Check out fastlaneheadwork.co.uk (on the 'contact' page )and you will see that a good builder can up the compression on a 110 to 117 motor along with other things to get 140 ftlbs and 148 bhp........ Alex built my 113 and it has more power than a Harley 117 kit ! The Screamin' Eagle oil pump and cam support plate is not much better than the standard one - get S&S Cycle ones with the TC3 pump. Alex at fastlaneheadwork uses Marle pistons to get higher comp. ratios in the 117's - pistons made by Marle are used in a lot of Harley's own builds.
i would wish i could back to a twin cam with 4 valve heads. and pull the cam plate, and throw away the cam chain tensioners. We already know how to fully balance a TC88, so we already have that part covered.........
@@chunkyfxdls1878 Money mate, Harleys when stock are low powered and it costs money to make them powerful. If you think that is big money then buy a Honda - they have power and are cheap.
Wow, this is absolutely one of your best videos regarding all of the other performance distinctions on a stock screaming Eagle 110 bike. This is Very informative, thank you for this Video!! 😊👍
Thanks G, my 2016 Low Rider S is still my favorite bike. I have the S&S dual throat intake, RB Racing 2-1 exhaust, and TTS master tune and it rips very well. I might upgrade later, I like to first address any issues that I don't like with my bikes. Suspension, brakes, etc...
They are out there, if you just happen to find one that's been changed up a bit they are cheaper. When people change the CVO bikes up they really seem to lose value and drop in price.
Good video! I ride a 2012 FLHXSE3 CVO Street Glide that i bought new in Aug 2011, which of course has the SE 110" engine. I've done some upgrades to my engine... I call it my "Stage 2.5". It has SE-259e cams (with the better cam bearings that won't fall apart like the crappy caged cam bearings Harley used back in those days!), a Ness Big Sucker Stage II intake, Drago's S/C/S 2-into-1 race pipe, .030" Cometic metal head gaskets that increase the squish a bit (by maybe .3 to .4), a better Feuling cam plate and high-flow Feuling oil pump, forged rocker supports, Feuling pushrods, and of course a custom TTS tune. And probably some other things I've forgotten about since I did all of those things during my first years of ownership! Anyway, the engine has always performed very well since it was new. I run an Energy One 10-plate kit in the clutch, with their 15% stronger-than-stock spring. The stock Harley clutch plates and spring slipped badly because they couldn't handle the engine's power. I used to run an AIM VP70 variable pressure clutch bolt-on, but it really didn't do much because with the Energy One plates the clutch doesn't slip anyway, and the clutch lever pull effort is fine even with the stronger spring. I also run a Hayden spring-loaded primary chain tensioner that is much better than the horrible ratcheting Harley tensioner. The Hayden keeps the primary chain tension where it's supposed to be and doesn't make it too tight like the Harley tensioner will. I just replaced the SE compensator as well. The old one didn't look TOO bad but I figured it was time. I looked at aftermarket comp alternatives but decided to stick with the SE comp this time. I've never done anything to the crank, though. I think I lucked out with my engine, because it runs fine with 20K miles on it, and the crank runout is not bad. If I ever want to really hop up my engine, I would consider the SE 117" kit you discussed in this video... but I would NOT do that without having my crank welded and trued, or maybe even get a better aftermarket crank. Harley Twin Cam cranks have always be a weak point. Years ago, Harley increased the max runout spec to .012" - which I think is a HUGE amount of runout even for a stock engine, and totally unacceptable for a built SE engine. A high performance engine with that much crank runout would tear it self apart!
Very informative. Mahalo for sharing your knowledge. I recently purchased my dream bike cvo, only had 1400 miles. Sold my 95ci fatboy to get her. Honestly, I'm satisfied with the power of the stock 110. Weird thing is the 95ci twin cam ran hotter than my 110ci cvo. And what I noticed is it runs smoother on higher rpms. Shift early and it vibrates. Is that how these engines are? 2008 105th anniversary cvo springer Number 12 of 1050.
Thank you, l appreciate you watching! The 110 does have a longer stroke and larger pistons, l can see that making it feel like it vibrates more. You might check all the bolts on the engine mounts. My wife's bike had weird vibration compared to mine. l went over every nut and bolt on the engine mounts and that took care of it.
I just wanted to tell you thank you for answering my question on a different video, I couldn't figure out how to tell you thank you on that particular video but appreciate you taking your time and answer my question
You really got to watch your engine temps with these kits, the 110 is already known to have some overheating issues, unfortunately if you live in a hot climate, I'm pretty sure you wontbe able to run an optimal tune , in city riding conditions, in 100 degrees weather. I'm pretty sure you want want to take some time out of it, taking away from its potential, but overall giving it some cushion, so your not getting pinging issues, even still I'm pretty sure this stage 3 and 4 kits, are going to make you run hot. I would run a 12.7 to 13 ratio on it , make sure shes always rich, run a temperature gauge. You can certainly make some nice numbers on a dyno, but I don't think that same tune would work well in Florida, or say out in the California desert,, for these to be good street motors, you want to take some tune out of them to help keep them cool. Great video man / subbed
Thank you! Yeah a good oil cooler and a very rich tune is the way to go on these bikes. Luckily they are fuel injected and each cylinder can be tuned individually, especially that rear cylinder.
Great video I own a Slim S in denim olive green I bought brand new off the show rooms floor. They had it up on a spinning pedestal with lights on it and flashing like it was the 1st thing you seen walking in. I love the power it has. Soon as I seen them I said I was going to own one. It's a huge difference from my Fxr2 in arresting red which was Harley's first ever cvo but came with the evo 80ci worked a little there is less then 60 left in the world last I checked a couple years ago. Thanks for the info I was thinking about doing some motor work this winter just undecided what yet. Or buy a new road king special and do the 131 them m8s are producing great torque and horsepower. But of course I'd still still keep my other Harley's. Watching from Upstate Ny
I would hang onto your CVO, those are beautiful bikes and you don't see then around anymore. It's nice to here about the Slim S, l haven't ever seen one out on the road. Mostly the Low Rider and Fatboy. Now that 131 is insane, l never thought l would see Harley come out with a kit like that.
Mine just recently had the compensator replaced. Was a warranty item and dealer used the SE compensator instead of the OEM part for the replacement and I only paid the ESP premium.
Very informative video, I put the 110 tire shredder bolt on kit on my 2011 dyna street bob and runs great. At 106hp122tq heat is certainly an issue in traffic but that's to be expected.
There's a guy that works at my local dealer and he has one on his Road King, they run damn good. He's got an oil cooler on his and it really helped with keeping the heat down on his bike.
The 2017 lowrider s is probably the most beautiful thing harley ever put out in my opinion. I dont like mids so id have to go forward controls but other than that it's pretty perfect aesthetically. Unfortunately my buddy does spend alot of time pulled off to the side of the road if we get stuck in traffic when its hot out. Those things have a reputation for getting really hot
I would have to agree, that Dyna Low Rider S really holds it's value too. The are still selling for almost what they cost new. The 110's did run really hot with the lean factory AFR, a good tuner and exhaust really cools them down.
Great Vid! Love your passion and knowledge. I have been telling younger riders in the market for HD to look at Softail Slim S and Fatboy S models with 110. Good power with out killer price tags vs a new one. I think 110’s (Twin Cams in General) are easier to work on and have a lot of information out there for upgrades mild to wild. Keep’em Coming! 👍🏼
You're spreading the gospel, there's a lot of value in those S series models. They want a lot for the Low Rider because of it's popularity but the 110 is the same basis of any twin cam. They aren't that hard to work on the knowledge base on them is far and wide. I appreciate your support and I will keep'em coming!
T-man performance offers a no-loss air cleaner where the center part of the backing plate is changeable on the air cleaner so as you go to a bigger air throttle body from a 50 to a 58 to a 64 or whatever you just change out the center piece not the whole air cleaner..😎
Great videos, i was expecting more Power. During buying the performance Numbers was 74kw and 154Nm, therefore Im suprise that after upgrade stage IV my cvo pro street Can get to the 82kw and 162Nm. This should be performance from shop HD during buying.
At 4,000 miles I upgraded my 2016 fat boy s with the 117 bolt on kit. I added a Harley oil cooler non fan assisted due to the brake fluid reservoir and a set of mini love jugs, Vance and Hines big shots exhaust and dyno tuning I got 118 hp and 130ft lbs tq. Heat is a big issue as I live in so cal. Is there a fan assisted oil cooler that will fit my bike even though I have hydraulic brakes and clutch?
Ultra Cool has fan assisted oil coolers that will fit your bike, since you have a oil cooler now you might be able to fit one their fans with the thermostat to it.
I got the same bike at 35k miles I took it into the shop & Mech tore the engine down finding the ‘tapper’ front right & left worn out (loose) and my fly wheel moving a bit rough. The shop determined that these two issues are due to the engine overheating & recommends to replace the whole engine. I only have an aftermarket Bassani exhaust, no other mods to the engine. Have you experienced your engine getting too hot?
I got an S&S Oil Pump & Cam plate along with new lifters, push rods, S&S cam chain tensioner kit on my 2016 Fat Boy S and it runs much cooler now. I do also have Love Jugs and a PowerVision, V&H High Output 2-into-1's, and it's in the shop for a Dyno tune as I type - but that S&S Oil Pump & Cam plate did wonders with the heat. Love Jugs help too, just not sure how much of that is the air flowing right over the top where the engine temp sensors are located. By the way, also in So Cal, and also tried the HD Oil Cooler, but that was a mess and didn't do too much. Can't wait to see how it rides and what type of output with the Dyno!!
I am very interested in your 103 vs 103 video... I have a 2003 HD Road King CVO with the 103 cu in motor and you did say the cam chain is spring loaded so I am going to be putting in a new cam plate and oil pump so a few more extra bucks into other modifications with be helpful..... I am a "torque" rider, not a big HP rider. If I want HP, I would go back to my 2002 Kawasaki ZX12R....
That CVO Road King was a very expensive bike new, the 103 in was actually a stroker motor. Interestingly Kawasaki had that ZX12 back in the mid 90's, they just had no reason to bring it out. The ZX11 was still King at the time.
should there be a concern with bumping up to a stage 4 with higher mileage 110 motors? I see comments of people wanting to do this upgrade with 50k+ miles
More great info! ANOTHER question on this subject. '17 FXDLS, 117ci kit, HP cam plate, CNC ported heads and went with the SE585 CAM. I shouldn't have. Thoughts on the SE 266E cam to maximize this build? 9.9 comp. enough or should I go to something over 10?
