Print

Please login or register.
1 Hour 1 Day 1 Week 1 Month Forever
Login with username, password and session length

[North Star]

We are "uncursing" another 110" to a 124", brought in from the Boston metro area this morning.
Scott

Kind of like performing an exorcism...

[HILLSIDECYCLE.COM]

Straight-forward engine building, nothing more.
Scott

[Dr.D]

We are "uncursing" another 110" to a 124", brought in from the Boston metro area this morning.
Scott

Thanks for helping me understand a bit more than I did about this 110 thing. This move is one of the things I did not understand. Taking Harley biggest motor and making it bigger that results in a lifting of the curse? I guess the point is that the better and more carefully matched components solve the issues.

The types of posts like Steve Cole, Street Performance and Hillsidecycle make are especially helpful because they get at the WHY of the problem.

I would then say they are cursed by design being essentially a bastardization of the smaller more reliable engines.

[INDEPENDENT_1]

Let's not forget that seat pressure isn't the only thing one needs to worry about. Just because it has 175 lbs on the seat doesn't make it good or make it bad. Just as a straight versus beehive doesn't make it good or bad. To many people pick one thing out and assume it causes the issue when it is a combination of things most of the time. The advantage of a beehive spring really is only is one thing, and that is it allows for more lift in the same area, due to its design, it can be made just as wrong as any other spring design.

Ditto.
Oil pressure and volume have plenty of room for improvement and the Feuling OE+ pump and plate is less money, move volume and more pressure than the stock pump and plate. Another problem, heat. Its the enemy of an air cooled engine especially and it pretty amazing how much just a little more fuel can cool these motors down. Customer demands more cubes, EPA demands tighter restrictions. The result is a recipe for heat. The stock throttle by wire ratio setting gave HD the opportunity to not get into the accel enrichment table helped pass emissions as did the 255 cams. The other big problem I believe is the mathematicians who look at bikes sold vs bikes coming in for warranty work and they have cut corners in places they shouldnt have based on the knowledge they have of units sold and the bottom line for profits there vs warranty claims and the loss of money there. Sadly, as one of the last American icons, the pendulum has swung from quality (2002 is probably the best year in terms of quality IMO) to the ugly, corporate attitude and have become more interested in their shareholders than their products or their customer satisfaction. I run nearly 30 psi in pretty damn hot weather on my HC version of the S&S 124 and Im betting the spring pressures are much higher than the 110" mills from MoCo and I havent heard of a crate S&S T124 failure that I can think of right at the moment... but... many of the larger type builds as I just mentioned are tuned considerably richer and in open loop many times. That being said, they dont crank 215 PSI either but on the other hand, that kind of cylinder pressure does increase heat. Did I just speak in full circle? It wouldnt be the first time if so. 

[trwtow]

We are "uncursing" another 110" to a 124", brought in from the Boston metro area this morning.
Scott

are you building the 110 into a 124 or swappin out for a crate a motor.
thanks terry

[HILLSIDECYCLE.COM]

are you building the 110 into a 124 or swappin out for a crate a motor.
thanks terry

Boring his existing cases, and installing S&S 4 5/8" flywheels/4 1/8" cylinders.
66mm S&S t/hog, using his cylinder head castings, and a tame cam that'll produce HUGE torque where a touring machine can use it, maintaining a pump-gas friendly combo.
Scott

[Desertwndrr]

Which cam?  Just curious.

[HILLSIDECYCLE.COM]

I can pm that info to you if you'd like.
Scott

[Johnny Boy]

No engine problems on my '11 CVO RG until now @ 40K. Crankshaft is presently being replaced and under a full warranty job. Started making some really strange noises (that famous steel marble kinda noise) so my HD guy replaced the compensator and tensioner but no joy. Cam bearing no issue so he "went in" and found connecting rods with a lot of friction against side plates. Adjuster says they see this from time to time so....awaiting parts as I speak.

Looks like I will need to cancel Maggie Valley next week.   

Also, seriously thinking on selling it to avoid any of those dreaded future engine issues.

[Ridgerunr]

"To many people pick one thing out and assume it causes the issue when it is a combination of things most of the time"

It was said that save bore size and a few other things the 110 and 103 are pretty close,... except, the 103" does have different valve springs. While I agree that beehives are not better than others, the springs/seat pressure in the 110" must be having an impact on the lifters with all of the documented failures in the 110". Around here many 103" owners swap to 255 cams (a/c the hills & twisties I guess), and don't have the lifter failures their 110" buddies have. 

[HILLSIDECYCLE.COM]

Not so much the seat pressure, but rather the nose pressure at peak lift, and the rate of spring on the climb to the compressed state.
Scott

[Steve Cole]

"To many people pick one thing out and assume it causes the issue when it is a combination of things most of the time"

It was said that save bore size and a few other things the 110 and 103 are pretty close,... except, the 103" does have different valve springs. While I agree that beehives are not better than others, the springs/seat pressure in the 110" must be having an impact on the lifters with all of the documented failures in the 110". Around here many 103" owners swap to 255 cams (a/c the hills & twisties I guess), and don't have the lifter failures their 110" buddies have.

A spring in general has many things you need to look at that most skip right over. All springs vibrate and all the components that are involved in the valve train will do the same. So you can put a stiffer push rod in and change how the spring reacts. Lot's to look at and more than one thing can and will cause an issue. I do not know just why the 110 killers lifters so much faster than a 103 but you first need to look at what different and see how those parts may effect the failure. Since we know the valve angle, valve size, valve weight and valve spring are all different between a 110 and a 103 it could be any one of those items or a combination of them causing the lifter issue.

[StreetDog]

 Sounds like the 103 motor might be a better motor, more reliable anyway.

[Ridgerunr]

Thanks Steve and Scott. Your knowledge way more than I know, and your explanations make perfect sense.