143 Version 2.0

[HD/Wrench]

Going back through a 143 . We have opted to replace the 635 cam with a 640 on stilts .. Meaning that we will use the 1.725 rockers .  Also Went with S&S billet cam plate 3 stage pump . The 3 stage pump is better than the cartridge design  in my opinion ....and, on another note was told that  S&S is now shipping all new engines with their  3 stage and billet plate 


Goal is 215 CCP .. Pistons just arrived and will start the process . 12 cc dome on the new 4.445 piston  .  Ring pack is 1.5/1.5/3.0 Much happier with that over the Wiseco piston that came in it . These are not a off the shelf item ,  pin wall, larger pin boss for increased support, under head milling  .. big thanks to Terry for helping out with this .

Some  minor head work as well . Will be testing a one off SPF ex for this and D&D mega cat .

IMG_1778 by GMR Performance, on Flickr

IMG_1779.jpg by GMR Performance, on Flickr
IMG_1780 by GMR Performance, on Flickr

[kd]

Like jewelry. 

[No Cents]

   



    [attach=0]

[phillyfan]

Beautiful looking piston. I would love to have that motor, I have no business owning one of those however.
Looking forward to the results

[Ohio HD]

I look forward to seeing what that does Steve.   

I bet it hurts your dyno.   

[1FSTRK]

Great thread Steve, keep the pictures and info coming we will be following this one daily.

[Hossamania]

I just want to hold that piston for a while, it is a goood looking piece!

[kd]

I just want to hold that piston for a while, it is a goood looking piece!

It's going in a Road Glide. Are you sure you want to get that close.     

[Hossamania]

Well, even RoadGlides need some love once in a while!
Thank God there are people out there for that...

[mike jesse]

I'd be curious as to what that piston assembly weighs with the pin and rings?

This should be interesting.

Thanks for posting it up Steve.

[HD/Wrench]

491 grams bare piston  I have not weighed the ring pack or pin + clips  Yet   . Being this is a  race style pin It is not going to weigh what others do. and its not in my library YET .  So I cannot offer the total yet I will though . Give me time .. 

[Jonny Cash]

Thanks for posting those. 0.20 over piston, how far do you think these cylinders can be bored.  I got a set from S&S, unfinished.

[mrmike]

Very nice!

Somebody is going to have a fun summer. 

Mike

[mike jesse]

I'd like to see a short stroke 4.375 in. version.

[1workinman]

The great part is Steve knows what he is doing not just bolting together parts and hoping it  works damn lol

[Don D]

Thanks for posting those. 0.20 over piston, how far do you think these cylinders can be bored.  I got a set from S&S, unfinished.

The bore size is a bit oddball so that limits ring availability off the shelf.

[HD/Wrench]

Don is correct the reason for + 20 is ring availability.  SO its not so much how far but what can you get,..once  you do bore it.. I would not opt for over bore on un- finished I would start STD and allow one more bore& hone .   

[HD/Wrench]

Case that has been drilled for OEM oiling 

IMG_1493 by GMR Performance, on Flickr

[HD/Wrench]

Old pistons  . 

IMG_1790 by GMR Performance, on Flickr


IMG_1789 by GMR Performance, on Flickr

[HD/Wrench]

New vs old on pin thickness and length .. As you can see the old pin was not overly happy .

With a thicker wall pin and longer we can reduce piston distortion .. then add in the material in use and thicker pin boss all add in for a stronger part .


IMG_21791 by GMR Performance, on Flickr

[1FSTRK]

Nice
Steve what is the total weight the original and of the new piston, rings, pins?

[joe_lyons]

Going back through a 143 . We have opted to replace the 635 cam with a 640 on stilts .. Meaning that we will use the 1.725 rockers .  Also Went with S&S billet cam plate 3 stage pump . The 3 stage pump is better than the cartridge design  in my opinion ....and, on another note was told that  S&S is now shipping all new engines with their  3 stage and billet plate 


Goal is 215 CCP .. Pistons just arrived and will start the process . 12 cc dome on the new 4.445 piston  .  Ring pack is 1.5/1.5/3.0 Much happier with that over the Wiseco piston that came in it . These are not a off the shelf item ,  pin wall, larger pin boss for increased support, under head milling  .. big thanks to Terry for helping out with this .

Some  minor head work as well . Will be testing a one off SPF ex for this and D&D mega cat .

IMG_1778 by GMR Performance, on Flickr

IMG_1779.jpg by GMR Performance, on Flickr
IMG_1780 by GMR Performance, on Flickr

Last I heard is that August was when the Harley patent ran out and they would be running the t3 stuff and having the passages drilled for the stock gasket.

[Don D]

It will run for sure. 200 is possible.

[Jonny Cash]

It will run for sure. 200 is possible.

Is there enough manifold on these motors to get to 200?  asking for friend. 

[HD/Wrench]

Well I have seen one that did it .. Not sure but I am willing to give it a try 

[turboprop]

Well I have seen one that did it .. Not sure but I am willing to give it a try 

I have personally seen 200h through a D intake but it had considerable welding on its exterior. Not sure how throttle bodies compare. Have seen >200hp through a set of D carbs on a cross ram manifold, but this was an older AHDRA pro stock bike.

[HD/Wrench]

Gary Williams had one listed that was over 200  It might have been in STD though .. Not sure.  Terry told me it was the pistons I have with a bit less comp ratio 640 cams ?? Not sure if it had head work ..  We will do our own thing and see how it goes. If we make the power great if not well that is fine also.. have to have a goal why not make it 200 Nice round number 

[1workinman]

  Look forward to what ever it does and what I like about the 640 is smooth power . But at this compression ratio , I think it will have a slight attitude lol 

[build it]

GMR,

Have you used these pistons before? How'd they tune?

[HD/Wrench]

I have not used them before so cannot say .  Been deep in a few dozen other projects . will be back on this ASAP . TQ plates is the issue right now for the bore and Hone  Massive bore with spread pattern .

[08flstf]

Any updates? Been watching this thread, very interesting.

[HD/Wrench]

cylinders in process I have started working on the heads . been pretty busy  with tune after tune , and builds . Working on it .

[No Cents]

  it sounds like you need some help around the shop.
Being busy is a good thing...but you still need to have some Steve time. 

[HD/Wrench]

YES I need your help for sure come on down for a vacation I am sure your yard work will be there when you get back HA HA

[No Cents]

       ...you don't need my help. I'd be in the way more than anything.

[springer82]

       ...you don't need my help. I'd be in the way more than anything.

Ray it sure would be fun being in the way for that project!!! lol

[groundhog143]

Any update

[HD/Wrench]

Not at this point , Its a side project per say.  Plates are done so now it can be bored and honed. Heads are close to being done  port wise then its on to checking clearance with the new pistons , reset of springs . Still have to pull the front end and swap out the raked tree kit . etc  Fair amount still left

[HighLiner]

How many sets of pistons did you have to buy for a custom order?

