S&S 89″ EVO Stroker Build Part One

S&S 89" EVO Stroker Build

(Step 1) Here’s the right half of our 1998 EVO-powered Road King’s crankcases. Note the area that the crew at S&S machined out of the inner face of the crankcase. This was done so the new stroker flywheel assembly has the room it needs.

By Chris Maida/ Photos Courtesy of S&S Cycle

Though it doesn’t say so in the headline, this two-issue engine build is part of our ongoing series on rebuilding a 1998 Road King from front to back. The reason for this series is simple: some of our readers prefer a motorcycle without all the electronics of a modern bike, which means they’re looking to buy and rebuild one of the Evo-powered Harleys of the late 1990s. To that end, we’ve been slowly rebuilding and upgrading a 1998 Road King over the last several months. In this two-part series, we’re going to rework the bike’s engine.

Though a stock or worked 80″ Evolution is a good engine, we wanted to kick it up a few notches while still keeping the engine dependable. In fact, this engine was just that: a worked but tired 80″ with a hot cam, SE heads, and a S&S billet oil pump. The bike’s owner requested more cubic inches so he would have no problem keeping up with his Twin Cam-powered buddies. Having used S&S Cycle parts in my high-performance bikes for over 40 years, S&S was my go-to company for an 89″ stroker kit with a matched set of supporting performance components. When making a major modification like a stroker kit, the engine’s other performance components need to complement the upgrade, so that you end up with a strong running and trouble-free engine. Let’s talk about those flywheels first.

S&S 89" EVO Stroker Build

(Step 5) Once the new connecting rod bearings have been fitted to the new S&S crankpin, the flywheels, connecting rods, crankpin and all the bearings and their cages are assembled.

The flywheel kit we stuffed into our stock H-D crankcases is one of S&S’s 89″ Stock Bore Stroker Kits for 1984-99 Carbureted Big Twins (#32-2230/$1,134.95). What all that means is we reused the stock H-D cylinders, but we swapped out the stock 4-1/4″ stroke flywheels for a set of S&S 4-5/8″ stroker flywheels. Increasing the engine’s stroke, which is how far the pistons move up and down in the cylinders, increases the engine’s displacement. With these 4-5/8″ stroke flywheels, the pistons move 3/16″ farther up and 3/16″ farther down the cylinder’s bore, which increases the engine’s total size by about 9 cubic inches! In any engine that will result in a nice power boost! And though this setup requires some minor crankcase and cylinder modifications (mods that can easily be done with hand tools), just swapping out the flywheels for longer stroke versions is an economical way to increase the displacement of your engine. This flywheel kit also comes with a set of S&S heavy duty connecting rods, as well as S&S sprocket and pinion shafts, all assembled, balanced, trued, and ready to be installed into a set of cases. Since the pistons will be moving deeper and higher in the cylinders, special pistons, which must be ordered separately, are required but we’ll talk about those in the next issue.

As for the cam we decided to roll with, an S&S 561 (#33-5076/$189.95) was a perfect match for what the owner wanted from his new motor. This cam fits 1984-99 Big Twins and is designed for 88″-96″ engines with a 9.5:1-10.5:1 compression ratio. We wanted the 561 because it produces strong power right in the 3000-5500 rpm range. This is a Road King, not a racing bike. With the cam kicking in at 3000 rpm, the owner can cruise all day long below 3000, which is where cruising is done, without gobbling fuel. But when he wants to pass a truck, get on a highway, etc., a simple twist of the wrist brings the cam in with the resulting boost in power. The 561 requires hydraulic tappets and valve spring spacing, which we’ll also cover in the next issue when we install them.

S&S 89" EVO Stroker Build

(Step 10) The stock left case is then positioned onto the flywheel assembly, so the outer Timken bearing can be pressed onto the shaft. The bearing endplay is then checked using a special fixture and a new shaft seal installed.