That's a really nice cam and l would say 10:1 would really work well with it. Twin cams love their compression, the lower stock compression is what really hold their power down.
GixxerFoo Great strong motor. However luv my evo s. Carb sound is this best. Potatoe potatoe potatoe LOL. Pls check my vids out and sub scribe. And share. 👍
I’ve got the 2016 FLSS and want to go to the stage 3. I want to get the most out of every gear and not have to quick shift as it seems to want to with the current stage 1. What’s the best cam to roll with in my case do you think? And is an oil cooler in my best interests in going to the stage 3? Stumbled on to your channel and I’m thinking I’ll stick around for a bit. Cheers from Ky brother!
Honestly a Wood TW-555 would really wake that 110 up, they are great cams for Softails. Direct bolt in and very broad power, it will also work really with the stock compression. With the 110 to 117 to me the numbers are a bit soft unless you do a big cam, high compression and flowed heads.
Thanks for the very informative video. Question - what do you think are the differences between the twin-cam 117 and M8 117 CI motors? Apart from M8s having the single cam? I ride a 2012 Electra Glide CVO with the 110 SE motor. I'm interested in upping it to a 117 bolt-on. The 110 has plenty of torque as it is and I am quite happy with it but would be good if I could get a bit more top-end. Would it be worth upgrading to the 117 bolt-on if I expect more power for highway riding? Also, will remember to ask the dealer for an upgraded compensator if I decide to do it.
They are completely different engines, the M8 is 4 valve heads and the TC is two. Just about everything is different. The 117 kits for 110 really produce big torque. The compression is lower and they don't have the best flowing heads so they don't produce as much horsepower. The 110 kits with higher compression and better heads produce more horsepower but not quite as much torque.
@@GixxerFoo Thank you! I have not made a decision yet whether to go for the 117 kit upgrade. If I don't go for it, I may just get a second harley with the 131 CI crate engine but that would be a bigger decision of course:) I heard the 131 crate engine could be more reliable than bolt-on upgrades. Any thoughts?
I have heard that myself since it comes from the factory. I can't confirm but l believe they are hand assembled, just what l heard at the Harley shop. So you have one person putting the entire engine together and they build X number a day. I'd have to think they know it inside and out.
If the parts you take off are in good shape it's a good way to subsidise changes. Somebody will want them sooner or later to go back to standard. Can be just to keep the upgrades rather than buy all the parts again.
Just had a SE 110 put in my 08 Electraglide after i hit something that punctured a hole in the left case. go figure, after 85K i treated myself to a new motor. Just wondering but the new motor seems to run cooler. Its factory long block with 255 cams. any ideas? great videos..👍
With the factory long blocks they do a lot of upgrades on those motors and fix some of the factory gaffes from back in the day. It's very likely they put a high volume oil pump in the new long block.
SE 110 up to a stage 2. Thoughts? I'm looking for more power without breaking the wallet. Especially since there are bigger motors available to start with.
Question for you first I have just discovered your channel and love it. I have a 2006 FLHTCU with 15 K miles on it. 50% of its live operated with Amsoil in it. I have a K&N air filter with Samson fishtail slip ons I would like to keep the fishtails. I want to get you opinion on at least step 3 whats the best cam, or big bore. What would be the best for the 88 to improve my power cruising through the mountains.
Thank you, we appreciate it! Well 88's aren't huge power producers with just a cam swap, but they are tractors when it comes to torque. I really like Wood cams, they are bit more expensive but they produce the power. The Wood TW-6 is a straight bolt in cam on the 88 and it will produce torque right at 100ftlbs and horsepower in the low 90's. From there a 95 inch kit with that cam puts down north of 100 ftlbs of torque and gets the power up to around 100 horse.
After riding for about 38 years! I finally purchased a Harley I picked up a 2012 softail cvo convertible last fall . I love the bike and with just over 19000 miles it’s literally new barely broke in. I’m ok doing fluid changes and brake system, but when it comes to cams and tensioner I’m new to this aspect What to know when inspecting and everything related to it. Unsure if the 110b was improved in this part? Any and all help is much appreciated
On the softail with the B motor it's the same tensioner system and it's the hydrualics so they last quite a while. I would start thinking about pulling the cam cover at about 30K and no later than 40K. You'll see the outer tensioner immediately but there is one behind the cam plate, you can get a inspection camera back there without disassembling the cam chest. They may look new or have wear, just depends on the crank run out, but either way it's worth piece of mind.
@@GixxerFoo much thanks With no service history on bike I’m doing everything now Oil Primary Trans Also Front n back brake fluid flush n fill Along with fork oil So I know where I am at Being that the bike is 9 years old and new to me I feel better and confident it’s ready for the open road
I bought a 2002 FLSTC and a 2001 FLHRCI Road King. I sold the 01 Road King and tried to trade my low mileage FLSTC for a 94 Evo in about the condition my bike is in witch is excellent but the guy sold it before I could trade. Sorry I ever bought these twin cams after working on another guys twin cam that had a catastrophic failure . His bike only had 21.000 on it. I saw enough to make me sell mine. I have a fully restored 72 FLH that is simple to work on like a big lawn mower. I am an old man now so I am not running my bikes hard and I live in nowhere Alabama I am 94 miles away from the nearest freeway .
@@GixxerFoo I did ride it a lot but my wife is ill and I am her only care giver so I haven't been riding much. If I got hit she would be in a fix. I put 3000 miles on the 02 FLSTC the first month I had it before the wife got worse. I bought the twin cam FLSTC for her she hates the original buddy seat on my 72 but she was only out once for about 15 minutes since I got it. .
@@GixxerFoo Thank you. I think I sold the 2002 today the guy is coming to look at it. Funny this is the guy I bought the 2001 Road King from wrecked. I will hang onto the 1972 FLH until i go to the big swap meet in the sky I had it since 89.
@@lisar3006 Ok here is an odd coincidence I have owned both a 72 FLH and a 2002 FLSTC, I loved that 2002 Heritage, that was the 88TC-B counter balanced motor, man that thing was smooth. Wish I had my 72 FLH back. I know the guy I sold it too, while running fine, wanted to do what he called a whole frame restore. He tore it apart and as far as I know 10 or so years later it is till in a box in his garage. SMH
GixxerFoo I’ve been obsessed with putting the stage 3 compression kit on my 16 Lowrider S since watching this vid. I’m close to going for it, but if I do is there anything else I need to consider? Clutch? Belt ? Compensator? Does this kit effect the fuel economy much? Although I love the power, I also love to put the miles down without stopping for fuel every 5 minutes! Love to hear from you.... keep up the work on the vids bro 😎
Honestly the compression kit would produce more power at any given rpm. So less throttle to run down the road, should do well on fuel unless you get on it then it's gonna use it. Clutch, belt and compensator should be fine if your just street riding and not hammering on it all the time.
@@GixxerFoo yes they do! I just purchased an almost mint condition garage kept 2017 Special 110 fatty from a weekend rider just shy of 5k miles for 14k. Still holding the original rubber with good tread 😳 and I couldn't be happier. Well till now 😆 as I now want to drop in a stage 4. Not if.. but when I do, do I need to upgrade anything else besidesthe compensater ? As not to say later down the road.." dam why didn't I upgrade that now I have to rip it down again.. uuuughhhh !!!" As a NEW SUB to your awesome channel..Thanks in advance my good friend 😉
I’ve got a 2016 FLTRUSE with a 117 stage IV. Curious your thoughts on the lifter issues people claim they have. Mine only has 11000 on it. I can’t get a pulse on the lifters as they pertain to these motors especially with the 117 upgrade.
The stage IV 117 kit comes with the high capacity Screamin Eagle lifters which have the larger needle bearings. I've heard good and bad things about them, I am aware of some issues with them collapsing. I can't say for sure if this is related to a manufacturing defect or installation of them being setup too tight. I have heard a lot of them being switched back out for stock or going with Jim's or S&S.
Thanks for some quality videos. Very well presented and informative as well. I have a quick question for you. The oldest bike in my fleet is a 2003 FXSTDSE/CVO. It has just under 20k on it. Now I bought it bone stock with under 1K and back in 04 it was ok as far as power needs. Bassed on the 88ci the SE model was bumped up to 96ci unit. I did add a set of V&H pipes(using Big City Thunder baffles). and had it tuned with a SE Race Tuner. That gave me numbers of 92hp & 99tq. I think the engine can be squeezed for a bit more with out hurting reliably. So what would you suggest....where should I go from here. Where can I go. We are talking just performance upgrades now.
Thank you, l appreciate you watching and supporting the channel! Did you change the cams in it or just install the big bore kit? You could out a little more aggresive cam and possibly break 100hp.
@@GixxerFoo That model came stock with the SE 203's. and thats what I am running.....its a SE 96 engine so I confidant I can safely bolt on more hp/tq I just want some options.
@@GixxerFoo I guess that would help quite a bit but I think I would like to go with a SE cam set...hydraulic tensioners, and some new bearings...what do you think?
That's a solid setup, there's nothing wrong with SE cams. Going to the next SE cam up the line would boost your power and torque, then adding the SE cam plate with tensioners also has the high volume oil pump. I think that's a solid plan, you'll get your power bump and cool the motor down with the high volume oil pump.
What do you think about the Red Cam 587 cam? Would you prefer the S & S 585 cam or the Red Cam 587? Red shift says that their 587 cam was made specifically for the 110.
Red Shift makes a really nice cam, like you mentioned the 587 is specifically designed as a direct bolt in for the 110. I am really surprised how much power it produces with the lower compression of the 110. Personally I think I would choose the 587 over the S&S for a 110.
@@GixxerFoo FLHTCUSE2 (2007 Screamin Eagle CVO Ultra) in Light Candy Cherry and Black Ice. Removable tour pack, custom 10.25 inch shocks, Danny Gray Buttcrack seat with pillion, 2008 cush drive upgrade, Stage 1. It goes from "hot rod" look to full touring in 5 minutes. I had an 88 with cams, bigger throttle body/injectors, etc before. The 110 beats it hands down. I may still do cams in it to get rid of the factory "detune" and wake it up, but honestly it is more than adequate as it is.
I have a 2015 CVO street glide, i just had a dyno run at my local Harley Shop and the numbers are 111HP and 113 foot pounds of torque, I know the bike had a complete header thru exhaust with down load for fuel management. I am not aware of any internal motor work done to it, going by your page the previous owner must have had a stage 3 kit installed on the 110.
That's a lot of power for just a stage 1 110. There's a lot of paths to get there, but yeah that bike definitely has to of had something done to it. If Harley doesn't have records on the vin it would have to be taken down and measured out.
