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[Ed Ramberger - One_Screamin_Eagle]

I was not referring to after-market over-boring, nikasel etc.  That's probably where some confusion is coming in regarding my comment on the o-ring groove.

Obviously there are many after-market alternatives. 

If you buy the SE 113 kit and use barrels 16550-04C you'll see in the SE catalog and SE instruction sheet that it's not for use on 110 motors.  That is where the comment I made about the o-ring comes in.  SE doesn't feel the gasket will seal properly because when you bore the cases for their cylinders, a bit of the 110 o ring land is left which decreases the base gasket sealing surface of the 113 cylinder.

[FlaHeatWave]

I was not referring to after-market over-boring, nikasel etc.  That's probably where some confusion is coming in regarding my comment on the o-ring groove.

Obviously there are many after-market alternatives. 

If you buy the SE 113 kit and use barrels 16550-04C you'll see in the SE catalog and SE instruction sheet that it's not for use on 110 motors.  That is where the comment I made about the o-ring comes in.  SE doesn't feel the gasket will seal properly because when you bore the cases for their cylinders, a bit of the 110 o ring land is left which decreases the base gasket sealing surface of the 113 cylinder.

The OP is working with a 110, so boring .060 over is all that is required for 113".
 

[firefighter156]

There's a lot more to it than 3 cubic inches.

When the stock CVO 110 barrel is bored .060 over you have a 113. Its a bolt on. Nothing has changed with the O ring that seals the bottom of the barrel. The cases do not need to be bored, split or anything. It reassembles like stock. When your trying to build decent power nothing beats a professionally bored and prepped set of barrels that will supply proper ring seal. Something the stock barrels are not always known for. There are many reports of less than spectacular OEM machine jobs on stock barrels. Fresh bore, 3 cubic inches and last but not least a healthy compression increase will do wonders for power. The .060 SE pistons that I just bought for my CVO are 10.5 to 1. After I CC, deck the heads and calc it out I should be in the 10-6 to 10-7 range. The compression increase changes  your cam choices big time. I'm going with a Tman 625 or 660, still deciding. Either cam will make monster TQ with comp in the 10-5 range. Lots of other cam choices too.The power difference between a 110 with lower compression and a smaller cam VS the 113 with 10-5 compression and a bigger cam is huge. Over 10 points on HP and TQ easy. Its not just about 3 cubes, it's the package you can build around it.

SG

Steve I was hoping you would chime in. Ironically your comments are almost verbatim to what my builder said are the reasons for doing a 113 including the O-Ring issue 

[Ed Ramberger - One_Screamin_Eagle]

The OP is working with a 110, so boring .060 over is all that is required for 113".

Please re-read my post.  If you'd like, refer to page 38 of the 2014 SE catalog and look at the 113 race kit where they state "Cannot be installed on 110ci CVOTM models, or any Twin Cam models previously upgraded to a 110ci motor". 

Like I said My comments are regarding the use of Harley's 113 cylinders and what would remain of the o-ring land being a concern for gasket sealing.