As for who would build our engine, we went right to the source: S&S Cycle! The S&S Service & Speed Center will install any product S&S sells onto your engine, as well as rebuild all S&S engines and other products (carbs, etc.). However, they’ll also rebuild 1966 and later Harley Big Twin engines, and 1948-99 H-D Big Twin and 1957-85 Sportster flywheel assemblies, and a whole lot more. We shipped the S&S Service & Speed Center the engine components they requested and what we got back was an engine ready to be bolted into the frame. The accompanying photos and captions show many of the steps S&S takes to install one of its stroker kits into a set of stock Harley-Davidson crankcases. In the next issue, we’ll show you how the top end was overhauled and assembled. – AIM

S&S 89" EVO Stroker Build

(Step 14) Both stock crankcase mating surfaces are coated with ThreeBond 1104 sealant before they’re bolted together.



S&S Cycle Inc.

Like what you see? The full article with all 22 steps, Tips & Tricks, and tools needed, is in American Iron Magazine Issue # 343! To order a back issue of this or any other issue of American Iron Magazine, visit Greaserag.com.
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S&S 89" EVO Stroker Build

(Step 20) The new S&S steel breather gear (note the slotted evacuation hole) gets coated with assembly lube. The engine is then rotated to bring the timing mark on the pinion gear into position.

S&S to Debut 165 HP Dyna for Buffalo Chip’s 10th Legends Ride at Donnie Smith

Sturgis Buffalo Chip to unveil power-hungry one-off custom motorcycle at the Donnie Smith Bike & Car Show March 25.

In honor of the 10th Anniversary of the Buffalo Chip’s Legends Ride S&S Cycle, Inc. is debuting a 165-170 horsepower performance-styled Harley-Davidson Dyna Low Rider custom to be auctioned in support of the milestone event that kicks off in Deadwood, SD on Aug. 7. The fully customized Low Rider, designed to look and feel every bit a “muscle bike,” will be unveiled on Saturday, March 25 at 12:15 p.m. at the Donnie Smith Bike & Car Show in the St. Paul RiverCentre, St. Paul, Minn.

As the uncontested aftermarket leader in V-Twin performance parts for almost six decades, S&S Cycle transformed the 2017 club-style chopper into a sleek and stylish beast powered by a T143 Black Edition engine packing 143 cubic inches and 165 horsepower to the wheel. Harnessing that extra horsepower required S&S to upgrade the transmission, clutch and primary work. To clothe the powerful machine, S&S added a Russ Wernimont FXRT style fairing some Dyna Defender bags. The piece de resistance is the hot rod inspired striped paint job, which recalls the wildly popular classic muscle car, the Shelby Cobra.

S&S Sturgis Buffalo Chip Legends Ride 10th Anniversary Dyna Low Rider S

S&S Cycle works on a 165-170 hp Dyna Low Rider that will be the Sturgis Buffalo Chip’s 10th Anniversary Legends Ride auction bike.

“This incredibly beautiful and powerful bike created by the masters at S&S Cycle will be going up on the auction block at the Legends Ride this August,” said Rod Woodruff, President of the Sturgis Buffalo Chip. “It’s not only a real prize, but its sale will support the Ride, which has so far raised nearly half a million dollars for local charities including South Dakota Special Olympics and the Sturgis Motorcycle Museum. The top bidder is going to ride off on one incredible and unique motorcycle while feeling like a hero for supporting very worthy causes.”

To be one of the first to get a look at the 10th Anniversary Legends Ride bike, attend the official unveiling at the Donnie Smith Show on March 25. Information and photos will be posted at BuffaloChip.com after the event. The bike will be featured this summer in American Iron Magazine issue #351.

S&S Cycle Offers New Flexible Power Terms Financing Program

S&S Power Terms Financing Program

S&S Cycle, in conjunction with Nextep Funding is proud to release Power Terms Financing!, a first of its kind financing tool designed to help riders to start enjoying S&S Performance with minimal cash outlay.

