Harley-Davidson 110 Is the Forgotten Twin Cam
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- Опубліковано 1 жов 2024
- The Harley-Davidson 110 really is forgotten in a lot of respects for several reasons. It was a limited production engine that was always reserved for limited production motorcycles, mainly the Harley-Davidson CVO line. This limited production engine does have quite a bit of power potential to be had. We were treated to some non CVO models in the S line at the end of the twin cam engines run which gave birth to some legendary models. The Low Rider S, the Fat Boy S and the Softail Slim S all received the harley-davidson 110. This was the first time the Harley-Davidson 110 was used outside of the harley-davidson CVO lineup. With a basic cam swap you can really unleash some serious power from the Harley-Davidon 110. If you want to pair a bore upgrade with a cam swap and add compression, the sky is the limit with the Harley-Davidson 110.
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Here is the result in my cvo110 2007 after making the changes mentioned in your video , i went with Wood tw-7h + 10.6 S&S pistons and added the Man O War compensator and dyno tuned : 122HP-147TQ ,
Hey dude how does it sound with the tw7h? Is it a choppy cam or more of a fast idle?
I love my 110 CVO, never felt forgotten or left out. It didn't take much to wake it up.
Good tune, air cleaner and exhaust goes a long way for a 110! You get a good high performance cam and they really come to life, not to mention adding compression in there.
@@GixxerFoo Hey!! Subscriber here❤, what are your toughts on a 110, with the S.E high compression 10.5:1 pistons and a tw222?
Your Harley knowledge is incredible ‼️
Thank you for all your videos to help us non mechanics.
Thank you, I really appreciate it! Glad to hear it's helpful!
My ‘07 Ultra CVO has a stage 3 build. Last Dyno read 110 hp 116 max torque to the rear wheel.
Tuned at RC Cycles in Fremont CA.
I actually think about the 110 frequently, I’m going to have another TC some day
The used CVO's with the 110 are really a good buy considering all you get with them!
Love my 2014 Slim with the 110 big bore, cams, and exhaust! Like he said, a good fan oil cooler and tune, you can bring those oil and cyl temps down to a much more reasonable level. Great video!
Right on! I bet that Slim is a screamer with those upgrades!
I put the SE 110 tire shredder kit on my 2011 dyna street bob when it came out. She puts down 106hp/122tq which I thought was fast enough.....then I bought a Kawasaki z900 for a second bike and it makes my dyna feel like a Grom in terms of "performance".
Those Z900's are bad bikes, I had a 2004 Z1000 it had some low end power and it was a wheelie machine with that short wheel base. Although my 2003 GSX-R 1000 made that bike feel like a grom lol.
I probably watched this video and the bare minimum for cam swap video you did 10x , already bought everything you mentionned + 10.6 s&s pistons and Feuling beehive valve springs, lifters ,bearing , high flow oil pump and camplate from Feuling ,pushrods and I got the TW7H ... thank you so much for the great work you are doing in the videos !!!
How do you like that cam?
Was great to see you make a 110 video. It's been awhile since you talked about them. I have loved my Slim S since I bought it brand new. After I bought and installed my thundermax tuner with the 18 mm o2 sensors and my arlen nest magba flow F bomb 2 into 1 my bike runs way cooler and she's definitely more peppy. I'm still looking at cames and having decided yet. I like to ride it like I stole it pretty much full throttle every where we go and cruise on average about 80. If you have suggestions I love torque and hp.. sending love bro from Upstate Ny
Thank you, I appreciate it! You've got a great setup on that bike! A good cam set in there will really wake it up and change the dynamics!
I built a screaming eagle 113 with a 4 3/8 cam and a 4.070 10.5 to 1 piston I used screaming eagle CNC heads Andrews 67g cams fueling camplate oil pump and lifters. I run an s&s super e carburetor and a thunderheart ignition system I had my crank trued and welded my bike runs 7200 RPM and makes 140 horse. Because of its high compression it needs 91 octane and sometimes a little octane booster if I'm pressing it. It has a Harley oil cooler the baker extra quart pan and it's never overheated on me once and I live in the South and my idea of a good ride is to run a hundred miles up to the dragon run the cherahowa skyway thru 129 to 64 and home through the ocoee gorge a ride of about 220 MI I ride it in August September my bike's never overheated once
That's awesome! You got that bike build right, getting that crank done up good is the way to do it!
GixxerFoo is really ALL OVER THE MAP on the 110 motor in this video that creates MUCH CONFUSION for guys with this motor in terms of possible upgrades.
First off the TRIPLE valve springs used in the 110 heads (designed and acquired by Comp Cams, Inc) ARE the reason the lifters rollers and bearings have FAILED in countless 110 motors.
That said……. the absolute FIRST thing that MUST be changed during a motor upgrade is to REPLACE the springs with a quality set of high lift bee hive SINGLE spring pack.
I have built 110 motors at 113 cubic inch by boring the stock cylinders to 4.060 which will allow use of CP Carillo Forged pistons WITHOUT need to bore motor case spickets.
With careful selection of a cam set…….. my experience PROVES that the S&S 570 cam with compression set at 10.25:1 WILL turn this motor to an absolute TORQUE MONSTER at 113 cu in…….. START VERY EASILY…….. have an EXTREMELY QUIET valve train…….. be VERY RELIABLE…… run on 91-93 octane pump gas with ZERO detonation…….. and run WAAAAAAY COOLER than it ever did with the PURE JUNK H-D 255 CVO cams!!!
This obviously requires a high performance exhaust system….. air cleaner……. 5.3 GPS fuel injectors (over the stock 4.9 GPS injectors)……. can run with the stock 50mm throttle body…….. and will of course require a high quality EFI Tuner like a Power Vision or a Thunder Max tuner.
This combination WILL PROVIDE FAR INCREASED HP and TQ over stock…….. and will turn your WEAK and HOT RUNNING 110 into an easy to tune and reliable running 113 that can easily SHRED your rear tire any time you want.
But the BEST VIRTUE of this top end build is to HAVE AWESOME ROLL-ON POWER on tap at ALL TIMES!!!
