The screamin eagle catalog has misprint. Both kits are 10.2:1 compression, compliant and race kits.

 

The Catalog I have shows them both (Stg III & V) being 1.2:1 and both maintaining warranty?

Still if I was able to talk myself into a Stage V I'm pretty sure I could see my way to a 120ST and sell the 103 Mill. The 120ST comes with a Throttlebody, one year warranty Negotiate a strong discount on the 120 as a condition of buying the new FLHX, sell the 103 for 2000-2500 and it won't cost more than 2500-3000 for the 120ST.
I think if you go that route they can incorporate the 120's VIN into the title

 

When I talked to the dealership they advised only the original VIN would be on the title and they couldn't VIN match the 120ST to the original motor.

 

Thanks again to everyone for the advice.


I'm sure I will come up with more questions as time goes on...

 

I guess that is about the same thing

IMO if you can see clear to the 120ST it ought to satisfy for awhile and is a cam change and a little head work away from serious power.. just Keep fingers crossed on the Crank but that is with all Twincam MOCO cranks

 

Do the 120ST and 120R come with Timken bearings? If now it would be a shame to have to split the cases on a brand new motor to upgrade something that should have been put in from the beginning. Is the crank in the 120's forged or is it the same as a stock motor?

 

No timken, and the crank is build pretty much like the stock cranks. Harley is more into inexpensive to manufacture and disposable vs built well and long lasting. IMO, I'd look hard at the S&S 124 or building my own with quality parts.

 

If the bike isn't already a 110 then the bottom end has to be worked also. If it is a 110 and if you're spending the money go ahead and build your own kit. Go ahead to 113, a 575 to 585 cam and your done. Keep stock throttle body and stock heads. For the cost of head work you don't gain enough for a daily rider touring bike IMO. If you're having to do the whole bottom end and top you'll come out better if you just get the 120. I haven't heard of anyone having any trouble with cranks or anything else with them. They were designed by jims and they have plenty of power out of the box. More than the 110's. Good luck

 

Yeah, my bike turned out to be not a 110 kit but a Stage 4 103" that was pumped out to 113". It was pumping out 118hp/117tqe at 103. Tuning was done by Jim Lobenberg.

Bike has to have the clutch slipped or run in a lower gear below 30 or so. Goes like a bat out of hell on the freeway.

 

Thanks again guys. Good info as always.