[HD/Wrench]

So I know its been a long time , Slammed busy and the bike is a side project as well its back up ad running . had some clutch issues , made a few changes new fibers and smoked it in 3 pulls . New Scorpion lock up with custom made tungsten weights will be the solution .  Clutch graph was rough for sure it never really locked up any where . Current item that is getting removed is a Primo with lock up .
Thus far 180 +HP with clutch slipping through out the entire pull . Where it will it stop ?? no idea  once new clutch is in back to tuning this monster . Very happy so far


The biggest thing as far as how it runs is how smooth it is down low.  This new set up far exceeded what I had hoped for . 

[1workinman]

 Yea I appreciate the hard work . Should be a hoot to ride . A lot of torque and not lay over.  I wanted a hot rod bagger and this  will get the job done . Smooth power is a plus for sure , I was not fond of the 635 camshaft

[groundhog143]

So I know its been a long time , Slammed busy and the bike is a side project as well its back up ad running . had some clutch issues , made a few changes new fibers and smoked it in 3 pulls . New Scorpion lock up with custom made tungsten weights will be the solution .  Clutch graph was rough for sure it never really locked up any where . Current item that is getting removed is a Primo with lock up .
Thus far 180 +HP with clutch slipping through out the entire pull . Where it will it stop ?? no idea  once new clutch is in back to tuning this monster . Very happy so far


The biggest thing as far as how it runs is how smooth it is down low.  This new set up far exceeded what I had hoped for .

[sfmichael]

  Randy...  

[HD/Wrench]

Well we had crap weather with major lighting so I refuse to tune then as it has cost me too  much money in the past . Other bikes on the calendar , so it will get in this week .
thus far  great increase over where it started at . Should turn out very nice 
dynorunShare_0 by GMR Performance, on Flickr

dynorunShare_0.png1 by GMR Performance, on Flickr

https://www.facebook.com/559176144113934/photos/a.588558407842374/2361651337199730/?type=3&theater

[kd]

Better be careful in the rain with that one.   

[1workinman]

Better be careful in the rain with that one.   

Yea probably so but one thing that will help now is the smooth linear power that just keeps pulling . Right now its hard on clutches but Steve will sort that out . Replaced the shot compensator and fixings another problem . Glad Steve is sorting the problems out . Should be a fun ride 

[No Cents]

    that has got some serious power for a NA engine that is built for the street. 
I can see it using at least two new rear tires in a riding season. 
Have fun with it.

[HD/Wrench]

    that has got some serious power for a NA engine that is built for the street. 
I can see it using at least two new rear tires in a riding season. 
Have fun with it.

Funny I was looking at the crate 143 I did with the same pipe and this one is still make more power down low and sooner as well .   We are swapping the TB out as well  the  S&S  that is currently on it has had a issue since we got the bike its leaking air badly around the blade .  So the IAC count is way off and it will not 100% target the desired RPM at idle .  It is called a correlation error the Count is at Zero but the plate is in fact still slightly open ,  All good just one last thing to correct . So for the time being back at a stand still

Speaking HPI they told me they see this all the time  with the S&S , so its getting a HPI 68 to replace the 70 , as well based on what I was told there will be no loss of Hp and more efficient mid range .. as if this thing needs more power in the mid range 

[Durwood]

Maybe the 68mm HPI will be at home on that big bullet. I tried one on a 124 and it was too big.

[HD/Wrench]

Maybe the 68mm HPI will be at home on that big bullet. I tried one on a 124 and it was too big.

I am sure that it will work out very well on this Bullet . 

[Twincam143]

My T143 is S&S engine number 0015 has been through two rebuilds. First after 11,000km when the front big end failed. At the same time the pistons scratched heavily on the skirts scoring the bores - something im now told is common on the 143 with the thin barrels going out of round anything up to 0.006" or more. Second time on a +0.020" rebore and 8,000km the pistons again scratched with the bores heavily scored. Serious blow by and black oil. This time the rear big end failed too.
I gather there is a loooong list of 143 owners with similar stories. A mate just purchased one here in NZ, heats it up religiously before riding it, rides carefully until fully up to temp and puts a bore scope in after each ride. Same scoring marks on the bores on a few thousand km into a new motor. He is less than pleased.
GMR is doing fantastic work on this engine being posted fixing the sins inherent to it.
I had a guts full of mine and have it being rebuilt in USA by another reputable builder with a P3R crank, latest S&S oil pump, Turbo cams, custom pistons with similar new features to what GMR is doing and Darton sleeves taking it back to 134ci so as to get maximum bore stability. Also putting an Aerocharger and water/meth kit on it with big front mount intercooler.
I am very grateful to engine shops like GMR and the company who are doing mine for putting the effort into the R&D to allow us to turn these 143 into useable engines as in stock form they are kinda crap.

[Durwood]

Maybe the 68mm HPI will be at home on that big bullet. I tried one on a 124 and it was too big.

I am sure that it will work out very well on this Bullet .

i think so too.

[No Cents]

    that has got some serious power for a NA engine that is built for the street. 
I can see it using at least two new rear tires in a riding season. 
Have fun with it.

Funny I was looking at the crate 143 I did with the same pipe and this one is still make more power down low and sooner as well .   We are swapping the TB out as well  the  S&S  that is currently on it has had a issue since we got the bike its leaking air badly around the blade .  So the IAC count is way off and it will not 100% target the desired RPM at idle .  It is called a correlation error the Count is at Zero but the plate is in fact still slightly open ,  All good just one last thing to correct . So for the time being back at a stand still

Speaking HPI they told me they see this all the time  with the S&S , so its getting a HPI 68 to replace the 70 , as well based on what I was told there will be no loss of Hp and more efficient mid range .. as if this thing needs more power in the mid range 

    I had the same issue on my 66mm T/Hog with the blade not closing all the way.
The guy that ported my t/body put in an allen screw so the blade position could be adjusted to the desired position and locked in place.

[attach=0,msg1292782]

[1workinman]

My T143 is S&S engine number 0015 has been through two rebuilds. First after 11,000km when the front big end failed. At the same time the pistons scratched heavily on the skirts scoring the bores - something im now told is common on the 143 with the thin barrels going out of round anything up to 0.006" or more. Second time on a +0.020" rebore and 8,000km the pistons again scratched with the bores heavily scored. Serious blow by and black oil. This time the rear big end failed too.
I gather there is a loooong list of 143 owners with similar stories. A mate just purchased one here in NZ, heats it up religiously before riding it, rides carefully until fully up to temp and puts a bore scope in after each ride. Same scoring marks on the bores on a few thousand km into a new motor. He is less than pleased.
GMR is doing fantastic work on this engine being posted fixing the sins inherent to it.
I had a guts full of mine and have it being rebuilt in USA by another reputable builder with a P3R crank, latest S&S oil pump, Turbo cams, custom pistons with similar new features to what GMR is doing and Darton sleeves taking it back to 134ci so as to get maximum bore stability. Also putting an Aerocharger and water/meth kit on it with big front mount intercooler.
I am very grateful to engine shops like GMR and the company who are doing mine for putting the effort into the R&D to allow us to turn these 143 into useable engines as in stock form they are kinda crap.