As a side note: The S&S 585 cam NEEDS 10.5 - 11.0 compression to even begin to run with the S&S 570 cam at a very CONTROLLABLE 10.25:1 ratio. Not knocking Bobby Woods cams or Red Shift cams one bit……. but the 113 set up as I have described IS by far your BEST bang for your buck…… GUARANTEED!!! J. Mac
I have 2011 Cvo convertible 110 twin cam with a little over 8,000 miles on it. I had a 2010 Cvo convertible and listen to all the bad lifter reviews! And sold it! Regretted it immediately! So I bought a 2011.
Can you please help me choose what to upgrade on this bike/motor to make it more reliable or bulletproof?
I want to keep this one ! I’m 72 and can’t afford to replace a motor if it blows. I would rather do preventative maintenance, upgrades now.
Thanks! Love your video’s!! And have subscribed.
I wrote the check to convert my 2015 Road Glide Special to 110 ci using the S-E Stage 5 (Now 4) kit. I also added the S-E head pipe and a set of Nightsticks. I can tell you that I love to low end torque but the performance feels to flatten out over 100 mph. Not too shabby for a bagger! And YES they do run hot!!!
Using the Screamin Eagle exhaust and tune it's going to run a bit hot since the SE tune is still pretty lean. The SE exhaust is awesome for low end torque, where it's falling flat is you're feeling the restriction of the catalyzed SE exhaust system. They are great for low end torque but they lack the flow on the big end, with a uncatalyzed aftermarket exhaust you'll lose some low end torque but you'll gain on the big end.
@@GixxerFoo Thanks for the reply! My understanding is the cats are in the nightsticks. Do you have a recommendation for a replacement without the cats and something not too loud? Also I failed to mention that I have an FP3 with a download from V&H. I never autotuned. Since I no longer live in California I might have many more options. Thanks!
I have the same set up ,Whats the best cam,oil cooler and high flow oil pump that you recommend..10 2 1 compression.Bassanni 2 into 1 exhaust.
I have a 2013 FLHTCUSE8 that has the 117 Stage4 big bore kit on it, oil plate piston/spring upgrade, crane springs. The orange Pro Tuner(pre-EPA trouble) tuner and 2018 software. V&H X catless header and 400’s. I like it. I did have to change a MLS head gasket out and I’ve added an external breather to the intake. The kit has been on for over 10k miles and I’m at 71k and climbing. I will probably do the comp eliminator and the cam plate/oil pump upgrade. I’m the 2nd owner.
My cvo 110 came with 255 cams not the 555s i now have 574 fueling reaper cams in her with the Rinehart cross back exhaust!
All the 110's had the 255 which does pretty well for low and mid range torque, but that 574 will blow that stock 255 away!
I'm always left out ( and behind ) panheads forever
Nothing wrong with the pan, they are awesome engines and hard to come by these days!
I wish Harley would have put quality parts in their stock 110s without the lifters or cam bearings exploding in the engine. It's a damn shame that we pay good money for cheap Chinese parts that go into these extremely expensive motorcycles.
I've said that for years the Screamin Eagle badging on the engine is misleading. Everything in that lower end is stock production parts and not the stuff in the Screamin Eagle catalog.
@@GixxerFoo quite honestly, I’ve lost trust in Harley’s products. I’ll still keep my RGU CVO for a while longer, but I have been seriously considering selling it, or building it up where it will be bullet proof.
Standard oil pump is not up to high HP mods, swap it out to a screaming eagle or something else. Apart from that these are bullet proof engines.
I think in terms of displacement there is a sweet spot on Harleys. On a motorcycle in general. You want it to sound like a motorcycle, not a car, not to mention keep some fuel efficiency. So I think ideally somewhere in that 95 = 110 cubic inch range is ideal. Then focus on other elements like the heads, cams, pistons, exhaust, and intake.
Do you think the Screamin Eagle 110 should of replaced the twin cam 103 in the production bikes?
Definitely, great upgrade 👌
Yes
It would be a better starting position coming out of the gate.
Thank you for this vid! I had a 2016 low rider S for more than four years - was going to give it to my son - until the new presidential administration killed my company. Had to sell... once I am in a better position, thinking about getting a 110 again and making it more powerful. So this is timely. M8 too different for me - reminds me more of a goldwing than a twin cam. Your other vids make strong arguments for the 96 and 103... so we will see.
Dang l'm sorry to hear you had to sell your bikes that Dyna Low Rider S is an awesome bike, it's already a true classic. The M8's are just too smooth, a lot of guys take the counter balancers out if they get deep into the motor. I like still like the twin cams since they are still rubber mounted and except the Softail.
Seeing the out-of-the-box power and torque from the new Low Rider S 117 makes me think that spending thousands on a twin cam getting a few percent increase just doesn't add up any more.
The new Low Rider 117 with the M8 has it's advantages for sure, the M8 just doesn't have that thump of the Twin Cam unless you cam them. But like you mentioned the 117 already has so much power over the Twin Cam so just putting a cam in a 117 will give you the sound and even more power.
Not true. A well constructed 110-113-117 tc will embarrass any stock M8. Now if you start throwing money at an M8 it's not even close. 8 valves is a game changer. You can make ridiculous gains without even touching the heads.
@@MegaBrownie44 If you’re talking about a stage 3 build for a TC, that’s quite a bit of money to throw at it. I have a 103 and I don’t think I’d see the value.
@@martinXY Yeah you have a 103, this video isn't about the 103. I don't talk in "stages". That's dealership jargon, EPA junk. If you have a 110 and $1500 you can make an absolute monster of a twin cam.
Thanks! Another great video. I've often thought when the time comes to do a 117 conversion of my 103. Still got a lot of miles left on it yet though. Wish I already had the 110. 'No replacement for displacement'. LOL
Displacement is where the torque is at!
Some one out to make a 113 TC jugs to bolt on a 103. It seams like taking a 103 to a 107 or 110 is a waste of time & money
113 is the ticket if you going to with some new jugs, it's a really good displacement for the Twin Cam.