@@GixxerFoo Until watching this video I assumed the numbers given to me was actually from a stock 110, I will have to go back to Harley and ask them what kinds of internal upgrades were done on the motor, trans. All I know is the bike is quick, I used to ride sport bikes and the throttle response is similar to the R6 and not as close to the CBR 1000 I once owned.
Had a GSX-R 1000 so that thing must be worked over pretty good. Lol no the numbers you got take some doing to get on a Harley. I bet that one has been worked over pretty good.
I have a lot more confidence in the crate engine over the converted 114's and 117's. There's been some issues with bikes that have been converted, there's a lot of factors as to why. The crate engine you know for sure has had all the latest updates and fixes that have caused the M8 issues on earlier engines. I believe it's absolutely insane horsepower and a complete handful 😄😂👍.
I have a 2014 CVO Deluxe I just picked up with 5900 miles on it (Doctor who never rode had it) I'm not sure I'm looking for more horse power, it seems fine in that department. But if it were yours would you do anything to it to try to make her a bit more bullet proof? I have been reading some SE 110 disaster stories, sigh. Thanks (Mine is the cobalt blue white pearl with gold leaf, she is pretty
I would look into the high volume oil pump and an oil cooler if it doesn't already have one being a CVO. Also putting a good aftermarket tuner on it, like the FP3 and get rid of the super lean stock tune. That will help it run cooler too, keeping them cool is really the key.
@@GixxerFoo that is a fun little bike. Since it's used I don't know if they out a tuner on it, but it's got more that enough UMP to haul my far ass lol. Now I have the ultra classic fir long ride and the slim for tearing it up.
Great video !!! could you please help me decide between a low mileage dyna fat bob 2009 CVO with the 110ci or a softail custom 2007 96ci , besides the looks of the bike , wich one is for you the best at the same price and almost the same mileage... Your help is highly appreciated. Thanks (excuse my rusty english, I'm from Buenos Aires, Argentina)
My compensator story.... lose compensator springs are usually only an issue on hot startst but boy are they an issue. Rode 2 miles away to a grocery store... Came out hit the starter button and compensator kickback exploded the starter gear which then got lodged under the primary chain and stuck in the clutch hub assembly primary chain gear. of course I didn't know this until I pulled the primary after I had it towed home for 95 bucks.... The downside was I could not push start the bike I had several people helping me try but with half the starter gear lodged under the chain it would skid the back tire and not turn over and start. also with any twin cam engine that has about 30 or 40,000 mi on it because of the sloppy compensator and the occasional hot start kickbacks the teeth on the clutch hub assembly are going to be cracked and missing... My particular unit had nine teeth with parts missing. after going with the Baker compensator the Baker manual chain adjuster a new chain a new clutch hub assembly and a new starter of course the bikes as good as new in terms of starting and running hitting neutral every time and shifting smooth as butter..... But like everything with a Harley-Davidson it's going to cost you and you're going to be pissed after you realize you've been sold some pretty shitty components from the factory. Everything I mentioned above doing the labor 100% myself was still over 1,600 bucks.
Holy crap you had the trifecta of disaster happen! Good thing you weren't on a road trip somewhere, still sucks it cost you 95 bucks to get it home. I am glad you went with Baker components, it kills me when people replace it all with OEM. Using Baker it won't be an issue again, 1600 is expensive but good thing you could do it yourself. Paying a dealer to do that you'd be 3/4's the way to a crate motor.
It's almost 2am here on the west coast of Australia. I just read your post ... less than 2 days before I'm due to purchase a 2014 Softail Slim and now I'm starting to wonder if I should proceed. The anxiety is killing me now. Maybe your post is some sort of omen telling me that I shouldn't go ahead with the purchase.
@@GixxerFoo I feel a bit more confident now. The Slim I'm looking at getting is about $13,300US ($19k Australian, where I am). It's got about $2000US worth of extras on it (Street Sweeper pipes, Mustang seat, V&H Fuelpak FP3 ECU tuner, Screamin Eagle Heavy Breather air cleaner and the headlight has been converted to LED). I'm paying around market value, so worst case scenario is that in the time I'll own it, I may need to put the money into a compensator replacement (not intending to spend money on cams or anything else). If I said no to the purchase, would I be mad not to buy it just because the compensator issue has taken my confidence away?
With everything that bike has on it and it sounds like a great combination too, yeah l wouldn't pass on something that may or may not be an issue. Sounds like you found an awesome bike
I'll talk to you before I really like all your videos, in my opinion you know more about Harley motors than Harley-Davidson does. I'm the one that bought the 09 ultra classic CVO. I just took it back to the shop because it has a little bit of hesitation issues, and they were able to look it up in their computer and they told me that it had a stage four put on it back in 2013. What kind of numbers are we looking at there as far as torque and horsepower go and does that bring that cubic inch up to 117. They also said the oil pump has been changed. Without getting your dynoed he said he didn't know any numbers he said around the hundred horsepower and 115 on the torque. And do you think that is somebody spent that much money on the engine that they wouldn't go ahead and replace maybe the clutches and the compensator? Or does that have to be changed but just because you got that kind of horsepower and torque?
With the Screamin Eagle Stage 4 on the 110 it would take it to 117. For the power numbers it really depends on exhaust, Harley say's with their SE exhaust 110 horse and little over 110 torque. If you have a full exhaust system a little 110 horse and about 120 torque at the wheel. I think he gave you a really fair guesstimate for power, on a dyno depending on weather conditions and a good tune you'd likely be in there at the advertised. Since it was a dealer installed kit it would have the heavy duty clutch spring installed. I personally would of done the compensator and upgraded the clutch as well, but they do really well with the kit as long as your not beating on it really hard constantly.
@@GixxerFoo it's me again sorry to keep bothering you. I found out a little bit more on the 09 ultra classic CVO, Harley also told me that the cams are the 260 cams. And I believe in the stage 4 there's supposed to be 259 cams and also the Pistons they put in there are 10 and a half to one impression dome Pistons. Which I also don't believe is in the stage 4. I guess while he had it tore down, he got to put what he wanted in the end from Harley. As far as the exhaust goes it's Samson true dual exhaust with Reinhardt mufflers, and Harley also told me it was I want to say level five racing tune. If that's such a thing level five.
I got a 110 Fatboy s, upgraded to a 117. 140ish horsepower. Borderline suicidal and I loose my licence often. My own fault. Plus side is, I get it back in six months haha
Question GixerFoo, how is Harley getting away without upgrading BACK TO the Timken dual crankshaft bearings on the 96, 103, 110 and other larger displacements TC’s without having crank problems? If they’re getting away without crank problems on these higher horsepower motors why do you think that I need the Timken upgrade if I’m going to wring more horsepower out of my 88 TC? Did HD do something different with these cranks?
Yes, the Twin Cam 88 before 2003 was a 5 piece assembled crank with the Timken. 2003 they went to a 3 piece pressed unit and a roller bearing. The issue is the crank runout is very high on the 2003 up units, it's not nearly as tight as it was with Timken lower.
Thanks for the video. Man, could you share your Expirience about liquid cooled heads on SE110? Should it be replaced? If yes = which could be the right choice?
Not a problem, the liquid cooled heads really aren't a bad deal at all. I like the liquid cooled heads personally, you can run a higher compression ratio and not have to worry so much about temperatures. It blows my mind Harley kept the compression ratios down on those twin cooled bikes, there's a lot of potential in there.
The 110's have the same pressed crankshaft as the 103, it's not the Screamin Eagle crank you see in the catalog. But even the SE cranks in the catalog are pressed too.
I got a 2016 Harley Davidson 110 screaming a go pro street breakout what would you suggest I could do to get a lot more power/do they make anything bigger than the 117 for that
A quick question regarding compensator life ... Does the way the bike is ridden make any difference to the life of the compensator? What's the best compensator? Screamin Eagle, Baker, other? Some guys put in different primary chain tensioners (eg Baker), but are 'manually' set, not spring loaded. What's a good brand of tensioner? Hayden? Other?
If the bike is raced and ridden very hard that will reduce compensator life. The bad part is it's difficult to gauge the life of the part being a piece of machinery. Some bikes have failures and others never have an issue, just like the tensioners on the 88's. Some failed before 15k others closer to 30k. Screamin Eagle is a great stock replacement, in my opinion Baker would be the better option. The automatic primary tensioners have been known to over tighten the chain, but that's normally related to hard high rpm shifts and hard launches from a stop light. Screamin Eagle make a manual aduster, but if your not riding hard and beating the bike the stock one should be fine. They don't fail often, but they have in some bikes. The main thing to remember is don't go back with OEM cause it will likely happen again.
@@GixxerFoo Would it be plausible to think that avoiding careless low end 'lugging' (eg, do something silly like trying to 'cruise' in lower gears under 2000rpm) would avoid premature compensator failure? I'm looking at buying a 2014 Softail Slim 103 in a few days (with only 3400 miles on it), so I want to avoid any bad riding style that may give the compensator a hard time. I intend to do some cruising on it, but I worry that stop/start city traffic may be bad for it. I had a look at the Baker compensator, but the price knocked me off my feet. Maybe the Screamin Eagle is the way to go?
The Screamin Eagle is what any good Harley service dealer would recommend to you over the OEM. Avoiding low speed lugging would definently help. For stop and go city city riding it won't hurt it. What really hurts them is hard high rpm launches. But normal riding won't cause an issue.
@@GixxerFoo Many thanks ... I'm 99% considering buying a 103 Slim tomorrow morning and I'm confident that the current owner isn't a hooligan. The bike has done 3400 miles in it's 6 year life. And I don't intend to be a hooligan either ... just cruise and enjoy the grunt from the twistgrip :)
You'll really enjoy that bike, l wouldn't sweat the compensator and primary tensioner. They aren't guaranteed to fail but if they do, don't go back with stock lol.
I had a twin cam and was glad to get rid of it. Bought it as a stepping stone until I found a real Harley. Three years later I found my kind of machine...73 Shovelhead. I'll take this bike any day over a twin cam. As a matter of fact I'll never own any bike newer than a Shovelhead!!! Cant beat the old school bikes they got soul, Class and are what a Harley should be.. New bikes cant compare to old school Harley...Totally different machines as well as the guys riding them.. Old school all the way...✌
GIX...I’ve been watching this video a lot. 😂 I’m putting the 117 kit in my 2016 CVO Limited. What do you think about putting Vance and Hines Power Duels with Rinehart 4” mufflers, out the back door?? What kind of numbers do you think I can see, if I go in that direction?? Thanks Again for the Video. Very Informative👍
That's awesome! You'll have to let me know how she runs when you get it all done! I would say you have an excellent choice is exhaust! Vance & Hines power duals eliminate the cat and the Rinehart mufflers are solid performers. I have a friend of mine with a street glide and that same exhaust system setup. Depending on the tune (non epa compliant 😄) I would imagine the 120 horsepower range with roughly about 125 to 130 on the torque. Get it dyno tuned and don't leave any power on the table.
