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CVO Technical => Twin Cam => Topic started by: Backroads3 on August 01, 2022, 08:56:34 AM
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I'm on my 3rd engine in 2010 FLHXSE so I want to do all preventative maintenance possible. I always do the basics, oil & filter etc. The 110" lasted 150K and then I put in a 120ST which only lasted 40K so I put in a T124 from S&S. I spoke with S&S tech and he suggested that I change lifters every 25-30K. He said that should be regular maintenance on all HD engines which OI had not heard before.
Is anyone doing a lifter change at this mileage?
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yes, most look hard at the 20000 mileage mark. i did 45000 on my 110 and changed them just in time. according to harley mechanic. my esp covered. 6 days left to expiration of coverage. i think! lifters seem to be routine maintenance. plenty to search on the forum for lifters.
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That seems to be the consensus on the twin cams, the lifters seem to be the weak link.
After seeing Dave's recent lifter peril, I just ordered a fresh set of S&S lifters to replace my Fuelings on my M8, which was all that was readily available on my last go round. Better safe than sorry I guess.
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I'm not trying to start an argument here, but why is the lifter the weak link? Here are some questions:
Are they made poorly?
Is 20K miles an acceptable lifespan on a lifter?
Is this an issue on ALL Harley engines, or only the Twin Cam 110s and larger?
Thanks
Mark
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I'm not trying to start an argument here, but why is the lifter the weak link? Here are some questions:
Are they made poorly?
Is 20K miles an acceptable lifespan on a lifter?
Is this an issue on ALL Harley engines, or only the Twin Cam 110s and larger?
Thanks
Mark
i have heard some of the engine builders comment that the sharp cam lob angle is really punishing the lifter on 110 ci.
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i have heard some of the engine builders comment that the sharp cam lob angle is really punishing the lifter on 110 ci.
So it's only a 110 issue.
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Well after the money spent I'll start changing around 25k...
Thanks for the feedback.
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So it's only a 110 issue.
i think the others meaning 96 & 103 do have some problems. the 110 has much more of a problem than the other engines.
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i think the others meaning 96 & 103 do have some problems. the 110 has much more of a problem than the other engines.
You're probably right, the 88, 96 and 103s had the typical cam chain tensioner issues which HD tried to resolve with the hydraulic set ups. And then there's the issue with compensators. But for some reason the lifter issues seems to be a 110CVO thing.
It's one thing to change out a cam plate for hydraulic tensioners and be done with it, but changing out lifters with every 3rd oil change just doesn't seem right.
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You're probably right, the 88, 96 and 103s had the typical cam chain tensioner issues which HD tried to resolve with the hydraulic set ups. And then there's the issue with compensators. But for some reason the lifter issues seems to be a 110CVO thing.
It's one thing to change out a cam plate for hydraulic tensioners and be done with it, but changing out lifters with every 3rd oil change just doesn't seem right.
thats funny! :huepfenlol2: now that i think about it i think its sad :-\
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Lifter failure is mainly a 110 issue due to high spring pressure and sharp cam ramp.
That said lifters can and will fail in any engine. Just had one where the roller seized in my M8 with 40K miles on it. Did significant damage to the engine.
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Yet they last hundreds of thousands of miles in a small block Chevy! :soapbox: :o
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Yet they last hundreds of thousands of miles in a small block Chevy! :soapbox: :o
Or virtually any other motor.
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Get the jims steadyroll part 1827 , they are a bushing lifter no needle bearings to screw everything up, i am changing to these i run woods at the moment but there are a lot of big builds using these they are pressure feed at roller, i use a thayer 3 stage pump, its like the SS pump well SS is like thayer since he came up with it first, its a three stage, should be fine on pressure, i have a 116" was big at one time haha, so im going to get the jims i have the pushrods.net quick install these pushrods are the best , they make for wall thickness, fueling sells these rods also , and they just came out with their billet covers nice for room so rods dont hit pushrod tubes, i run woods tw9bg cams so not the nicest on lifters but love woods cams , i still think the simple TW8BG was the best dang cam out thier low overlap and just pulled hard but quick ramps so a little noisy. so if you chose non bushing lifter id call steve at GMR performace he knows lifters and has what use to be the SS premium , he knows who makes them and what the deal is with them.
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Instead of changing lifters every 3rd oil change, is it possible to go with a cam that has less of a steep lobe? That way the lifter doesn't get constantly hammered with every rotation. I realize that changing the cam changes all the characteristics inherent to the build, but there has to be some reasonable solution.
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What cam is running
Must have missed that ,
Sent from my iPhone using Tapatalk
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Instead of changing lifters every 3rd oil change, is it possible to go with a cam that has less of a steep lobe? That way the lifter doesn't get constantly hammered with every rotation. I realize that changing the cam changes all the characteristics inherent to the build, but there has to be some reasonable solution.
It's not just the cam profile. Spring pressures and a host of other things come in to play. There are some good engine builders on here that seem to have figured it out pretty well. I'd get with one of them and solve the problem before I would consider lifters a "Maintenace" item. You will be money ahead in the long run.
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Instead of changing lifters every 3rd oil change, is it possible to go with a cam that has less of a steep lobe? That way the lifter doesn't get constantly hammered with every rotation. I realize that changing the cam changes all the characteristics inherent to the build, but there has to be some reasonable solution.
Yes, the stock SE255 has steep ramps and that combined with poor quality lifters exaggerates the issues. The springs get eyes but the real issue in my opinion is a heavy valvetrain including the springs, low quality lifters, and a cam with high intensity ramps.
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Don`t Forget the cheap nasty inner cam bearings that HD use, rather than using full compliment torrington bearings, they have plastic cages that the reduced number of rollers sit in, the pastic cages often break and cause all sorts of damage.
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Harley uses INA light duty needle bearings in that spot. The same full complement bearings are available from INA and other premium Japanese companies that are equal to Timken that now owns Torrington.