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[Steve_G]

I was told by the top wrench at one of the largest HD dealerships that none of the mechanics there would buy a 110. 
He also suspected excessive valve spring pressure as the cause of problems.
Too bad HD won't make these engines with welded cranks, beehive valve springs and better lifters.
At the price of these bikes it wouldn't cost that much to make them with these changes when they build them.

[HD Street Performance]

I bought a 14 CVO Road King in May and within 200 miles it had a cam/lifter and pushrod change.
At the same time I also changed the entire exhaust to eliminate the cat. 1 week later it had been dyno tuned using the TTS Mastertune.
All is good now I hope.
No more heat emitted from the exhaust.
The engine noise during rpm run up in gear has also dropped a good 80%.
The only real engine noise comes from the throttle body "clucking" which is more pronounced since the cam change.
I may have lucked out and got a good one. During the cam swap the pinion run out was checked and it's .001 in. TIR.
My own observation recommends people to eliminate the cat and get the bike properly tuned at a minimum.

 
Agreed

[Willie D]

Agreed

What springs and cam would you use ?
mine is the 110B motor with 27k

[Snuff™]

My 110 stuck/bent an exhaust valve w/ 9777 miles on the speedo, 562 miles from home.

[Jswerve]

My 110 stuck/bent an exhaust valve w/ 9777 miles on the speedo, 562 miles from home.

Same exact problem at 18k 600 miles from home.

[HD Street Performance]

What springs and cam would you use ?
mine is the 110B motor with 27k

AV&V beehive springs and many cams will work depends on the goal (riding style and performance expectations) and if there will be added compression.

[Snuff™]

Don, what brand of valve seals would be preferred?

[HD Street Performance]

For a 110 with stock guides, stock seals 18067-09.
When I port the heads I use AV&V guides and seals.

[Ridgerunr]

I bought a 14 CVO Road King in May and within 200 miles it had a cam/lifter and pushrod change.
At the same time I also changed the entire exhaust to eliminate the cat. 1 week later it had been dyno tuned using the TTS Mastertune.
All is good now I hope.
No more heat emitted from the exhaust.
The engine noise during rpm run up in gear has also dropped a good 80%.
The only real engine noise comes from the throttle body "clucking" which is more pronounced since the cam change.
I may have lucked out and got a good one. During the cam swap the pinion run out was checked and it's .001 in. TIR.
My own observation recommends people to eliminate the cat and get the bike properly tuned at a minimum.

I also bought a 2014 CVO RK in May, at 300 miles installed S&S Premium lifters, 24D cams, V&H Power Dual head pipe and Kury Mellows, tuned with SESPT (dealer). So far this is a very quiet motor(knock on wood, wave the rubber chicken etc.) power is respectable, 100hp/113tq. Those damned 195# valve springs are what makes me lose sleep. The same ones that came in the old HTCC CNC heads that I attribute as a factor to the lifter failure in my '04. After changing the springs to S&S 175#, no more problems. For the life of me I can't figure why HD doesn't put behives in the 110 heads, all the good head porters do, with zero problems. In the meantime, I hope pulling the heads on a brand new expensive mc is not needed for a few years. But when the inevtiable occurs, behives will go in.

[HD Street Performance]

Slight correction
18273-00 valve springs are 174# @ 1.8"

[Steve Cole]

Let's not forget that seat pressure isn't the only thing one needs to worry about. Just because it has 175 lbs on the seat doesn't make it good or make it bad. Just as a straight versus beehive doesn't make it good or bad. To many people pick one thing out and assume it causes the issue when it is a combination of things most of the time. The advantage of a beehive spring really is only is one thing, and that is it allows for more lift in the same area, due to its design, it can be made just as wrong as any other spring design.

[Angry Pirate]

So this thread changed rapidly from is the 110 cursed to; what have you done to yours?

I can't remember where I saw it but something about using the stock crank case with the wider 110 pistons required the MOCO to shorten the piston skirts to clear piston rods. The shorter skirts give less aid in maintaining piston geometry and increase the chance of piston wear due to "slap". (Don't quote me on any of this, someone else's words).  There is no fix for this.

Obviously the MOCO is trying to combat heat issues with the larger motors; hence the parade mode and new cooling systems on the limited and CVO models. The heat problem is increases by low fuel conditions to maintain EPA regulations.  Fix? Protect your $35k investment with full non catalyst exhaust, high flow air filter, and Dyno tune. An aftermarket oil cooler won't hurt either.

I had an 09 FXSTSSE3 that only ran right when it was less than 90 degrees outside. I put 25,000k on it without ever being stranded but i always wondered when it was going to take a big chit on me. It would frequently stall in the heat when trying to roll from parade mode. I hade exhaust, heavy breather, and PC-V. But I swear my 07 Night Train with 96TC had more power. I know my '10 FLHX does.  96" built to 103 with 10.5:1 compression, TW-777 cams, HD Heavy Breather, Bassani 2 into 1 pipe, and Dyno tune (101.54HP & 109.4TQ).

Is the 110 cursed?  No, but not the best use of a customers money in my opinion. I won't buy another one. I also won't buy another Softail either because of the impending crank balancer grenade.  But I have heard of 110s lasting 65K by riders that don't flog the crap out of their bikes. I think part of the problem is....."hmmmm, 110ci?  Bigger motor, must be performance.  I'll show everyone how fast a bike I can finance. My buddy used to spank my FXSTSSE3 with his built 02 Duece AND get better mileage on long trips with a 5 speed and a carburetor.

My 2.....well 10 cents.

[HD Street Performance]

Nope not cursed
Just a combo of mostly OEM 96" parts and others changed plus a software load, take a problem design and moves it a few steps back.
Point was it is easy to band-aid it with a few small changes that make a huge difference.

[mike jesse]

The so called issues that curse the 110 also are present in all TC Harley's minus the valve spring.

When I had mine dyno tuned the the bike was in the 16 to 1 range on the AFR graph at some of the lower RPM points.
How long do you think the engine would tolerate that?

I did my homework prior to purchasing this bike and was prepared to make the changes I did to help it live a long life.
I would have made the changes anyway so it's NBD.

By now everyone should know about the cat in the head pipe and the suspect lifters.

This forum is here to keep people informed of these issues, use it as a tool.

[HILLSIDECYCLE.COM]

We are "uncursing" another 110" to a 124", brought in from the Boston metro area this morning.
Scott