S&S V107T Engine
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From: Bedford UK
Further update, after about 10k miles. I had recurring problems with my true-duals, the left one kept taking a rest on top of the primary chaincase, which in turn upset the engine's anti-knock feature. So I now have a SuperTrapp SuperMegs system on it and had it set up on the dyno yesterday.
I don't have a printout yet, as their printer was down, but I have lost one HP (no loss way at the end of the rev range) at 101HP, but picked up torque, especially in the lower/mid rev range. When I get a printout I can make a comparison, but a peak of 107TQ and 100 or more from around 3k seems fine to me.
I have revised the gearing as well. Here in the UK my bike came with a 61T rear pulley, but I now have a US spec 70T. That has moved the vibration patch down the rev range and it is now less of a nuisance. Bike runs really fine at present!
I should have added that we have visited Poland in 2009 and 2010 on the new motor, from our home in the UK, 2.5+k miles on both occasions. We set off in a few days time to Slovenia and Ljubljana. Sig pic is of the bike taking a rest May last year in France on the way home. The first sun we saw in two weeks. You may get the impression she is filthy from the heavy rain we endured - I even washed the frame under the tank, the weather was so bad that road dirt got in there!
I don't have a printout yet, as their printer was down, but I have lost one HP (no loss way at the end of the rev range) at 101HP, but picked up torque, especially in the lower/mid rev range. When I get a printout I can make a comparison, but a peak of 107TQ and 100 or more from around 3k seems fine to me.
I have revised the gearing as well. Here in the UK my bike came with a 61T rear pulley, but I now have a US spec 70T. That has moved the vibration patch down the rev range and it is now less of a nuisance. Bike runs really fine at present!
I should have added that we have visited Poland in 2009 and 2010 on the new motor, from our home in the UK, 2.5+k miles on both occasions. We set off in a few days time to Slovenia and Ljubljana. Sig pic is of the bike taking a rest May last year in France on the way home. The first sun we saw in two weeks. You may get the impression she is filthy from the heavy rain we endured - I even washed the frame under the tank, the weather was so bad that road dirt got in there!
Last edited by grbrown; May 7, 2011 at 03:36 PM. Reason: Added extra para.
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From: Bedford UK
Thanks Neil, I begin to feel at ease with this motor at last and reckon it is working well. Exhaust is noisier than my TDs, but performance is much sweeter.
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Steve, wait until you see the torque curve - it's almost a straight line! The tuning shop's printer was down, so may be a while before I get a copy I can post.
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From: East Coast
S&S engines are good quality, but I don't see how that is considered a touring engine. They don't make a low end cam; the 585 certainly isn't one. Sure, the bigger engine and higher compression make up for some of the cam's lack of low end torque, but why not have ALL the power down low and in the midrange where you need it with a touring bike? With a cam that closes the intake at 40 degrees you're not on the cam until beyond 3000rpm. It's a waste to have that power up there when you could be using it at 2000rpm.
Andrews EV13 cam would probably work with a 9.5 compression ratio. THEN you'd have a touring bike engine.
The earlier the intake closes, the earlier in the rpm range you make power. That's true no matter what the engine size or compression ratio.
Andrews EV13 cam would probably work with a 9.5 compression ratio. THEN you'd have a touring bike engine.
The earlier the intake closes, the earlier in the rpm range you make power. That's true no matter what the engine size or compression ratio.
I am no motorhead (lack of deep knowledge) but this Ultima engine seems like a great bagger mill:
Starting with the proven 120 engine as the basis, the 124 cid was accomplished by increasing the stroke from 4.25” to 4.375”. This insures the rider of at least 100 ft. lbs. of torque above 2000 RPM for passing situations. The camshaft was changed to lower the peak torque RPM and to spread out the torque curve. At the same time the camshaft ramps were designed to provide quiet, easy on the valve train longevity.
The compression ratio was dropped slightly to allow for the occasional bad tank of fuel without causing major engine damage. This slight drop in compression also has the effect of smoothing out the firing impulses for an even smoother ride. Couple these improvements to pistons made from time proven 2618 alloy and you have a very quiet, powerful, and long lasting engine for your riding pleasure.
