Print

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

[TexasSTC]

Are there enough people on this site with the 120R, that even though they aren't necessarily CVO's, that a new twin cam engine subject could be the 120R? I'm sure there are a lot of folks that have questions/answers, problems/solutions, that it might be beneficial.

[Fired00d]

This board is for all Twin Cam motors (MoCo variations and aftermarket). If we had a separate board for 120 CI then we would/should have a board for all the other variations. As much as they are different in CI, the are more alike than they are different in everything else.

 
Ride Safe,
Fired00d
 

[hrdtail78]

I'm sure there are enough owners of those or shops that have seen them. That there could be an interesting topic concerning that engine.

[Unbalanced]

TexasSTC,  we have 2 of them, one in a 2011 SESG and one in a 2013 SERG.

Also have a Jim's 120 & 131 as well as 124 S&S.


In my experience if I were going larger  I would rather go with S&S over the HD or Jim's.  I would upgrade what I had or use SE Cases I am not a fan of the new S&S cases though.   The cases as strong and meaty and capable of big inch but the oil passing is ugly and scares me that the lines are too exposed to belt or chains for the drive line.

If your hooked on the HD 120 I would consider using the S&S crank.   Remember now the new 120r motors come with an mso that states it's for off road / racing only wasn't the case in the beginning which made it more attractive.

Building the motor from your stock cases affords you the "street legal" motor in appearance and matching numbers.

Sent from my iPhone using Tapatalko

[Rooster]

TexasSTC,  we have 2 of them one in a 2011 SESG and one in a 2013 SERG.

Also have a Jim's 120 & 131 as well as 124 S&S.


In my experience if I were going larger would rather  take any motor to the


Sent from my iPhone using Tapatalk

Harry I was reading your post and that was the end.

[Unbalanced]

Sorry fat fingered the send button accidentally Rooster


Sent from my iPhone using Tapatalk

[Rooster]

Figured something like that happened. You left us hanging LOL. Please finish.

[HILLSIDECYCLE.COM]

Most "crossed flag" parts are not warranted. The 120R is one of them.
Scott

[GMR-PERFORMANCE]

TexasSTC,  we have 2 of them, one in a 2011 SESG and one in a 2013 SERG.

Also have a Jim's 120 & 131 as well as 124 S&S.


In my experience if I were going larger  I would rather go with S&S over the HD or Jim's.  I would upgrade what I had or use SE Cases I am not a fan of the new S&S cases though.   The cases as strong and meaty and capable of big inch but the oil passing is ugly and scares me that the lines are too exposed to belt or chains for the drive line.

If your hooked on the HD 120 I would consider using the S&S crank.   Remember now the new 120r motors come with an mso that states it's for off road / racing only wasn't the case in the beginning which made it more attractive.

Building the motor from your stock cases affords you the "street legal" motor in appearance and matching numbers.

Sent from my iPhone using Tapatalko

There is a way around that line kit but it is not simple. CNC machining of the S&S case to work like the stock HD case for oiling. It has been done and is somewhat tricky . HD did not "just" drill a straight line oil hole. It is offset, and requires a fair amount of work. But as I said it has been done.   As for your crossed flags .. Harry I am sure you can hide those ,  right?? 

[Unbalanced]

Steve, it was left the way it is, I don't know if and what is possible with a CNC program wasn't taken that far.  I would not go through an effort like getting a program setup to handle a reroute, maybe someone or a shop that will do a lot of these builds will put in place such an item.  IMO it's not cost effective as a one off. as I would expect a little better dissemination of the how to from S&S whether it be direct or indirect.  I presume most people understand the patent reasoning but for me just as easy to buy SE cases vs throwing money at something that should have already in the product or as a known work around

In a race bike it's less of an issue, but on street bike it's just not as appealing an option to me either in look or additional R&D cost.   

[GMR-PERFORMANCE]

I agree for the avg guy doing the work... For  shops such as us that install a fair mount of these in a year it makes sense, to have that as an option to the end consumer.. or client .. customer . As many of the 124 that go into the CVO bikes gets powder coated to match any ways. But Granite is on the menu soon.

[Dr.D]

I love the thoughts of the large displacement motors in my hotrod Fatbob but I doubt they would make a nice reliable ride in the new CVO Limited? To loud and to high strung for me in a bike that I do real touring on.

[Unbalanced]

DrD
If you do it right and keep compression in line it's no different, it's when people go too far and the heads are done with compression vs flow and velocity that it becomes an issue.   


Sent from my iPhone using Tapatalk

[Dr.D]

DrD
If you do it right and keep compression in line it's no different, it's when people go too far and the heads are done with compression vs flow and velocity that it becomes an issue.   


Sent from my iPhone using Tapatalk

I reject this post and idea completely and …………………………….save a lot of money. ;DLOL Do you think the 10.5 pistons from the 110 upgrade kit are high? I have had that kit in the Fatbob and have had no issue at all for over 10k miles.

[Unbalanced]

Pistons by itself bring you up , but depending on your cam and overlap and intake close will help determine your compression.   255 cams and the Malhe pistons would be a pinging nightmare.  With at flat tops you are 210+ cranking compression on a 110 motor.  I would prefer 180-194 for a street motor.   I ride a 120, 124 and 131 all day with no issues.

Reject away it's what's great about choices but if get the itch for more John Sachs is the man. 


Sent from my iPhone using Tapatalk