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Today I jumped into the chaincase. The chain, clutches, and case all need to be removed to A) remove the belt, and B), pull the engine. I'm hoping to have the engine out this week, if I can rally some muscle to help. Found a couple things of note so far...
First, there was quite a bit of gunk on the drain plug. Not very impressed with that.
Second, there appears to be some rust on the primary clutch nut...
Third, there is damage on the chaincase cover. Presumably from the same wreck that damaged everything else. The handlebar stop is broken on the starboard side, and the tank is dented on the starboard side, which probably means the bike fell on the port side, which would explain this...
Finally, someone was definitely in here at some point in the past, probably with a crescent wrench. The compensator nut has some gnarly burrs on a few of the flats...
I'll be picking up the proper 1-1/2" socket this afternoon, and I hope to have the clutches and case removed today.
So I'm starting to think about how I want to approach this engine. For multiple reasons, I want to tear it down and get a good look at everything. But, as it normally goes when you get into a project like this, I'm succumbing to "while you're in there..."-itis. I'm thinking about putting a big bore kit on it, looking at either the S&S 97CI kit, or maybe one of a variety of 95CI kits I'm finding online. I'm still researching all of the seemingly endless options for cams, but it's a light bike and I'm a fairly conservative rider, so I don't need a really hot cam. It seems like the Andrews 26 is a pretty popular cam for gains on the low end, but according to the Andrews literature, their 31 and 37 cams are well suited to a 95CI engine, but they appear to be geared a little more to the mid and high end than the 26.
The big bore kits and cams I'm looking at are all designed to run with the stock heads and springs, which is appealing. I know that, ideally, head work should be done concurrently with the rest of these modifications, but I'll be okay leaving something on the table for the time being by running the stock heads, as long as I'm not totally destroying the benefits of the big bore kit and cams by not getting the head work done right now. The S&S 97CI kit runs just under $1000, while I'm seeing some 95CI kits for $500-600. I don't want to buy junk, reliability is still important, and I know that S&S has a good reputation, but I'm not sure about brands like V-Twin Manufacturing, Hastings, and others who offer 95CI kits. Any thoughts?
7 Surprising Harley-Davidson Products that Are Not Motorcycles
Slideshow: The bar-and-shield logo shows up on far more than motorcycles, some of the company's most unexpected products have nothing to do with riding.
Slideshow: From the troubled AMF years to modern misfires, these bikes earned reputations for reliability issues, questionable engineering, or disappointing performance.
Crazy Bunderbike Build Looks Amazing, But Is It Impossible to Ride?
Slideshow: The Swiss custom shop has taken a Harley Softail and stretched it into something so long and low that it looks closer to a rolling sculpture than a conventional motorcycle.
Engraved Rebellion: Inside Bundnerbike's Glam Rock II
Slideshow: A standard cruiser becomes an intricate metal canvas in the hands of a Swiss custom house known for pushing Harley-Davidson platforms far beyond their factory brief.
Slideshow: Harley-Davidson's challenges aren't abstract; they show up in dropping shipments, shrinking dealer traffic, and strategic decisions that aren't yet translating into growth.
