compensator
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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.
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.
Last edited by Boost; 07-04-2015 at 03:35 PM.