For dyno numbers, one can go to the Fuel Moto website, scroll down to bottom of the opening page, click on dyno charts and you will see all kinds of comparisons.

 

I have had four CVO's with the 110 engine.

My 09 SERG, had lifter failure at just over 46K miles. Also a couple of compensators.

My 12 SERG had compensator, cultch and regulator all done under warranty, in 45K miles.

My 13 SERK can't really say as a built the engine with 1200 miles on the bike, and again with 13000 miles on the bike. Still have it, doubt it will have the typical 110 issues do to parts I used.

My 15 SERGU had lifter failure at 44K miles. Engine replaced under warranty.

So far I have 15K on my 17 CVO street glide. Its a better engine in every way in my opinion. I hope it proves more reliable than the 110 as I put the miles on. Has a lot less noise and vibrations, which is great.

 

You are riding to much. HD didn't anticipate you having this much fun.

 

This is looking to be a low mile year, may only get 20~21 K this year. I usually get 25~26K a year.

 

Have had 4 110 CVO's since 2007 and had to replace lifters on 2007 at 40K miles is only non-routine maintenance I've encountered.

 

In the garage is a 12 RG CVO with 9K, 16 RG CV0 Ultra 3K, 16 Lowrider S with 2k and a 17 RGS with 10K. I traded a 11 RG CVO Ultra on the 16 Ultra that had 31K on it.

All of the 110's have been faultless without a single operating issue as has the M8.

The M8 has full stage I and by my impression is very close to the 110's in acceleration. I do not and will not put an engine on a dyno. That's just me as I consider it an act of abuse.

My original intention was to put a 114 kit into the M8. My experience over the 10K is it is not needed. And I am the guy who drops 120's in the twinkies.

Decided the same for the Lowrider S. Even though the 117 kits are modest priced by my standards that machine does so well I felt it is not needed.

By the way the first 110's had issues with the rear cylinder liner shifting. They first thought it was head gaskets then when that didn't correct the issue further investigation found the loose liners and it was corrected. That was some years back but misinformation lives forever on the internet.

 

Seems like 2007 to 2009 motors had most of the motor issues.

 

UPDATE: Broken A V&V Valve Spring and bent valve at 38,000 miles (15,000 miles on these behives).

I might be out of line here as my 110 is not stock. But I think a stock 110 is more rare than one would think.

My 2012 CVO SG 110 has a Andrews 57H cam, 030 head gasket, Cobra PowerPort Duals, stock intake, and a TTS dynoed tune. Crusher Mellows for mufflers. No other performance mods.
Reliability mods include behive springs with a complete valve job including new seals and guides (by GMR). Rocker Lockers to help with the clicking.
Repairs so far are volt reg, battery, and rear shift lever (not the heel toe thing).
I run the German 10W60 moly oil and K&N filers, HD Primary oil, and Bel-Rey trans oil.
Performance numbers are 103HP/111TQ. Nice and easy to ride. I've been to each coast on this bike and trust it completely.
All this leads up to my dyno sheet. Just imaging a 114 with similar mods would produce a coresponding increase. As it is, I think I could take a stock 107 or 114, perhaps even a "factory download" (non-dynoed) 117.

In the image, the red line is my attempt to tune the TTS using Flight Recorder in the Texas Hill Country.

 

that's exactly how I feel about my 110...I think they had some issues but people really give them a bad rap. They're just like any other harley...if you want it to run right you need at least a stage one, so I read about all these guys running circles around 110's I question who's riding them lol. My bike dyno'd very close to yours...I got 103 hp and 117 tq. That comes early and hangs in till the rev limiter. I want the 57h cams too...how did it change the bike compared to the 255s? I'm doing some headwork over the winter and hillside recommended the s and s 570...not sure if I'll bore it out too, I guess that will depend on what it looks like when I get in there. I think I'd be pretty happy with the headwork ,compression bump and cams. I think more than that I better get the crank done...but that's big budget. Can't wait till spring and I can send a few new bike owners back to the dealer to get their warrantees voided lol

 

My opinion is the 110 is like the 6.0 of ford. You got to bullet proof them so to speak. My 2016 has a little over 15k and I haven't had any problems but its noisy as hell. But both my friends have very low mileage 2016 CVO SG's and both of them had lifters replaced.
I'm really on the fence about what to do. I'm expecting a call from my dealer any day now about the difference on trade for the new CVO. It's either pay for the new bike or replace all the suspension, tour pack delete, brake upgrade, and major motor work on my 2016.
Unfortunately if I get the new bike it'll still be slow...