95" Build Report

[hdfat2002]

Greetings!

I just wanted to share the results of my recent 95" build-up on my 2002 FLSTFI. Having tossed around many alternatives, including Edelbrock's expensive and ugly (have you SEEN the heads?) "Performer RPM" kit, and after having had numerous tidbits of advice from V-twinforum.com regulars, I finally got around to putting together my own 95-inch motor.

I went with the following:
-Screamin' Eagle forged high-compression pistons (9.6:1 with stock gaskets)
-Cometic .030" MLS head-gaskets (total compression around 9.7:1)
-S&S 510G cams
-S&S gear-drive installation kit (gears, bearings, etc.)

Pre-installed components (in place BEFORE 95-inch build):
-Screamin' Eagle Stage I air cleaner
-SuperTrapp Mean Mothers drag pipes (shorties, with baffles)

The build went very smoothly. I had a spare set of jugs bored at a local machine shop, JMS Racing Engines in Monrovia, CA. With the engine apart, I rebuilt the heads myself. I guess rebuilt is a relative term; I lightly lapped the valves, cleaned the mating surfaces and ports with ScotchBrite, washed the heads thoroughly with soap and water, and replaced the stem seals with OE units. The cylinders were real nice looking when I got them back from JMS, but I needed to clean the deck surface and, of course, I washed them thoroughly--inside and out--with dish-soap and hot water.

Putting the engine together, I tried installing the piston into the cylinder first, then bringing the cylinder and piston over the rod, and then installing the pin and lock. I found I didn't like that method as much as hanging the piston on the rod first and then installing the cylinder. As for head bolt torque, I used Cometic's recommended torque procedure and final torque spec of 42 ft-lbs instead of the HD service manual method.

Cam installation was smooth and pain free. My Jims inner cam bearing tool is on back-order, so I used a Snap-On pilot bearing puller. No biggie.

Result:

She's a good runner. I rode it about 200 miles so far, and while the upper-end of the RPM range is really strong like I expected, I am amazed how well she runs down low. I expected to lose a little on the bottom--and I suppose I have lost a little potential bottom end--but the combination of bigger bore and higher compression cancels it out enough that the bottom end feels significantly stronger than before. Indeed, I found myself able to roll on lightly at 50 MPH and be at 80 MPH in a blink--afterwards I'd try to upshift, only to find I was already in top gear! The idle is smooth and she hiccups nowhere.

I know I shouldn't have beat on her this hard on the first day's ride, but I just had to smoke this d***head on a Honda VTX 1800--and I can tell he wasn't used to a Harley doing that. She runs hard.

I am using Harley's SERT and a canned map for right now. I am not going to get near my shop's dyno (Mustang, eddy-current load control with weather station and A/F monitor) for at least 1,000 miles. Later upgrades include a head port job from Big Boyz (and, I must say, Bean has been very helpful and informative) and 3.37 gear change (via primary gearset and chain) after which I'll make a decision on whether or not to go with a 6-speed.

I took step by step high-res pictures of the entire build which I plan to make available in PowerPoint format at some time in the near future. If anyone is interested, send me a PM with your email addy and I'll send you the .ppt file when I have it finished.

Thanks to all the VTF regulars for your advice. I know you are all saying, "Why the heck didn't you go with the 37Gs?" But it's not 'cuz I didn't listen. I just made a different choice based on my "ride it like I stole it" lifestyle.

Cheers,

-Dave

[FXDRYDR]

Congrats on the build and on doing it yourself!!

[vtxjosh]

Smoked'em huh? So was he a D***head because he was on a VTX or because he flipped you off or what?

[hdfat2002]

Originally Posted by vtxjosh

Smoked'em huh? So was he a D***head because he was on a VTX or because he flipped you off or what?

He probably was not a d***head at all--but he kept egging me on. He initially was "faster" because I was not pushing my fesh build very hard. But then he got sorta butt-head like and was laughing (etc.) so I burned him up. It was cool though--we ended up having a beer together at Neptunes.

-d

[GRock]

Not for nothing HDFAT, but just so you know down the road if you do additional work later, you are over 10 to 1 comp ratio with that head gasket, SE high compression pistons, and stock combustion chambers on a 95".

[hdfat2002]

Originally Posted by GRock

Not for nothing HDFAT, but just so you know down the road if you do additional work later, you are over 10 to 1 comp ratio with that head gasket, SE high compression pistons, and stock combustion chambers on a 95".