Yea that sums it up pretty well .

[HD/Wrench]

Ray .

I am at 0 IAC counts so it is also setting a code , Crazy when I was making changes to it I was puling out small amounts but it was not helping Zero in all the column's 

ECM is showing 0 iac so if that is the case how it is idling    this is where it is very clear the unit is not set up correctly and my guess never was correct .  New TB was sent out yesterday from HPI !!! so I know that is one more issue I can check off on this build . At this point I hope for Jims case  that is it   

[1workinman]

I knew the clutch was a problem when Steve tuned the bike last time , the TB  i fairly sure has been a problem for a while . The 143  as a engine we  shall  see how  it does after the improvements that Steve has made to it No doubt to me its smoother linear power.  As far a the other problems,  cylinders staying round , we shall see . Steve has worked hard on this project .

[cheech]

Yea that sums it up pretty well .

So I take it this 143 is yours from the replies. And this reply to Twincam143's post makes me ask did you in fact have issues out of yours as he described or did you get into it to alter it  more to your "liking" so to speak? If you don't mind sharing.
There wasn't a reason given, in the beginning of thread as to why he got into it. TIA!

[1workinman]

I spoken to  the owner of the 143 several times . He has built a very nice bike. It was on u tube.. my bike i bought a 13 roadglide has  a  143 also.  I bought it that way ,  yea low miles and yea the pistons were as described by the owner of the other bike . I suggested  to Joe that the less than stellar manners at low speed was partly caused by the 635 camshaft. The pistons as steve described  , ect , ect ,

[sfmichael]

Sorry for you guys having bad luck with these high $$ motors 

Hopefully Steve and others can sort these out and give them the life they should be capable of 

[HD/Wrench]

Trying to find time to get back on it I am buried under Big bore M8 installs right now I have the HPI 68 here  to replace the 70 that is junk . So its just a matter of getting it together and back on the drum . The tune is lined out very well should not be a major issue to re tune at this point .

[HD/Wrench]

New clutch is in and the New HPI 68 . WOW what a difference , bike fired right up IAC counts extremely close a little tweak here and there but Worlds better than the S&S . Now if it would only stop raining here and I could get into the dyno booth. Rain and lighting has been the every day deal for almost a week .

[groundhog143]

 

[HD/Wrench]

Jim K 145 by GMR Performance, on Flickr

[Mopower]

Whoa!!!!

[No Cents]

  that is a tire chewer...for sure!   

[kd]

That right there would have me in jail or at least without a drivers licence in under 7 days.  That's a pretty fine graph with a stellar report on rideability. 

[motolocopat]

 
Need a Video Clip of that one

[jmorton10]

WOW, fun ride right there.....

~John

[sfmichael]

that's one bad bitch 

[IronButt70]

Holy horsepower batman.

[Big Dave]

I cant even imagine {but i want to ) WOW


Dave

[HD/Wrench]

I can get a video up its not a huge deal just idling but if I can get a go pro on it will do . Sorting out the last of the issue with the bike. We have swapped out the front end to a OEM set the old was was not playing well . odd rake angle and lack of stopping power with the old brake set up . That has been taken care of , we did all of the updating on the clutch as that was  not working in any way or form .

The new axle kit is going in today , and Twin power video team coming to shoot a video of the install .   Once that is done we are going to install new rear tire shinko hook up or the 777 ultra soft not sure which yet . .

The 70 MM FBW was swapped as it was defective .  If these engine where way more popular I would just put together a kit to make them work  HA HA toss out several things add in HPI , and smaller injectors these are way too large  they are good for 145 Hp each . HA HA so a fair bit of work around tuning was needed to get this to play well at low parking lot type RPM ranges  lugging the bike away from a stop light etc .

I plan to post up allthe pics once I get them loaded to show the new items etc . all in one post to make it easier then going back to the old ones


  https://www.tucker.com/twin-power-introduces-heavy-duty-axle-and-adjuster-kits-for-2002-and-later-dresser-models/?fbclid=IwAR2pgQKI8IK1xaBreDWu2fF-Tle2VHYFGomgqzpwNnQtVTGma1cXnh_ZgaM

[biggzed]

I wondered if that bike had more rake in it. Always looked like it did, but wasn't sure. Did it have a set of trike trees or something similar on it?

Zach

I can get a video up its not a huge deal just idling but if I can get a go pro on it will do . Sorting out the last of the issue with the bike. We have swapped out the front end to a OEM set the old was was not playing well . odd rake angle and lack of stopping power with the old brake set up . That has been taken care of , we did all of the updating on the clutch as that was  not working in any way or form .

The new axle kit is going in today , and Twin power video team coming to shoot a video of the install .   Once that is done we are going to install new rear tire shinko hook up or the 777 ultra soft not sure which yet . .

The 70 MM FBW was swapped as it was defective .  If these engine where way more popular I would just put together a kit to make them work  HA HA toss out several things add in HPI , and smaller injectors these are way too large  they are good for 145 Hp each . HA HA so a fair bit of work around tuning was needed to get this to play well at low parking lot type RPM ranges  lugging the bike away from a stop light etc .

I plan to post up allthe pics once I get them loaded to show the new items etc . all in one post to make it easier then going back to the old ones


  https://www.tucker.com/twin-power-introduces-heavy-duty-axle-and-adjuster-kits-for-2002-and-later-dresser-models/?fbclid=IwAR2pgQKI8IK1xaBreDWu2fF-Tle2VHYFGomgqzpwNnQtVTGma1cXnh_ZgaM

[HD/Wrench]

I wondered if that bike had more rake in it. Always looked like it did, but wasn't sure. Did it have a set of trike trees or something similar on it?

Zach

I can get a video up its not a huge deal just idling but if I can get a go pro on it will do . Sorting out the last of the issue with the bike. We have swapped out the front end to a OEM set the old was was not playing well . odd rake angle and lack of stopping power with the old brake set up . That has been taken care of , we did all of the updating on the clutch as that was  not working in any way or form .

The new axle kit is going in today , and Twin power video team coming to shoot a video of the install .   Once that is done we are going to install new rear tire shinko hook up or the 777 ultra soft not sure which yet . .