You would have to machine the cases to do a 113 cylinders 110 is the biggest you can go
I have a 2016 Fatboy S. I have the 117” screamin eagle kit with Vance n Hines big shots. Dyno tuned at local H-D shop with Orange racing tuner (I’m in Canada, we got to use these a little while longer)
Bike puts out 117hp and 126 torque to the wheel
That's some awesome numbers and what you'd really expect to see at the wheel out of a kit like that! The SE Race Tuner makes a huge difference being able to really get some fuel in the bike.
Hi Gixxer, you mentioned that you have a Dyna. I have a 2007 Dyna Lowrider 96 Twin Cam. I have a surging low speed problem. The bike is completely stock, with just slip-ons, even stock air cleaner.
Could you do a video on fuel injection tuning and repair? I haven't found anything on UA-cam addressing this problem. Under full power, it runs fine, but it won't hold a steady rpm at lower cruising speeds. Thanks, Queasyrider
I had a weird issue like that on one of my Sportsters one time, it's the same setup just pipe and air cleaner with a Fp3 tuner. I flashed the bike back to stock and then went and re-flashed my map for the setup back to the ecm. That took care of the issue for me, if you don't have a tuner it sounds like you're having some fueling issues down low with the exhaust and air cleaner using the stock tune.
@@GixxerFoo Is "flashing" something that can be done me? I live on an island off the coast of Maine, I don't know of anyone within a couple of hundred miles who would know about this.......
I’m a 110 owner and I really appreciate this video. I’ve been thinking about upgrades and your ideas are being written down and put into the file. What I’m most interested in is a good upgrade for traveling. A little performance boost but also something that considers the longevity of the power train over the highway miles and possibly better gas mileage. My guess is a good set of pipes, tune, intake, cam, cam plate, and oil cooler. Are there items that should be changed out from stock and other changes to consider? Thanks again for the awesome videos!
For longevity, an s&s oil pump, cam plate, a good oil cooler, darkhorse compensator or delete, gear drive cam kit.
Have the crankshaft runout checked, notorious for excessive runout. Nothing good comes from this.
Be careful, crank work can be a slippery slope $$$.
Gear drive should only be considered if your crank is .0002 run out or less. Chain drive otherwise or have the bottom end crank worked over with trueing and a timken bearing sleeve for rigitity
You're on the right track for sure! If you're not planning on splitting the cases what you're looking at are the best things you can do to a 110 engine. If you're going to split the cases I would go with a built crank, timken bearing conversion and then a gear drive. But with the cam plate on the stock crank I would go with a high volume oil pump, cam plate and keep the hydraulic tensioner chain drive. Feuling OE is a good one to with since it will compensate for stock crank run out.
You may NOT know this……. and this guy on the video may NOT know this……. but the BIGGEST PROBLEMS with the MoCo 110 cubic inch motors ARE the TRIPLE VALVE SPRINGS in the cylinder heads. These springs were designed by Comp Cams within a partnering relationship with the MoCo. The spring pressure upon FULL OPEN of the cams (nose pressure) is RIDICULOUSLY HIGH…….. and has contributed to MANY lifter roller bearing FAILURES……. which have been documented to DESTROY MANY 110 motors!!! Also the CVO 255 cams are the WORST cam design ever used in ANY Twin Cam motor. The ridiculously SHORT cam timing on the exhaust valve BUILDS and TRAPS EXCESSIVELY HIGH HEAT within these motors. I have personally developed a complete “rebuild recipe” for the 110…….. which allows for MUCH LOWER operating temperatures…….. and have dyno results of 120 HP / 125 TQ on pump gasoline……. and ZERO DETONATION throughout the complete rev range!!! J. Mac
I've seen too many 110 motors with cyclinders all wrinkle d up to be a fan of the 110 or 117 motors ! The problem is the piston skirts are so short the piston is not very stable it has a tendency to tip going up & down they never last very long ! So good luck building a hot street 110 or a 117 motor ! It has a short life !
That's a good point on those motors, they cut the piston skirts and well they do tend to get a bit a bit of piston slap.
There could be a lot more of them out there if people with 96s and 103s bought the big bore 110 Screamin Eagle kits, or... the S&S 110 kit. Would they be true 110s then? Twin Cam for life!
If someone did the conversion to say the 110 tire shredder kit from Screamin Eagle it would actually be better than the production 110. The tire shredder 110 has a much better cam, heads, larger throttle body and injectors, that kit puts down some serious power for a Twin Cam Screamin Eagle kit.
@@GixxerFoo That confirms my suspicions. I'm sure a lot of people go for that kind of kit, or the drop in 110 kit without thinking about upgrading the oil pump, or cam plate too. When I get around to it, I might just start with the oil pump , cam plate, and cams. Will probably go with S&S.
I am a 95ci.Screaming Eagle 2002 Road Glide! What about
Us??? And our motor info.Doc from California
The 95's are a highly underrated setup in my opinion, that short stroke of the 88 with some big bore cylinders and a hot cam set makes the bike want to run out from underneath you.
making bikes since 1903 and still can't make an engine that works without a bunch of mods. annoying
I’d you ever think maybe some guys like to make mods? Like it ok stock but fun to fool around with!
@@michaelsomales2264 yeah, I get that, that's cool. But I didn't think mods should be fixes. Bought a Yamaha cruiser
@@darinsassen617 If you are so enamored with your Yamaha then why are you trolling a Harley thread? The cool thing about a free market is you can buy whatever blows up your skirt. I like motorcycles and have owned over twenty bikes including Harley, BMW and a Yamaha FJR. I currently have 5 in the garage, all HD’s. I liked the BMW’s and the Yamaha but as it turns out I prefer the HD’s a little more. You made your decision with your wallet and you can live with it. Give the Harley guy the same courtesy
@@michaelsomales2264 aww don't be hurt it's okay. I was seriously shopping for a Harley then learned all the stuff that was broken about their motors. Anyway I made that comment months ago so you're the one trolling. Remember to clean out your oil cooler and check that cam tensioner
Good day, I am looking at buying a 2008 HD Road King Screaming Eagle CVO 110 with 49k miles. The bike is showroom clean. I have been reading a lot of feedback that the 110 eng had a ton of issues. I know it depends on how well-maintained the bike was. With 49k Miles should I pass on this bike?
