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[HILLSIDECYCLE.COM]

I have a 06 SE103 and have been trying to figure out what all needs to be done to convert it to a 110 or better yet a 113. also need an idea of cost to do this. i have exactly 2 months from today to do something with it. as it sits it needs cam bearing work. figured as long as im wrenching on it i may as well turn up the horses a bit if possible for a reasonable price.

If your going to consider boring the cases, a 117", using your heads and a cam/compression suited for your needs would be a HUGE boost in power.
Not much more complicated than that.
Scott

[icy]

ok. so today i got around to tearing into the girl. front inside cam bearing was missing all the needles. and the cam journal is junk. the outside casing is still all there except for where i assume the parts escaped out the back side so it wont need to be machined as far as that. next question is how much other damage has been done? is there a way to see without tearing it completely down? or do i take my chances with just flushing the cases and installing new parts?

[HD Street Performance]

With that much damage best to pull it down, check everything. Also remove the pan and oil cooler. I would replace the cooler and clean the pan and lines.

[HILLSIDECYCLE.COM]

ok. so today i got around to tearing into the girl. front inside cam bearing was missing all the needles. and the cam journal is junk. the outside casing is still all there except for where i assume the parts escaped out the back side so it wont need to be machined as far as that. next question is how much other damage has been done? is there a way to see without tearing it completely down? or do i take my chances with just flushing the cases and installing new parts?

As much as you would rather not pull it down, that is the only way to insure that you have it clean.
Scott

[Unbalanced]

Icy,

your gonna have to cut the cases to do what you want and if your doing that already to go 110 or 113, I would pass on the high compression kit 124, I would go with the 124 with Low compression dished piston I think it is -11 cc piston and 585 cam.    We have 6 of these in the group I ride with they have been trouble free, they are quick and all make between 134-142 torque and 118-125 hp.   Very quick and reliable.   My buddy is doing a soft tail right now its almost complete.   58mm throttlebody, open air breather, and Premium lifters.


117 isn't a bad motor, but if your going to be in that deep, the 124 is nice you can always add high compression but at 10.25 to 1 it makes a good touring bike and thus far hassle free.

[HD Street Performance]

I agree 
I have done several of the hot-setup kits and they work out real well

[icy]

welllllll  crap...  i guess it is what it is. gonna tear her all the way down and go from there..  but more than likely there will be an upgrade. Cash is the issue at this point. but i still cant see putting it back together the way it is. seems silly since its gonna be all in pieces anyway. could someone give me a list of tools i may not have that i will need to tear her down and put her together?? its to the point where i gotta decide weather to tackle this myself and hope to save a few bucks or send it to the local indy that i dont like. The only other choice is the stealer and that's out of the question. The other concern is any warranty there may be. if that becomes an issue it will likely go to the indy, but im not excited about that idea...  Leaning heavily on the hot 124 setup. seems like the best bang for the buck. no sense spending the same money on a smaller build up.

[HD Street Performance]

But reuse your heads. They are decent and can bring everything to the table the S&S heads do after a freshening up.
Once its out just basic tools. Get a shop manual.

[icy]

Finally a little bit of good news!!  lol...  think ill start on it tomorrow night and see how it goes..  BTW  thanks for all the help and info so far guys!!  manual is already ordered.  Can anyone tell me if there is an issue with me doing the assembly myself as far as warranty? I assume there prolly is...

[HILLSIDECYCLE.COM]

welllllll  crap...  i guess it is what it is. gonna tear her all the way down and go from there..  but more than likely there will be an upgrade. Cash is the issue at this point. but i still cant see putting it back together the way it is. seems silly since its gonna be all in pieces anyway. could someone give me a list of tools i may not have that i will need to tear her down and put her together?? its to the point where i gotta decide weather to tackle this myself and hope to save a few bucks or send it to the local indy that i dont like. The only other choice is the stealer and that's out of the question. The other concern is any warranty there may be. if that becomes an issue it will likely go to the indy, but im not excited about that idea...  Leaning heavily on the hot 124 setup. seems like the best bang for the buck. no sense spending the same money on a smaller build up.