@@GixxerFoo GIX....I’ll let you know how everything came out, once we get everything gathered up and installed. I’m really looking forward to this build, and have to “send you my thanks” for helping me make my decision to upgrade, based upon your informative videos. Thanks Again😀👍
Thank you for a very informative video. I looked for that 110-110ci stage 3 but have no luck finding one for my 2008 cvo. I found a compensator though, I'll upgrade that first. Thanks again!
@@GixxerFoo yes sir. It's the one you mentioned 110-110ci high compression kit with cam. I just want a little more response but can't find one. Probably got discontinued. I'm off today from work and I've been watching your vids all day. Keep up the great content sir. God bless you and your family!
Thank you! We truly appreciate the support, l'll do some checking on that kit. They don't advertise half of the Screamin Eagle kits online, l'll see if it's still available.
I'm looking at doing the S&S 107 big bore kit 10.5.1 compression with Andrews 67H cams on my 2007 flhrc 96ci. But I've been also looking at the 110ci kit. But after reading the comments I seen the key word HEAT! as in over heating now I'm wondering if I even want to do the 107kit? Smh
This isn't exactly a comment I guess I had a question? So the screaming eagle 110 cubic inch has the same compensator as a 96 cubic inch. It's not beefed up? The screaming eagle 110 does not have a screaming eagle compensator?
That's correct, they don't have anything special on the bottom end. Just larger displacement and better heads, it's very misleading in my opinion. Being a Screamin Eagle motor it leads you to believe it would have the Screamin Eagle compensator, cam plate with oil pump and a nice SE cam.
I recently got 08 ScreaminEagle ElectraGlide Ultra 110ci. I put a couple hundred miles on it before oil change, I was waiting for Dyna to reach oil change and do both Dyna 96ci......if bottoms are the same why does dyna primary take 32oz and SE take 38oz? SE doesn't need any power upgrades for me, 900lb + 300(2people) is faster than 650lb + 200(me) I've always put 20w-50 in all available holes. With this change dyna I put gear oil in trans, I can't tell a difference in smoothness or clunkyness of shifting SE I used gear oil in trans and primary......what a difference, it's just a click no clunk, and I found neutral first try (rare but has happened before). Supposedly the dealership (kaw/Suz) changes oil in all used bikes, pretty sure not true, when I drained oils, trans looked just like new 20w-50, engine was dark but I couldn't feel any gritty, both plugs clean, the primary came out almost like water, it was dark with some brown and the plug had some shavings on it
Good question, I never questioned that myself lol. Harley allows a bit more oil in the primary due to the power output of the 110, compared to the 96 it's a lot more torque.
Do you know if the 2016 Fatboy S, with 110, comes with the screaming eagle compensator? Also I do not see the 110 to 110 high compression kit for sale. Do you know the part number for that kit?
The S models are going to have the OEM compensator, the part number for the high compression kit is 27548-10C. You may not see it on the Harley website, but you will find it in the Screamin Eagle Catalog.
I like the curve and numbers on that Red Shift for the 110. You don't necessarily have to add the cam plate and oil pump but it's not a bad idea if you can swing it while you're there. It will definitely strengthen your cam support and give your engine lubrication a boost.
Hello, what about the Screaming Eagle 103 crate engine that Custom bike shops use? Are they better in anyway do they have tensioner & oil pump upgrades?
Are you talking about a aftermarket engine or a Harley replacement engine? The replacement engines are going to be all stock internals except for the the SE120R, I have a video about it here th-cam.com/video/mHxq8Ly4y64/w-d-xo.html.
That's a big issue with those motors and the 255 CVO cam, that cam likes to eat lifters and it doesn't matter if they are stock or good aftermarket high performance lifters.
Hello I have 2 breakout CVO 110 both suffer same issue , the misfire at acceleration when throttle is half way between 2000rpm to 3000rpm one of the both bike as been mapped it’s better but still not there. On that same bike I changed both injectors , fuel pump , spark plugs but it’s not fully fixed , is there anyone here think it could be coil , Ecm , stator pick up etc…. Thanks
I got a 2002 Dyna Low Rider with a 110 Screamin Eagle the previous owner died so I didn't get the information on the bike so I have no idea what stage its in how do I find that out
If it's Screamin Eagle parts you could have a Harley dealer run your vin, if it has a service history with Harley they might be able to tell you what all was done to the bike. If not you'd have to tear the motor down and look at the parts and see what is in it.
@@GixxerFoo your knowledge on Harleys is nothing short of amazing. Just purchased a 07 Dyna CVO so pretty happy that I’ve got low rider S performance for half the money.
Little off topic here but just installed a screamin eagle hydraulic cam tensioners and bigger oil pump on stock 01 cvo now blows dipstick out any ideas?
Check your breathers, sounds like you might have some obstruction with the crank case breathers. Also check what your oil pressure is running at. That crank case gasses have to go somewhere and better out the dipstick than pushing gaskets. You also might try a vented dip stick as well if your crank case breathers are clear.
@@GixxerFoo I have a 2012 RG CVO and the factory setup ran lean and hot. So hot it would over heat the rear cylinder exhaust valve-train. I had a lifter spin sideways in the case and seize. More fuel and true duals are a first step then play around after that is done. Sure you can get more HP out of a single pipe, however the goal here is to dissipate heat.
You might not see it online, they don't advertise half of what's in the SE catalog online. The part number is 27548-10c, the dealers selling online have it for about $850.
So I found the kit and it looks like something I want to do. Will the stock throttle body and injectors be enough? Already planning on upgrading cam plate, oil pump and compensator. Any other upgrades I should be looking at?
Would you prefer just a high compression 110 or go for it all with the 117?
Check out fastlaneheadwork.co.uk (on the 'contact' page )and you will see that a good builder can up the compression on a 110 to 117 motor along with other things to get 140 ftlbs and 148 bhp........ Alex built my 113 and it has more power than a Harley 117 kit !
The Screamin' Eagle oil pump and cam support plate is not much better than the standard one - get S&S Cycle ones with the TC3 pump. Alex at fastlaneheadwork uses Marle pistons to get higher comp. ratios in the 117's - pistons made by Marle are used in a lot of Harley's own builds.
i would wish i could back to a twin cam with 4 valve heads. and pull the cam plate, and throw away the cam chain tensioners.
We already know how to fully balance a TC88, so we already have that part covered.........
@@thakery5720 big money though 🤷🏻♂️
@@chunkyfxdls1878 Unique engines cost money - if you want cheap then buy a Honda !
@@chunkyfxdls1878 Money mate, Harleys when stock are low powered and it costs money to make them powerful. If you think that is big money then buy a Honda - they have power and are cheap.
I had a 103 and then went to 110... wow totally different beast..😊
Wow, this is absolutely one of your best videos regarding all of the other performance distinctions on a stock screaming Eagle 110 bike. This is Very informative, thank you for this Video!! 😊👍
Thank you! That's oldie too, there's a lot of potential in that 110. Cams and compression go a long way with them!
Lookin at that shelf behind you like 👀
That's what I noticed not far from crashing down
Excellent! It took me all day to find next to nothing on this topic. You covered everything, thanks.👍
Thanks G, my 2016 Low Rider S is still my favorite bike. I have the S&S dual throat intake, RB Racing 2-1 exhaust, and TTS master tune and it rips very well. I might upgrade later, I like to first address any issues that I don't like with my bikes. Suspension, brakes, etc...
Love CVO's. Always on look out for a good deal on Road Glide CVO, but inevitably end up just keeping my 2010 RG with the 96 TC.
They are out there, if you just happen to find one that's been changed up a bit they are cheaper. When people change the CVO bikes up they really seem to lose value and drop in price.
Good video! I ride a 2012 FLHXSE3 CVO Street Glide that i bought new in Aug 2011, which of course has the SE 110" engine.
I've done some upgrades to my engine... I call it my "Stage 2.5". It has SE-259e cams (with the better cam bearings that won't fall apart like the crappy caged cam bearings Harley used back in those days!), a Ness Big Sucker Stage II intake, Drago's S/C/S 2-into-1 race pipe, .030" Cometic metal head gaskets that increase the squish a bit (by maybe .3 to .4), a better Feuling cam plate and high-flow Feuling oil pump, forged rocker supports, Feuling pushrods, and of course a custom TTS tune. And probably some other things I've forgotten about since I did all of those things during my first years of ownership! Anyway, the engine has always performed very well since it was new.
I run an Energy One 10-plate kit in the clutch, with their 15% stronger-than-stock spring. The stock Harley clutch plates and spring slipped badly because they couldn't handle the engine's power. I used to run an AIM VP70 variable pressure clutch bolt-on, but it really didn't do much because with the Energy One plates the clutch doesn't slip anyway, and the clutch lever pull effort is fine even with the stronger spring.
I also run a Hayden spring-loaded primary chain tensioner that is much better than the horrible ratcheting Harley tensioner. The Hayden keeps the primary chain tension where it's supposed to be and doesn't make it too tight like the Harley tensioner will. I just replaced the SE compensator as well. The old one didn't look TOO bad but I figured it was time. I looked at aftermarket comp alternatives but decided to stick with the SE comp this time.
I've never done anything to the crank, though. I think I lucked out with my engine, because it runs fine with 20K miles on it, and the crank runout is not bad. If I ever want to really hop up my engine, I would consider the SE 117" kit you discussed in this video... but I would NOT do that without having my crank welded and trued, or maybe even get a better aftermarket crank. Harley Twin Cam cranks have always be a weak point. Years ago, Harley increased the max runout spec to .012" - which I think is a HUGE amount of runout even for a stock engine, and totally unacceptable for a built SE engine. A high performance engine with that much crank runout would tear it self apart!
Very informative. Mahalo for sharing your knowledge. I recently purchased my dream bike cvo, only had 1400 miles. Sold my 95ci fatboy to get her. Honestly, I'm satisfied with the power of the stock 110. Weird thing is the 95ci twin cam ran hotter than my 110ci cvo. And what I noticed is it runs smoother on higher rpms. Shift early and it vibrates. Is that how these engines are?
2008 105th anniversary cvo springer
Number 12 of 1050.
