I am certain that how one rides has something to do with crank life but also am certain that some crank failures are "baked in the cake" from the factory and the poor sap that buys that motorcycle takes it in the shorts if crank runout shows up to be .010" and the bike is unrideable. Regardless of the metric ton of 107" motors making good numbers on stock cranks; you should be able to count on the stability of a crank shaft when paying $20K for a motorcycle and with the HD brand, you just can't do that. That's my issue.

 

One of the dealers here put in a 120R and it used oil from the start. Luckily for the owner, the dealer stood behind the motor even tho headquarters didn't. The dealer installed a different motor.

 

Completely agree the MOCO should be doing a MUCH better job in regards to cranks, new issue seems to be rod big ends.

 

You would think a company that has been boring cylinders since 1903 would have it down pat by now, WTF?

 

$$$$$

 

Trust me, there is a good deal of expensive parts, plus the machinery, plus the fixturing/tooling purchases in order to establish precision Timken bearing conversions.
No one is laughing all the way to the bank here.
The only reason the Moco went the route of the rollers is them cheaping out on YOU, the end user.
Scott

 

Scott I've been working in and managaging aerospace machine shops since I left the USAF in 1993. I completely understand the initial cost of tooling and fixturing for a new job, normally referred to as non reoccurring expenses. Once the initial tooling and fixturing costs are recovered they are no longer an expense to the shop performing the work. When we enter into an LTA with a major airplane maker they expect a cost reduction over the term of the LTA as we become more proficient in our process'. The first time you machined a twin cam case for a Timken you realized you tooling and fixturing costs, since then you have been amortizing those costs on every Timken install you have done, have you as a shop past those savings on to your customers? The actual process of a Timken conversion is very basic machining, once properly tooled additional cost should be very low.

 

After the purchase of the sleeve, seal, Timken bears, and crank spacer, that leaves us with approx. $93.00 left on the table to remove the old bearing, clean and prep for machining, press the sleeve in using very expensive Loctite,
set up in one of our milling machines and c/drill, drill, tap on location/bolt circle, install the screws w/Loctite, set up and establish oil feed hole, set up and establish oil drain hole, clean, install Timken races, set bearing end play.
Our machine shop is extremely reasonably billed out at $80.00/hr., and in no way, can we perform that work in 1.16 hrs.
I've been in this industry for 30 years and have been a NYS Certified Toolmaker for 35.
More of a service we offer, than a money-maker.
A guy with an Estwing hammer/skill saw/ladder rack/magnetic signs on his p/u truck makes more dollar/hr. Fact.

 

agree with scott,we get 295.00 for all parts & labor to do the Timken conversion,beleave me,it aint a big profit generator for the shop

 

As long as we are working, we make a living.
No rich uncle, no lottery winner, nothing given to us, in spite of rumor control.
Scott