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[andrew pasquale]

I am looking into upgrading to an S&S 106.I have an 05 CVO FLHTCEE which has beed using an excessive amount of oil (1 qt in2000 mi) .I suspect valve seals but seeing heads are coming off,why not. Has anyone done this upgrade either 106 or 107? I will be changing out cams to Andrews conversion #57s,I dont plan on any headwork,but will go with a .030 head gasket an add comp releases,just in case.

[Twolanerider]

The single best simple engine upgrade I ever did was to the red SEEG I used to own.  Went from 103 to 107 using cylinders and flat tops from Axtell and head work by Mackie.  Mackie's 598 cams.  Other bits like roller rockers in the mix too and initially a good tune but later went with the EMS management package from Revolution Performance.  That was the best running and best pulling relatively low displacement engine I've ever done.  Were I starting from a 103 again and again didn't want to screw with splitting the cases I'd have no second thoughts about doing exactly the same thing again.

[FlaHeatWave]

From what I hear, the S&S kit is a good, cost effective option.

[andrew pasquale]

I am leaning toward the s&s 106 but am i better off having my heads ported and polished and keeping it a 103. I usually put on some miles and Dont trust the longevity of 106/107 forged pistons.

[Unbalanced]

I would have the heads done in either case as the 05's were known to have valve seal leaks.       

I would do the 106 with the 570 cam at 10 to 1 and a 50/51 mm throttlebody. The 4.35 injectors should be sufficient.   SS premium lifters, tapered pushrods

Good luck with the build

Also check crank runout

[HD Street Performance]

Sounds like good advice

[INDEPENDENT_1]

We just finished up one of these builds a while back on the same model bike. I would recommend sending the heads to John Sachs. With mild work, he can really pick up the flow on those for you. I let him drive on the build and did what he requested except what the customer did not want to do which was change the oil pan to a later model pan and to run an X pipe. Customer already had Rinehart true duals and did not want to spend the extra coin there for the few more ponies it would have probably made. We bored the stock cylinders and installed the Wiseco 106 flat tops as Sachs proposed and picked up a Kuryakyn 57mm Wild Things throttle body. That being said, S&S makes great products and we have some killer deals on S&S products right now. No reason to fear a forged piston. Just let the bike warm up a little before just railing on it. If they are fitted properly, you will be fine if everything is clean and assembled properly and the engine is happy with the fuel and timing and break in is done properly. BTW, S&S now offers their cylinder and piston kits with CP pistons as well, FWIW.

[GMR-PERFORMANCE]

Here is a kit that fits the bill for your question. This kit was built when it showed up but using massive oil. The S&S kit was the early version and not sealing. Bored those cylinders added the CP pistons and retuned.  BTW bore your cylinders inspect heads and go from there. The 54 works very well in that build.

[HILLSIDECYCLE.COM]

Dollar spent vs gains would be in the heads on the already 103" engine.
At 9.8-10.0 cr and that 57, the results would be very nice indeed.
Scott

[timtoolman]

I did the s&s 06 route back a few years ago , but they had cyl issues hopefully that have been corrected, Scott at Hillside fixed the issue with their  107 kit which would be the route I'd take again


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[badhorse]

Dollar spent vs gains would be in the heads on the already 103" engine.
At 9.8-10.0 cr and that 57, the results would be very nice indeed.
Scott

That is a great idea. I'm planning on having the original cam tensioner replaced with the HD hydraulic kit soon. Perhaps I should have a set of Andrews 57's installed at the same time and see if John Sachs has time to do some work on my heads.

We only get 91 octane has here in Vegas. Can anyone tell me if that will work with 9.8-10cr. I don't want to use octane booster.

[HILLSIDECYCLE.COM]

That is a great idea. I'm planning on having the original cam tensioner replaced with the HD hydraulic kit soon. Perhaps I should have a set of Andrews 57's installed at the same time and see if John Sachs has time to do some work on my heads.

We only get 91 octane has here in Vegas. Can anyone tell me if that will work with 9.8-10cr. I don't want to use octane booster.

The answer to that compression question is located in post # 8............

[GMR-PERFORMANCE]

That is a great idea. I'm planning on having the original cam tensioner replaced with the HD hydraulic kit soon. Perhaps I should have a set of Andrews 57's installed at the same time and see if John Sachs has time to do some work on my heads.

We only get 91 octane has here in Vegas. Can anyone tell me if that will work with 9.8-10cr. I don't want to use octane booster.

I Would go with the Andrews 54 if I where tuning and building it.. oh wait yes we have built well over a hundred bikes that are from NV    The 57 cam is fine but I would not go through the work to build a 106 and then choke it down with a slightly modified Andrews 37. In the heat and poor gas the 54 at 9.8 is a great middle ground easy going cam. Talk to shops in your area that build & tune they know as they deal with it day in and day out. Same reason Fulsac still is very happy with the 54 cam in the builds. He lives in Lake Havasu not like it very cool there 

[Fullsac Performance]

I Would go with the Andrews 54 if I where tuning and building it.. oh wait yes we have built well over a hundred bikes that are from NV    The 57 cam is fine but I would not go through the work to build a 106 and then choke it down with a slightly modified Andrews 37. In the heat and poor gas the 54 at 9.8 is a great middle ground easy going cam. Talk to shops in your area that build & tune they know as they deal with it day in and day out. Same reason Fulsac still is very happy with the 54 cam in the builds. He lives in Lake Havasu not like it very cool there 

Have to agree with Stevo on this one.
We still use the 54 for a no drama bolt in after going all over the map with many other grinds.

Here's a before and after 54 dyno chart from a 2014 103 from our own back yard, Las Vegas.
DX Pipe, 2.0 cores in the stock mufflers, S+S AC, 54 Andrews, Delco lifters. TTS. Everything else bone stock.
Glass smooth TQ curve making 100 FT pounds at 2700. Easily add 5 points to HP and TQ with the bump to 107.


Steve@fullsac.com

[HILLSIDECYCLE.COM]

We have recently been using those 57's in 98"s, showing 106-108 ft/lbs coming up off the bottom very aggressively, and having it all in by 35-3700.
Scott