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111 or 124

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  #11  
Old 07-18-2017, 04:57 AM
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Originally Posted by Arseclown View Post
Why would anyone want a 111 over a low comp 124? Not much difference in cost if any at all. Low comp 124 is reliable and well behaved
Good question. I know of one owner who has modified his 111" to a 124", as apparently the two engines are quite close in many ways. That probably explains the prices being closer now than when I bought my 107" some years ago. A 124" will still require more mods than the 111" to deal with the extra performance, but what's a bit more......
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Old 07-18-2017, 07:58 AM
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Quote:
Originally Posted by Arseclown
Why would anyone want a 111 over a low comp 124? Not much difference in cost if any at all. Low comp 124 is reliable and well behaved
Fair question. From what I've read:

* 111 might have better fuel economy.

*Might also be less prone to break down -- maybe just because its less capable of overpowering the other components or the rider's skill.

*A bit more forgiving of low quality fuel if you get out somewhere that doesn't have 91 octane.

* As was mentioned, better suited to stock clutch, oil cooler, throttle body, injectors, head pipes, and probably other components.
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Old 07-18-2017, 01:17 PM
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Originally Posted by AtticusFinch View Post
I wish that I knew enough about the relative merits of each crank, cylinder, piston, cam plate/pump, and cam. I just don't. Long learning curve for me, I'm sure. What are the disadvantages of the S&S gear drive/oil pump combo -- or perhaps better asked, what are the advantages of the alternatives?

From what I've been reading, it sounds like either the T111 or low compression T124 would suit my riding style very well. I'm sure a motor could be built to suit me even better, but I don't have a local resource that I have confidence in taking the time with me to walk through the various options and their relative merits. I have read enough to understand that building a motor means getting the right combination of parts that work well together. What I don't understand is how to know what that combination is.

Any suggestions
?
talk to Scott or Kirby, from the above posts they will work with you, and give good solid direction.
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  #14  
Old 07-20-2017, 08:53 PM
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from the research I've done, why go with the LC...if your not doing burnouts why not have the additional power for when you need it. That's why your going with the T124 anyway
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Old 08-04-2017, 10:33 AM
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Originally Posted by Hillsidecycle.com View Post
If you bore your existing cases, and use an S&S crank/cylinders, etc, along with the HD type cam plate/pump set up, you can use an S&S cam if desired, but you are not "locked" into the use of S&S cams if using their crate engines, as those have the S&S gear drive/oil pump combo.
That opens other doors.
Scott
Scott,

What are the disadvantage of the S&S gear drive/oil pump combo? I honestly don't even know what that means, so please use small words in your answer.

Also, what do you mean when you say, "that opens other doors"? I'm sorry to be dense, but I sure appreciate your input.

Grant
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Old 08-04-2017, 04:34 PM
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Originally Posted by AtticusFinch View Post
Scott,

What are the disadvantage of the S&S gear drive/oil pump combo? I honestly don't even know what that means, so please use small words in your answer.

Also, what do you mean when you say, "that opens other doors"? I'm sorry to be dense, but I sure appreciate your input.

Grant
I'll chip in here! The gear-drive cams that S&S use in their crate engines are not interchangeable with other brands and that choice limits how you can upgrade (or how Scott can upgrade!) a twincam. The oil pump is an integral part of the cam-drive system used in all twincams and the S&S version is also different to others. By using a stock Harley engine and H-D type camplate etc you can use any of a wide variety of aftermarket cams. In other words doing that 'opens doors' to all the other camshafts, such as Woods, which are pretty hot stuff.

Hope that helps!
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Old 08-07-2017, 05:40 PM
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Thanks grbrown. That's a very helpful response.
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  #18  
Old 10-16-2017, 04:00 PM
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Quote:
Originally Posted by grbrown View Post
Good question. I know of one owner who has modified his 111" to a 124", as apparently the two engines are quite close in many ways. That probably explains the prices being closer now than when I bought my 107" some years ago. A 124" will still require more mods than the 111" to deal with the extra performance, but what's a bit more......
Just to put a little specificity on it:

SE Throttle Body 27713-08.....................$389.00
High Flow Injector Kit 27796-08..................$138.00
Fuel Moto/AIM Clutch.................................$285.00
Barnett Clutch Spring.................................$31.95
XXX Head Pipe..........................................$559 .00
High RollerExhaust..................................... $539.95
DynoJet PowerVision + Target Tune.............. $798.00

Total:............................................ ...........$2,740.90

Obviously, your numbers will vary depending on your choice of exhaust and tuner, but for a high performance exhaust capable of taking advantage of the 124 you might be hard pressed to find a less expensive option than the Jackpots (the Jackpot classic slip-ons could actually save you about $340 over the High Rollers).

Obviously, if you've already got a lot of those items, or if you would do them with a 111 anyway, then the effect on you would be smaller.

Last edited by AtticusFinch; 10-16-2017 at 04:01 PM.
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