The 124" at 10.8 cr that uses the .640 is a HOME RUN, if you sustitute the .640 for a Wood 9B.
Sell the .640's to recoup some of the cost.
The huge delivery and over-all torque curve smokes the .585's.
I'll add that the 9B is a great replacement plug/play cam in a 120R, for those that do not care for the Dyna/Softail-type late delivery of that 10.5 cr/266 combo.
Scott

[Unbalanced]

Icy,

Typically 185-194 is the compression range for a touring bike and compression around 10 to 1 give or take a little bit.   Question really is, is this a bar hopper or a touring/cruising bike.   Do you mind a lot of top end noise or is it ok.   Do you care if your beating the hell out of your valve train with a hot setup / high cranking compression and quick ramping cam?    You have to decide, some will try to make it all sound good, but depends on your definition of reliability, noise, and expectations. 

good luck with whatever you decide hope it turns out well.

 

[icy]

Shes not a bar hopper. She sees a lot of highway time and will see occasional trailer pulling typically 2 up. Longevity is the key here. if i have to do this again in the near future i may well end up divorced. I'm looking for something that's gonna give me lots or trouble free miles. No one has chimed in about he warranty issue yet. If i do the work myself will s&s stand behind it or does it need to be done by a dealer to get the warranty. I have located a dealer not to far away but i have yet to visit with them or see any of their work. Looks like its gonna be Sunday afternoon at the earliest before i get to it again.

[INDEPENDENT_1]

I have a customer with exact same requests (many folks want this same criteria). His statement was almost verbatim what you just stated. Longevity, no issues, pull trailer occasionally, rides two up frequently and centered in the western part of Oklahoma goes to Florida and Colorado frequently. Good mix of near sea level to high altitudes pulling a trailer with various grades of fuel on a 2012 Ultra Limited. He is elated with the result. The build completed for him, the S&S T124 LC, V&H Power Duals & Monster Ovals, S&S 58mm T-Hog, SE Red Band 5.3 injectors, Baker Attitude Adjuster, Evolution Industries Diamond Terminator Stage 1 complete clutch kit in stock 46 tooth gearing, Ness Inverted Series Air Cleaner and the plan was to do a Baker Street Door until it was found that the main drive bearing was giving up the ghost so I made him a nice deal on a Baker DD7 and since he has a tendency to go over on oil changes coupled with heavy touring, a Baker 5.5 qt pan. Because the DD7 has the tranny mainshaft that allows it, a Baker High Torque inner primary bearing and Baker Heavy Duty throwout bearing. Typically I would have suggested the 49 tooth basket especially pulling the trailer but since we have the tighter ratio'd DD7, we stayed with stock primary gearing. I slapped on a new fuel filter, new plugs and wires, broke it in with nice canned map on the dyno making small tweaks along the way, put a few miles on it, tuned it with the existing SE Pro tuner and he is loving it beyond his imagination. Bulletproofed, not even close to pushing the envelope and has half a mind to sell his 2015 SE Ultra Waterheaded bike that I also did a few mods to and tuned. A powerhouse build that is about as bulletproof as you can make a super heavily toured and worked bike in all conditions and elements imaginable. No stone left unturned, no regrets, no problems.

[HILLSIDECYCLE.COM]

Wood 9B.

[GMR-PERFORMANCE]

The S&S  crate engine is not cheap to do a cam swap. You have to buy a new cam plate and oil pump as the crate engines run a complete S&S set up. As well most will swap cam cover in the process as the plate/pump combo will not work with the S&S cover. add that all up why not buy the right one to start with. 124 LC buy it from your local indy and go from there. And yes it you install it and it needs warranty work S&S will take care of that indy shop in most cases.  buy online ship it and then want some one to do you a favor.. well that may have a different ending.

And no one is looking to buy that kit any ways.. Great upgrade when it comes in the engine but about it..  585/  124  is a outstanding touring engine.

Good luck