124ci RoadGlide / Performance Bagger Build / APE
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- Опубліковано 17 лип 2022
- 129Hp & 147ft/lbs with factory heads, it is very hard to go past this 'Stump Puller' Kit from Alpha Performance Engines! Possibly the best bang for buck kit on the market for the M8 engine platform.
This kit uses heavy duty iron lined cylinders, 4.250" X-Forged CP Pistons, 55mm Screamin' Eagle Intake Manifold, 6.2gps fuel injectors with the Cycle-Rama/APE exclusive CR483 Camshaft all while keeping the cylinder heads completely stock!
Other parts included are upgraded 1275nm Clutch springs from Screamin' Eagle & an upgraded compensator ramp from Cycle-Rama.
I take you through the build process from start to finish & explain along the way some of the procedures involved with engine building & assembly.
Please keep in mind that this is UA-cam video & as a result has been edited to keep the content enjoyable & flowing. Just because you didn't see the motorcycle being warmed up & heat cycled before the Dyno tuning was carried out doesn't mean it didn't happen. I just don't want to bore you with boring footage of an engine being warmed up & sitting at idle.
The dealership I work for is located 2200ft above sea level & as a result will always show slightly lower than expected Dyno numbers. Proven in other videos on my channel is a comparison of just this with massive gains found on the same bike with the same tune just taken down to sea level.
For more info on the kit or A.P.E check out the website
www.alphaperformanceengines.c...
cycle-rama.com/
Follow me on Instagram / tommy_twincam_miller
I work here ddhd.com.au/
You can call me on 0746342766 during AEST business hours. - Авто та транспорт
Good stuff mate always enjoy your builds
Cheers mate! I appreciate the support and awesome feedback 🍻🇦🇺
Awesome build
@@nbowling10trio Thanks for watching 👍
Just got my 483 planning on putting it in my 107 with 5.5 injectors. Hoping it does well
Really like that build
Sweet colour.
Quality build mate. 👌
Cheers mate🍻
Wow amazing job!
Thanks mate! The customer loves it!
good video tommy my 2020 114 at 2000 miles had 3 thou run out
put in the 128 kit and after 2000 more crank run out is 9 thou
just put in cp H beam rods and trued crank now will see how
long it lasts
I have the 483 in my A.P.E 128 stump puller. Not a lot of info on the web or UA-cam videos on it.
Keen to know more about it if you have time. Maybe a video on the difference in cams from Cycle-Rama for the big bore m8s and difference and dyno tunes for them?
Love the content 👍🏻 cheers
That's a great idea for a video mate. I'll do my best to put something together for just that.
Awesome work loving the chenille not much aussie content out there 👌🏼👌🏼👌🏼
Thanks for watching
G'day Tommy, another awesome build mate fantastic number, definitely be a very fun bike to ride now, I'm love'n it 👌👌👍👍😊😊j
Thanks for watching mate! Glad you enjoyed it
My compression rings come out in the same clocked 180⁰ position as when they were installed, in every engine I've assembed and disassembled since 1984 averaged about 3 per year, singles V-twin, Boxer twins, Boxer 4s, Boxer 6s, (Aviation-Ground Power) 8 cylinder racing, Inline 4 cylinder racing, and High Output Diesel Offroad Engines. A slight -10⁰ shift may have occurred in situations where the rings weren't properly seated prior to the use of synthetic oils or oil additives like slick 50, increased blow by, and excessive crankcase pressure for much longer and stuck the rings in the grooves in a couple situations but pretty much remained constantly clocked as installed, of course all 2 trokes have a locating dowel for the end gap.
Piston rings lead a much more active life than might be thought. While we usually imagine that they only reciprocate in a motion defined by the piston, they also rotate during service. Such rotation has been the subject of many experiments and studies over the years, but this is not simply a matter of academic interest; there are implications for engine performance and efficiency.
With few exceptions, race engines use piston rings of the conventional gapped type - that is, there is a carefully controlled gap between the ends of the piston rings. A report by Jung and Jin shows that, at one engine speed, the speed and direction of piston ring rotation depends on load, and it is not necessarily the case that both rings rotate.
Their study, although weighted toward the technique used in the measurements, monitored oil consumption and was able to correlate this with the relative positions of the piston ring gaps. It is perhaps unsurprising to find that oil consumption rose to a maximum when the two ring gaps were aligned, and fell to a minimum when the ring gaps were spaced 180° apart. This makes sense, as the flow losses would be greatest when the ring gaps are as far apart as possible, so for a given pressure difference there would be less flow through the gaps in the rings.
The speed of rotation of piston rings has been measured experimentally. Shaw and Nussdorfer examined the phenomenon on a large engine and found that, at 1000 rpm engine speed, the piston rings were “observed to rotate as rapidly as 1 rpm”. Jung and Jin reported in more detail: on the engine they used, at 4000 rpm and 2 bar bmep, the rings rotated at 0.6 rpm in opposite directions to each other, with the second ring initially oscillating between two positions before finally beginning to rotate continuously.
