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I'm glad I don't try stop light racing with my Ultra Limited, but 60 Gunner, you want to hit the twisties with me, I'll show you what using torque to your advantage does.
I'm quite content embarrassing people like you foolish enough to pull up next to me at a light.with their stock M8 and give me that stupid look I've seen so many times.
The look on their faces down the road or at the next stop is priceless when they look at my bike and see the 103 still on the primary cover.
Well you managed to find some idiots then. Most people don't look at or care about the numbers on the side of your bike, they just roll their eyes because you're riding like a jackass.
You reach a point with horse power and torque where you have out lived the leaps and bounds. Each increase get small and each percentage of HP coast a lot more..
Anyone that has lived long enough would know that. We have lived long enough to see 4 cyc put out more than V8 we purchased because they were the hotest thing on the market.
I am not looking at the 121 not because of price. I have woke up and see HD for the scam they are and had enough.
Last edited by smitty901; Aug 3, 2023 at 06:29 PM.
Ran across this description of various VVT controls used these days by the automotive manufactures and thought it might help explain them for some of you.
Most motors built this century have a Variable Valve Timing (VVT) system operated by a VVT Sprocket (aka Cam Phaser) that is computer controlled by a VVT Solenoid/Actuator. The computer cycles the VVT solenoid on and off to control the flow of motor oil through the actuator and into the VVT sprocket. The VVT sprocket is a complex mechanical device that slightly rotates the camshaft based on the amount of pressurized oil squirted into it via the VVT solenoid/actuator.
The VVT solenoid/actuator is the part that wears out first in many VVT systems. The electric solenoid burns out and/or the actuator becomes clogged with debris (help prevent this by following the engine manufacturer's guidance on oil change intervals and oil viscosity). VVT system diagnostic trouble codes accompanied by engine stalling, power loss and/or noise can indicate a VVT solenoid/actuator is failing.
As shown in the photos, the VVT solenoid/actuator may be a single part that includes a small electrical solenoid permanently bonded to an oil squirting tube (actuator). These single-part VVT solenoid/actuators are usually mounted somewhere on the cylinder head, oriented perpendicular to the camshaft. They are typically held in place with a single bolt, but it may be necessary to remove a valve cover or parts near the cylinder head to gain access to that mounting bolt. The second type of VVT solenoid/actuator actually has separate solenoid and actuator pieces. The solenoid portion is commonly called a Camshaft Adjuster Magnet. This is usually a larger solenoid that mounts near one end of the camshaft. The solenoid's plunger pushes into the second piece, a mechanical actuator, which propels oil into the VVT sprocket.
A camshaft adjuster magnet can typically be replaced independently of the actuator. It may be relatively easy to unbolt and replace if the end of the cylinder head where it is mounted is not crowded by surrounding parts. Like other electric solenoids, a camshaft adjuster magnet may burn out, or it may start leaking motor oil. Oil may drip out of the camshaft adjuster magnet, and/or it may leak into its electrical connector. Oil in the electrical connector may wick into the wiring harness where it could cause problems/trouble codes related to a downstream electrical part.
Ford, GM, Toyota and other vehicle manufacturers may use single-part VVT Solenoid/Actuators on some engines and two-part Camshaft Adjuster Magnets combined with actuators on other engines. Some engines may even use one type of part on the exhaust camshaft and the other type of part on the intake camshaft.
@Steve Cole thank you again for all the time and effort you put into researching and educating us all. You could just as easily keep your research to yourself and just design and sell great parts.
Is there any way to lock this thread so that only you can post? I really look forward to reading your insights but it makes it difficult when you have to scroll through all the d*ck swinging
Since the new springs are near identical to ours, that let's us know the they will handle a cam that has a valve lift of 0.580" when set up properly, but so far we have not gotten the piston to valve clearances to determine the limits there.
The current OEM M8 Intake is plastic on the left and the New OEM 2023 121 VVT Aluminum on the right
The new Intake is much shorter, which allows the Air Cleaner area to not stick out as far as before for better leg clearance while riding.
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The second type of VVT solenoid/actuator actually has separate solenoid and actuator pieces. The solenoid portion is commonly called a Camshaft Adjuster Magnet. This is usually a larger solenoid that mounts near one end of the camshaft. The solenoid's plunger pushes into the second piece, a mechanical actuator, which propels oil into the VVT sprocket.
