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[HILLSIDECYCLE.COM]

The 255 school-bus cam at 205-207 psi Moco ccp is certainly more that "optimum"...............but there sure are a pile-o-them out they in service..............

[FlaHeatWave]

If I were to do it I'd go 124

Sent from my SCH-R970 using Tapatalk

The 124 for me also.

[HD Street Performance]

The 255 school-bus cam at 205-207 psi Moco ccp is certainly more that "optimum"...............but there sure are a pile-o-them out they in OF service..............

Have had several EVOs and mild or stock 88" motors come in for head and cylinder work recently that logged over 80K one with 120K. Most had cylinders with original crosshatch minimal distortion and rings that were not at the end of service life.
Seen any 110 CVOs reach that mileage with stock components and no motor work other than routine maintenance and a good tune-up?

[Unbalanced]

Have had several EVOs and mild or stock 88" motors come in for head and cylinder work recently that logged over 80K one with 120K. Most had cylinders with original crosshatch minimal distortion and rings that were not at the end of service life.
Seen any 110 CVOs reach that mileage with stock components and no motor work other than routine maintenance and a good tune-up?

Dewey you are correct many many guys on this site were of the "mine is fine" then they hit 20 something K miles or slightly above this and poof they were a member of the it happened to me too club.   They didn't jinx themselves it was just a matter of time and mileage.   I would even go as far as saying very few have been able to go further with no issue.   It seems 20-30k is about the time when the demons show themselves with the standard 110 cvo builds.   I am not saying no one has gone farther in mileage or had better luck, but by and large the majority fit in the under 30k miles and have had some type of major issue(s) and some more than once.   I have a couple of friends that are on their 2nd and 3rd motors.

[Classic Beast]

Look into  the 126 S&S motor it's a 4 3/8 bore with a 4.187 stroke although at the moment they come just for the 2006 and earlier but now S&S has the cases for the 2014 with 4 3/8 bore I would think this should be possible. I think the 4 5/8 stroke of the 120r is a bit long with shorter pistons and increased piston speed. http://www.starracing.com/SSTCSAT126Engine.php
I have run a 127" ultima motor since 2008 and it never gets hot, unlike my 103 in the roadglide ultra which is totally stock including pipes

[HILLSIDECYCLE.COM]

Have had several EVOs and mild or stock 88" motors come in for head and cylinder work recently that logged over 80K one with 120K. Most had cylinders with original crosshatch minimal distortion and rings that were not at the end of service life.
Seen any 110 CVOs reach that mileage with stock components and no motor work other than routine maintenance and a good tune-up?

..........you missed my point completely, but it really does not matter......

[Zee110]

So with all that i have read on this topic 120r or 124 s&s ,I do believe the 124 is more of the way to go. Lots of good things said about this setup for touring and performance . I was leaning towards the 120r when i started looking to up grade. Not as much info on the 120r as compared to the 124 so by that standard i believe this would be a better bang for ones bucks. Was considering the 585 cams for a little more bottom end for touring  but i do like to get on the throttle or would the 640s be a better way to go Thanks again for any in putt on this matter or am i off base and should stay with the 120r  120r is around 11000 all in, still waiting for some prices on the 124. Remember this is Canada eh'

[FlaHeatWave]

So with all that i have read on this topic 120r or 124 s&s ,I do believe the 124 is more of the way to go. Lots of good things said about this setup for touring and performance . I was leaning towards the 120r when i started looking to up grade. Not as much info on the 120r as compared to the 124 so by that standard i believe this would be a better bang for ones bucks. Was considering the 585 cams for a little more bottom end for touring  but i do like to get on the throttle or would the 640s be a better way to go Thanks again for any in putt on this matter or am i off base and should stay with the 120r  120r is around 11000 all in, still waiting for some prices on the 124. Remember this is Canada eh'

With 124 cid, you should have plenty of bottom end even with the 640s.
The S&S 124 over the 120r would be a no brainer for me. If I would have known that S&S was coming out with a Granite 124, before I reached the point of no return on my 117 Build, I would have been first in line...
Don't get me wrong, I am very happy with the 117 (don't care about any more power) but I really like the idea of the 1 year warranty, and from what I know, S&S stands behind their products!

[SDCVO]

For whatever its worth I had the same question and ended up going with a "crate" 120r and then took it up to Bob at RC cycles in Hayward CA for the tune. It runs amazing whether running hard or just following the crowd. Have around 9000 miles on it now and couldn't be happier!

[HILLSIDECYCLE.COM]

Bob Lobenburg is one of the best tuners out there.
Scott

[Yellow09SERG]

With 124 cid, you should have plenty of bottom end even with the 640s.
The S&S 124 over the 120r would be a no brainer for me. If I would have known that S&S was coming out with a Granite 124, before I reached the point of no return on my 117 Build, I would have been first in line...
Don't get me wrong, I am very happy with the 117 (don't care about any more power) but I really like the idea of the 1 year warranty, and from what I know, S&S stands behind their products!

Looking at the kits they have out I am not so sure I wouldn't build the 117 kit over the 124. Thinking the 117 would make all the power I would need, maybe a little better fuel mileage for those times your 160 miles from the next gas station, and should last pretty well

[HILLSIDECYCLE.COM]

A 117" has plenty of power, I agree.
Scott

[CVOThunder]

Yet another cool option. I've been considering build options to keep my cases and the Darkhorse 4 5/8" crank (leaning towards their Carillo rod kit) with Axtell 4 1/8" jugs keeps filtering through my melon. Of course the other approach is DH 4 3/8 crank with Rev Perf 4 1/4 jugs. Both get you to 124ci, just need to consider the approach. Higher piston speed with the longer stroke but better rod angle. Then there's cam selection and how far to go with head work to create a balanced project. HPI tb vs SE tb ect. Made the mistake in my younger years of big cam and big double pumper carb on my 327 when the rest of the engine wouldn't support it.

Has anyone encountered a weird vibration with the S&S 124 engines or kits? Was talking with a shop and I'm not sure if they were trying to push me towards their goals and away from the S&S kit but it was mentioned that the S&S engine has a weird vibration. If everything is balanced I don't see how it would have more vibration than another balanced 124 system.

The other engine I'm thinking about is a B motor for the Softail Custom. I'll try to find a thread to put my question but I'll ask a little here as well. If I build a balanced 117" with lightened wheels, is it better to just pull the balancers and chain to eliminate parasitic drag and the chances of spinning the sprocket on the shaft? I like the smoothness of the B motor but once you start pushing to higher numbers what has to be considered. Getting side tracked.

[Jswerve]

Looking at the kits they have out I am not so sure I wouldn't build the 117 kit over the 124. Thinking the 117 would make all the power I would need, maybe a little better fuel mileage for those times your 160 miles from the next gas station, and should last pretty well

I need to stop reading this stuff gets me into trouble lol. Too many "ideas"! 

[hrdtail78]

I think this is a great option for someone that wants a bigger engine but not a crate.  Heads and cams of your choice.

http://rrcycles.com/cart/index.php?main_page=product_info&cPath=37&products_id=166