VOL. 53 ISSUE 38 SEPTEMBER 27, 2016 P93
caused us to have more adjust-
ments," said Bozmoski. "We
were faced with either having
to design this really advanced
adjustment system or we were
going to do something very
different. What we ended up do-
ing was having this factory set.
So right now you don't have to
adjust left-to-right for the life of
the motor."
The clutch and gearbox have
also come under the micro-
scope. New for this engine is
the Assist and Slip clutch that
Bozmoski claims reduces the
lever pull effort by about seven
percent, and the gearbox now
has a spring-loaded first gear
that takes care of excessive
noise, especially when the en-
gine is warm.
Bozmoski is so confident of the
design, he says Harley-Davidson
engine kit, the 114 can be made
into a 117 via a new big-bore
cylinder package.
Interestingly, despite having
about 30 pounds of overall weight
in larger components added to
the engine, Harley-Davison claims
the weight gain is close to neutral
overall, thanks to the much tighter
packaging of the engine.
Another advancement for Har-
ley has been the introduction of
new suspension for the Touring
has done over 1.5 million miles
of accelerated testing and 7000
hours of running without the valves
needing to be touched.
In all, there are three new
engines in the Milwaukee lineup:
the former 103 grew to a 107
with a 99.9 x 111.1mm bore and
stroke; the 110 was hiked up to a
114 via a 101.6 x 114.3mm B&S,
and with the Screamin' Eagle
lineup. The new suspension's
preload can now be adjusted to
match the load of rider, pas-
senger and gear without tools or
an air pump, with marked lines
on the adjuster knob to let you
know the right setting for a given
ride condition.
If you want to check out the
First Look of this engine, click
here..
The new
Milwaukee-Eight
engine: Try it
first, then say
what you want.