Thank you, l appreciate you watching! The 110 does have a longer stroke and larger pistons, l can see that making it feel like it vibrates more. You might check all the bolts on the engine mounts. My wife's bike had weird vibration compared to mine. l went over every nut and bolt on the engine mounts and that took care of it.
That was very helpful. I've got the 2015 cvo street glide. And I'm looking to get more out of it. Thank you.
Right on! 110's love compression and a good cam!
I just wanted to tell you thank you for answering my question on a different video, I couldn't figure out how to tell you thank you on that particular video but appreciate you taking your time and answer my question
Not a problem at all!
You really got to watch your engine temps with these kits, the 110 is already known to have some overheating issues, unfortunately if you live in a hot climate, I'm pretty sure you wontbe able to run an optimal tune , in city riding conditions, in 100 degrees weather. I'm pretty sure you want want to take some time out of it, taking away from its potential, but overall giving it some cushion, so your not getting pinging issues, even still I'm pretty sure this stage 3 and 4 kits, are going to make you run hot. I would run a 12.7 to 13 ratio on it , make sure shes always rich, run a temperature gauge. You can certainly make some nice numbers on a dyno, but I don't think that same tune would work well in Florida, or say out in the California desert,, for these to be good street motors, you want to take some tune out of them to help keep them cool. Great video man / subbed
Thank you! Yeah a good oil cooler and a very rich tune is the way to go on these bikes. Luckily they are fuel injected and each cylinder can be tuned individually, especially that rear cylinder.
Great video I own a Slim S in denim olive green I bought brand new off the show rooms floor. They had it up on a spinning pedestal with lights on it and flashing like it was the 1st thing you seen walking in. I love the power it has. Soon as I seen them I said I was going to own one. It's a huge difference from my Fxr2 in arresting red which was Harley's first ever cvo but came with the evo 80ci worked a little there is less then 60 left in the world last I checked a couple years ago. Thanks for the info I was thinking about doing some motor work this winter just undecided what yet. Or buy a new road king special and do the 131 them m8s are producing great torque and horsepower. But of course I'd still still keep my other Harley's. Watching from Upstate Ny
I would hang onto your CVO, those are beautiful bikes and you don't see then around anymore. It's nice to here about the Slim S, l haven't ever seen one out on the road. Mostly the Low Rider and Fatboy. Now that 131 is insane, l never thought l would see Harley come out with a kit like that.
Didn’t know much about twin cam engines before buying my 04 Fxdi, turns out one of the guys that previously owned it put a 110 cvo engine in there
Dang you lucked out getting one of those 110's! Those motor are awesome, they have a lot of potential too!
Great informative vid. Really like the way you explain and compare.
Thank you, l really appreciate that!
Mine just recently had the compensator replaced. Was a warranty item and dealer used the SE compensator instead of the OEM part for the replacement and I only paid the ESP premium.
They did the right thing by replacing it with the SE unit, don't go back with the OEM cause it will go out again.
Great vid! just the info I’m looking for as I’m starting to think about more power for my 110 , thank you!
You are very welcome and l appreciate you watching. That's exactly why l do these videos.
Very informative video, I put the 110 tire shredder bolt on kit on my 2011 dyna street bob and runs great. At 106hp122tq heat is certainly an issue in traffic but that's to be expected.
There's a guy that works at my local dealer and he has one on his Road King, they run damn good. He's got an oil cooler on his and it really helped with keeping the heat down on his bike.
The 2017 lowrider s is probably the most beautiful thing harley ever put out in my opinion. I dont like mids so id have to go forward controls but other than that it's pretty perfect aesthetically. Unfortunately my buddy does spend alot of time pulled off to the side of the road if we get stuck in traffic when its hot out. Those things have a reputation for getting really hot
I would have to agree, that Dyna Low Rider S really holds it's value too. The are still selling for almost what they cost new. The 110's did run really hot with the lean factory AFR, a good tuner and exhaust really cools them down.
Good stuff Thanks would you talk more about auto compression release , What year has them and are they inside rocker box? Thanks again
No problem, they would be in the top of the head and every 110 since 2007 has them.
Great Vid! Love your passion and knowledge. I have been telling younger riders in the market for HD to look at Softail Slim S and Fatboy S models with 110. Good power with out killer price tags vs a new one. I think 110’s (Twin Cams in General) are easier to work on and have a lot of information out there for upgrades mild to wild. Keep’em Coming! 👍🏼
You're spreading the gospel, there's a lot of value in those S series models. They want a lot for the Low Rider because of it's popularity but the 110 is the same basis of any twin cam. They aren't that hard to work on the knowledge base on them is far and wide. I appreciate your support and I will keep'em coming!
T-man performance offers a no-loss air cleaner where the center part of the backing plate is changeable on the air cleaner so as you go to a bigger air throttle body from a 50 to a 58 to a 64 or whatever you just change out the center piece not the whole air cleaner..😎
Really?! I was unaware of that unit, I am gonna have to check that out! That's a pretty genius idea too!
Is there a url for oz buyers
Lots of good information here as I am currently looking at a 08 Ultra CVO...
Glad it was helpful!
Great videos, i was expecting more Power. During buying the performance Numbers was 74kw and 154Nm, therefore Im suprise that after upgrade stage IV my cvo pro street Can get to the 82kw and 162Nm. This should be performance from shop HD during buying.
I agree for they charge for a CVO they should at least have a little higher compression and really give you some power.
GixxerFoo 87
At 4,000 miles I upgraded my 2016 fat boy s with the 117 bolt on kit. I added a Harley oil cooler non fan assisted due to the brake fluid reservoir and a set of mini love jugs, Vance and Hines big shots exhaust and dyno tuning I got 118 hp and 130ft lbs tq. Heat is a big issue as I live in so cal. Is there a fan assisted oil cooler that will fit my bike even though I have hydraulic brakes and clutch?
Ultra Cool has fan assisted oil coolers that will fit your bike, since you have a oil cooler now you might be able to fit one their fans with the thermostat to it.
I got the same bike at 35k miles I took it into the shop & Mech tore the engine down finding the ‘tapper’ front right & left worn out (loose) and my fly wheel moving a bit rough. The shop determined that these two issues are due to the engine overheating & recommends to replace the whole engine. I only have an aftermarket Bassani exhaust, no other mods to the engine. Have you experienced your engine getting too hot?
I got an S&S Oil Pump & Cam plate along with new lifters, push rods, S&S cam chain tensioner kit on my 2016 Fat Boy S and it runs much cooler now. I do also have Love Jugs and a PowerVision, V&H High Output 2-into-1's, and it's in the shop for a Dyno tune as I type - but that S&S Oil Pump & Cam plate did wonders with the heat. Love Jugs help too, just not sure how much of that is the air flowing right over the top where the engine temp sensors are located. By the way, also in So Cal, and also tried the HD Oil Cooler, but that was a mess and didn't do too much. Can't wait to see how it rides and what type of output with the Dyno!!
Dark horse customs mates and amazing compensator that's even better than the baker compensator..😎
You got that right! They have that sprocket with the rebuildable cush drive built in, that's hard to beat!
Hi Gixxer. Just bought a CVO softail with this motor. Seems to fly. Noticed some slight lifter noise w throttle. ok at idle. Has about 15 K miles.
I am very interested in your 103 vs 103 video... I have a 2003 HD Road King CVO with the 103 cu in motor and you did say the cam chain is spring loaded so I am going to be putting in a new cam plate and oil pump so a few more extra bucks into other modifications with be helpful..... I am a "torque" rider, not a big HP rider. If I want HP, I would go back to my 2002 Kawasaki ZX12R....
That CVO Road King was a very expensive bike new, the 103 in was actually a stroker motor. Interestingly Kawasaki had that ZX12 back in the mid 90's, they just had no reason to bring it out. The ZX11 was still King at the time.
should there be a concern with bumping up to a stage 4 with higher mileage 110 motors? I see comments of people wanting to do this upgrade with 50k+ miles
More great info! ANOTHER question on this subject. '17 FXDLS, 117ci kit, HP cam plate, CNC ported heads and went with the SE585 CAM. I shouldn't have. Thoughts on the SE 266E cam to maximize this build? 9.9 comp. enough or should I go to something over 10?
That's a really nice cam and l would say 10:1 would really work well with it. Twin cams love their compression, the lower stock compression is what really hold their power down.
EXCELLENT VIDEO THANKZZ FOR SHARING!!!
great explanation really helpful thanks a lot for your time
I am glad it to hear it helped you out! I really appreciate you watching and supporting us!
The Compensator is MUCH better from 2015 on. That's when they finally solved a lot of issues... But it's not like they made it a 50k part.
Thanks. From down under Australia. Great info for my Fatboy S.
Those S models are some fun bikes to rides! They get up and move!
GixxerFoo Great strong motor. However luv my evo s. Carb sound is this best. Potatoe potatoe potatoe LOL. Pls check my vids out and sub scribe. And share. 👍
Heck yeah you can't beat the sound of the Evo. Those bikes are whole different experience out cruising on.
I’ve got the 2016 FLSS and want to go to the stage 3. I want to get the most out of every gear and not have to quick shift as it seems to want to with the current stage 1. What’s the best cam to roll with in my case do you think? And is an oil cooler in my best interests in going to the stage 3? Stumbled on to your channel and I’m thinking I’ll stick around for a bit. Cheers from Ky brother!
Honestly a Wood TW-555 would really wake that 110 up, they are great cams for Softails. Direct bolt in and very broad power, it will also work really with the stock compression. With the 110 to 117 to me the numbers are a bit soft unless you do a big cam, high compression and flowed heads.
Thanks for the very informative video. Question - what do you think are the differences between the twin-cam 117 and M8 117 CI motors? Apart from M8s having the single cam?
I ride a 2012 Electra Glide CVO with the 110 SE motor. I'm interested in upping it to a 117 bolt-on. The 110 has plenty of torque as it is and I am quite happy with it but would be good if I could get a bit more top-end. Would it be worth upgrading to the 117 bolt-on if I expect more power for highway riding? Also, will remember to ask the dealer for an upgraded compensator if I decide to do it.
They are completely different engines, the M8 is 4 valve heads and the TC is two. Just about everything is different. The 117 kits for 110 really produce big torque. The compression is lower and they don't have the best flowing heads so they don't produce as much horsepower. The 110 kits with higher compression and better heads produce more horsepower but not quite as much torque.
@@GixxerFoo Thank you! I have not made a decision yet whether to go for the 117 kit upgrade. If I don't go for it, I may just get a second harley with the 131 CI crate engine but that would be a bigger decision of course:) I heard the 131 crate engine could be more reliable than bolt-on upgrades. Any thoughts?