At higher load, the top ring didn’t rotate, and the second ring rotated at speeds from 0.5 to 3 rpm. On the same engine and at lower engine speed, the top ring simply moved to a given angular position and then remained stationary at 2 bar load. With an increase to 4 bar, there was a change in top ring position but still no continuous rotation. The second ring was also observed to be stationary at this speed in some tests, some of which found the ring gaps aligned - the condition where oil consumption is highest.
It is clear that the piston rings in any engine lead a mysterious life where, depending on the load and speed conditions that apply, they might rotate continually, oscillate between certain positions or remain stationary. Oil consumption is found to vary with ring position and, where the rings rotate periodically, the rate of oil consumption is a function of the rotation period of the rings. Other than pinning the piston rings to prevent rotation (which is commonly done in two-stroke engines), there is little we can do to influence ring position or speed of rotation. It is clear that whatever position the rings are in during the engine build will not be maintained during service.
I am very interested to know how you manage to keep your rings in position and I am more interested in your data to show your findings. What type of rings you used, what gaps prevented the rotation, what oil, what break in procedure ect.
Got a 482 going in a 124.
Fkn can’t wait.
Been a damn blizzard here so hadn’t ridden in 3 fkn weeks .. ☠️
Hopin they pick up my ride tomorrow and have it ready in a week when weather hits upper 30*F
*I told em to do that billet ramp. Thanks on that info btw
Let me know how it goes when you get it back.
@@MasterTechMillerjust got it back. Still on the fence. My hand isn’t crazy strong so I went with a lockup clutch. WOT at 5-6k is a bitch to shift. I love my tab zombies but damn I took a hit 2-3k. I got a good ass tuner but still can’t work around that. Gonna swap the high side for the medium baffle to get that tq back. The 482 got such a long ass duration it need lot of compression and back pressure or so I’m told. The SS kit is 11:1. I think comp ended up 11.9:1. When that cam come on it’s like my big turbo crossing boost threshold and lighting up. Too damn loud with zombies and catless head pipes 2-1-2.
Fuck it rips tho. And that lope is insane.
Yea I did the billet ramp.
Before I had 107, 447 cam, zombies on stock catted headpipes.
In retrospect I shoulda went with a smaller cam. I recon once I get those baffles in it’ll smooth it out some where it crosses over to cam coming on. Yes they told me this but TAB fucked up and sent the shop the quiet baffles. I said fuck it tune it up and we will
Work on it more later if needed aftee baffles.
2024
FLTRX
124 SS
CR482
SE 55mm manifold
Stock TB
Catless 2-1-2
Tab zombies
131hp/138tq
@@MasterTechMillerthe dude wanted to rework the tuning now that I got those medium baffles in.
So I’d say she’s done (besides the oil cooler not able to be activated in the PV software… he’s been reaching out to dynojet and eveyone under the sun and it seems they need to cut the part of the tune from the Harley software and paste it into the PV tune .. the part for the oil cooler fan … past 2021 they changed the ECU.. if ya got any ideas let me know)
Anyway .. here’s where we are at.
From 2k on.. it’s a fkn tabletop straight across with a smooth tq gain peaking at 4k.. but >130tq from 2k to 6k. No dip!! Bike now has beautiful low speed manners. Don’t need to rev it off the lope to get moving.
Before if it dropped below 2k when setting off it wanted to stall out almost. Did once or twice creeping up the drive.
I am LOVING this combo now.
Once I tossed those medium louvered baffles in immediately felt a different but wasn’t super smooth til it got over like 2800 or so. And my mpg was abysmal. Like 130mi on a tank! He had to throw stupid amounts of fuel at it between 2-3k bc of those zombie baffles sucking all the fuel out under 3k.
Man ..Giblet at Conrad’s in Joilet IL USA.. he put in work on this build.
No dips. Makes stupid power. Rides smooth fast or slow.
130hp 139tq. But its 130tq from 2-6k. Lots of power under the curve there. Power curve is straight line right on thru the pull. No let up. Peak Hp at redline so this cam prob woild do well with heads.
To anyone else reading this.
If u go catless headpipes .. u CANNOT use those zombie baffles or u will suffer lots of performance loss and shitty rideability.
Thanks for all u do sir! You run a great channel with tons of info. U interact with the viewers and clearly know what’s up.
Anyone down there in Australia def needs to be coming to u for tuning and builds. Having a really great master tech at a dealer who does this is so important. Indy shops can be great but I like having the backup of a well established Harley dealer who also does amazing aftermarket work and tuning.
nice
Top ! :)
Oh man.. starting fasteners on a screw gun. Bro u got more balls than I. U a master tech tho so prob not gonna cross thread. Man… that a sinking feeling in the stomach yea? Fortunately never had to happen bad to where I needed to retap or worse !