The 70 MM FBW was swapped as it was defective .  If these engine where way more popular I would just put together a kit to make them work  HA HA toss out several things add in HPI , and smaller injectors these are way too large  they are good for 145 Hp each . HA HA so a fair bit of work around tuning was needed to get this to play well at low parking lot type RPM ranges  lugging the bike away from a stop light etc .

I plan to post up allthe pics once I get them loaded to show the new items etc . all in one post to make it easier then going back to the old ones


  https://www.tucker.com/twin-power-introduces-heavy-duty-axle-and-adjuster-kits-for-2002-and-later-dresser-models/?fbclid=IwAR2pgQKI8IK1xaBreDWu2fF-Tle2VHYFGomgqzpwNnQtVTGma1cXnh_ZgaM

Yes it has some  sort of kit, d it would go into a head shake over 80 mph.   poor brakes in the front like a old single puck evo brake HA HA without a doubt not the New  owner's  style and thankful we removed it .  Bike rides as it should now . Again I plan to show up the pics in one section

[1workinman]

Thank goodness that bad handling,  poor  brakes  is gone , along with the less than stellar manners  of the stock motor

[sfmichael]

Can't wait for a ride report... 

[1workinman]

Can't wait for a ride report... 

Yea I think all that is left is the crappy rear tire . I was given some good advice here on rear tires . I not planning on taking it to the track so I going to install a tire that will wear well and that might save a transmission or two . If it gives it up then I will buy a good transmission . But I don't see a reason to just break parts because I can . Will see how the 143 does and go from there

[sfmichael]

Can't wait for a ride report... 

Yea I think all that is left is the crappy rear tire . I was given some good advice here on rear tires . I not planning on taking it to the track so I going to install a tire that will wear well and that might save a transmission or two . If it gives it up then I will buy a good transmission . But I don't see a reason to just break parts because I can . Will see how the 143 does and go from there

[Phu Cat]

Naturally aspirated?

PC

[No Cents]

    yep...it's all motor.
I can't wait to hear what Jim has to say after he rides it.
He has one badass NA engine on that bike...that's for sure.

[1workinman]

    yep...it's all motor.
I can't wait to hear what Jim has to say after he rides it.
He has one badass NA engine on that bike...that's for sure.

Well taking off tomorrow and working Saturday lol and getting the scooter . I looing forward to seeing it . I not ridden it in a while .  Looking forward to smooth linear power , that just pulls hard .

[No Cents]

    yep...it's all motor.
I can't wait to hear what Jim has to say after he rides it.
He has one badass NA engine on that bike...that's for sure.

Well taking off tomorrow and working Saturday lol and getting the scooter . I looing forward to seeing it . I not ridden it in a while .  Looking forward to smooth linear power , that just pulls hard .

   I think your going to get your wish.   
Your going to have "tons" of power from any where in the rpm band. You got a monster right there Jim. Enjoy it! 

[1workinman]

I got to Steves and got a chance to look at the new front end , chrome lowers , new chrome 19 inch Harley wheel  same at the Street glide , and the brake rotors to make that happen with the dual disc factory brakes . Looks good . He started it up cold and it idled nice , even better than the 124 lol . He held a towel over the new exhaust and it is quiet at a singer sowing machine , very nice . I took it for a short ride and It is amazing now power every where , now I not use to how the machine runs so I did not want to be on u tube of the latest dumb ass on a bike lol .  So I just gave it a bit of throttle an it just launches forward , hit 3 k and shift to another . Gone is the caster shake or death wobble at 80 I blew past that  . Stops great or no wishing I had dual disc on the front lol , I got to get a back rest as I had a time holding on lol at part throttle .  The DD exhaust is nice not real loud but it sounds like it means business .  One thing that really got under my skin was the surging popping crap if I gave the motor some throttle of the 635 camshaft . Now with the 640 and some compression  smooth a glass and just pulls and I  did not notice any laying over,  hard to catch the next shift in the lower gears with out bumping the rev limiter , May need to work on that a bit , I may buy a pingel or how ever it is spelled .  When I got home and decided to go to town and eat supper the passenger   back rest was installed as the little woman did not want to get on it with out it lol  Loaded 2 was a pleasure now , no more surging and acting dumb crap , Take off in 1 get it a bit of throttle hit 3k or some and shift bit of throttle and 3.5 so and shift. plenty of power just right .  Once I hit 3 gear and nailed it and pulled up the front 2 up , that what I like . No one leaned back as I hit the throttle just motor ,  If the cylinders stay round I think this will work for me . Night and day transformation  from stock to this . This was not meant to be a track bike or dyno queen , just a fun bike and it is for me now . This is a second bike and I would not want any more or much less damn its a fun ride lol . Once I get use to it I explore more of the torque curve ,

[pwmorris]

 
Huge street HP, great manners putting in traffic, cruzin' thru stop and go boulevard cruising, instant acceleration to freeway speed on demand with no compromises- it looks like this "reboot" meets all the riders expectations.
As said, not a drag bike or dyno queen, but it does everything the owner asks for and more. Goals met and surpassed.
So many "dyno sheet" builds simply focusing on "peak" numbers, just can't say that.

Well done.

[1workinman]

 Thanks Paul I appreciate that , its been a learning experience . I know it costs a few dollars to have fun but I enjoy the rush I get from a motor that runs .  Star has a version of this with shorter cylinders  .200  ,  4.38 crank , b 2 heads , burns exhaust , shorter rod or that what I was told , same height at a 103 ,  So may be the 143 or some version of it might catch hold . I fine with mine as it is lol

[1workinman]

 I was not sure how the higher compression as far as heat was concerned , not really detonation , but how much heat the motor would make . The wards cooling fans and the oil cooler has a cooling fan also . I filled the engine with 10 - 60 liquid moly same as I use in the 124 . I had to or I did drain the oil to install the temp sensor so the reason for the oil change. I have oil temp gauges in both bikes to replace the dumb air temp gauges . At any rate the temp this evening was 90 I think and the temp stayed around 170 for the longest and finally migrated to 230 . One of my fans the impellor moved forward into the cover and locked up so one of the fans was not moving air . Probably the reason for the temp climbing at the last . Going to pull the fan and lock tight the damn impellor with red and see if that stops that crap . So will see how the motor does , so far quiet and little blow by .