This combination has been proven on the dyno with torque exceeding 135 ft. lbs. and horse-power exceeding 140. This data was gathered on a Superflow Dyno, which is recognized as 10% low when compared to Dyna Jet numbers. Add 10% and you get an astounding 148 ft. lbs. and 154 HP! Not bad for a “bagger” engine!
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Torquey, I had forgotten about that earlier post. This 107 is most certainly a touring engine, as will be obvious when I can show its torque curve. The Ultima also looks to be built with a similar market in mind, although with higher output. I live in the UK, where we have a small but well established S&S network, including a warranty centre, so can get excellent support, helped by hardly any problems with their motors. Ultima has no such support over here and has yet to prove itself, to be honest.
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From: East Coast
Torquey, I had forgotten about that earlier post. This 107 is most certainly a touring engine, as will be obvious when I can show its torque curve. The Ultima also looks to be built with a similar market in mind, although with higher output. I live in the UK, where we have a small but well established S&S network, including a warranty centre, so can get excellent support, helped by hardly any problems with their motors. Ultima has no such support over here and has yet to prove itself, to be honest.
I always thought of S & S as first class. I was intrigued by this Ultima engine though because of its focus. I'd like an engine (and clutch for that matter) to enable me to roll away from a stand still in 3rd if I want to without strain of any kind (though I've done that accidentally more than a couple of times on my 96 TC thinking I was in second). I love that chug from the very bottom, though notice I didn't say "lug". I'd love to have a 150 cubic inch engine that could cruise at 1800 rpms all day and never break a sweat. Mind you, I also love 3000-5000 rpms too, but having no tach, I'd say I'm very often at 2000-2500 rpms, and I love that my bike can pull hard from the lower midrange. Though it would be fun for a day or two, I admit that a real race engine would be wasted on me. I'd enjoy having a large displacement engine for that feeling of effortless power.
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Thread Starter
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Club Member
Joined: Jun 2007
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From: Bedford UK
I always thought of S & S as first class. I was intrigued by this Ultima engine though because of its focus. I'd like an engine (and clutch for that matter) to enable me to roll away from a stand still in 3rd if I want to without strain of any kind (though I've done that accidentally more than a couple of times on my 96 TC thinking I was in second). I love that chug from the very bottom, though notice I didn't say "lug". I'd love to have a 150 cubic inch engine that could cruise at 1800 rpms all day and never break a sweat. Mind you, I also love 3000-5000 rpms too, but having no tach, I'd say I'm very often at 2000-2500 rpms, and I love that my bike can pull hard from the lower midrange. Though it would be fun for a day or two, I admit that a real race engine would be wasted on me. I'd enjoy having a large displacement engine for that feeling of effortless power.
If you want 1800-rpm you need a turbo diesel! We just bought a VW T5 camper with one and it loves life at those rpms! On a V-twin the crankshaft is turning fast enough to give a clean fast get-away, at least not to my liking.
If you like the thought of seriously big, John at Mia Cycles has built an Ultima 140ci that fits a stock frame!
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From: East Coast
Early on my 107 was disappointing, although I feel better about it now. I really would have loved a bigger motor, but was advised against the S&S 124 for a bagger, as it is not very smooth running. They now make EPA and TuV (German Government spec) versions, either of which are probably more bagger friendly, as they are less highly tuned.
If you want 1800-rpm you need a turbo diesel! We just bought a VW T5 camper with one and it loves life at those rpms! On a V-twin the crankshaft is turning fast enough to give a clean fast get-away, at least not to my liking.
If you like the thought of seriously big, John at Mia Cycles has built an Ultima 140ci that fits a stock frame!
If you want 1800-rpm you need a turbo diesel! We just bought a VW T5 camper with one and it loves life at those rpms! On a V-twin the crankshaft is turning fast enough to give a clean fast get-away, at least not to my liking.
If you like the thought of seriously big, John at Mia Cycles has built an Ultima 140ci that fits a stock frame!
YouTube - Radical Cycle - 260 cubic inch custom motorcycle