Gnarlys V-Twin is a veteran owned harley davidson aftermarket and repair shop! We specialize in motor repair, performance, and customization. I love these motorcycles so much that i have decided to dedicate my life to them My mission is to educate, grow, and create the future generation of harley riders. life rips! your bike should too!
Paying to have new pistons fitted using proper torque plates should be factored when comparing aftermarket kits ready to bolt on. Not every machine shop does good work either. (I bought my own torque plates and take my tech data to a local race engine builder, he measures the bore with his dial bore gauge then tells me what oversize is required, then I buy the parts and he's happy while I get the work done to spec.)
Recently found your channel man you know your stuff, i love seeing this stuff broken down. Do you mostly do twin cam builds or have you ever hopped up any evos?
Currently building a s&s 124 hot set up kit . Had my crank case machines to accept bigger cylinders. I really hope it lives up to it's reputation and lasts a long time.
I built a 02 FXDL zippers/s&s 95 from an 88. I went all gear drive. This was 2008 and the engine has been rock solid all these years. You mentioned people who really care for their bikes and that is the X factor. Great Video. Sub’d 🤙🏽
thanks for this explanation. I have a downed 50K 2011 96" TC because the piston in the front chain tensioner pushed through the shoe and the metal piston was being chewed up by the timing chain. I was scratching my head on build direction. Question, will boring the cylinders to a 103" require mods to the crankcase? As I understand it, my cylinders would need to be bored out .125". Keep the videos coming.
I have a stock 2003 twin cam 88. After seeing all the knucklehead ideas the factory came up with while building these I wouldn't dream of adding more than a mild cam to this engine without a COMPLETE engine build from the ground up. The reason is I don't trust the stock crank at all.
The true 110s had bored out cases with thicker cylinder sleaves. They had their own problems with higher valve spring tension that was hard on the cams.
There is a case splitting tool available from Georges Garage or Jims. AND- Get rid of the stock 1 piece junk and go with a re-buildable crank, maybe even a decent set of rods.
Very good show 👏 I went with a Zippers Muscle 107 Kit I have a oil kooler and Love Jugs Mighty Mites D K Custom oil filter I have fun with it but I don't beat on it My temp on the oil tank stays around 200 to 210 tops all day long 😀
Hey Gnarly.... just wanted to say, there's a difference between the " Absolute -Volume " and the "Swept-Volume" of an Engine.... Maybe explain that in your next Vid. ?? .... So that ppl understand why an engine with a say, an 1148 CC engine is called a 1200, or say a 943 CC engine is called a 950, etc,, ....I digress Stay Safe.
My TC 103ci crapped out last year... It was still under extended warranty so I had my local Harley Davidson Dealership convert it to the TC 110ci, that's the engine that came on the later CVO's... Harley Davidson paid 6K for the engine... I paid 2.4K for the Screaming Eagle parts...
A lot of the upgrade path videos that you see on bikes, related to stunt riding or nun stunt riding, discuss engine baskets, and the different clutch spring styles (Trask power plate versus diaphragm etc). For a guy like me riding around town, not doing wheelies, but still pushing the limits of the bike or trying to learn burnouts, is there an advantage to the aftermarket clutch set ups? I have a 2012 street glide 103 stock a S&S 585 cam. 🤙🏻
That’s by far the best explanation of bore sizing and the potential issues with just going bigger without fully understanding what’s involved. Hats off to you for the easy-to-understand explanations. 🤜🏼
@@Justin.008 yes! We are getting to that in future videos. 🤘🏼 we will be splitting a bottom end and boring out cases to show you how much more we can get out of a twin cam
@@sekaevans1105 no! This is in regards to boring! The stock 110 from the factory had a bigger bore diameter in the case! You have bigger cylinder. Nothing to worry about and you’re safe. You could however go up to a 117 ahah that would be the going 110 equivalent
@@Gnarlys_Garagethank your very much for your reply what a relief. As I’ve mentioned once before I enjoy your content and will continue to follow and support you. Cheers 🍻
I flunked high school so bad because I had no interest if they had taught me about math and science in relation to bikes like you do I think I woulda passed lol
Yo cam, since you are getting only .030in for a big bore 110 and running a high risk to melting that thing, what’s the difference with the new M8 117 models?
@@joesaysstuff5802 we’re going to dive way into that in more advanced videos. But long story short, yes. (If I understand your question correctly.) the process behins by removing the bottom end from the motorcycle. Removing the crank and the cylinder studs from the bottom end and reassembling it (so it’s just a hollow bottom end. We then bore the cases bigger and wider so we can install aftermarket cylinder with a bigger diameter. S&S makes kits 🤘🏼 this is how people get huge engines like 124 out of stock cases. Or my favorite engine of all time, a 4 inch bore with 4 inch crank (square)
Thank you for sharing this information. You helped me better understand what my mechanic was trying to explain to me when discussing the cvo dynas and why to avoid the 110.