$40 per inch for just the engine.

Clutch, exhaust, intake, starter, battery jumps it up

Pissed off wife, just ride the bike and the engine drowns out the screeching sound

 

I think I got about 35mpg on the last fill up. That's riding mostly 80-85mph on the freeway. I had to switch to reserve at about 115 miles...on a 4.2 gal tank.

 

Any particular reason for the new cases? Damage? Just because?

Thanks for all your input!

 

The cases were roughly 20 years old at the time, with 44,500 miles on them, and pretty beat up looking. I wanted a fresh start with this engine, and I got a great deal from Surdyke Harley on the new cases. I think I paid $695 for them.

Bottom line...I guess I didn't want to put all that nice brand new S&S hardware into the motor build with a set of old cases. If I would have gone bigger than the 89" kit, I would have bought a set of Delkron or S&S cases appropriate for the build. With the 89" kit, I didn't have to bore the cases, so I felt comfortable with the new set of Harley cases.

An extra bonus with using the Harley cases was that my original engine number was put on the cases. If I had bought Delkron or S&S cases, I would have a new engine number, which would be a pain in the *** here in California. DMV verification, paperwork, and new ownership/registration documents with the new engine number on them.

 

Thanks for all the info Bronson.

 

How does the 89" feel?

Does it take more time to spin up?

 

I ran a built 89" stroker engine for several years. It was remarkably smooth and like Bagger's is tucked away, just in case. One thing I learned from the guy who built it is that the big-end bearings on stock engines tend to wear out of round, as mine proved to be, so he honed the shells and installed larger rollers. Despite higher CR pistons and ported heads it was quite a treat to ride!

 

Do you think a six speed over drive transmission would have helped your fuel economy at that speed? I am not concerned about the price of gas. I am talking about getting more miles out of the tank.

 

The speeds Bronson is talking of are just beyond the threshold when gas consumption starts to go up significantly. More likely to affect a bagger perhaps, than his FXR, but none of our bikes are very aerodynamic! Easing off on cruising speed will give best and cheapest results. I have access to German autobahns, where there are no speed limits, and cruising at 90 or so hits consumption big time!

 

Still got to match up compression, cam, exhaust to your riding style. Had mine set up with a W6H, heads cleaned up, primary and sprocket gearing lowered with a OD6 trans bring gearing back to normal, engine would start pulling hard at 2800 and bounce a 6400 rev limiter with ease, this is in the White Bike.

Ride with cleaned up 103's, the 89" would pull them and actually never got outran in 5 years but it will get hammed by some of todays crate engines. It responded well to a prepped CV, put a Mikuni 45 on it that also responded well and may have just a slight more giddy up but a CV comes in strong.

Overall the 89" comes in earlier than a 80" from the extra stroke and can still go deep into rpms. S&S 4 5/8 crank is solid and they now offer forged pistons for the set up although the cast pistons took a beatin.