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Engine Mechanical TopicsDiscussion for motor builds, cams, head work, stripped bolts and other engine related issues. The good and the bad. If it goes round and around or up and down, post it here.
Four weeks ago my wife and I were still on yet another epic vacation ride. 10,000 km into it. She was running well, but the oil was getting up there in mileage. Also it was running in the 250-260 F zone. That is including an oil cooler, and Love Jugs when slow / stopped.
I got the oil changed in Golden Colorado. and we continued toward Ouray. The temps got high. +300F at elevation on the dipstick thermometer, but the fairing mount was just north of 260 F. [odd]
I did some reading regarding elevation and cooling. The 11.2:1 compression coupled with the lower cooling ability at elevation. [Of course the two up plus all our crap didn't help either...]
To get to the point the engine died in Utah. I got towed to Zion HD, and had to recover the motorcycle by truck a week and a half later.
After following [chasing] this rabbit for long enough, I'm going to look at a S&S 124 LC. This is just getting silly throwing good money after bad.
I don't want to total the $$$ put into this engine, but it's close to a new Fatboy [for example].
Four weeks ago my wife and I were still on yet another epic vacation ride. 10,000 km into it. She was running well, but the oil was getting up there in mileage. Also it was running in the 250-260 F zone. That is including an oil cooler, and Love Jugs when slow / stopped.
I got the oil changed in Golden Colorado. and we continued toward Ouray. The temps got high. +300F at elevation on the dipstick thermometer, but the fairing mount was just north of 260 F. [odd]
I did some reading regarding elevation and cooling. The 11.2:1 compression coupled with the lower cooling ability at elevation. [Of course the two up plus all our crap didn't help either...]
To get to the point the engine died in Utah. I got towed to Zion HD, and had to recover the motorcycle by truck a week and a half later.
After following [chasing] this rabbit for long enough, I'm going to look at a S&S 124 LC. This is just getting silly throwing good money after bad.
I don't want to total the $$$ put into this engine, but it's close to a new Fatboy [for example].
We shall see.
H
Truly a Bummer!! I can relate... 40 mi. South of Pueblo, CO, the front intake Lifter grenaded the StageIII 110 in the '09
Any idea what caused your 124 fail?? How many KMs / Miles on the 124 Build?
The 124 LC is tough to beat in my book... If any problems with my 117, I'm going to look hard at one.
Well as far as the cause i'm still not 100%. What I did find was the spark plug anode ceramic insulator broke off, and a shard fell into the combustion chamber. Hitting the cylinder head 3000 times per minute, the motor was quickly shutoff and coasted to the right side of the highway.
IDK if you'll see the panoramic, but this is I-15, just north of exit 42. The tree provided shade for two hours, while waiting for roadside.
Comparing the two sparkplugs, you can see the insulator has fallen down and a shard broken off.
Some metal on the backside of the intake valve.
Hammering the head to a nice hammered finish...
Top of piston also has some dings.
Nikisil liner coming off
A better view of nikisil.
At this point I'm curious to see what HD comes out with for 2017. I'm 98% sure the 124 LC is the way forward. I'm gonna have to pull the oil pan, and have heard it's easier to just replace it.
The motor had 10,000 km on it before grenading. I know heat is a contributing factor, but the Pulsar sparkplug did break down.
Since I am now moving into an outage @ work, I am basically done for the summer. [I know - it's still August.] But the overtime will help pay for whatever direction I go. The FLHX has 120,000 km on the odometer - but the 96" sitting next to me has 30,000 km. So I could go that way too...
Well as far as the cause i'm still not 100%. What I did find was the spark plug anode ceramic insulator broke off, and a shard fell into the combustion chamber. Hitting the cylinder head 3000 times per minute, the motor was quickly shutoff and coasted to the right side of the highway.
IDK if you'll see the panoramic, but this is I-15, just north of exit 42. The tree provided shade for two hours, while waiting for roadside.
Comparing the two sparkplugs, you can see the insulator has fallen down and a shard broken off.
Some metal on the backside of the intake valve.
Hammering the head to a nice hammered finish...
Top of piston also has some dings.
Nikisil liner coming off
A better view of nikisil.
At this point I'm curious to see what HD comes out with for 2017. I'm 98% sure the 124 LC is the way forward. I'm gonna have to pull the oil pan, and have heard it's easier to just replace it.
The motor had 10,000 km on it before grenading. I know heat is a contributing factor, but the Pulsar sparkplug did break down.
Since I am now moving into an outage @ work, I am basically done for the summer. [I know - it's still August.] But the overtime will help pay for whatever direction I go. The FLHX has 120,000 km on the odometer - but the 96" sitting next to me has 30,000 km. So I could go that way too...
Yeah - I'm considering the 124 LC or the new motorcycle.
The new motorcycle has a warranty
The 124 has a warranty.
In Canada $32k for a new motorcycle.
I've got a line in a 124 LC for $6000 USD plus the drill and lines kit
Oil pan.
Oil cooler
Etc etc.
These failures appear to be self inflicted, improper assembly, improper break-in (riding an IBA for the break-in to get the initial Tune...Really? what did you expect???) IDK if the Pulstar plugs work with the Ion Sensing, I do know that the HD plugs or Champion RA8HC work well with it...
I'd go with the new bike... Although I am a fan of the 124LC, the same results will happen with your break-in procedure and Plugs...
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