Since you're using my quote, I'll address this as I see it.
First, the 110 is no more or less of a candidate for performance upgrades than the 96/103, on which it's based. Any performance work done with the stock HD bottom end is risky. HD's problems with the 110 are unique for other reasons. HD tested and developed this engine/trans/primary design as the 96" package. They knew that they can bolt on a 103" package too, just like their 88" converted to 95". Then they said "Oh chit! What do we do for the CVO's if everyone can build a 103 now? Let's just bore it out bigger, slap some SE heads on (don't have time to cast new heads, so just rivet the SE110 emblems on), bigger TB, and a quickly developed EPA set of cams, make it even leaner, and call it a CVO motor! That's JMO, but I can't be too far off. No testing. The 96" is tested. Why wouldn't just a little bigger bore work too.
The HD 113" is SE stuff, and not street legal. Couldn't be used on production bikes. And the 110 was soon found to have problems with just slapping bigger cylinders on it. If this had been long term tested, they would have known this was a problem. Again, JMO.
Now to address what happened to me. Since this info is scattered all over the place here, I'll try to summarize the sequence of events that happened to me. There seems to be a number of people that feel that my bike's always breaking and that I can't anyone I like to take care of it. So I'm setting the record straight how this whole thing went down with Cybil. It has little to do with the other thread, so don't worry, this isn't a bitch or fingerpointing post. Just a sequence to where I am today.
First I got the bike last Jan. I got a DPP w/S&S A/C assembly, V&H TD's w/S&S SPO mufflers, a PC and a tune. The bike ran OK, and I was gonna live with it, fully w.....tied! Well on a trip, after 6000 miles, the dreaded head gasket leak. I need to figure out how I would address that. Going back and forth to HD dealers to keep doing this, with no known fixes from HD, would be insanity IMO. We all know the definition of that. Going to a HD dealer for service is insanity to me as it is. Again, JMO.
So I found a dealer that agreed that HD had no known fix, and that if I buy the aftermarket parts, they'd do the job under w.....ty. They got new HD pistons cylinders and rings. And Harry recommended that I go to Cycle-rama for the headwork and cams, as they had designed this specifically for this engine. I called them and felt comfortable using their stuff. We added more heavy race quality stuff then too (Feuling OP and camplate, lifters, pushrods, etc.) This was assembled by the dealer, and the bike ran great. Had about 2000 miles on that when on the trip to HS, one of the ACR's shorted out, blew the ECM fuse, shut the bike down, and spit an ACR right out of the head, threads and all!
OK, tow back to the dealer to get fixed under w.....ty again. Went back to CR and got a set of 4" Axtell barrels and their designed CP pistons and new rings. Sent them the heads to weld the ACR holes closed and machine in manual CR's by the spark plug holes. Sent it all back to the dealer to reassemble. This time, it took so long to get the parts, that the dealer rushed the job (he was going on vacation for 3 weeks the next day) and didn't assemble the engine properly. Didn't torque one head and blew the head gasket after 800 miles more. Total mileage now 8800 miles
Howie flips, says FTF and FTW!!! This is where Vern enters the picture. Vern's a good friend for 15 years. HE'S THE ONLY ONE BEFORE THIS DEALER TO WORK ON ANY OF MY BIKES! Now you know why. I'm going to build an entire new engine from the bottom up! He got me new cases, S&S crank, Timken conversion, gear drive setup for the CR cams, and sent the entire top end back to CR. They were to check/clean up the heads. They were to determine if the pistons and cylinders were OK, and supply the gear drive cams to a similar spec as the chain drive they made me. They determined that the pistons should be replaced, and the cylinders setup to match. Now forget the CR issues, that's not the point here. Because that's where we are today. Issues aside, Vern now has all the parts to start finally building the bulletproof performance engine I'm after. So all this about not holding together and not getting anyone good to work on it is BS. One dealer tried 2 times. First another HD part went (ACR). Then the dealer screwed up the build. Now it's at a real engine builder, using real parts, and being assebled precisely to mfr's specs (blueprinting). I have no reason on the face of the earth to believe that my motor won't be what I'm expecting it to be.
So Brian, I think you're right in the sense that the stock HD 110 can't take performance mods. But no more so than the HD 96"/103" performance mods. You just won't probably leak. That's exlusive to the stock 110 parts. In this day and age, with how HD has tied up all their new parts with very strong patents, you have no alternative but to build a complete new motor with their cases, or buy Jims (who's in bed w/HD anyway). So I chose to build a new motor with the strongest racing quality chit I could find, and have a real engine guy put it together. He does his work meticulously by hand, and double and triple checks all measurements. This is the only reason we found some issues. But now we have the parts back. They're now acceptable to Vern to use in my motor, and we can finally get to the job of building it.
So it doesn't keep breaking. It leaked. Then broke. Then it wasn't put together right. Now it's getting bulit properly from scratch. That will ultimately be what it takes to build a strong, decent performing, reliable 110" engine. But not an HD one. So yes Brian, you're right. But I'd keep a close eye on that new 103 too!
Hoist!
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