I have had this motor for a few years and it's a basic 95" build. cleaned up heads, s&s 510 cams, 10:1 compression. Just your run of the mill 100hp build, Done on a 2005 fxd. I'm thinking of tearing into it this winter cause I have a bit of ring seal issue and it's using about 1/2 quart every thousand miles. I really don't want to go back to what I have, would like to build it some, but I'm kind of stuck where I am with the parts I used. I could go up in cam size but the compression is where it is. Flat top pistons and heads at 80cc kind of limits, not much left on the heads to mill and not much room for a dome. I could start over and go with pop up pistons, different heads, and more cam. That's a decent chunk of change and to see the benefit I would need a larger TB I'm sure. with going in that much I think about doing an all bore motor and with the cost involved there I start getting into S&S crate motor area, and the hole just keeps going deeper. Therein lies the problem, each option leads to another and the cost just keeps adding up. I would have to go with more flow on the heads new positions and bore with a little more compression only to take my 100/105 build to say 108/ 110 build. That would be very frustrating for me and a waste of money. I know I have the low hanging fruit already and it gets more expensive after 100hp. so then I wonder why not just bore the cases and have the crank checked to get a 104-107 all bore motor and then I'm sure I could at least get close to 15-120 with good curves. If going into the motor and pulling the can't if it ends up bad then why not go to 117 and then you're golden, but that thought leads to crate motors. each step a little more money and a little more power. AT that point I get a bit lost and start all over with the planning. If money was no option then it wouldn't matter.

I would appreciate some advice and some bang for the buck ideas. Even just the tough of get the jugs sealed up and how a S&S 570 in.

 

The chambers will be larger once you install new seats for a 1.940", or 2.02" intake, to be used with a larger engine.
A 107" with a 4 3/8" crank, your cylinders bored to 3.937", using that same .510 cam, to save money would be quite surprising as an example.
117" isn't far away at that point.
Scott

 

a nice,mild 98" build will get you in the 110/110+ area.or go 107 as scott suggested,either way you would be way under what a crate motor would cost

 

that's the issue, if I take the crank out for a 4 3/8, might as well have the cases bored for the 117. its just increment increases. the new crank looks like $1,300 and then your just another 300ish for case bore and just over a grand for the cylinder piston kit. so now you're at 3,000 once you consider gaskets, it creps up fast

what are the gains that you normally see going from your stgII to the touring stgIII ST or even looking at the IV ?

looking at the S&S 585, 570 or tw6H

 

Doing a 98 in from your 95 would be a minimal gain.. really not worth the money, you'd be best off going 107 or even 117 and that's your real gain right there..

 

117" while you have it opened up you might as well go all the way.

 

if your "going all the way",why stop at 117,might as well go 124.i suggseted 98 as a inexpensive build as he will probably have to go .005 or .010 on his 95 bore,might as well go 98,would come out to the same $$

 

107 at 10.5:1 and TW999-6A cams. Or stick with the flat tops @ 10.1:1 and S&S 570s. Either way, run a good exhaust that doesn't push back anywhere and either of those will make great power across a wide rpm range. Your exhaust will make or break a build like that.

 

How this sound for a decent setup. Heads flowing 290+@28 say 280-300 mark with 1.9 intake 1.6 exhaust compression set 10.4-6 with a IC at 41-46 and 240-246 duration. Lifting between 570-625. 98” with a 58 mm Tb. I have a Fatcat on order since my current exhaust decided to go from 2n1 to 2n2 with a cracked header. Remember this is in a Superglide 05 model.

 

I buiilt a 98" motor last year close to the parameters the OP outlined in his last post but with more compression; made 115/115. We ran four pipes in our dyno testing and the Fatcat was the worst performer; Bassani Prostreets (2:2) was the top dog; V&H Proipe and Python 3 were next and all ran better than the Fatcat.