compensator
 

why would the compensator go out on a 2012 Street glide at under 20000 miles does anyone know?

because it is a poor design and have been redesigned at least 4 times. the newest version is doing well and has to have a plastic oil divertor glued in place inside the cover. Mike

Thanks
 

So now the question is when the dealership gets the parts will it be the new ones or the original manufacturer parts?

Fixed under extended warranty
 

Hopefully harley davidson won't fix this problem with the old style parts. Again thanks I am going to call the dealership and ask! I see in the catalog there is a screening eagle upgrade would it be best to spend the money and have it put in?

Here is what you need.
http://bakerdrivetrain.com/compensator-sprocket-kit

This has been a big help thanks. Do you know if this is the same problem in my 2015 FLHXSE ? Or is it a completely different set up?

2014 is the same but different and will have the same issues. I have the 2014 version in my 2013 right now. Got a Baker sitting here to put in when I'm ready to do it.

The size and design of todays Harley engines combined with LUGGING the engine has as much if not more to do with compensator failure as the compensator design.

Lugging the engine places a tremendous amount of force on the compensator (not to mention the pistons, cylinders, rods and flywheel). A lot of people cruise at 2000 RPM in 5th and 6th gear not realizing how much this stresses the engine. They should be cruising at 2700-3500 RPM.

Todays engines are large. They have a bore and stroke comparable to a turbo diesel truck engine. The pistons ride on a pair of rods that are connected a single crank pin. On the power stroke, force is applied to the crank and is eventually transmitted to the compensator. On the exhaust stroke this force is released. Then this is repeated for the other piston. This on/off force rocks you comp back and forth and will eventually wear it out. Crusing at higher RPMs relieves a lot of this stress

I know... turbo diesel trucks have comparable bore and strokes and they cruse at low RPMS. They also have 6 or more cylinders that are arranged in a firing order that applies force to the crank throughout 360 degrees of rotation. AND.. They have a very stout single piece crank. Not a pressed together unit that requires a comp to help keep it from scissoring.

I personally have a stock compensator on a supercharged night train. Just over 15,000 miles since the supercharger was added. No lugging. No problems.

Anyone have substantial miles on the baker setup?

I had to send mine back,it ran good and shifted smoother than ever, but it was banging on start up.