[QUOTE=bigskyroadglide;16465634]the 110 has been a problem engine for HD for people who actually ride the bike 10 to 20k a year.

if you are only going to ride a few thousand miles per year you may not experience any problems with the 110, however if you ride 15 to 20 k a year you probably will experience engine failure due to some inherent design problems./QUOTE]
I need some help understanding this. I have a 2010 with 30K on it. It had 4K when I bought it in December of 2012. I've averaged 5.5K a year since I've owned it. Next week I'm leaving on a 9K trip through all 48 states and will end up with 13K on the bike for this year. So, can I expect the bike to fail because I'm riding it more than 10K in one year? What's the difference in riding 5K per year for 10 years versus 20K for 2 1/2 years?

 

no, you're looking at it wrong. what he was simply saying is that in the lottery called esp, you stand a better chance of winning (or losing I guess) if you ride more than 10,000 miles per year as opposed to having a bike that sits in the garage and collects dust. common sense really, more miles ridden, higher chance of a breakdown.

if you ride 2k per year, and then trade after 3 or 4 years, then having an esp is a huge waste of money. if you ride 10k or better per year, and keep your bike for 10 years, then it's a safe bet.

 

[QUOTE=FXDXTSport;16548543]I agree with your rationale on ESP but I don't see where ESP was mentioned in the discussion before or when bigskyroadglide replied.

 

it may not have been. but that's usually the 'guidepost' for getting the esp, more or less than 10k per year. and for the op, same thing. if he isn't going to ride a lot, the esp will be a waste of money. if, however, he rides a lot. then, he can give himself piece of mind by having the esp added in to his purchase, either free, at discount, or full pop.

 

The heavy-duty valve springs in those CVO heads(from Comp Cams, btw) are the root issue in premature lifter failures.
Install a set of AV&V Progressive wound beehive springs, a set of S&S pushrods, Torrington inner cam bearings and an set of S&S lifters setting lifter load to .140".
Worries basically over.
Scott

 

I appreciate everyone's opinion on the reliability of the 110 but I have my own experience and thoughts. I am just wondering if you were to refrain from running the engine for extended periods of time, not riding. Would the synthetic oil remain on all friction parts or not, leading to minor abrasion when finally restarted? I am a daily rider and an IBA member that rides at high speed for prolonged periods. A few years ago I rode 2up with my wife from Key West to Homer AK, then over the top, ran the California Coast and back home to Florida. A little over 19K miles in 21 days. Changed fluids and a tire along the way. We have ridden at a buck 10 when possible so I can say I have not babied my CVO. Yes, I did spin a bearing at 52K miles and had a rebuild (stock parts). I now have 93K miles and am preparing for a cross country ride to Laughlin NV and back. I am not at all concerned about any mechanical issues. As far as engine modification go I have NONE. I replaced the header with one from a 96 (no Catalytic Converter) engine, replace the slipons with Thunder Cones, added a SERT and had it properly tuned.

I firmly believe that regular maintenance and regular if not daily riding is the key to reliability. I am hard of hearing so I cannot comment on lifter or other noise. This 110 engine is the best engine I have owned in over 55 years of Harley ownership. I am considering a new CVO and have heard the 117 CVO will be presented today at the Dealer Conference.

Please, I am NOT criticizing others comments and/or experiences. I am only offering my experience and thoughts

 

I will add my .

My 2009 CVO had stock valve springs, lifters (the good "B" ones) and cams till about 24K miles. Around that time IIRC, I added Andrews 54H cams, and a new Comp. Sprocket. Bike ran very, very good without any Hicups what so ever.

I can honestly say that I rode my bike hard at times with the boys and very gentle when momma was on the back. (I have been very religious about changing my oil EVERY 2500 miles and it showed nothing but super clean inside motor before my upgrade.)

Fast forward to winter 2016 mileage at 42K miles, my ESP was coming to a end. Long story short......
Installed, SE 117" Big Bore Pro Race Kit, Dark Horse crank work, SE 58MM TB, GMR 577 Cams & Lifters, AV&V Beehive valve springs, SE Timken bearing, New SE Comp Sprocket, everything inside motor was replace with brand new parts, Head work via Don @ HD Street Performance (winter, 2017) and swapped out my Fullsac "D" X-Pipe for a Drago's Dracula II 2-1 pipe. Now my Rig is a totally different beast.