I have heard that myself since it comes from the factory. I can't confirm but l believe they are hand assembled, just what l heard at the Harley shop. So you have one person putting the entire engine together and they build X number a day. I'd have to think they know it inside and out.
If the parts you take off are in good shape it's a good way to subsidise changes.
Somebody will want them sooner or later to go back to standard.
Can be just to keep the upgrades rather than buy all the parts again.
Just had a SE 110 put in my 08 Electraglide after i hit something that punctured a hole in the left case. go figure, after 85K i treated myself to a new motor. Just wondering but the new motor seems to run cooler. Its factory long block with 255 cams. any ideas?
great videos..👍
With the factory long blocks they do a lot of upgrades on those motors and fix some of the factory gaffes from back in the day. It's very likely they put a high volume oil pump in the new long block.
SE 110 up to a stage 2. Thoughts? I'm looking for more power without breaking the wallet. Especially since there are bigger motors available to start with.
Check the Wood cams, they can give that 110 a big boost even with stock compression.
@@GixxerFoo Wood t222 cam vs redshift rs587? Which one is Theo best choice? And what about .30 gasket for higher compression?
Question for you first I have just discovered your channel and love it. I have a 2006 FLHTCU with 15 K miles on it. 50% of its live operated with Amsoil in it. I have a K&N air filter with Samson fishtail slip ons I would like to keep the fishtails. I want to get you opinion on at least step 3 whats the best cam, or big bore. What would be the best for the 88 to improve my power cruising through the mountains.
Thank you, we appreciate it! Well 88's aren't huge power producers with just a cam swap, but they are tractors when it comes to torque. I really like Wood cams, they are bit more expensive but they produce the power. The Wood TW-6 is a straight bolt in cam on the 88 and it will produce torque right at 100ftlbs and horsepower in the low 90's. From there a 95 inch kit with that cam puts down north of 100 ftlbs of torque and gets the power up to around 100 horse.
After riding for about 38 years! I finally purchased a Harley
I picked up a 2012 softail cvo convertible last fall .
I love the bike and with just over 19000 miles it’s literally new barely broke in.
I’m ok doing fluid changes and brake system, but when it comes to cams and tensioner I’m new to this aspect
What to know when inspecting and everything related to it.
Unsure if the 110b was improved in this part?
Any and all help is much appreciated
On the softail with the B motor it's the same tensioner system and it's the hydrualics so they last quite a while. I would start thinking about pulling the cam cover at about 30K and no later than 40K. You'll see the outer tensioner immediately but there is one behind the cam plate, you can get a inspection camera back there without disassembling the cam chest. They may look new or have wear, just depends on the crank run out, but either way it's worth piece of mind.
@@GixxerFoo much thanks
With no service history on bike
I’m doing everything now
Oil
Primary
Trans
Also
Front n back brake fluid flush n fill
Along with fork oil
So I know where I am at
Being that the bike is 9 years old and new to me
I feel better and confident it’s ready for the open road
@@GixxerFoo would it be smart to just replace them both at 30k?
Should I stay oem or is there an upgrade that’s preferred
I bought a 2002 FLSTC and a 2001 FLHRCI Road King. I sold the 01 Road King and tried to trade my low mileage FLSTC for a 94 Evo in about the condition my bike is in witch is excellent but the guy sold it before I could trade. Sorry I ever bought these twin cams after working on another guys twin cam that had a catastrophic failure . His bike only had 21.000 on it. I saw enough to make me sell mine. I have a fully restored 72 FLH that is simple to work on like a big lawn mower. I am an old man now so I am not running my bikes hard and I live in nowhere Alabama I am 94 miles away from the nearest freeway .
That's some beautiful country to enjoy a bike like you have! Do you ride it quite a bit out there?
@@GixxerFoo I did ride it a lot but my wife is ill and I am her only care giver so I haven't been riding much. If I got hit she would be in a fix. I put 3000 miles on the 02 FLSTC the first month I had it before the wife got worse. I bought the twin cam FLSTC for her she hates the original buddy seat on my 72 but she was only out once for about 15 minutes since I got it. .
I am sorry to hear your wife is ill, that's really tough but she's very fortunate to have you.
@@GixxerFoo Thank you. I think I sold the 2002 today the guy is coming to look at it. Funny this is the guy I bought the 2001 Road King from wrecked. I will hang onto the 1972 FLH until i go to the big swap meet in the sky I had it since 89.
@@lisar3006 Ok here is an odd coincidence I have owned both a 72 FLH and a 2002 FLSTC, I loved that 2002 Heritage, that was the 88TC-B counter balanced motor, man that thing was smooth. Wish I had my 72 FLH back. I know the guy I sold it too, while running fine, wanted to do what he called a whole frame restore. He tore it apart and as far as I know 10 or so years later it is till in a box in his garage. SMH
Loving my ‘09 fat bob cvo!!
I love those bikes! If I find one reasonable I would love to pick one up!
Your information is excellent, thank you!!
Thank you, l hope it was helpful!
GixxerFoo I’ve been obsessed with putting the stage 3 compression kit on my 16 Lowrider S since watching this vid. I’m close to going for it, but if I do is there anything else I need to consider? Clutch? Belt ? Compensator?
Does this kit effect the fuel economy much? Although I love the power, I also love to put the miles down without stopping for fuel every 5 minutes!
Love to hear from you.... keep up the work on the vids bro 😎
Honestly the compression kit would produce more power at any given rpm. So less throttle to run down the road, should do well on fuel unless you get on it then it's gonna use it. Clutch, belt and compensator should be fine if your just street riding and not hammering on it all the time.
@@GixxerFoo awesome man ...thank you for that! I’ll let you know how the upgrade goes 🤘🏽🤘🏽
Hang onto that S model, those bikes are still bringing top dollar today!
@@GixxerFoo yes they do!
I just purchased an almost mint condition garage kept 2017 Special 110 fatty from a weekend rider just shy of 5k miles for 14k. Still holding the original rubber with good tread 😳 and I couldn't be happier. Well till now 😆 as I now want to drop in a stage 4.
Not if.. but when I do, do I need to upgrade anything else besidesthe compensater ? As not to say later down the road.." dam why didn't I upgrade that now I have to rip it down again.. uuuughhhh !!!"
As a NEW SUB to your awesome channel..Thanks in advance my good friend 😉
Now do the 95""! 🎉
She's a bad wamma-jamma! 😂
I’ve got a 2016 FLTRUSE with a 117 stage IV. Curious your thoughts on the lifter issues people claim they have. Mine only has 11000 on it. I can’t get a pulse on the lifters as they pertain to these motors especially with the 117 upgrade.
The stage IV 117 kit comes with the high capacity Screamin Eagle lifters which have the larger needle bearings. I've heard good and bad things about them, I am aware of some issues with them collapsing. I can't say for sure if this is related to a manufacturing defect or installation of them being setup too tight. I have heard a lot of them being switched back out for stock or going with Jim's or S&S.
Thanks for all the information 👍.
Thanks for some quality videos. Very well presented and informative as well. I have a quick question for you. The oldest bike in my fleet is a 2003 FXSTDSE/CVO. It has just under 20k on it. Now I bought it bone stock with under 1K and back in 04 it was ok as far as power needs. Bassed on the 88ci the SE model was bumped up to 96ci unit. I did add a set of V&H pipes(using Big City Thunder baffles). and had it tuned with a SE Race Tuner. That gave me numbers of 92hp & 99tq. I think the engine can be squeezed for a bit more with out hurting reliably. So what would you suggest....where should I go from here. Where can I go. We are talking just performance upgrades now.
Thank you, l appreciate you watching and supporting the channel! Did you change the cams in it or just install the big bore kit? You could out a little more aggresive cam and possibly break 100hp.
@@GixxerFoo That model came stock with the SE 203's. and thats what I am running.....its a SE 96 engine so I confidant I can safely bolt on more hp/tq I just want some options.
A new set of cams would do definently give you a bump. Even more power if you go with some aftermarket cams.
@@GixxerFoo I guess that would help quite a bit but I think I would like to go with a SE cam set...hydraulic tensioners, and some new bearings...what do you think?
That's a solid setup, there's nothing wrong with SE cams. Going to the next SE cam up the line would boost your power and torque, then adding the SE cam plate with tensioners also has the high volume oil pump. I think that's a solid plan, you'll get your power bump and cool the motor down with the high volume oil pump.
What do you think about the Red Cam 587 cam? Would you prefer the S & S 585 cam or the Red Cam 587? Red shift says that their 587 cam was made specifically for the 110.
Red Shift makes a really nice cam, like you mentioned the 587 is specifically designed as a direct bolt in for the 110. I am really surprised how much power it produces with the lower compression of the 110. Personally I think I would choose the 587 over the S&S for a 110.
@@GixxerFoo , I installed Zippers RedShift 587 cams with D&D fatcats, 2016 cvo 110.
Very nice gains ! 👍👍👍
@@tonydanzl and @James Did you do anything more than adding the cams? Did you get some headwork done? Or just camswap, oil pump and maybe compensator?
@@TrudleR587 Cams,s&s premium Lifters,etc.
No headwork
I love my 110 CVO.
What CVO model do you have?
@@GixxerFoo FLHTCUSE2 (2007 Screamin Eagle CVO Ultra) in Light Candy Cherry and Black Ice. Removable tour pack, custom 10.25 inch shocks, Danny Gray Buttcrack seat with pillion, 2008 cush drive upgrade, Stage 1. It goes from "hot rod" look to full touring in 5 minutes. I had an 88 with cams, bigger throttle body/injectors, etc before. The 110 beats it hands down. I may still do cams in it to get rid of the factory "detune" and wake it up, but honestly it is more than adequate as it is.
That's awesome, that 110 can really run with just a few tweaks here and there.
They only make those limited numbers, those numbers are world wide too!
Not a problem, anytime!
I have a 2015 CVO street glide, i just had a dyno run at my local Harley Shop and the numbers are 111HP and 113 foot pounds of torque, I know the bike had a complete header thru exhaust with down load for fuel management. I am not aware of any internal motor work done to it, going by your page the previous owner must have had a stage 3 kit installed on the 110.
That's a lot of power for just a stage 1 110. There's a lot of paths to get there, but yeah that bike definitely has to of had something done to it. If Harley doesn't have records on the vin it would have to be taken down and measured out.
@@GixxerFoo Until watching this video I assumed the numbers given to me was actually from a stock 110, I will have to go back to Harley and ask them what kinds of internal upgrades were done on the motor, trans. All I know is the bike is quick, I used to ride sport bikes and the throttle response is similar to the R6 and not as close to the CBR 1000 I once owned.