[1workinman]

 Cooling fans well what a learning experience there , I pulled the damn thing off and removed the retaining ring on the back . I used a j hock to remove the fan assembly little by little and finally got it free . Then I pulled the impellor off the motor and its got small dowel molded in to lock it to the motor . At any rate I was out of 2 part epoxy so I used red lock tight to I hope secure the fan to the motor hub . How ever getting in a hurry and not paying attention not a good idea I installed the motor back in the housing and you have to pay attention to the small feed wires . Any way I was pushing on the center really bad idea there should have lined up the wires proper and pushed on the out side ring. Any way the injected molded or what ever the material is broke on the center support . So I had to go to town and buy a 2 part epoxy and clean , center the motor support with pieces of paper on the fan to secure it and center it .  Mixed up epoxy and repaired the supports with a generous amount of epoxy . Let set for a couple hours in the sun . Cleaned up area an made sure the impellor way clear and spun free . Reassembled and tested . Works good . For any one that that has the cooling fans and the impellor moves out and fouls in the screen . Use caution as don't get in a hurry or that my advice

[1workinman]

 If any one is considering on a 143 and if you do I recommend the different pistons and the 640 ez starts , 3 stage oil pump ect , Any way me and my friend Terry took both bike out he rode the 143 and me on the 124 and I was two up . The 124 makes in the 140s square . It was in the high 90s today . Both bikes used the same fuel and have exactly the same cooling fans to cool the heads . We went a Munster and ate at Docs and then up filled up the 143 used a tad less fuel . Both bikes have the same temp gauges in the pan and gauge in the fairing to monitor . Both bikes ran with in 5 degrees of each other . I was a tad concerned on how the big inch higher compression motor would run temp wise . We stopped at a road side parked to have a couple, to cool off, the engines ran below 200 for a long time and finally heated up to 220 running 75 . At the later part of the day when It got really hot the temps got to 230 running 80s lol . Neither bike used any oil not that I expected them to . Both have the same now breathers , 2 on the heads one like the one Ray posted . So far the higher compression has not been a problem lol . My friend Terry enjoyed the instant power of the 143 I cautioned him about down shifting a couple of gears and going for it lol . It will break traction just rolling on hard in 3  2 up lol .  It is easier to drive than the 124 for me as it has some much torque to just crack the throttle and shift at 3 plus k just easing around lol .

[pwmorris]

If any one is considering on a 143 and if you do I recommend the different pistons and the 640 ez starts , 3 stage oil pump ect , Any way me and my friend Terry took both bike out he rode the 143 and me on the 124 and I was two up . The 124 makes in the 140s square . It was in the high 90s today . Both bikes used the same fuel and have exactly the same cooling fans to cool the heads . We went a Munster and ate at Docs and then up filled up the 143 used a tad less fuel . Both bikes have the same temp gauges in the pan and gauge in the fairing to monitor . Both bikes ran with in 5 degrees of each other . I was a tad concerned on how the big inch higher compression motor would run temp wise . We stopped at a road side parked to have a couple, to cool off, the engines ran below 200 for a long time and finally heated up to 220 running 75 . At the later part of the day when It got really hot the temps got to 230 running 80s lol . Neither bike used any oil not that I expected them to . Both have the same now breathers , 2 on the heads one like the one Ray posted . So far the higher compression has not been a problem lol . My friend Terry enjoyed the instant power of the 143 I cautioned him about down shifting a couple of gears and going for it lol . It will break traction just rolling on hard in 3  2 up lol .  It is easier to drive than the 124 for me as it has some much torque to just crack the throttle and shift at 3 plus k just easing around lol .

The big point of this thread IMO. Great, honest, detailed report as well......
Rider/owners have to take a very honest, hard look at what they Really Want in their bike, build and goals.
How they ride, how hard, how often, and how much they need specifically to achieve this level max street HP.
How much is Ego involved to have "the baddest street bike in town", despite the limitations of such a build.

The S&S 143, as is, is a beast, as a limited street, bagger track bruiser (but as I have said for a long time, if I was going that many cubes, this is not what I would use for this).
We don't ride a dyno sheet or drag race our street bikes everyday..........
Now the "upgraded version"....
Are new owners of 143's willing to deal with any "PMS" to try and use the big 143 as a daily driver? How many legit miles a year? 5, 10, 20, 30K? Honestly, what kind of miles? How much track time?
Willing to make the mods noted above to try and "smooth out" some of the riding issues, and make the motor "better and more reliable", as an all around hi performance daily driver?
Would the OP say the 143" is easier to ride in various conditions over the 124"
if all the work wasn't don't to make this bike this smooth?
My 126" would not be, for example, an ideal motor for a heavy bagger, as it hits hard mid to upper rpms. I know this and would not sell it as a long touring bagger motor.
Does a typical owner understand what they are getting into, good and bad?

At the end of the day, as I've said for a long time, unless you really understand what you really want, your goals, bike, riding style, and how much and where you plan on riding it, you may be in for a shock and disappointment, by trying to make a bike and motor something it was never meant to be.

[1workinman]

 Paul I bought this bike expecting because my 12 Street Glide was down having motor work done and I was in for a few life experiences . It would run but it was any thing but stellar . It made 165 hp but it was a not smooth deliverable power .  It was not my cup of tea and I talked to several folks and I had not idea and only heard rumors of this and that testing ,  took it to Steve at GMR and asked him to fix this motor . I was not the only one to have experienced this either . I had no intentions of build a track bike or bragging rights .  As far as miles a year as many as I want I have no expectations of how many miles it will last . A candle that burns brighter generally want last as long . For me that ok and I don't have any problems with that . A big heavy bike feels pretty good with the extra torque lol and I enjoy the sheer fun of the rush I get from it and I know it not a cheap thrill lol  If I look very far I find a faster bike not a big deal lol I know better that to do that .  I  know most want believe it but it easier to operate for me because it has so much torque that it just takes a tad bit of throttle but give it some and its on lol Its worth it to me .  I just reporting on how it goes as I had no idea , this is a second bike but I going to test it and see what It can do not WFO but how it stands up to operating it on the road and I going to find out . if it fails I have a back up plan . I just passing on what I learned good and bad .  Steve went to a lot of trouble to make it happen and so far it has .  The key to this is heat control or I think so and so far I think that using the cooling fans is very important , and good tune , use good fuel , no lugging I avoid city driving stop and go . I hate that crap any way . I like cool weather , so even better . I wanted to see how it did in the heat and I was pleasantly surprised it got to 99 or so that day and 80 plus for many miles  . I don't really care about fuel consumption but the 124 2 up used more fuel that the 143 did going the same speed or close .   I enjoy taking it out and running it or just cruising just like the 124 . it just more fun lol . This version of the 143 does what I want for now lol no idea how long but so far its I sure don't expect it to go 100k . I just learn and move on will see 

[sfmichael]

You've got the right attitude workinman 

[1workinman]

You've got the right attitude workinman 

lol thanks the first little problem has risen the starter is making noises and I think the starter clutch is giving up so , pull the starter and replace the starter with a all ball unit is my first guess  . The bike has a new billet basket and ring gear . clutch not that that make a difference and a compensator. Not sure if I can inspect the ring gear through the hole proper but I going to replace any thing that is not in good shape . I could have bought a new bike for what I got in it but not one that will run like this one .   So one of the benefits of having two bike other than having two ways to spend money lol . The motor itself is doing a good job not a problem yet . So I going to do a search on starters to see what is the best way to go . Headed your way in a bit to go ride may be around Durango .