The 110" motor is what it is, and some folks have had Zero problems period. You really only here the bad and not the good. But like Scott said above ^^^ changing out some parts and you shouldn't have any problems with the 110" motor.

But IF you want to go bigger and use HD parts, the 117" Big Bore kits aren't no joke!


YB

 

This is a follow up to my earlier post. My 110 quit running last week, no compression rear cyl.

2012 FLHXSE3, ~38,000 miles

Rode from near Kerrville over to Bandera for a lunch date. No issues. Left Bandera to go back to Kerrville and a few miles from Bandera it just lost power. I was going about 60-65 in 6th gear (picking my teeth with a toothpick) and the power just fell away. I gave it more gas but nothing. No vibration, no shudder, no mechanical noises.
It has 38,000 and change miles on it. Had a professional valve job with new guides and AV&V Beehive springs and an .030 head gasket done at 23,500, and I put in new 850-1 lifters at that time. This valve job was done by a respected shop. I put Rocker Lockers in myself at about 30,000 miles.
Yesterday when it quit I checked fuzes, spark (had none in rear, didn't check the front). Borrowed a compression gauge, had zero needle movement in rear cyl, front pumped up to near 200 somewhere I didn't try to get max. Checked rear again nothing. Removed compression gauge and put my thumb over the hole, no pressure and very little vacuum.
I took off the tank and the rear valve cover. I inspected the head gasket area and saw no issues, grabbed the rear auto comp release and it seemed tight, no wiggle, no loose connector.
Under the valve cover with a really bright flashlight I looked around the rockers. No loose bolts, springs looked intact, engine turned over and the rockers did their thing and the springs seemed to me to be moving through a full opening and closing. No loose shrapnel to be seen. As I turned it over there was a very distinct whoosh of air coming up the push rod tubes.
So I popped open the push rod tubes and visually observed the SE Tapered Adjustable Push-rods for both ex and int. I've installed these in three different bikes, and in this bike twice with new lifters. They were tight. I could turn them with my fingers but it was with great effort. They had no play in them. Visually down into the lifter bay with a light, saw nothing out of the normal.
Turned it over and observed the push-rods move up and down.
During this I'm not hearing anything unusual, just a bike that won't start.
So I cussed a bit, got me a cold bottle of water as I was doing this outside at 2 or 3 PM in August in Texas in an RV Park in the gravel under an awning.
Put the valve cover back on, then the tank, then put it in the trailer.I took it to Shamrock Cycles and Performance in Round Rock TX.
I can do cams and lifters and clutches and compensators and rocker lockers, but I've never cracked open a head.

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[QUOTE=FXDXTSport;16549238]Sorry for late reply, been away for a few weeks, riding.

my point is, if you ride alot, say 10 to 20k per year, the odds of a 110 failure increases dramatically.

i ride almost every day(except snow days) between multiple bikes. So 20k a year is not uncommon. this year im at 35k, but i retired june 1st and have spent most of the summer on the road working out my post retirement issues. Yeah, it happens.

in addition, im heavily into long distance riding so a 700 mile round trip for dinner with friends is not out of the question.

needless to say my 110 did not last past 18k due to lifter failure. oil changes were every 3k, Amsoil 20W50, with primary service at oil change and tranny every 10k.

i believe most of the 110 problems are valve spring, valve seat and heat related.
yeah the lifters are crap but you usually can hear that problem coming.
the 110 was an ill fated expansion of the 96/103 that created too much heat and was designed to fail.
alot of $$ has been spent to make 110s preform to its potential. A well put together 107 will outperform a 110 most days of the week. Just look at fuel motos dyno chart website its documented there.

ive had the last 110, i will ever own. in addition, i have the last CVO i will ever own. When you are clocking the miles im putting up routinely for the last several years, a standard bike purchased used last just as long and is worth just as much on trade or resale as a CVO. nobody, and i mean nobody wants a bike with 100k on the clock when you go to change it out.

 

Me too😳 2011 CVO 110 engine failure. 40k. Still under extended warranty till 6-18 ! So disappointed in Harley Davidson.