Today I had the opportunity to road Test a 2018 Harley-Davidson Fatboy featuring the all new mono-shock frame and suspension. The new bike houses a 114 cubic inch Milwaukee 8 motor and six-speed transmission.
It’s been awhile since any sizable progress has been made on Project Knucklehead. However, this week I was fortunate enough to be able to truck the frame to Paper Street Customs for some much needed attention. Continue reading Project Knucklehead Frame Repair →
When Harley’s new motor, the Milwaukee Eight, was released I wrote up an overview of the mechanics HERE. I mentioned the new motor uses a single cam for both cylinders. Last week I was given a first hand look at the inside of the cam compartment when a stock bike was outfitted with a Screamin’ Eagle Performance cam. The picture below shows the details of the new motor’s cam chest.
Here you can see the single hydraulic cam tensioner, the sprocket on the crankshaft (lower, small sprocket) and the larger sprocket that bolts to the cam itself. While it has more moving parts then gear driven cams, I expect this system to hold up well over time based on the performance of hydraulic cam tensioners used on 2007 and later Twin Cams.
(For a Technical Review of the Milwaukee Eight motor CLICK HERE)
Since the 2017 Harley models were released last week, most of the questions I’ve gotten about them relate to the motor’s cooling systems. Some models are dual liquid cooled, using both coolant and oil while others are only oil cooled. Both also rely on air flow to assist with cooling. This has created some confusion on the matter.
Someone recently asked me why I wasn’t taking my Knucklehead apart on my table lift. Embarrassed, I had to admit it was because my lift was covered with a half assembled 1978 Shovelhead motor. My ongoing project for the last couple years, the Shovel gets moved around put on the back burner, and at times ignored. Of course now that the Knucklehead project is stalled until some parts come my way its time to put in some work on the Shovelhead and get it assembled. Continue reading The 1978 Harley-Davidson Shovelhead Project→
This afternoon I got the chance to road test a 2017 Harley-Davidson FLHXS Street Glide. The bike is equipped with Harley’s new Milwaukee Eight, 107 inch powertrain. (For a technical guide to the new motor click here)
A couple of notes:
It was almost 100 degrees when I got the bike on the road
My normal bike is a 2012 FLHX Street Glide with a 103 inch Twin Cam motor.
Harley-Davidson has officially released a new motor, the Milwaukee Eight™, in their touring models. The standard version of this motor is 107 cubic inches with a 4.4 inch stroke and 3.9 inch bore. The CVO platform boasts 114 cubic inches from a 4.5 inch stroke and 4.0 inch bore. There is also a Screamin’ Eagle Stage 3 kit available to bump the motor up to 117 cubic inches.
If you missed Part I of the Project Knucklehead series or you would like a recap click here.
With the motor now out of my 1946 Knucklehead the rebuild can begin. I am turning this part of the build over to Tim Willems, an excellent all-around technician with over 20 years of experience. At first glance its easy to see there are no pushrods and several missing fasteners including rocker cover screws, cylinder base nuts and cam cover bolts. One of the motor mounts is also broken off but is repairable. Continue reading Project Knucklehead : Reviving a 1946 Harley-Davidson Part 2→
For the last three years I’ve had a bike patiently sitting in the corner of my garage. To the untrained eye it probably doesn’t look impressive but underneath the oil and grime, sits a diamond. This bike, a 1946 Harley Knucklehead, has sat leaking oil and gathering dust waiting for me to get the time, money, and vision to get it back on the road.