Had a GSX-R 1000 so that thing must be worked over pretty good. Lol no the numbers you got take some doing to get on a Harley. I bet that one has been worked over pretty good.
I just installed the crate 131 what’s your thoughts on that engine?
I have a lot more confidence in the crate engine over the converted 114's and 117's. There's been some issues with bikes that have been converted, there's a lot of factors as to why. The crate engine you know for sure has had all the latest updates and fixes that have caused the M8 issues on earlier engines. I believe it's absolutely insane horsepower and a complete handful 😄😂👍.
The compensator is due to the bottom end. My timken crank is where it is at
You can't beat that Timken bottom end on a Harley, there's no way around it.
I have a 2014 CVO Deluxe I just picked up with 5900 miles on it (Doctor who never rode had it) I'm not sure I'm looking for more horse power, it seems fine in that department. But if it were yours would you do anything to it to try to make her a bit more bullet proof? I have been reading some SE 110 disaster stories, sigh. Thanks (Mine is the cobalt blue white pearl with gold leaf, she is pretty
I would look into the high volume oil pump and an oil cooler if it doesn't already have one being a CVO. Also putting a good aftermarket tuner on it, like the FP3 and get rid of the super lean stock tune. That will help it run cooler too, keeping them cool is really the key.
So how reliable is the 117 kit after the build?
Picked up a 17 slim s 5k on it. Love it
So you did end up getting it! I remember last time l talked you you were looking at one. How's it been so far?
@@GixxerFoo that is a fun little bike. Since it's used I don't know if they out a tuner on it, but it's got more that enough UMP to haul my far ass lol. Now I have the ultra classic fir long ride and the slim for tearing it up.
Damn you got exactly what every one needs, l need to get on board with that myself. One for distance and one for town!
@@GixxerFoo olive gold is what they call it I think. I will do a vid on it eventually.
You have the Olive Gold Ultra?
Great video !!! could you please help me decide between a low mileage dyna fat bob 2009 CVO with the 110ci or a softail custom 2007 96ci , besides the looks of the bike , wich one is for you the best at the same price and almost the same mileage... Your help is highly appreciated. Thanks (excuse my rusty english, I'm from Buenos Aires, Argentina)
My compensator story.... lose compensator springs are usually only an issue on hot startst but boy are they an issue. Rode 2 miles away to a grocery store... Came out hit the starter button and compensator kickback exploded the starter gear which then got lodged under the primary chain and stuck in the clutch hub assembly primary chain gear. of course I didn't know this until I pulled the primary after I had it towed home for 95 bucks.... The downside was I could not push start the bike I had several people helping me try but with half the starter gear lodged under the chain it would skid the back tire and not turn over and start. also with any twin cam engine that has about 30 or 40,000 mi on it because of the sloppy compensator and the occasional hot start kickbacks the teeth on the clutch hub assembly are going to be cracked and missing... My particular unit had nine teeth with parts missing. after going with the Baker compensator the Baker manual chain adjuster a new chain a new clutch hub assembly and a new starter of course the bikes as good as new in terms of starting and running hitting neutral every time and shifting smooth as butter..... But like everything with a Harley-Davidson it's going to cost you and you're going to be pissed after you realize you've been sold some pretty shitty components from the factory. Everything I mentioned above doing the labor 100% myself was still over 1,600 bucks.
Holy crap you had the trifecta of disaster happen! Good thing you weren't on a road trip somewhere, still sucks it cost you 95 bucks to get it home. I am glad you went with Baker components, it kills me when people replace it all with OEM. Using Baker it won't be an issue again, 1600 is expensive but good thing you could do it yourself. Paying a dealer to do that you'd be 3/4's the way to a crate motor.
It's almost 2am here on the west coast of Australia. I just read your post ... less than 2 days before I'm due to purchase a 2014 Softail Slim and now I'm starting to wonder if I should proceed. The anxiety is killing me now. Maybe your post is some sort of omen telling me that I shouldn't go ahead with the purchase.
The compensator was mainly an issue on the 96, the 103 did have failures it wasn't nearly as common in the 96 years.
@@GixxerFoo I feel a bit more confident now. The Slim I'm looking at getting is about $13,300US ($19k Australian, where I am). It's got about $2000US worth of extras on it (Street Sweeper pipes, Mustang seat, V&H Fuelpak FP3 ECU tuner, Screamin Eagle Heavy Breather air cleaner and the headlight has been converted to LED). I'm paying around market value, so worst case scenario is that in the time I'll own it, I may need to put the money into a compensator replacement (not intending to spend money on cams or anything else). If I said no to the purchase, would I be mad not to buy it just because the compensator issue has taken my confidence away?
With everything that bike has on it and it sounds like a great combination too, yeah l wouldn't pass on something that may or may not be an issue. Sounds like you found an awesome bike
I'll talk to you before I really like all your videos, in my opinion you know more about Harley motors than Harley-Davidson does. I'm the one that bought the 09 ultra classic CVO. I just took it back to the shop because it has a little bit of hesitation issues, and they were able to look it up in their computer and they told me that it had a stage four put on it back in 2013. What kind of numbers are we looking at there as far as torque and horsepower go and does that bring that cubic inch up to 117. They also said the oil pump has been changed. Without getting your dynoed he said he didn't know any numbers he said around the hundred horsepower and 115 on the torque. And do you think that is somebody spent that much money on the engine that they wouldn't go ahead and replace maybe the clutches and the compensator? Or does that have to be changed but just because you got that kind of horsepower and torque?
With the Screamin Eagle Stage 4 on the 110 it would take it to 117. For the power numbers it really depends on exhaust, Harley say's with their SE exhaust 110 horse and little over 110 torque. If you have a full exhaust system a little 110 horse and about 120 torque at the wheel. I think he gave you a really fair guesstimate for power, on a dyno depending on weather conditions and a good tune you'd likely be in there at the advertised. Since it was a dealer installed kit it would have the heavy duty clutch spring installed. I personally would of done the compensator and upgraded the clutch as well, but they do really well with the kit as long as your not beating on it really hard constantly.
@@GixxerFoo it's me again sorry to keep bothering you. I found out a little bit more on the 09 ultra classic CVO, Harley also told me that the cams are the 260 cams. And I believe in the stage 4 there's supposed to be 259 cams and also the Pistons they put in there are 10 and a half to one impression dome Pistons. Which I also don't believe is in the stage 4. I guess while he had it tore down, he got to put what he wanted in the end from Harley. As far as the exhaust goes it's Samson true dual exhaust with Reinhardt mufflers, and Harley also told me it was I want to say level five racing tune. If that's such a thing level five.
I got a 110 Fatboy s, upgraded to a 117. 140ish horsepower.
Borderline suicidal and I loose my licence often. My own fault.
Plus side is, I get it back in six months haha
Holy crap what all did you do to that motor besides convert it to a 117?!
I got a 2-1 exhaust and got it dyno tuned. If you fwd your email address, I’ll send you the print out :)
Mhorn541@gmail.com, l'd like to take a look at that!
@@GixxerFoo email sent mate
Thank you! I'll give it a look and see what you got!
Question GixerFoo, how is Harley getting away without upgrading BACK TO the Timken dual crankshaft bearings on the 96, 103, 110 and other larger displacements TC’s without having crank problems? If they’re getting away without crank problems on these higher horsepower motors why do you think that I need the Timken upgrade if I’m going to wring more horsepower out of my 88 TC? Did HD do something different with these cranks?
Yes, the Twin Cam 88 before 2003 was a 5 piece assembled crank with the Timken. 2003 they went to a 3 piece pressed unit and a roller bearing. The issue is the crank runout is very high on the 2003 up units, it's not nearly as tight as it was with Timken lower.
Thanks for the video. Man, could you share your Expirience about liquid cooled heads on SE110? Should it be replaced? If yes = which could be the right choice?
Not a problem, the liquid cooled heads really aren't a bad deal at all. I like the liquid cooled heads personally, you can run a higher compression ratio and not have to worry so much about temperatures. It blows my mind Harley kept the compression ratios down on those twin cooled bikes, there's a lot of potential in there.
@@GixxerFoo thanks, it’s still running good, but.consider to rebuild it once FXD project will be done
Looking for that 117" kit....but it only fits from 2011, why???
My bike is a cvo 2007...
the factory should put the screaming beagle compensator in the bikes when they leave Milwaukee.
I fully agree, the stock one just is fine for cruising but if you ride a bit harder or hop it up that's when the trouble starts
Yeah, love them beagles..
Wow, I had to watch that upload twice there was so much testosterone in it. 🤔 Thanks
Glad you enjoyed it!
Is the crank not an issue on the 110’s? (The pressed fit)
The 110's have the same pressed crankshaft as the 103, it's not the Screamin Eagle crank you see in the catalog. But even the SE cranks in the catalog are pressed too.
@@GixxerFoo Does the crank have to come all the way out to weld it up? Thanks!
How’s the fuel mileage after the upgrade??
Who cares 😂 nobody buys a Harley if they’re worried about fuel mileage, a lot about power son.
Does the cvo models come with the S.E. compensator. I have a 13 breakout with 110.??? Thanks friend.
Unfortunately it still has the stock compensator that is used in the mass production 96 and 103.
I got a 2016 Harley Davidson 110 screaming a go pro street breakout what would you suggest I could do to get a lot more power/do they make anything bigger than the 117 for that
They do, S&S and FuelMoto have some kits well into the 120's.
U really know ur shit bra, impressive
I'm no expert but l ask a lot of questions and talk to the guys in back in shop.
A quick question regarding compensator life ... Does the way the bike is ridden make any difference to the life of the compensator? What's the best compensator? Screamin Eagle, Baker, other? Some guys put in different primary chain tensioners (eg Baker), but are 'manually' set, not spring loaded. What's a good brand of tensioner? Hayden? Other?
If the bike is raced and ridden very hard that will reduce compensator life. The bad part is it's difficult to gauge the life of the part being a piece of machinery. Some bikes have failures and others never have an issue, just like the tensioners on the 88's. Some failed before 15k others closer to 30k. Screamin Eagle is a great stock replacement, in my opinion Baker would be the better option. The automatic primary tensioners have been known to over tighten the chain, but that's normally related to hard high rpm shifts and hard launches from a stop light. Screamin Eagle make a manual aduster, but if your not riding hard and beating the bike the stock one should be fine. They don't fail often, but they have in some bikes. The main thing to remember is don't go back with OEM cause it will likely happen again.