The SE Cast high compression pistons say they are 10.25:1 with stock head gaskets. The forged version (which I used) say they are 9.6:1.

Do you think shaving .015" on the head gasket make that big a difference?

-db-

[GRock]

Going with a flat top piston on a 95 build gets you to 9.5. I don't use SE stuff very often, but I don't get why a SE forged HIGH COMPRESSION piston gets you to only 9.6 when flats are 9.5. Doesn't make sense.
Stock head gaskets are .052 (or at least were) so the difference is actually .022 for the gasket thickness and that computes to approximately .285 increase on a 95" with 82 - 83 cc combustion chamber.

[hdfat2002]

Yeah, it is weird, but in the SE catalog, flat tops are 9.4:1 and the forged "high compression" pistons are 9.6:1. They only have a slight dome--the cast high compression pistons (the ones that are advertised as 10.25:1) have a visibly higher dome.

Thanks for your message.

-db-

[springer-]

The Hi-Comp forged pistons are intended for use with the SE Performance heads and have a compression of 10.5:1. When used with the Stock heads it has 9.6:1. The SE Cast Hi-Comp pistons are not intended for use with SE performance heads (smaller combustion chamber) but instead were designed to use with the stock heads and have a 10.25:1 CR when used in that configuration. You would need to mill the stock heads to achieve the 10.5:1 CR of the forged pistons. All examples are assuming 95".

[Kags]

Originally Posted by hdfat2002

Greetings!
As for head bolt torque, I used Cometic's recommended torque procedure and final torque spec of 42 ft-lbs instead of the HD service manual method.



-Dave

\


Did you know that the H-D method is a better way to go? It insures the proper TQ is used on the final step.

[hdfat2002]

I figured as much--and I was thinking the 90° final step was important--especially since that's the torque the machine shop used for the honing procedure. So I sorta did a "hybrid" procedure:

Cometic has you torque the bolts in steps: 9 ft-lbs, then 15, then 22, then 35, then 42. After the 15, I put a little blot of paint on each head bolt. After the final 42, they had each gone just about EXACTLY 90°. Two of them were a c*** hair past 90°, but close enough so a blind man on a galloping horse wouldn't be able to tell.

Probably a little excessive and anal, but that's what I did.

-db-

[vafatboy]

Originally Posted by Kags

\


Did you know that the H-D method is a better way to go? It insures the proper TQ is used on the final step.

According to cometic, the H-D method is the better way to go with H-D gaskets.

With cometic the better way to go is how they lay it out. The did say that it was very important to get the studs cleaned up and to oil the threads.

But in their experience, it was better to use their method of torque for their gaskets.

Mind you, I'm just passing on what Cometic told me on the phone, as I called specificly about this question.

[H-Drider]

I know most people use the 82-83cc for stock tc-88 heads, but when I did my 95" build the machine shop that did my port job cc'ed my 01 88 stock heads and found them to be at 86cc's NOT at 82-83. and when using the volume numbers for cyl., head gasket, piston dome, found at Head Quarters site, in a compression calculator the se forged high comp. pistons with the 86cc stock heads produce 9.6-1 cr as advertised by H-D. Now I used the James gaskets that are .036 that crush to .034 and the calculator showed a cr of 9.656-1 static and (8.397 dynamic with these gaskets and the cams that I'm running).

http://www.head-quarters.com/index.html
http://www.kb-silvolite.com/news.php...n=read&N_id=30

you can find volume values at the HQ site and a cr calculator at the KB site. I found these two sites very helpful when planning my build.
hope some of this info helps

[springer-]

Stock TC combustion chambers are suppose to be 85cc according to the factory. Almost everyone one I have measured is more like 86-87cc.

[Kags]

Originally Posted by hdfat2002

I figured as much--and I was thinking the 90° final step was important--especially since that's the torque the machine shop used for the honing procedure. So I sorta did a "hybrid" procedure:

Cometic has you torque the bolts in steps: 9 ft-lbs, then 15, then 22, then 35, then 42. After the 15, I put a little blot of paint on each head bolt. After the final 42, they had each gone just about EXACTLY 90°. Two of them were a c*** hair past 90°, but close enough so a blind man on a galloping horse wouldn't be able to tell.

Probably a little excessive and anal, but that's what I did.

-db-

Sounds like to me you had the best of both worlds. I have given my heads bolts a little more then 90edg before , if that hare more makes all 4 bolts have the same TQ thats the way to go.