[turboprop]

You've got the right attitude workinman 

lol thanks the first little problem has risen the starter is making noises and I think the starter clutch is giving up so , pull the starter and replace the starter with a all ball unit is my first guess  . The bike has a new billet basket and ring gear . clutch not that that make a difference and a compensator. Not sure if I can inspect the ring gear through the hole proper but I going to replace any thing that is not in good shape . I could have bought a new bike for what I got in it but not one that will run like this one .   So one of the benefits of having two bike other than having two ways to spend money lol . The motor itself is doing a good job not a problem yet . So I going to do a search on starters to see what is the best way to go . Headed your way in a bit to go ride may be around Durango .

This:

http://techcycle.com/2007starter/

And this:

http://www.spraggusa.com

Everything else (Including Alls Balls) is a compromise.

[1workinman]

Sir I appreciate you posting the information , I started to ask the question or start a new thread but I thought I search a bit first lol . I read a few posts but had not came up with a solid answer . I don't mind spending some coin on well made products or labor , I know your builds are top shelf and I read them to learn . Thanks for the advice

[turboprop]

There may also be some gains to be had by modifying the OEM and S&S automatic compression releases. Baisley (and possibly others) would modify off the shelf manual compression releases to flow more air. Most guys that run/ran big block, high compression engines eventually found their way to high-flow manual compression releases. Maybe someone is doing the same thing for the harley ACRs. If not, now might be a good time for the industry to look at this. Maybe enlarging the relief hole in the heads. Just thinking out loud.

Another area is electrical. Aside from the countless posts regurgitated by others (skin effect comes to mind), there are some real gains to be had from some types of heavy gauge cables. Even more important that the thickness of the wire (large vs extra large), is the type of contact made between the ring terminal and its corresponding mating surface (both ends). A heavy gauge ring terminal with a lot of surface area is best. This can be debated, but IME, a ring terminal with a large contact patch placed directly against the mounting surface attached by a bolt with a star washer (Internal and external teeth) will provide the best connection. Some of the aftermarket cables are ok, but you would do better to make your own. Done right, you can even add extra leads coming off both the positive and negative leads that cane used for various purposes.

[FXDBI]

Its got S&S easy starts ?  Bob

[1workinman]

There may also be some gains to be had by modifying the OEM and S&S automatic compression releases. Baisley (and possibly others) would modify off the shelf manual compression releases to flow more air. Most guys that run/ran big block, high compression engines eventually found their way to high-flow manual compression releases. Maybe someone is doing the same thing for the harley ACRs. If not, now might be a good time for the industry to look at this. Maybe enlarging the relief hole in the heads. Just thinking out loud.

Another area is electrical. Aside from the countless posts regurgitated by others (skin effect comes to mind), there are some real gains to be had from some types of heavy gauge cables. Even more important that the thickness of the wire (large vs extra large), is the type of contact made between the ring terminal and its corresponding mating surface (both ends). A heavy gauge ring terminal with a lot of surface area is best. This can be debated, but IME, a ring terminal with a large contact patch placed directly against the mounting surface attached by a bolt with a star washer (Internal and external teeth) will provide the best connection. Some of the aftermarket cables are ok, but you would do better to make your own. Done right, you can even add extra leads coming off both the positive and negative leads that cane used for various purposes.

That's good advice , Steve installed ez starts and I had asked about the compression releases but there not machined in to the head . seems like I read about some additional work being done to some of the track bikes had either two sets or some things of that nature . Any way I going to build some cables , I work at a power plant so building cable should not be a problem . Good idea on the ring terminals . The bike spins over pretty good but the starter clutch makes a hell of a noise I think that is it every now and then and its becoming more often . I fully expected some of these things to happen , just part of the game . learn and move on . Speaking of which many years ago I happened on the very large contacts for these starters , I used them in my dodge diesel and the toyato turbo diesel , some contacts lol  Thanks again for the advice   

[1workinman]

 I thought I swap batteries in the bike , Steve installed and new battery in the bike and like I said it seems to turn over pretty good but the 12 Street Glide has a new twin power battery that is lot more amps so that and the good set of cable want hurt any thing and no down side that I can see. I not sure if I can install a set of the bigger contacts in the solenoid like I used in my dodge

[aabikrman]

Go with the Spraggusa.com.

My little 120 liked to eat starter clutches about every two years. The Spragg fixed that issue and it's got a lifetime replacement warranty that I've not needed.  I'm also meticulous with good batteries, cables, and clean contacts but the Spragg seemed to resolve my issue.

[1workinman]

Go with the Spraggusa.com.

My little 120 liked to eat starter clutches about every two years. The Spragg fixed that issue and it's got a lifetime replacement warranty that I've not needed.  I'm also meticulous with good batteries, cables, and clean contacts but the Spragg seemed to resolve my issue.

Thanks

[1workinman]

Disconnected battery and removed the starter , hears 2 clinking noises on the top of bike lift and wth was that . The two bushing that center the starter , glad they hit metal now I know to check for that . Pulled plugs and inspected looked ok , marked the starter ring gear and tried to turn over the motor . Damn finally I got a pry bar and moved the tire on the stand little by little , to inspect the new basket and ring gear assembly. That reminded me of trying to start a Fair Banks Morris what was it 739 or what ever that was 40 years ago when I use to pump some wells and was a mechanic for a production company .  I going to revisit Rays post on building the tool to move the engine over , looks like a good idea . No damage was found and I turned the machine over several times damn . So now I going to decide on a starter or just rebuild mine with a kit from amazon , contacts and plunger ,  and one of those very well made starter clutch assembles that was suggested and thanks there . I was thinking about one of those manual push plunger covers also . I just don't want it to leak water and be well made . Years ago I made a mandrel  to clean up the contacts and give the most contact area on these starters . I use to silver solder up the contacts and then reface them.  Later on I found that bigger contacts were available so I just did that . Even after installing the new contacts I installed the lapping tool to just see how the contact was . I found that if I adjusted the bolt a tad that secure the contact if improved the area.

[1workinman]

Today I call a shop to order my starter clutch and I mentioned what it was for and they had just finished a build a 150 inch motor .  b3 heads manual compression releases , there crank built to there specs ,  h beam rods ect . Their pistons and SS 640 camshaft ,   well just when you think your the only one lol  A bit of head work .   

[Pete_Vit]

Purty set of piston ya got there. 

[1workinman]

Purty set of piston ya got there. 