Partnering exclusively with our dealer network we are now offering customers the financial services they need to get started today. Power Terms will allow a consumer to manage their spending, determine the time and amount of monthly payments and afford parts and even the labor with the flexibility to get what they want, when they want it. Power Terms is the ideal pairing for the new S&S Winter Power Package 110” and 100” Big Bore and Cam Chest kits.

For more information check out www.sscycle.com or ask your local dealer.

TECH: S&S 107″ Cam & Cylinder Kit (Intro)

Our opening shot shows our 2012  Heritage Softail up on Kenny’s lift with the exhaust and top end removed. The gas tank is lifted, and the gearcase section is emptied, except for the oil pump. The pinion shaft runout has also been checked and is below the required 0.003" maximum

Our opening shot shows our 2012
Heritage Softail up on Kenny’s lift with the exhaust and top end removed. The gas tank is lifted, and the gearcase section is emptied, except for the oil pump. The pinion shaft runout has also been checked and is below the required 0.003″ maximum

Our Heritage gained 28 hp and 27 ft-lbs. of torque!

Captions and photos by Chris Maida

Harleys are built to cover some serious mileage. But even the most babied engine is going to need a top end rebuild at some point, although readers of this magazine probably don’t fall into that category. When it comes to the world of Harley-Davidson, anything you want to do has a bunch of different options. So when our high-mileage 2012 TC 103 Heritage Softail started hinting at a new top end, we examined a few of the options. The first, of course, is to rebuild it back to stock specs. Option B is to increase the engine’s displacement and throw in a hotter set of cams. Okay, so our only real options were how big and how hot.

Since the still-young Heritage sees lots of time out on the road, reliability and manners are just as important as power output. For that reason, we turned to the legendary S&S Cycle in Viola, Wisconsin, for a 107″ cylinder kit (#910-0479/$929.95) and its gear-driven HP103GE Easy Start camshafts (#330-0354/$824.95). The wrinkle black, 11-fin cylinder kit fits 2007 and later Big Twins. (No worries Twin-Cooled model owners! S&S has a kit for you, too.) The 3.937″-bore cylinders are the largest size that can fit in stock, unmodified engine cases. That means no machining is necessary, and you can achieve the maximum bore size with minimal effort. The S&S cylinders are also the same height as stock, which, again, makes this an easy install. The centrifugal-cast, gray iron liner and the included 4.937″, 4-3/8″ stroke CP pistons provide excellent wear and noise characteristics and performance. The fin area is increased for better cooling performance over stock cylinders. The cylinders are also available in a silver powdercoated finish, which also matches stock H-D engine finishes. The kit includes gaskets and piston rings, wristpins, and wristpin clips.

With the Heritage Softail’s new displacement, a set of performance cams is necessary to get the most out of the Beta motor. The HP103GE Easy Start camshaft is what S&S calls a “horsepower cam.” However, different intake and exhaust systems can turn the engine into more of a torque monster with a bit less top end. These are actually bolt-in cams, so no modifying of the cam compartment is necessary, a recurring theme with this S&S project. Since the heads and rocker boxes were off the bike when we installed the cams, there was no need to even order a set of pushrods; the stock ones slid right back into place! Of course, besides their high-performance profile, these are gear-driven cams. This means no more chain tensioners (great news for this high-mileage rider), but it also means a longer lifespan for the parts, and a more secure connection inside the engine’s bottom end.

For a tuner, we went with TechnoResearch’s Harley-Davidson (Delphi) 2 (#TR200053-M01-U/$638) tuner. We’ve worked with the TR quite a bit on a handful of different bikes, and it delivers flawless tuning every time. The USB port key allows for multiple reflashes on a single motor­cycle. Our choice for this build is a TechnoResearch DirectLink Flash Tuner. This module allows you to alter the fuel table, spark advance table, and other calibration table values. You can also get real-time fuel table and spark table cell tracing. The DirectLink (Flash-Tuner) communicates directly to the stock EFI module, so there’s no wiring changes or additional modules to install.