Screaming eagle products are good if you want to maintain your bikes warranty. For the money I feel you are better off using aftermarket parts. Especially if they come as a kit which have been tested. Now, how I usually try to select which kit is 1 HP per cu.in. If you have 103 cu. in. you want a 103 HP kit minimum!
That's a great point choosing a kit by the power per cubic inch! You for sure get more for money with the aftermarket, the aftermarket kits that have been put together and tested are the way to go!
Question? Being a Suzuki dealer back in the mid '80s, I remember the original GSXRs. So what do you ride now? I've "graduated" from GSXRs, to Dynas. I see the Suzuki fairing piece in your garage is missing! 🤗
It's still up on the wall, that was from my 03 GSX-R 1000. Wish l still had that bike, l ride Sportsters and a Dyna now. Gotta admit that low end power of the Harley is nice!
Hey Gixer thanks for all the information. I have an FLHTCUI from 2003 the anniversary year, it was my brothers bike who passed a couple years ago and I want to build it to remember him. It has the stock twin cam 88 in it and I want it to be reliable and comfortable on long rides two up but I want plenty of horsepower I’m not a small guy and I don’t want a 114 m8 to just walk away from me. I’m mostly a paint and stereo guy not an engine guy. My idea is jugs and pistons to make it around 110, mid range cam, throttle body riser like on my 4.3 v-6 if there is such a thing, headers and two bros comp mufflers. Dynojet power commander 5 for tuning. My question is, will this get me enough power and what other parts am I missing also what cam for mid range power? I know it’s a lot I’m not afraid to do homework if you send me to information resources. Thanks you are appreciated.
With the 88 the biggest displacement you can bolt on is going to the 100 inch kit for S&S, anymore than that you'll be boring cases and swapping crank. A good start is a cam upgrade, they make pretty good power with a Wood TW6. You can generally with a good pipe and tune make close 100 horse and torque. But the best upgrade on a 88 is a 95 inch conversion, that will bolt right on and you can pair that with a good cam for some serious horsepower and torque.
So I listened to your whole twin cam power playlist today (I’m a long haul trucker) and that’s lots to think about. Great info! Yeah I’m thinking the 100” pistons and jugs with the woods 222 cam, I’ll look at the one you suggested above as well. I’m thinking after registration and smog certificate I’ll do race headers to 2-1 exhaust and a big sucker air cleaner with a thunder max tuner box. Thanks for your great videos I’ll keep you posted.
👀💭Mom said i should 👂 to you. Pappa said give you the 👍.
Question, GixxerFoo-I'm looking at a 2007 CVO Springer in beautiful shape, at least what I see in the dealer shots. Pretty much a dream bike of mine. Asking price a little over $8000. Now the kicker, 91,000 miles. Even if I have to do a major rebuild shortly, it would still be under book value. I would think by now, several major pieces have been replaced or upgraded. Your thoughts?
I would be interested to see how the Dave Mackie 113 compares
I love my '17 Slim S. Bought her new. What a torque monster. Im 200lbs and I have to put my foot under the rear brake peddle or she'll roll me right of the back. Lol. Easy fix. Lepera solo. Lol
I started to address the heat issue a bit with DK customs coil relocation kit. It really does open up the oil tank area to get more air to the rear cylinder. Temps dropped by 15 degrees ish, maybe 20. I also have DKs thunder torque baffles. That added a nice torque increase and amazing sound. Oil psi gauge, oil catch can too. Bike has about 2200 miles on her and she runs great. Catch can is a must. I felt a small bump in power with that mod too. Throttle response is snappier. Got to get rid of that oily blow-by going into your carb. I think she has enough power for me.
Everyone is all about that Low Rider S and so many forget about the Softail Slim and the Fat Boy, they are awesome bikes!
I bought a US imported 2008 fxdse2 CVO with the 110ci motor in it. It has then gotten 58mm TB, 10.5:1 compression pistons, 259 cam, V&H Big shots staggered etc etc. It gives me 116whp and 175Nm of torque (129ft-lb). Runs like a champ, but it "ticks" from the lifters and it does not like to glide thru town in low speeds without giving it some clutch.
What is the ect etc . I have a 2008 ultra classic CVO an would like to get more 🐎🐎🐎 out of it as I am not impressed I had a 1994 fxstc stage 4 and it seemed to have way more hp and torque than 110.
I like the idea of getting the most torque (and horsepower) and the lowest RPM cause I don't race or rev my 110 past 4000 RPM, and rarely at that. I usually shift around 3000 unless I want to make some noise. I had my 110 on the dyno after I went to Rinehart 4" pipes and high flow performance baffles (Arlen Ness big sucker already installed) and it's 92 and 106 which is basically what your showing on a stock 110. Wood might be the way to go. Thanks for your expert info.
A wood cam will really wake that bike up quite a bit! You've got some really numbers with the exhaust setup you have! For sure a strong motor, I've seen some 110's put down in the low to mid 80's for horsepower.
@@GixxerFoo ✌
Ive got a CVO version (Granite Grey) in my FXR... the thing rips and slides around easily.
You fit a twin cam 110 into a FXR? That would be a seriously potent combination!
@@GixxerFoo Yeah it's a lot of fun. It's converted to carb (HSR45) for simplicity but with a 1/4 turn throttle and super short gear ratios, it is a handful😂. There's a couple of vids of it on my UA-cam.
Great video, you always put out great content 👍you can't go wrong with woods,lifters are the problems,fueling seem to work the best with the big lift for myself on failures
Thank you! You for sure want to get a good set of lifters in there with a aftermarket cam. You can reuse lifters, but I just don't like putting old parts on new.
Thanks for the information! I have the 110 and was looking for some power upgrades. Also, where and what ifs the model of the nice sweatshirt you are wearing?