Thanks Yea Steve did the leg work on finding those pistons there pretty slick  , got the heavy duty sprag that turbo prop recommended today from RR and the fellow there said it was a job to install the damn thing and he was not joking . If I ever do that again I going to build a tapered mandrel to install the retaining ring that secures the pinion . I finally got it done . I never installed one of those I just replaced the starter and was done or rebuild the contacts and plunger . I ordered two of those manual solenoid covers that I can push in after the bike Is in neutral lol and start the bike if I get in a jam. 

[1workinman]

wZ

Go with the Spraggusa.com.

My little 120 liked to eat starter clutches about every two years. The Spragg fixed that issue and it's got a lifetime replacement warranty that I've not needed.  I'm also meticulous with good batteries, cables, and clean contacts but the Spragg seemed to resolve my issue.

i want ti thank you and  turbo prop for the great  advice  back togethe sounds good  damn  sure appreciate the advice . Add that to the reccomended  parts  lol

[1workinman]

 Got the end covers from Amazon , the ones that all you use  to start the motor manually. I was not impressed with the fit of the plunger and o ring compression . I don't think that it had any preload on the o ring . I did not want it to leak water there at the car wash . I realize that I should not point the wand on it but still . I tried several o rings I have several here as I keep all of the spares . I finally found one that seemed better but it still did not seem right . I took some black tape and installed one wrap under it and installed . Seemed a tad tight but after I used some o ring lubricate I have . Just right .  If I have any trouble I just build a plunger out of SS at work with the correct fit . I have a Bridgeport mill and a lathe I got to go get and some tooling that goes with it , pretty handy for projects lol

[1workinman]

 Still in the testing stage and concerned about heat . I uses the cooling fans all of the time now in middle of July .We me and the GF loaded up this morning and headed to town and it was probably less than 90 degs . So two up , its a pleasure to drive as its so much torque , starter problems are gone The temps , oil temps are at 210 for a while it finally got to 90s and the temp of oil went to 230 or so . Now if you slow down and pull in a station or go through town it will climb I saw probably 250 while pulling in a station and circling out , price of fuel did not excite me . Hit the freeway leveled off at speed limit and temps came down to 230 so . I going to suggest to those that don't have any way of monitoring your temps or cooling fans I guess as long as you don't know its ok lol . My friend nearly chocked when I told me how much the fans cost . I don't care If it is what I want and I can justify it . One thing is for sure that blowing around me days have stopped by my friends lol

[turboprop]

Still in the testing stage and concerned about heat . I uses the cooling fans all of the time now in middle of July .We me and the GF loaded up this morning and headed to town and it was probably less than 90 degs . So two up , its a pleasure to drive as its so much torque , starter problems are gone The temps , oil temps are at 210 for a while it finally got to 90s and the temp of oil went to 230 or so . Now if you slow down and pull in a station or go through town it will climb I saw probably 250 while pulling in a station and circling out , price of fuel did not excite me . Hit the freeway leveled off at speed limit and temps came down to 230 so . I going to suggest to those that don't have any way of monitoring your temps or cooling fans I guess as long as you don't know its ok lol . My friend nearly chocked when I told me how much the fans cost . I don't care If it is what I want and I can justify it . One thing is for sure that blowing around me days have stopped by my friends lol

Same thing with AFR, especially on an injected bike. With a carb, the AFR is expected to be all over the place. Put an AFR gauge on an injected bike after paying a few bills for a tune. At least harley offers an oil temp gauge for some of their bikes. Imagine if they offered an AFR gauge? Hahahaha

[1workinman]

Still in the testing stage and concerned about heat . I uses the cooling fans all of the time now in middle of July .We me and the GF loaded up this morning and headed to town and it was probably less than 90 degs . So two up , its a pleasure to drive as its so much torque , starter problems are gone The temps , oil temps are at 210 for a while it finally got to 90s and the temp of oil went to 230 or so . Now if you slow down and pull in a station or go through town it will climb I saw probably 250 while pulling in a station and circling out , price of fuel did not excite me . Hit the freeway leveled off at speed limit and temps came down to 230 so . I going to suggest to those that don't have any way of monitoring your temps or cooling fans I guess as long as you don't know its ok lol . My friend nearly chocked when I told me how much the fans cost . I don't care If it is what I want and I can justify it . One thing is for sure that blowing around me days have stopped by my friends lol

Same thing with AFR, especially on an injected bike. With a carb, the AFR is expected to be all over the place. Put an AFR gauge on an injected bike after paying a few bills for a tune. At least harley offers an oil temp gauge for some of their bikes. Imagine if they offered an AFR gauge? Hahahaha

Yea lol probably the only reason the 143 at the temps today is the fact that the tune was done to help keep it cooler has not come apart or detonated a ring land off . I know that I can buy a A/F ratio or gauge and I seen then listed but not bought one . I know Steve went to a lot of trouble to tune it . One thing I learned is to make sure the exhaust is tight and not leaking in air to cause trouble with the tune . Went for a ride that was a couple of hours away on the free way and the temps were in the 90s not real hot but hot enough lol  .One back up plan was to use meth injection if it was needed but seems it was not a problem. I used it before years ago . .  I keep an eye on the oil temps on both bikes as I seen what can happen pretty quick .  . I not overly concerned about fuel economy as I am the health of the motor , but not so rich as to wash down cylinder walls , here is where you  have to pick a tuner you trust .

[1workinman]

 Wanted to see how the  Road Glide would do so I bought a new Haul Mark trailer and equipped it to haul two bagger and not get damaged I hoped , turns out it worked ok .  I did this for a couple of reasons one I got tired of ridding in storms and 100 plus degree temps . I just want to get where I want and ride.  Took my Street Glide with the 124 and the Road Glide with the  145 inch . Both bikes are very similar as far as gauges , cooling fans , final drive gearing . My friend Terry has driven the Road Glide before a few times so he is  familiar with how it runs , starts , responds ect .  So we went to Creede Colorado . So after firing up the bikes ,  Not sure how far we went as we went to Durango and headed north then at Montrose we went right to or close to Gunnison and turned south to lake city and finally to Creede . Seemed like we were ridding for a long time . Lots of off on and on  throttle , we did not spare the throttle as we knew that would be late when we got back . Of course on the mountains you can get killed being dumb especially at night and it wound up that way . We left out at 8 or so am and it was after 9 that night .   One the straight high way we ran way over the limit .  At any rate both bikes used fuel very close to each other , now to be fair I was 2 up .  Temps ran from 170 to 210 . That was driving stop and go in the towns . Both bike did about the same there . The 145 responded better to the elevation changes than the 124 . It was spot on and Terry told me that it ran good not hesitation or sputtering , spot on response . For what ever reason my bike does not seem to do that well there .  No problems with hot starts . The twin power and good cables really seemed to help the 145 .  I checked to oil today on both bikes . the 124 did not seem to use a drop how ever the 145 I did add some oil to it . Not a lot but some . If that is the normal then that is ok as I don't have a bitch about that as long as it runs good .  I will say the deeper gear I added to the Street glide really shines 2 up in Colorado in the mountains and even on the straight roads .  So for many hours of ridding tank to tank except for one stop at the Harley dealer in Durango ridding off and on the throttle on the mountains seemed to be a decent test for it .  I not suggesting it is a perfect long distance touring bike but it did pretty good here . One the oil level  I may try running a tad lower than I was and see if that matters . Both bikes have the same venting system . It may be the bigger motor responds to the lower level better .

