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Softail Slim S (Screaming Eagle)

  • patgreyling@hotmail.com
    patgreyling@hotmail.com
    21 days ago
    Hi Ya Brothers n Sisters, I have a 2016 Softail S (the screaming eagle 110 Cu) model.  Love it and it runs really well.  I've heard (but not from HD mechanics) rather rumors, that the 110 motor design is flawed because the SE 255 cams are not good with the valve springs. Does anyone with either real mechanical knowledge, or personal experience, know if this is an issue? I've heard that a good solution is to upgrade to Woods 555 Cams. I have 35,000 Km on it with no issue to date.  Would rather fix it now, than wait for an engine fail.  Thanks in advance for any comments.... cheers Pat
  • wildchild
    wildchild
    21 days ago
    The 255 cams are very good for torque in the 2k/4k range which is the rpm range that is mostly used in everyday riding.
    There has been a lot of speculation on the springs being too heavy, but that seems to be one’s personal opinion.
    I would be more concerned about the lifters if you haven’t already changed them with aftermarket one’s. S&S is what I use that run quiet and don’t bleed out when not ridden for a month or so.
    Also change them every 20000 klms as regular maintenance.
  • Hilly
    Hilly
    21 days ago
    Hey Pat, same bike here, the wildchild is correct about the lifters, yours came with the latest version of the screaming eagle variety, while not rated by builders and such they hold up better than the old ones did.
    By 40000k's I had run 4 different cams and 3 sets of lifters, the SE lifters did not fail but I changed them as the 3rd cam went in out of principal.
    The lifters I put are highly rated by all and sundry and one let go after roughly 7000k's, I caught it just in time, I'm currently using comp cams 851's, a good lifter that doesn't cost the earth and they are a maintenance item.
    I'm running SE263E's under the stock springs and it likes to rev so the lifters cop a hard life, as to changing your cams, if you are happy with how it runs then stick with them, it's a slippery expensive slope you are looking down.

  • patgreyling@hotmail.com
    patgreyling@hotmail.com
    20 days ago
    Thanks for that info mate, very helpful- best regards Pat
  • patgreyling@hotmail.com
    patgreyling@hotmail.com
    20 days ago
    Thanks for your reply, very helpful and appreciated. Best wishes Pat
  • Retroman
    Retroman
    20 days ago
    I have a 2008 CVO Springer 110, bought used in Texas in 2011 with 6,300 miles (10,000K's)

    Now done 66,000 and still runs sweet.

    Engine Oil and filter change with Redline yearly or around 4,000 K's

    Never revved hard from cold, tho' given the occasional SPANK once warmed up.

    Like you I have read all the negatives (US forums mostly) but have not physically seen cam/lifter disasters myself.

    One exception, a good mate liked my CVO so much he bought one in the US himself a year later in 2012.
    NOT as clean a bike as mine, which had had an obvious harder life.

    He was not so mechanically sympathetic as me, nor as Kinky for the oil changes. He was 100 K's out of town when it dropped onto one cylinder, with a bit of clattering. Then rode it home as a single 100 K's. That really FUCKED it bigtime !

    GRENADED the motor, uneconomic repair the diagnosis by 2 indy shops. I found a NEW 2009 96 cube Softail motor for it.
    From a Rocker C that had a 120R put in it when they were all kinky for doing that. Problem solvered as they say haha...

    If you have been overly generous with maintenance (like me !), and gentle from cold, you'll be right mate.
  • obisteve
    obisteve
    19 days ago
    I've got a stock set of lifters that's done 220,000 kms. That included quite a few dirt drags, generally flogging the tripes out of it on both dirt and tar roads, lot of wheel spin on the dirt ones. 1990 1200 Sporty.
    Oil changed at 5000 kms, Penrite HPR 30, going up to HPR 50 when 40°+ temps expected like Bourke or Broken Hill or Winton in summer.
    But, I had a 1.3km dirt driveway with a 120m climb on it. Motor was mostly warm by the time I reached the front gate.
    They're sitting in a cardboard box in the shed now, the stock replacements have done the succeeding 160,000 kms OK now too, have adjustable pushrods sitting on top of them.
  • patgreyling@hotmail.com
    patgreyling@hotmail.com
    18 days ago
    Thanks for your input mate, very appreciated- ride safe. Best regards Pat
  • obisteve
    obisteve
    18 days ago
    I probably should have added that the same lifters were in Evo big twins of the time, and none of my big twin riding mates had lifter failures at the absurdly low mileages that I've since read about.
    And probably should add that while the 220,000 kms was with stock cams, the replacement lifter set's 160,000 kms has been riding on SE drop in cams, with new stock valve springs.
  • patgreyling@hotmail.com
    patgreyling@hotmail.com
    18 days ago
    Thanks again mate, appreciate 
  • Hilly
    Hilly
    18 days ago
    The difference apart from the actual lifters in the various bikes is valve weight, lobe profiles and over the nose spring pressures, rpm plays a part as well, good maintenance keeps the possibility of failure down to components, luck of the draw after that, the 110 has the worst lifter failure rate percentage wise, 96" and 103"s outnumber 110's by a lot, do what feels right to you I guess.
    Early 110's had exhaust valve galling issues, not all of them but enough failed under warranty for HD to make changes, more clearance was their solution! That caused seal leak issues which resulted in more changes.
    Anyhoo by the time the last 110's rolled off the line the heads were actually pretty damn good, flow really well in stock form, porting work makes them a bit better, a slightly larger intake valve with porting clears up the last of its issues.
    So back to the last of the 110 failures, lifters can and do fail in the rollers, it happens, will it happen to you? Who knows. The other failure point is even worse, main bearings letting go, that happened more than most realise, HD were changing them under warranty and shipping the old engines back state side without allowing dealers to open them up, not internet babble, fact.
    This is why I check every oil filter I take off at service time, if the glitter starts then it will be S&S crank time, just because this has not happened to some people does not mean it doesn't happen, shiny side up 👍
  • obisteve
    obisteve
    17 days ago
    You're right of course Hilly.
    But having seen HD come back from the dead once, on a platform of reliability, banishing vibration in FXRs, and great style, fit and finish and paint quality with Softails, it shits me to see the reliability slipping away, and people accepting that. To see people spending another bucketful of money so they can go a bit quicker than their mates and being OK with having to regard lifters as a 20,000 kms maintenance item. If GM and the car aftermarket can build V8 lifters that last until the cars in a junkyard, why do Harley engines have to suffer?
    OK, I'm a cranky old prick, but I do run a magnet through the oil at every change, and if it starts to show silver it's going back together with S&S lifters and crankpin, and Keith Black cast pistons. Won't be able to replace the pinion gear though, ones for 4 speed Evo Sporties have vanished from the world.
  • fatbat
    fatbat
    yesterday
    I’ve got a dyna low rider s with the same 110ci engine although it was upgraded to 117ci when new 

    Nothing wrong with the se255 cams for torque down low but they run hot

    The oem lifters in twin cam engines have been a weak spot since their third variation (or “c” version). 

    The valve springs in the cvo/Screamin Eagle 110ci engine are made by comp cams and are a double wound spring. They are too heavy for the application and increase wear on lifters. 

    I recently had heads apart and replaced the valve springs with a lighter double wound spring made by av&v. You can’t go too light with big valves but mine are still noticeably lighter, especially on the seat. Whilst heads were off, it was noted that the head castings were not good and seats had to be recut. And harley managed to get black powder coat all over the place and inside the ports. The powder coat had held up surprisingly but has now been removed 
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