The engine mods were made with reliability, ease of riding, and torque in mind. The bike has an S&S lower-end (fly-wheels and rods) with a 4 1⁄2”stroke and 0.040” over S&S pistons (don’t worry about future re-bores, youcan go up to 0.080” over). This bore and stroke combo was chosen so the bike would be a real 1200cc without exceeding a 4 1⁄2” stroke. The compression ratio is 8:1 (stock was either 9:1 or 8:1, depending on the head gasket thickness) This compression was chosen so the bike would start easily, be reliable, have good longevity, and run great on regular grade unleaded. The heads were machined to accept unleaded seats and the valves were replaced with Manley stainless steel valves along with new Harley valve guides. The ports were cleaned up (not ported, just smoothed). The tappet rollers were also replaced at this time along with the cam bearings. The stock camshafts were retained because they were in great shape. The Jim’s tappet blocks were recently installed to improve looks and to reduce normal lifter noise. The bike has some Evo part upgrades to its carburetion and ignition. The carb isa new, stock Evo unit that has been appropriately jetted. The stock air cleaner cover has been retained while the original A/C was replaced by a Screamin’ Eagle unit with a K&N filter. The ignition system is a new Evo system with all Harley parts and a Screamin’ Eagle Module. If you have any worries about the increased stroke, the rev limiter on the module keeps the engine well in a safe RPM range. The coil is a new unit and is the correct one for an electronic ignition The Transmission: The transmission is basically stock with the exception of the Barnett Kevlar clutch. The transmission was inspected and overhauled at the time of the rebuild. The shift cam plate and shift rollers were replaced and the gear spacing was set. The chain (o-ring chain) and both sprockets were replaced less than 200 miles ago along with the tires.

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