[1workinman]

 Loaded up trailer with the 143 and a captain American Fat boy and headed to the big bend area . On Tuesday me and my friend Terry headed out . I am 2 up on my bike and Terry is on his Fat Boy . Steve did the top end a few years ago on it and it runs very good .  I noticed my oil temp got up to around 250ish when we were in the park and had to drive pretty slow . Later on I found out it was 95 deg temp that day . If I could speed up to say 55 or 60 the temps came down to 240ish . Bike ran good and it cooled off on the way back to motel at the end of the day so at 230 .  Next day we got a late start and headed back to the big bend park and it was pretty warm that day also . 230 was the normal temp . One thing that I noticed is it takes a while to get to 230 so I a larger oil cooler would help to control the temps . As usual the temps came up when we were in the park and had to drive slower . . On the way back it was getting late and a storm had apparently developed as I could see lighting in front of us .  The border agent ask are you going to out run the storm . I laughed and said going to find out .I was a lot  cooler and I gave the 143 some throttle from up to 3500  to 4000 or  more for a little over an hour  . When I saw head lights I let off to 75 miles . My friend told me later on we blew past a high way patrol at about well  over the limit . Crap all I could see was lighting . . The cool air that 143 was pretty crisp . Checked the oil the next day and it did not seem to use any . One thing to remember sun glass are great but at night not so good . I kept thinking if a deer or mule dear steps out in front its not going to be pretty . I unloaded the bike today and check oil . I don't think it used any oil . The oil temps I going to consider added a larger cooler of a extra cooler to the motor as I like to be able to keep the temps around the 220 to 230 range .  Even 2 up pulling hills is not much of a problem just add a bit of throttle and  shift .  I still not suggesting a 143 is a great choice for a touring motor . If I was I consider installing a bit higher gearing . May any way as the torque is good enough to use it I think . I don't know how may miles we went every day I think about 300 I not sure ..   I will say that between the 143 and the 124 there is pretty noticeable difference is power and just pulling the hills and not look back

[HighLiner]

Have you found an option for a larger capacity oil cooler?

[kd]

I did something similar to the pic in this attachment.  I added an OEM shovelhead Lockhart oil cooler by mounting it in the typical position under the steering head neck and adding a thermostat.  No need to drill any holes. The top mounted Lockhart cooler can be covered with the OEM cover in cooler weather.  I don't have a temp gauge but all indications from my idle oil pressure and radiant heat effect tells  me it is working well.
 
https://www.ebay.ca/itm/1994-DUCATI-MONSTER-M900-Twin-Oil-Cooler-Set-W-Tapet-Cover-yyy/264867436727?hash=item3dab5458b7:g:nysAAOSwdipfYgy1

[Don D]

Consider there are opportunities to reduce heat by changing cruise timing values. The method used typically is maximum power without anti knock events but cruise and low throttle operation gets an OK nod. Think vacuum advance in cars

[HD/Wrench]

Not sure what your saying Don
That is not a hero dyno sheet by any means , Timing and afr are fine in the cruise areas ( these do not run a lean AFR under cruise )  and as for WOT pulls we sure as hell dont turn knock off .  All runs done with AC on the bike and up to temp with knock turned on , then you get it into the grid lock temps re check timing make more pulls .  what you see is a every day pull ,  250 oil temp does not make me even give it a second thought when lugging a big inch high comp bike around .

[Don D]

Not commenting on the dyno, just trying to illustrate the importance of cruise timing as it relates to heat production.  I do not consider 250deg overheated oil.  Fine as-is. My comments are of a general nature and not meant to discredit anybody or the build

[No Cents]

   ...run it just the way it is Jim. 
I know that thing has to be a huge rush to ride!
   Just keep good oil in it and change it more often that not, and that bike will live a long life and put many smiles on your face. 

[1workinman]

Have you found an option for a larger capacity oil cooler?

No but I going to find something that will work and I going to install it on both money pits . I really like the way compression makes a bike run and that required to keep the motor cool I think so I going to find a way to keep it in check besides the way I operate my bike 

[1workinman]

This has been a learning experience but I just here to share what I found out about a 143 that has been modified an tuned . It is a really fun ride . I just don't want to damage any thing . My friend Terry told me that it sound very good . Even two up and going up the hills in Big Bend it was nothing . One thing I did not do is roll on hard at say 2500 going up a hill . I just blip the throttle down shift and land the bike in a lower gear as just a way to avoid any to drive the motor into detonation. It had plenty of power but I just not wanting to risk it . What I really like is it just spot on the throttle even at the slights movement . Just a crack the throttle and its on . Very smooth linear power . I had no desire to have massive wheel spin on the hills there .  The reason I asked about the oil cooler is it takes many many miles for the oil temp to reach 230 . I want the oil temps to get up to 220 just to keep the moisture out .   

[1workinman]

   ...run it just the way it is Jim. 
I know that thing has to be a huge rush to ride!
   Just keep good oil in it and change it more often that not, and that bike will live a long life and put many smiles on your face. 

Thanks Ray it is really a hoot to ride lol . A really good tune so that it is responsive even at very low throttle angles and that important when your in the mountains like Colorado . Smooth predictable linear power. Spent two days in New Mexico before heading home. Yep I going to change the oil now as soon as it warms up a tad lol thanks

[1workinman]

I did something similar to the pic in this attachment.  I added an OEM shovelhead Lockhart oil cooler by mounting it in the typical position under the steering head neck and adding a thermostat.  No need to drill any holes. The top mounted Lockhart cooler can be covered with the OEM cover in cooler weather.  I don't have a temp gauge but all indications from my idle oil pressure and radiant heat effect tells  me it is working well.
 
https://www.ebay.ca/itm/1994-DUCATI-MONSTER-M900-Twin-Oil-Cooler-Set-W-Tapet-Cover-yyy/264867436727?hash=item3dab5458b7:g:nysAAOSwdipfYgy1

Thanks KD I just trying to avoid any  problems that may arise in odd situations like getting caught in a park with 35 miles and hour and 95 deg .  What a deal when we finally got there to the Reo Grand on this side of the park I said this is it lol , Drank a couple cold ones ,  and head back to Alpine . Me an my friend Terry like the road side parks every so often for a cold one lol