As reliable and easy to install as the S&S Cycle cylinder and cam kits are, they provide some majorly impressive numbers on the dyno. The 103″ Softail’s baseline runs yielded 68.9 hp and 87.6 ft-lbs. of torque. After tuning, the Twin Cam puts out 97 hp and 114.9 ft-lbs. of torque! That’s a 40 percent increase in horsepower and a 31 percent increase in torque. What’s really cool is that the same S&S kits also work on 96″ Twin Cams, delivering the same final output numbers. So if you’ve got a 96-incher, you can expect those percentages to be even higher, which makes your dollar-to-power ratio even higher as well!

When it comes to high-performance Harleys in the New York area, Rosa’s Cycle is the place to go. Andrew Rosa lent his skill and expertise to our S&S-equipped Heritage Softail, and the power numbers speak for themselves. Follow along as he takes us step by step in the accompanying photos and captions to see exactly how the experts do it. AIM



Rosa’s Cycle Shop

S&S Cycle Inc.

TechnoResearch Inc.

Like what you see? The full article with all 25 steps, dyno chart, Tips & Tricks, and tools needed, is in American Iron Magazine issue # 324, NOW ON NEWSSTANDS! To order a back issue of this or any other issue of American Iron Magazine, visit Greaserag.com.
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S&S Performance Package For Harley Trike Power

When choosing a cam for a vehicle like a Tri Glide®, you will be looking for a super torque cam to accelerate the extra weight.

S&S specifically developed the new bolt-in 557 Easy Start cams for the Tri Glide. The short duration produces lots of torque, and the automatic mechanical compression release makes the engine a snap to start! Stock cam base circle allows use of stock pushrods, but we recommend the S&S Quickee pushrods for easy installation. Available in chain drive and gear drive versions. Boost your performance even more with an S&S 3-1/2″ round touring muffler and S&S Power Tune Dual header system.  Fits 2009-11 Harley-Davidson Tri Glide Models

557 Easy Start Cams, Power Tune Duals, and 3-1/2″ Round Touring Mufflers:

If you’re a Touring Fan – make sure to check out MotorcycleBagger.com and Subscribe today

Visit the New S&S Cycle Inc. Official Apparel Store

Visit the new S&S Cycle Official Apparel Online Store! Find the latest in S&S Cycle Hoodies, Tees, Long Sleeve Thermal Tees, Jackets, Work Shirts, and Ladies Tees.

Call at (877) 717-9152

Visit at:http://www.sscyclewear.com

S&S Cycle Presents Today’s Top Harley Custom Motorcycle Builders

Fans of S&S Cycle and biker build-offs should make room on their coffee tables for the 224-page hardcover S&S Cycle Presents Today’s Top Custom Bike Builders. S&S enthusiasts will remember that the company celebrated its 50th anniversary in 2008 with a huge biker build-off. S&S chose 50 of the hottest builders to fab bikes using one of 50 available Anniversary Edition S&S engines. The company hosted a bash in June to display the bikes and choose the winner, who turned out to be Keiji Kawakita of Tokyo’s Hot Dock (featured on pages 106-109). The book dedicates a four-page chapter to each S&S theme bike and its creator. All the big guns are in here — Brian Klock, Arlen Ness, Skeeter Todd, G2, OCC, Chica, Redneck Engineering, and so many more. Each chapter includes eye-popping photos by Michael Lichter and info about the bike and builders written by Howard Kelly, S&S’ former communications manager. The text lacks any real meat about the builders, but it does give some insight into the bikes’ features and key components. Let’s face it, the book is all about the photos anyway, and they really deliver, casting the rides as the pieces of functional art they truly are.

If you can pull your eyes off the photos for a few minutes, you’ll be treated to a foreword by Jay Leno and a prologue that walks you through the history of S&S, which started back in 1958, when George Smith set out to “make all motorcycles go faster.” At $40, the book probably won’t fit into the budget of the casual biker, but it’s a cool gift idea for the dedicated. AIM

by Laura DeLallo as published in American Iron Magazine, the world’s best selling Harley magazine.


