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Author Topic: Need Help With Evo / Powerhouse 114 Crankshaft Info  (Read 12563 times)

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HILLSIDECYCLE.COM

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Re: Need Help With Evo / Powerhouse 114 Crankshaft Info
« Reply #15 on: November 04, 2013, 02:41:19 PM »

Your ideas sound like viable solutions to those issues, that I was unaware existed, and as far as the existing pump for those insert bearings, I'd believe it would flood the crankcase if a caged roller assembly was introduced.....could be wrong, but I'm thinking not.
Scott
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prodrag1320

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Re: Need Help With Evo / Powerhouse 114 Crankshaft Info
« Reply #16 on: November 04, 2013, 02:48:05 PM »

vern had problems with the pistons breaking,even before mid west had anything to do with them.a regular evo lower end might fit,but not with the offset cylinders as the rods will hit the counterbalance part of the wheels (heavy part 180* from c. pin).I would just have the cylinders sleeved and get CP pistons.im doing a side by side,automotive type motor for my nitro bike now,so ive ran into just about all the probs you can

Ohio HD

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Re: Need Help With Evo / Powerhouse 114 Crankshaft Info
« Reply #17 on: November 04, 2013, 02:49:08 PM »

Your ideas sound like viable solutions to those issues, that I was unaware existed, and as far as the existing pump for those insert bearings, I'd believe it would flood the crankcase if a caged roller assembly was introduced.....could be wrong, but I'm thinking not.
Scott

I really didn't think of the flooding of the sump, just that the pressure may drop from the bearing change. I bet you're right, unless the return side of the pump can really pick up the slack, that motor may sump.     :bigcry:

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Ohio HD

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Re: Need Help With Evo / Powerhouse 114 Crankshaft Info
« Reply #18 on: November 04, 2013, 02:51:43 PM »

vern had problems with the pistons breaking,even before mid west had anything to do with them.a regular evo lower end might fit,but not with the offset cylinders as the rods will hit the counterbalance part of the wheels (heavy part 180* from c. pin).I would just have the cylinders sleeved and get CP pistons.im doing a side by side,automotive type motor for my nitro bike now,so ive ran into just about all the probs you can


That's the whole kicker Kirby, the cylinders aren't offset, they're in line. With the offset rods and in line cylinders, well you know.....   

That's what I'm starting to think is have some custom pistons made that "will" hold up. Man they'll be expensive, I doubt that CP has an specific blank to make these from.
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Ohio HD

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Re: Need Help With Evo / Powerhouse 114 Crankshaft Info
« Reply #19 on: November 04, 2013, 08:55:53 PM »

Here is the data I've been able to unearth. They claim compression ration of 9.5:1. My estimates based on guessing the piston height and valve reliefs is 9.94:1. So they may be correct at 9.5:1.  But I think their claim of 134 HP and 130 torque are quite optimistic.

I've asked John at Darkhorse to see if he will be interested in converting the crank to HD style H beam rods. We're also considering new custom pistons, and possibly machining the area that breaks off his new OEM pistons. The pics below shows where they break. Then the inside of the piston you see it follows that casting ledge. Machine that area away, well it can't break if it's not there.


 


Data I Recovered

The POWER HOUSE 114 will produce approximately 134 horsepower and 130 foot pounds of torque. Not only will this tear up the pavement in a lightweight motorcycle, it will provide excellent results on long distance touring machines. Fits all Big Twin frames designed for an Evolution style engine. Each engine is shipped in a specially constructed polyethylene shipping container (deposit required). Includes Manufacturer’s Statement of Origin.

 
 
Specifications
 
Displacement ..................... 114ci (1868cc)
Bore Size ........................ 4.255”
Stroke Length .....................4.000”
Rod Length ....................... 7.750”
Rod, Journal End I.D ............. 2.000”
Rod, Wrist Pin End I.D ........... 0.927”
Compression Ratio ................ 9.5:1
Combustion Chamber Size .......... 90cc
Intake Valve, Head Diameter ...... 2.050”
Exhaust Valve, Head Diameter ..... 1.750”
Intake Flow@28” Water ............ 280 CFM
Exhaust Flow@28” Water ........... 240 CFM
Intake, Valve Lift ............... 0.656”
Exhaust Valve Lift ............... 0.618”
Intake, Rocker Arm Ratio ......... 1.725:1
Exhaust, Rocker Arm Ratio ........ 1.625:1
 

The Powerhouse motor's parts come from some of the biggest names in the
 
V-Twin performance business:
 
Delkron
JIMS Machining - rocker arms
Falicon Crankshaft Components
Carrillo Industries
KB Performance
Comp Cams
Crane Cams
L.A. Sleeve
Velva-Touch
Hegedus Aluminum Industries
Gardner-Wescott.