110's can make some really good power with some compression! That zip up actually came with my leather jacket, it makes a very nice base layer.
I have a '09 FLHTCU with a SE High Compression 103 Stage IV kit, With a Thunderheader 2 into one and it's dyno tuned with SE Race Tuner. I couldn't be happier.
Compression goes a long in the twin cam! A high compression twin cam 103 will lay the power down, using the race tuner is the only way to go!
Great info Gixxerfoo! Love the content. I have a 2011 RGU CVO with the SE 110. I want to increase torque and HP and was debating whether to go with the 120st, but am still researching. What would you suggest the best way to go
1. 120st/R
2. TW 222 cam would I need additional part upgraded?
3. S&S 585? Would I need additional part upgraded?
Many more questions would love to discuss.
A good cam in the 110 will really make some great power with a good exhaust and tuning! I wouldn't waste my money on the ST, it's the same as the R with a milder cam. Now the 120R has the goods in the lower end like a billet cam plate and the SE 259 cam. Labor cost to build up a 110 can push you up there with what a 120R would run you and that motor is turn key. If you're just looking at a cam swap and upgrading the oil pump and cam plate I would do just that. If you're looking at getting into crank work, head work and deep into the motor I would get the 120R crate engine.
Great break down bro. love the channel keep up the great work!
Thanks! Will do!
If you went with the first kit at 1500 would you use the cam supplied or go with the 222 tks
dyno numbers are cool, but i try to look for is how flat the torque curve is. to me that is better than just high numbers. thats me though. good vid
Everyone gets caught up in horsepower and peak numbers, but the how often do you see it on the street? Focusing on torque is what we need to look at honestly, that's the power band you're realistically going to be riding in.
I got my street bob as a 103, did my research and built mine from the parts I wanted. I can tell you swapping to a 110 s&s with 10.5:1 compression made a hell of a difference in the pull right off throttle. No emissions here in Oklahoma so no chance I’m gonna go with anything screaming eagle
That's why I love it here in Oklahoma, we can do what we want unlike some of the communist states lol.
@@GixxerFoo didn’t know you were here too! And ya non emissions states are the shit
I've got a wideglide with a 103,and looking forward to doing that s&s kit as well 🍻
@@brando81 with the s&s kit, woods 777 cams, ported heads with bigger valves, Dan Vance racing ported throttle body( was a cheap option for a 51mm) and 4.9 injectors my dyna is a damn rocket not
@@GixxerFoo hey if you’re in the okc area let me know man, we can go ride
I've thrown more 110s in the trash than any other engine due to catastrophic lifter failures!
That's a huge issue with the 110, those stock lifters just aren't up to the task with the heavier valve springs and 255 cam.
Hello friend, I am glad you made this video, I have a 2012 Harley-Davidson FLHTCUSE7 CVO Ultra, thanks to this video, now I know about the heads, the valves, valve springs, the cam plate and oil pump, lifter rollers, I am going to make changes.
Upgrades on my list: Thru dual Rinehart Exhaust heaters (I already have the sleep-ons), Daytona Twin Tec TCFI fuel injector controller, 5.3 GPS fuel injectors, Red Shift RS587 Cams, SE cam plate with the oil pump, lifters, SE lifter rollers and a SE ventilator air filter.
Since I am making these changes, I would like to install the 58mm throttle body. Or should I keep the 50mm what do you think friend?
Thank you for your great videos!..
Thank you! That's awesome to hear! You really wouldn't need larger injectors or a throttle body unless you're going for a really big displacement increase. Everything looks great, for sure a larger throttle body and injectors with a big displacement increase.
@@GixxerFoo Tank you, I love your videos they help a great deal!
Hi what cases bottem end does the 2017 breakout 110 cvo have ? It it the 96 cubic inch ?cheers
Fact. The 117 kit is only 9.5:1, at best. It's not even close to 9.9:1. I've got the kit on my CVO Pro Street Breakout. And with the Vance and Hines 2 into 1 and the Harley tune, it makes 112HP and 124 ft/lb on an honest Dyno. The Harley tune is rich, and the timing is low. However, it still runs really hot, and in traffic it will get too hot, and if you shut it off, it won't start back.
Now, T-Man Performance had a Wiseco piston kit, with Trend tool steel wrist pins, and Total Seal rings. That kit can reach 11:1, but around 10.5:1 is where you want to be, they'll sell you the head gaskets you need.
I'll be swapping to the T-Man kit, as well as the S&S rockers, oil pump, and cam plate kit, because I can promise you it will hurt itself if you leave that stuff stock and beat on it.. Haven't decided on the cams. They will either by George Bryce Star Racing cams, or custom cams from Billy Godbold at Comp. It's getting their killer springs, tool steel retainers, and keepers.
Yep, the SE 110B is nice, and the 117 kit is even better, even though the cams hold it back.
You won't catch me putting Fuel Moto parts on anything I own.
The cams really hold that 117 kit back big time, the T-Man kits are some serious high power parts and they work!
@@GixxerFoo
I'm buying the piston kit from them, and getting the head gaskets to set the compression at 10.75:1, because my bike is relatively light, compared to touring bikes, has decent gearing, and I plan to run a pretty stout camshaft, with the S&S 1.72:1 roller rockers. I can stand the compression because the cam will bleed off some.
We don't have a final can design, the guy who actually designs the lobes at Comp Cams is looking at his newest lobe designs to put on Twin Cam cores.
I'm using the valve springs, tool steel retainers, and keepers from Comp. My friend at Ferrea valves said that the SE 110 valves are actually his, so we're probably leaving them alone, unless I buy a spare set of heads and we decide to port them and install bigger valves, in which case Ferrea will make mine. But staying at 117, at least for now, I am not sure we'll do a set of killer heads.