Motorcycle Review Pitbull

Testing The Big Dog Motorcycle

Back in 1998, I tested the then-new Pitbull from Big Dog. That machine was a bare-bones bike, sporting the only hardtail in Big Dog’s lineup. I loved it! I also froze my butt off riding it around Connecticut since it was late February. I rode this 2010 Pitbull at the same time of the year, but, being 11 years older and a little smarter, I did it in Florida during Bike Week. Much better!

Big Dog Motorcycle Pit Bull

Both the Pitbull and I have changed over the years, and, depending on your point of view, hopefully for the better. The newer version sports lots more in terms of creature comforts than its forefather. Where the earlier version was a basic street blaster, the new Pitbull is much more refined and comfortable. It’s also heavier and longer, having a total dry weight of 691 pounds and a total length of 8-1/2′ (101.8″). The evolution of the Pitbull reminds me of the changes the Ford Thunderbird went through from its birth in the late ’50s to a luxury car by the late ’60s.

Ready for some specs? The Pitbull is powered by a S&S/Big Dog proprietary 117″ (1916cc), fully-polished, Evo-style motor that you can get equipped with either a carb or EFI fuel delivery system. Since the shiny stuff is plentiful on this bike, a fully polished and chromed primary system and six-speed BDM Balance Drive setup is the only way to go. That powertrain spins a chrome billet aluminum rear wheel wrapped with an Avon 280/40-20″ rear tire. A matching front wheel, which is wrapped with an Avon 130/60-23″ front tire, is held in place by a chromed and polished 41mm front end. These large diameter wheels definitely give the Pitbull a different stance than the original version I rode back in the last century! Stopping power is via rotors that match their respective wheels and a set of polished, four-piston, differential-bore calipers.

As for my impressions of the bike, the first thing I noticed as I pulled from the curb was that the Pitbull is well-balanced. I could ride it without my hands on the bars by just shifting my body weight. However, as with ultra fat rear tire bikes, I had to scoot my butt to the leftac about 1/2″ to make it track straight with no hands. The bike is heavier than most rigids I’ve ridden, but I’m sure that’s due to all the billet-aluminum components. Also, you have to make your turns a little wide due to the bike’s long stance. And even though it’s a hardtail, it handled well on the highway. However, the front end was a little bouncy on uneven but decent pavement.

As for fit and finish, I fit the bike well and had no trouble reaching the forward controls with my short legs (29″ inseam). I was definitely flat-footed at a stop. The Pitbull’s components all fit it well, too. And Big Dog’s paint and finishes were excellent, as always.

In the Stop and Go departments, the brakes worked well and were correct for this weight bike. However, the rear brake made a groaning sound sometimes when I applied it. When I asked Big Dog about this they stated it could have been due to the Florida humidity. Another possibility is that since it was a new bike the rotor may not have been seeded properly.

My favorite part is the Go, and this S&S 117″ mill always fired right off; sometimes needing a little choke on a cool morning. It also had nice power output at all throttle positions. The pipes also were a good match for this engine and provided a nice rumble even though they were EPA-approved. Since the Pitbull is fitted with a BAKER proprietary primary system and six-speed transmission, tranny shifts were much smoother than a stock H-D tranny, as usual. The clutch’s action was nice and smooth with no surprises. Yes, smooth is the correct term for both the clutch and tranny. Even popping the bike into neutral was cake, but I did that as seldom as possible since the Pitbull was a helluva lot of fun to ride.

Maybe I can convince the powers that be at Big Dog to send another one up to me in Connecticut for “extended testing.” But let’s do it next spring. Winters in the Northeast have gotten worse in the last 11 years! AIM

–Chris Maida as published in American Iron Magazine, the world’s best selling Harley magazine.

Big Dog Motorcycles