I've got the torque setting backed right off on the gun so should the unlikely event happen where the threads might catch, the gun literally won't force it past.
In saying that, I've never had an issue with using it. The screws have a slight tapper on them which basically pre starts the thread for you.
Great vid mate. So are the latest cam plate and oil pumps ok to keep on board when changing the cam?
Absolutely mate! There's never been an issue with the stock cam plates. The only time I update them is when I use cans over .500" lift and I only use the Fueling OE+ plate which works seamlessly with the updated 8lobe gerotor oil pump from Harley.
Did you go too a bigger throttle body an injectors ?
Great build please tell me what bars are on that bike Thanks
Genuine 16 inch Ape Hangers from the Harley catalogue
Nice numbers 👍. What was the crank runout ?
3 thou mate
Hi Tommy, what is the replacement compensator ramp you put into this build?
It's made from forged steel rather than cast steel. As a result, it is far stronger. There have been many reports of the stock compensator ramp failing when big cube builds are added.
I have a Fuel Moto, 128- inch build with 11.1 compression and the Cycle Rama 483 cam. Would the Fuel Motor 10.75 compression work better with the Cycle Rama 483 cam?
The CR 483 responds well with compression around 10.5:1 & upto just over 11.0:1
These 124 & 128 Stump Puller kits are all at 11.0:1
Will a Screaming Eagle 55 manifold and 5.5 fuel injectors work on a Harley 107-inch engine that has a Cycle Rama 470 cam, Screaming Eagle, Ventilator Extreme air cleaner and CBR mufflers?
Absolutely! That will work great!
Hey buddy. Quick question. How many hours would you say it takes to remove the heads, swap the jugs and pistons out for the new ones and reassemble?
Softail or Tourer?
Tourer will take a little longer due to the bags & exhaust roughly 8hrs.
Softail approximately 7.5hrs.
Dyno tuning is quoted at 4 hrs
As a general idea a full build, ride in ride out your looking around 12hrs.
@@MasterTechMiller everything has been done as far as cam chest and anything else
Most people do from bare bones to a full 124/128+ build out kit. Just was curious on swapping times of the jugs and pistons. I would be doing it myself on my garage lift.
@Gimps_Garage if you're just doing the top end, no cam chest or primary stuff then you would be looking around 5 to 6 hrs if you know what you're doing.
Off topic. 2020 Heritage 114ci 2-1 Rinehart 468 cam 5k. Miles
Pre manifold injector swap (stock to 55mm and 5.5 )
Dyno 108 and 127 post 107 and 127. AFR 13.3 NORMAL ?
EXPECTING 3-5 HP and 3-5 ftlbs
Mpg less/more? Apprecate advice. Thank you Wil
Many factors to take into account here. The AFR could be slightly richer at 13.0:1 or even 12.8:1
How much ignition advance is on the 100% column?
Also who makes the 468 Camshaft? I'd need to see the cam specs to give you a better idea of how the cam will work.
Also depends on how the tuner setup the cruise speed AFR to get the best economy
This APE 124 kit is making very respectable numbers compared to the others out of the aftermarket world. Whats your elavation?
Well the A.P.E Kit uses very high quality CP Carrillo pistons with precision machined Japanese manufactured heavy duty iron lined cylinders with a very EXCLUSIVE Camshaft. It all works very well together as it's been designed specifically for this type of torque and HP figures.
Other kits out there are just a bunch of parts put together to create a package with very little thought into what's expected of the engine and combo.
@@MasterTechMiller I love seeing the Harley stuff coming out of Australia. Makes us Americans proud. I love the content brotha keep em coming and ill keep liking and sharing with my buddies.
@@MasterTechMiller you and million dollar bogan should do a collab. Even though you're both polar opposites... maybe a friendly drag race vlog or something.
@@troydroberts88 cheers for the support and awesome feedback mate!
@@troydroberts88 hahaha yeah we are definitely both very opposite from each other.
Well I'm keen on a collab video for sure. Not sure how I'd be able to tee it up though?
Already have a 12-1 piston kit..
Do you think this would be ok??
Concerned about vtp & ccp??
I want the 483 bad..
You'd need to run a different cam if you want the comp that high.
@@MasterTechMiller yup..
482 sniper is almost exact...
Tuner ? Thanks
Direct Link, TechnoResearch
Didn’t mention who made the cylinders… probably S&S, it seems you don’t like mentioning them and giving them the credit the deserve for some reason. Also noticed you routed the breathers back into through the throttle body for some reason… as you know, these bikes, especially with thgis bigger bore has crankcase breather issues, and these engines blow a lot of oil back into the engine… so those pistons will be full of carbon in no time, with that air cleaner backing plate you could of easily ran a catch can no problem… In in all, your content is good!
No Clutch upgrade ?
The 1275NM Springs from Screamin Eagle are all that's needed to keep the clutch in check.