Would you please stop jumping your hands around,please, your driving me nuts
Thanks for the info. I purchased my 2016 Pro Street Breakout with the 585 cams and Bassani Pro Street duals, and she has plenty of power and I plan on adding a Power Vision and Target TUNE, and a JIMS FAN and Lyndall Rotors to murder this black beauty proper like. Thinking of WILBUR front springs when I have the lower forks oxidized black. Then I want the center arms of the Agressor wheels painted to match the accent stripe. I haven't seen any after market under shocks for this model. Does anybody make them? I think with the 117 jugs and 585 cams and a Power Vision and Target Tune, it will run cooler than the high compression 113 with even more power and better fuel economy, but it has to get done 1st to know anything, huh? Time will tell.
Going with a 117 and a good tune won't be any issue at all, you get some fuel in it that will help keep the heat down for sure.
@@GixxerFoo I purchased DK Customs Fuel enrichment software that plugs and plays, and I forgot to say that, so you have the same mindset as those guys, which is cool as hell, and makes me confident I'm making good choices, as this is my 1st H-D rodeo, and I'm having the best fun of my life building my H-D MY WAY.Thanks for your support!
What’s your opinion on reliability on the 110’s. My local HD has redone 3 top ends on 110s this winter due to something failing on them and the techs there and at other dealers tell me to stay away from them.
The 110 is a decent motor, the earlier models had some issues with head castings which caused some valve seat leaks. The lifters can be an issue due to the heavier springs in the heads and the 255 cam. They cut the skirts on the pistons which can lead to some piston slap over time. I've seen some run for years and 100K with no issues and other suffer failures, I've seen more good than bad though.
@@GixxerFoo okay I was looking at a 2016 CVO SG with a 110 at first but ended up putting a deposit down on a Low Rider ST. My girlfriend has a street bob with a high output 103 and originally I wanted the CVO because it still has a twin cam. Personally though I’m glad I’m getting an ST because it’s a 117 which is more than enough power for my needs.
Great content man. Have thought of getting a TC for my next bike, I do like the sound a little better than the M8, although I own a M8.
On another note,
Question:
I've got an opportunity to get a hold of a set of new 117 jugs, pistons etc that came off a 2019 cvo street glide, mine is a 2021 114 ultra.
So....
I've currently got (haven't installed yet) an S&S intake manifold, 5.6 injectors, 468 zippers cam, S&S pump and cam plate etc. Would this 117 conversion be a big difference??
Or just stay with the 114.
Cheers dude. 👍🤘
With the Zippers Cam you have that's a monster torque cam and the 117 kit is going to build on that for sure! If the parts are in good shape I would go ahead and do the conversion with the parts you have. You'll make decent horsepower well in to the 100+ but the torque would easily be upward of 120 foot pounds or more!
@@GixxerFoo cool, cheers man, yeah would be a shame to let those jugs go by.
👍🤘
Thanks for this video amigo!! 🙌🏻🙌🏻
#16FLSS #110
Do you think the would 222 cams woods will work on mine 110.
Because I already have the Stage I K&N and S.E auto tuner & the Magna flow Slip on’s With no cat’s? I was going to go with the Stage ll 585se cams. Since I already have it all S.E. No complaints with my FLSS on the way it rides now definitely puts a big smile on my face! lol
Just hoping to get a little more torque and a little different sound note..
The 222 would be a great cam for your 110, it will give you nice torque and horsepower bump for sure! The SE 585 has nothing on that 222, the 222 will pull the 585 all over the chart.
What is in the lower end of the 110? Twin roller or roller / Timkin ? I think I know the answer but I may be wrong?
No Timken.
The bottom end is completely stock, you basically get a set of heads with larger valves and what you might consider a mild port. But other than that it's all stock production parts in the bottom end.
Love you videos, always good content and informative, Any chance of a vid regarding the diffrences between stock M8 107,114 and the 117CVO, I had a 2018 114 and traded it for a 2018 117CVO, both were Street Glides. Apart from a different cam, the internals seem the same, even the oil pump/ cam plate were stock, and to be honest I was expecting an uprated unit. I cant find any spec on the 117CVO. Keep up the good work. Thanks.
Not bad idea, I'll have to do a video on that! In a nutshell the 107 has a 3.93" stroke and a 4.375" bore. Now the 114 has a longer stroke with a 4" crank and a 4.5" bore. The 117 has the same 4" crank as the 114 but the bore is larger at 4.075".
@@GixxerFoo The heads have screaming eagle logo, are they just stock?, Thanks. Look forward to the Vid.
I just found a NOS 92500050 117 kit. Its cylinders,pistons, rings and gaskets.. my question is does anyone know what compression ratio the pistons are? Obsolete part # and i cant find it..
Thank you , this is the first time I've ever heard the stats on my 110 I bought in October.
Glad it was helpful! 110's are really stout engines and they don't get the attention they deserve!
Found a '16 Fat Boy S that I like and am considering. Even before buying it sounds like I'll have to put on an oil cooler if I do. Any suggestions?
I have an 08 Roadglide with the 110 conversion on it with the 259 cams 10.5 pistons and the old screaming eagle race turner in it.80000 kms on it and still pulls good .Have thought about having it gone through but gonna run it till something fails.
The race tuner makes all the difference being able to adjust the AFR, you're not locked into the 14. AFR the Epa wants. 259E is a pretty strong cam and it does work well for power and longevity.
@@GixxerFoo that tuner helps for sure but never been touched since installed because when built put Bassani Roadrage 2 into 1 and have never needed to change anything on it. Plus have second bike an 11 xbones so get to change it up
110 ci 2012 ultra glide is getting a star racing torkstar 577 , s&s camplate /oilpump , new lifters / bearings en adjustable puchrods , is this a good combo ?
I have an 11 cvo ultra 110 i put woods tw7h cam 2 into 1 supertrap and tst master tune. The engine woke up very well. Only thing i dont like but grew used to is the valve train noise that came with the cams. But i love the 110
I took a test drive of a TC in 1999, I have forgotten them ever since.
The twin cam has really evolved in some respects since 99, they should of kept the Timken lower end but everything else on those twin cams is awesome. They got it right on the 103 and then of course switched to the M8.
