compensator design occurs - it's a choice we are forced to consider.
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Proctor

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Re: 40274-08A Compensator
« Reply #35 on: December 08, 2011, 03:19:12 PM »

Thanks Guys.  The bike came with the updated SE compensator.  They replaced it with the same (SE) compensator.  My dealer has no issues replacing it with the engine build, he says it should not affect it.  The problem is the next compensator replacement will be out of warranty.  I didn't buy the extended warranty since hardly any of my engine parts are HD parts, and they probably wouldn't warranty a tranny with 130hp banging on it.

The only issue I had with the first compensator was noise.  We will see how long this one will last.
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Re: 40274-08A Compensator
« Reply #36 on: December 28, 2011, 10:01:02 PM »

Hey folks I have been all the way down this road and we all seem to keep trying to reinvent the wheel as they say. I have resolved the question of exactly why the SE Compensator is failing and I am developing a fix for now until the MOCO wakes up and gets the job done.
It is not my intent to pull any one away from this forum but rather than rewrite it all which is a thread many pages long go to Harley Tech Talk http://harleytechtalk.org, click on Forum, click on Twin Cam, click on SE Compensator started by Richard K.
You will find this will answer most all of your questions and as soon as I can complete some road testing we will know for sure if by pulling all the stuff we have all learned together and putting it in to action will indeed correct this issue once and for all.

I personnel am on my 6th compensator in 38 months and about 35K miles and hopefully the last.
Check it out and let me know what you think and I will be posting pictures of the road testing progress in 500 mile increments starting next week 1/4/11.

Keep the shiny side up.... I have tried the other option and believe me it sucks
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dlaws01

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Re: 40274-08A Compensator
« Reply #37 on: December 29, 2011, 11:47:31 PM »



I personnel am on my 6th compensator in 38 months and about 35K miles and hopefully the last.




6 compensators in 38 months covering 35k miles?  Lets see, that's 1 compensator every 6 months and every 6000 miles.  Sounds like you solved the problem to me!
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Re: 40274-08A Compensator
« Reply #38 on: December 30, 2011, 08:55:26 AM »


"I personnel am on my 6th compensator in 38 months and about 35K miles and hopefully the last."




6 compensators in 38 months covering 35k miles?  Lets see, that's 1 compensator every 6 months and every 6000 miles.  Sounds like you solved the problem to me!

I think it is too early to say if he has solved the problem, since he mentioned that road testing would commence Jan 4 (I assume he meant 2012, not 2011).  We haven't quite gotten there yet.

Lubrication problems have always been a main contributor to the SE comp problems, and by that I mean getting lube where it needs to be, not the actual lubricant.  If his modification works, it sounds like a pretty easy solution.  Or everyone could wait another five or ten years for Harley to decide to fix their sorry design.  I'm still of the opinion that they only care about getting the majority of them to last two years, and couldn't care less about anything beyond that.


Jerry
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