@@GixxerFoo Would it be plausible to think that avoiding careless low end 'lugging' (eg, do something silly like trying to 'cruise' in lower gears under 2000rpm) would avoid premature compensator failure? I'm looking at buying a 2014 Softail Slim 103 in a few days (with only 3400 miles on it), so I want to avoid any bad riding style that may give the compensator a hard time. I intend to do some cruising on it, but I worry that stop/start city traffic may be bad for it. I had a look at the Baker compensator, but the price knocked me off my feet. Maybe the Screamin Eagle is the way to go?
The Screamin Eagle is what any good Harley service dealer would recommend to you over the OEM. Avoiding low speed lugging would definently help. For stop and go city city riding it won't hurt it. What really hurts them is hard high rpm launches. But normal riding won't cause an issue.
@@GixxerFoo Many thanks ... I'm 99% considering buying a 103 Slim tomorrow morning and I'm confident that the current owner isn't a hooligan. The bike has done 3400 miles in it's 6 year life. And I don't intend to be a hooligan either ... just cruise and enjoy the grunt from the twistgrip :)
You'll really enjoy that bike, l wouldn't sweat the compensator and primary tensioner. They aren't guaranteed to fail but if they do, don't go back with stock lol.
So the police bikes also had the 110, wouldn't mind knowing the difference between that engine and the CVO 110
I had a twin cam and was glad to get rid of it. Bought it as a stepping stone until I found a real Harley. Three years later I found my kind of machine...73 Shovelhead. I'll take this bike any day over a twin cam. As a matter of fact I'll never own any bike newer than a Shovelhead!!! Cant beat the old school bikes they got soul, Class and are what a Harley should be.. New bikes cant compare to old school Harley...Totally different machines as well as the guys riding them.. Old school all the way...✌
Those Shovels just have a sound and soul to them the new engines can't replicate.
GIX...I’ve been watching this video a lot. 😂
I’m putting the 117 kit in my 2016 CVO Limited.
What do you think about putting Vance and Hines Power Duels with Rinehart 4” mufflers, out the back door??
What kind of numbers do you think I can see, if I go in that direction??
Thanks Again for the Video. Very Informative👍
That's awesome! You'll have to let me know how she runs when you get it all done! I would say you have an excellent choice is exhaust! Vance & Hines power duals eliminate the cat and the Rinehart mufflers are solid performers. I have a friend of mine with a street glide and that same exhaust system setup. Depending on the tune (non epa compliant 😄) I would imagine the 120 horsepower range with roughly about 125 to 130 on the torque. Get it dyno tuned and don't leave any power on the table.
@@GixxerFoo
GIX....I’ll let you know how everything came out, once we get everything gathered up and installed.
I’m really looking forward to this build, and have to “send you my thanks” for helping me make my decision to upgrade, based upon your informative videos.
Thanks Again😀👍
You're very welcome, you'll enjoy the power and it will be like a new machine.
Thank you for a very informative video. I looked for that 110-110ci stage 3 but have no luck finding one for my 2008 cvo. I found a compensator though, I'll upgrade that first. Thanks again!
Not a problem, are looking for a compression kit for your CVO to retain the 110ci?
@@GixxerFoo yes sir. It's the one you mentioned 110-110ci high compression kit with cam. I just want a little more response but can't find one. Probably got discontinued. I'm off today from work and I've been watching your vids all day. Keep up the great content sir. God bless you and your family!
Thank you! We truly appreciate the support, l'll do some checking on that kit. They don't advertise half of the Screamin Eagle kits online, l'll see if it's still available.
@@GixxerFoo wow! Thank you sir!
www.hammerperf.com/2020_Screamin_Eagle_Pro_Catalog_Priced_72.pdf It's on page 64 so it looks like it is still available!
Nice video.
Thanks!
I'm looking at doing the S&S 107 big bore kit 10.5.1 compression with Andrews 67H cams on my 2007 flhrc 96ci. But I've been also looking at the 110ci kit. But after reading the comments I seen the key word HEAT! as in over heating now I'm wondering if I even want to do the 107kit? Smh
The big bore kits aren't bad at all, adding a good oil cooler really helps quite a bit.
@@GixxerFoo just wondering I live in PA but Jun of next yr i was going to ride out to La next yr with my club never been in the desert on a bike
You would definently want a good oil cooler going out to the deserts, it will keep your bike temps down and make your ride much more enjoyable.
If you get a screaming eagle 110 would it already have the screaming eagle oil pump and compensator?
What day next week will the discussion be my strocker103 vs.production 103 thanks
This isn't exactly a comment I guess I had a question? So the screaming eagle 110 cubic inch has the same compensator as a 96 cubic inch. It's not beefed up? The screaming eagle 110 does not have a screaming eagle compensator?
That's correct, they don't have anything special on the bottom end. Just larger displacement and better heads, it's very misleading in my opinion. Being a Screamin Eagle motor it leads you to believe it would have the Screamin Eagle compensator, cam plate with oil pump and a nice SE cam.
Hi man, i bought a dyna. Love it
What year Dyna did you get? I love Dynas and it sucks they dropped that line, big mistake by Harley in my opinion.
@@GixxerFoo 07 brother!
Very nice, so you got the 96, that leaves room for growth!
I recently got 08 ScreaminEagle ElectraGlide Ultra 110ci. I put a couple hundred miles on it before oil change, I was waiting for Dyna to reach oil change and do both
Dyna 96ci......if bottoms are the same why does dyna primary take 32oz and SE take 38oz?
SE doesn't need any power upgrades for me, 900lb + 300(2people) is faster than 650lb + 200(me)
I've always put 20w-50 in all available holes. With this change dyna I put gear oil in trans, I can't tell a difference in smoothness or clunkyness of shifting
SE I used gear oil in trans and primary......what a difference, it's just a click no clunk, and I found neutral first try (rare but has happened before).
Supposedly the dealership (kaw/Suz) changes oil in all used bikes, pretty sure not true, when I drained oils, trans looked just like new 20w-50, engine was dark but I couldn't feel any gritty, both plugs clean, the primary came out almost like water, it was dark with some brown and the plug had some shavings on it
Good question, I never questioned that myself lol. Harley allows a bit more oil in the primary due to the power output of the 110, compared to the 96 it's a lot more torque.
Do you know if the 2016 Fatboy S, with 110, comes with the screaming eagle compensator?
Also I do not see the 110 to 110 high compression kit for sale. Do you know the part number for that kit?
The S models are going to have the OEM compensator, the part number for the high compression kit is 27548-10C. You may not see it on the Harley website, but you will find it in the Screamin Eagle Catalog.
I like the curve and numbers on that Red Shift for the 110. You don't necessarily have to add the cam plate and oil pump but it's not a bad idea if you can swing it while you're there. It will definitely strengthen your cam support and give your engine lubrication a boost.
After hearing that l think l would go with the S&S myself, sounds like they are aware of an issue there.
Would a 259 e cam be a compatible bolt on without changing anything else 🤔
The SE 259E is going to require a Screamin Eagle valve spring set in the heads.
Hello, what about the Screaming Eagle 103 crate engine that Custom bike shops use? Are they better in anyway do they have tensioner & oil pump upgrades?
Are you talking about a aftermarket engine or a Harley replacement engine? The replacement engines are going to be all stock internals except for the the SE120R, I have a video about it here th-cam.com/video/mHxq8Ly4y64/w-d-xo.html.
Hey, the Harley Screaming Eagle 103 that places like Thunder Mountain get from Harley : )
Don't forget about all the lifter failures.
That's a big issue with those motors and the 255 CVO cam, that cam likes to eat lifters and it doesn't matter if they are stock or good aftermarket high performance lifters.
Do you like the juggs mighty mite coolers
Hello I have 2 breakout CVO 110 both suffer same issue , the misfire at acceleration when throttle is half way between 2000rpm to 3000rpm one of the both bike as been mapped it’s better but still not there. On that same bike I changed both injectors , fuel pump , spark plugs but it’s not fully fixed , is there anyone here think it could be coil , Ecm , stator pick up etc…. Thanks
You forget about the 120r and 120SE
Over the years between 2010 and present is there and differences between the 110 engines
How is the reliability ?
I mean would I be able to cross the country multiple times with no problems?
Im curious why they had to bore the cases but if you buy a 110 big bore kit you don’t have to do that?
That a ? For momom. She got the wallit. I got broom handle.💭👀. (👍)
Young blood get your dates correct I had the first 103 on my 2003 CVO Roadking
I actually have a video dropping tomorrow about that, the CVO 103 had quite a bit more goodies than the mass production 103 for 2010.
I got a 2002 Dyna Low Rider with a 110 Screamin Eagle the previous owner died so I didn't get the information on the bike so I have no idea what stage its in how do I find that out
If it's Screamin Eagle parts you could have a Harley dealer run your vin, if it has a service history with Harley they might be able to tell you what all was done to the bike. If not you'd have to tear the motor down and look at the parts and see what is in it.
Is the 110ci CVO engine from 2007 the same as the 2016 110 dyna low rider s?
Pretty much the same engine overall, there's a few minute differences like the 2016 has a updated compensator but mechanically the same engine.
@@GixxerFoo your knowledge on Harleys is nothing short of amazing. Just purchased a 07 Dyna CVO so pretty happy that I’ve got low rider S performance for half the money.
Little off topic here but just installed a screamin eagle hydraulic cam tensioners and bigger oil pump on stock 01 cvo now blows dipstick out any ideas?
Check your breathers, sounds like you might have some obstruction with the crank case breathers. Also check what your oil pressure is running at. That crank case gasses have to go somewhere and better out the dipstick than pushing gaskets. You also might try a vented dip stick as well if your crank case breathers are clear.
Ok hey thanks for the reply!!!!!!
Remove the stock pipes ant cat, increase throttle body size, change valve train components.
The 110 was really held back from the factory, there's a lot of potential in those motors.
@@GixxerFoo I have a 2012 RG CVO and the factory setup ran lean and hot. So hot it would over heat the rear cylinder exhaust valve-train. I had a lifter spin sideways in the case and seize. More fuel and true duals are a first step then play around after that is done. Sure you can get more HP out of a single pipe, however the goal here is to dissipate heat.
Can't seem to find the SE 110 High Compression Kit. Doesn't seem to be available anymore.
You might not see it online, they don't advertise half of what's in the SE catalog online. The part number is 27548-10c, the dealers selling online have it for about $850.
So I found the kit and it looks like something I want to do. Will the stock throttle body and injectors be enough? Already planning on upgrading cam plate, oil pump and compensator. Any other upgrades I should be looking at?