@@GixxerFoo Evolved ? Problems evolved from twisting crankshaft, cam chain tensioners falling apart etc TO primary chain tensioners destroying primaries, dis-integrating main drive gear bearings sometimes destroying transmissions, constantly warping front brake discs etc etc. Yeah, they sure do evolve.
My FLHRSE3 has woods 777 and Rinehart true duals. For a fat bike she runs
The 110 had a myriad of issues in stock form. Heat from the emissions 255 cams, valve springs that beat the lifters internally. Weak 99C lifters. Bad guides that leaked and porosity issues with the aluminum castings!!! So many early 110 heads cracked from that casting issues. The valve guide angle and valve seat depth needed attention. I agree with enough money and the right engine builder who knows these head and how to flow them. There is potential with the heads with a cam head work combination.
Not a fan of Wood cams due to his quick nose over cams which create noisier valve train.
Those are some great points on that early 110, Harley did have some casting issues back in the early days. Wood cams are noisy for sure, but it's a trade off on the power they make.
Love my Woods trip[le Duce!
Who recognizes the song in the opening? Its trippie redd
My 110 comes from when 96 is stock, is it the same 110 when the stock engine was 103........ clueless how much Tq and HP......but I know it goes from 50 to over 100 while passing a pickup and a slow riding motorcycle, with wife on back.......it blows my wide glide 96ci away
And when out running that 110 you can watch the fuel gauge go down
All those 110's run pretty strong but they can for sure use so fuel when you run them hard!
I know this is an old video but it helped. I have. 15 CVO RG with the SE117 kit and don’t like how the power is applied. Zippers is very close to me and recommended the RS576 cam. I ride in low rpm and like torque as I avoid highways. The woods 222 is a cam I will have to talk about with the shop making the updates next week. Thanks for the videos
My FLHRSE3 has woods 777
Not sure of the numbers, but she pulls.
222 cam with some fueling high flow oil pump too would be nice. How about putting in a gear to gear cam
I rode one of those. What a hot bike! No, it was really hot, sort of like having my genitals on a stove. Not interested.
If you throw $1,500 at a cvo 110 it'll smoke any m8 at the stealership.
A cam in a 110 CVO will really wake those motors up, even more if you swap for high compression pistons with the new cam.
I have the 96, but I want to start with a woods 555 with some head work then next year do a 117 big bore, figure i could give myself a year to save up for another bike because we need to send our case off for some work to be done to fit that big bore kit. That said I won't be using the SE kit
There are drop on 110 kits that bolt right onto a 96, 555 is a great cam and it works with stock compression. Now they really come alive when compression gets up to 10.0:1 or more too.
I am loosely looking at trying to scoop up Slim S or bit older Road King CVO with a 110.
The CVO bikes are really a pretty good deal used, especially the older ones. The heads on the older CVO bike 2010 and earlier had some casting issues with the heads on some bikes which cause the valve guide seals to leak.
coming back to your assertion of stock bottom ends on the crate motors, I believe my literature on my 131 indicates a different left case bearing then stock, maybe a Timken. Should we not believe all the marketing hype?
Can you do a video about aftermarket frames?
I'd like to see that, I have a 96 motor and trans from a 2009 FLHX Street Glide that are looking for a home on another frame, can I "drop" it in a rolling frame (My 1st Choice) or find a Street Glide with a blown engine or a wreck. Help me OBI ONE FOO your my only hope.
That's not a bad idea, you can literally build a Harley with not one part from the MoCo including the frame!
Great video, thanks for the info,
I'm in Michigan would like to do a 117 where r u at
My buddy upgraded his 2016 Low Rider S with the HD 117 big bore kit. He also ditched the 259E cam for the Wood TW-222. He's running Bassani 2 into 1 road rage exhaust. His bike dyno tested at 128 HP and 135 ft Lbs of torque. The bike is a beast. Sick power and speed that will give a lot of metrics a run for their money. I'm more than happy with my stock 2017 Low Rider S. All I've done to it so far is added Kuryakyn Crusher slipons and the V&H FP3. I was going to go with the Bassani road rage exhaust but from what I've seen so far, I am not impressed by the way they rust so easily. Nearly a thousand dollars for pipes that rust up after less than a year on the bike is something I'm not willing to pay for. Thanks for this great video. It has given me some solid information to go by for choosing a Cam for my SE 110. Any suggestion on pipes that don't rust so easily would be greatly appreciated.
Great. I just did the 117 kit on my 15 CVO Rushmore and left the 259e in. Guess now I have to get the woods 222s 💩. It did Dyno out at 118/124 but the numbers your friend came out with are a sizable jump. Btw, did you see the Dyno sheet?
I have a MagnaFlow 2 into 1 that's been on my Night Train for five years with no rust. After three years or so, I pulled the baffle and cut the small diameter part off. It ran better, but it is substantially louder.
My CVO Pro Street Breakout had a Vance and Hines on it when I bought it. The baffle was even worse than the Magna Flow, and I did the same thing, cut the restrictive small diameter part off. Again, runs better, but louder. I like the MagnaFlow better, it is a two step, three diameter primary design, with a better merge.
@@peteryeanacopolis2037 No Peter I did not see the Dyno sheet. I am just going by what he tells me. Although he's a straight shooter for the most part he could be exaggerating. You're getting some pretty good numbers there yourself. Next time I see him I will ask him if I can see the Dyno sheet and will let you know.
@@AlanRoehrich9651 Thanks man I will keep that in mind for sure. Three of my friends had trouble with the Bassani road rage really rusting up pretty badly. It really hurts the look of their bikes. I don't know if it was a bad run of pipes or a finish problem or something, but they look like shit when they rust up like that. Maybe I'll look into the MagnaFlow setup? Thanks for your advice.
@@goochma
Damn. The newest Bassani Road Rage is what I wanted for my CVO Pro Street Breakout.
I can tell you that the EPA severely restricted the chemical composition of the black high temp exhaust coatings about five years ago. Since then, black exhaust coatings have been problematic. I do not like chrome, so the black coatings are what I have to deal with.