 
Special Features
 
Crankshaft assembly by Falicon.
 
Crankshaft halves are made from E4340H forgings that have been hardened & tempered, and feature integrated sprocket & pinion shafts.
 
Bottom mounted engine case inspection plate.
 
Constant pressure, high return rate oil pump made from 7075-T6 billet aluminum.
 
2” O.D. crankshaft journal is made from 4041 billet then hardened, tempered, hard chrome plated and ground to + - .0001”. It is then welded in place to prevent movement.
 
Forged H beam style connecting rods by Carrillo with Babbitt type big end bearings.
 
Exclusive 3-poing contact cast pistons by KB Performance Pistons.
 
Roller tip rocker arms by Jims.
 
Engine cases cast from 356-T6 aluminum by Delkron.
 
Cam/Gear cover machined from 6061-T651 billet aluminum by Delkron.
 
Tru-Bore cast from iron valve guides by Rowe.
 
Ultra-Touch Quickset Pushrods. Made from lightweight 4130 Chrome-moly steel and machine tapered for maximum strength. Patent
Pending.
 
Cast iron tappet blocks with high-rev hydraulic lifters by Velva Touch”,
 
Cylinders are cast around the sleeves for a no slip fit. Cylinder sleeves by L.A. Sleeve.
 
Steel breather gear by S&S.
 
Power flex piston rings by Hastings.
 
Tru-Forged, severe performance, stainless steel, 1 piece, high flow valves with hard chrome stems and 4140 Chrome-moly tip.
 
High flow cylinder heads made from 6061-T6 billet aluminum.
 
Bolted-in type main bearing case inserts for dependability.
 
Manual operated compression release valves for improved hot engine restart.
 
Engine case mounted lubricating/cooling oiler jets that spray the underside of the pistons.
 
Two piece rocker arm covers designed for easy access, made from 6061-T6
billet aluminum.
 
Chrome-silicone double damper valve springs for reduced spring harmonics.
 
Top valve spring collars machined from titanium for high strength and light weight.
 
Valve seals made from fluro-viton for reduced oil consumption and exact valve stem lubrication.
 
O ring type seals at the cylinder base and head for maximum sealing power.
 
Dual spark plug heads for reduced emissions and a more complete fuel
burn rate.
 
Overall height of engine is the same as an OE Evolution and will easily fit into an Evolution style frame.
 
Includes electronic advance ignition that is switchable for your choice of single fire or dual fire.
 
All chemicals and sealants used in the assembly process are provided by Valco Cincinnati Consumer Products, Inc.
 
12 month/12,000 mile warranty.

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Ohio HD

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Re: Need Help With Evo / Powerhouse 114 Crankshaft Info
« Reply #20 on: November 04, 2013, 08:56:48 PM »

inside of broken piston
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HILLSIDECYCLE.COM

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Re: Need Help With Evo / Powerhouse 114 Crankshaft Info
« Reply #21 on: November 05, 2013, 11:09:56 AM »

Those pistons seem to be not forgiving from what we've seen in other applications.
Scott
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Ohio HD

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Re: Need Help With Evo / Powerhouse 114 Crankshaft Info
« Reply #22 on: November 05, 2013, 12:27:02 PM »

Those pistons seem to be not forgiving from what we've seen in other applications.
Scott

You're probably right about that. Just was a moment of wishful thinking. Guess we'll find out how serious he is about this motor when we start adding things up!

I think it could be a hot rod with an Evo crank, and custom pistons. Needs more compression though, maybe cam change too.



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HILLSIDECYCLE.COM

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Re: Need Help With Evo / Powerhouse 114 Crankshaft Info
« Reply #23 on: November 05, 2013, 12:49:48 PM »

Yes indeed.
A 114" in most any configuration can be quite powerful.
We built a 5" stroke, 3 13/16" bore Evo, with ported S&S head castings, Wood 9F, S&S D carb, etc, for a local client a few years back.
Insta-power in any gear at almost any rpm.
Scott
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