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)
I am very partial to the CVO Fat Bob, I just love Fat Bobs and the CVO 110 is just right up alley. A lot more bike than the 07 Softail in my opinion, but it's a Screamin Eagle 110 engine. I would highly recommend a set of lifters in that CVO, the Screamin Eagle 255 cam in those 110 motors trashes the stock lifters. I'd put a good of Feuling lifters in to be on the safe side.
@@GixxerFoo Thanks!!! I value your opinion greatly , ..do you have a shop to pay you a visit?
🛑🛑 My 110 on my CVO Ultra, ran great; however after installing “117 Stage 4 Kit” S&S Power Tuned Duals, Rinehart 4” Mufflers, and Tuner… I’m at 120 FPT at 120 HP.
With 2 up riding, loaded down; the bike still performs outstanding.
I am “Very Happy” I put the 117 kit in my bike, and would recommend the change to anyone looking to “juice up” a 110 Twin Cam.
The exhaust and tuner makes all the difference on the 117 kit! Those are some awesome power numbers! You could even swap out for a aftermarket cam if you wanted to get more, but with those numbers I'd just let it be!
Great video, keep it coming 👍
Thanks, will do!
I'm not sure when it came out of course I haven't watched your video and you may say but I remember I think in 2009 I knew someone that had one and I remember there was some kind of problems with it.
2009 model year had compensator issues, whether is was a 96 or 110. Harley took basically the compensator from the 88 and stuck in on these new motors, it worked fine on SE 103 but not so well the 96 and 110. The 110 ran hot due to the lean factory tune required by the EPA.
@@GixxerFoo in 2009 I thought I'd buy a new motorcycle and it was a touring bike. I thought I'd splurge once in my life I always had used bikes. Now it was a good bike except the compensator which I changed to the newer style and then I wore that out in 20,000 miles and I put another one in by the time I sold it it had 60,000 miles on it about 5 years ago. At 45,000 miles the inner shoe was gone even though it was supposed to last longer than the 88 cubic inch style or the spring style Harley had been using prior it was all the way down to the cup. The outer one look great and I couldn't see the inner one so I almost put it back together or the cover back on. But I seen something odd on the camshaft lobes. They were Gray they were discolored. They didn't feel irregular by running my fingernail across them. But I took them in and I had bought the extended warranty thing goodness one of the few times I done something like that and it really paid off it needed cams shoes. The pump was scored they didn't know why also the Piston sleeves were scored. So pretty much had to rebuild the top end it would have been about 4,000 bucks and I think it cost me $50. Along with the 1800 I paid for the extended warranty. Several years prior. Now I had gotten two new tires because the tire started delaminating the dunlops. And the indicator lights were burnt out. So that was about 800 so I went back to my original thoughts of let's just buy a low mileage used bike like a 98 Evo. 😉🖖🏍️
One other thing the teeth the first two teeth because it had fly by wire that would idle the bike that was connected to the throttle whenever I would start it the last several years sounded like Woody woodpecker. Of course when I took it to the dealer they never seen anything like that before LOL. By then it was out of the extended warranty. And I fixed it myself
Wow the 110 runs hotter than the 103...Thats pretty hot i know my 103 gets hot here in Cali...Before the summer hits i am gonna save enough pennies to buy the Jagg oil cooler to cool her down a little...
You've got to get a rich tune on all those fuel injected twin cams, from the factory they were running them way leaner than they ever should of been to meet emissions.
@@GixxerFoo Of course..SE air cleaner...V@H 2 into 1 Propipe..Dyno tuned with a FuelMoto tuner i have now...
Comment for algorithm
Thank you!
Im going to put the fueling 574 reaper cam ,oil pump kit with S&S 110 top end ,carillo pistons,S&S super stock 89cc heads ...can you tell me what my torque #s .might be.....hp too.....love the videos
Hi Gixxerfoo - love your videos and content. Always well explained with supporting data. Question- I’m looking at buying at 2007 Road King CVO with a SE110 motor and only 10,000 miles. Any comments or thoughts on this model / year risk or maintenance or things I should change? Cam chain tensioners on this model?
Check out the zippers muscle 110 & the extreme muscle 110 expensive but jus incredible numbers , specially the extreme
That's one bad setup right there! You get everything you need for a one and done if you've got the money and it's reliable!
@@GixxerFoo
They put a 687 lift cams in and then add 1.725 rocker arms 🤣
Just bought a 2017 Fat Boy S with a 110! I'm hearing some scary stuff about this engine! What do you recommend to keep this thing running forever? It has around 5,200 miles right now
I have 110 and tried the bolt on 117 kit and was junk! Nothing but problems; leaking in multiple areas. Had it at the Harley dealership 10 times to try to fix the problems. Never going back to a Harley dealership for engine work. There were terrible. Do not recommend the bolt on 117 kit. What I had to do is go back to the 110 and changed the pistons,cams springs oil pump and other parts and had it done at a private high performance engine builder. Needed to get it re-tuned….correctly. They did that wrong! I recommend if you want good work done to go to an professional engine builder that knows what they r doing
Looking at buying a Fatboy S with 4500 miles with a 110. Vance and hines shirt exhaust and stock screaming eagle ac. I just want it to be reliable. Should I do anything else or leave it alone?
Do you need to retune just for switching out the cams?
Yeah you'll need to retune to get the cam timing setup correctly and add fuel as well.
What oil cooler brand / part is that @11:22? Thanks.
That's a Jagg Wide Line 10 row oil cooler. Lots of surface area and perfect for a 110.
Thanks for the info, I have a 2007 Ultra CVO, which set of slip ons do you recommend for this bike, I don't want a loud set of slip ons because after hours in the saddle your ears are ringing
Aside from the cam plate, cams & oil pump...does anything else need replaced or upgraded for the 222 Woods?
They are a straight bolt in cam, just house keeping items like bearings and I would do a set of lifters with a new cam just to be on the safe side.
& which cam plate would you suggest 🤔
I have a 2008 ultra classic CVO pretty sure i cant get a big bore kit put in. What else is there to do to gain more HP except a woodsTW222?