Associated Parts and Services

Here's a summary of what I offer to pull your performance build together. All no nonsense components that make a difference to the final result.
I can supply the whole range of Andrews, Feuling and T-Man Performance products - just call with your requirements.

Fast Lane 95, 103, 110 and 117 inch Big Bore kits - Bigger IS Better!

It’s a well established fact that the foundation of any performance project is always the available capacity of the engine. With greater cylinder capacity comes more available compression which when combined with performance camshafts and improved gas flow through the cylinder heads results in a serious performance increase. The early Twin Cam 88 engines can be increased to 95 cubic inches by boring the stock cylinders and using the appropriate cast or forged pistons to achieve the desired compression ratio. By using the Screamin Eagle 110 bolt on kits we now can have massive increases in displacement for the 2007 onwards 96 and 103 inch engines without any crank case boring. There’s great news for CVO owners as well. The bolt on 117 inch kits now allow these underpowered stock 110 inch engines to grow to 117 inches – this is potentially a huge power increase once mated with matching cams and head work.See the Power Packages page further on for various performance and fitting options.

Hylift Johnson 2313SE lifters for Twin Cams and Sportsters

I now have in stock these forged body high performance lifters for all Twin Cam and 2000 to present Sportster engines. These are manufactured in the USA by Johnson-Hylift and are built to high precision specifications which result in a very slow leak down rate. In addition this lifter features the ‘Direct Shot’ bearing oiling injection system which lubricates the roller bearings independent from the engine oil supply port. These superior lubrication qualities and tight machining tolerances ensure long life with stable and quiet operation. These are the finest lifters on the market and are particularly suited to heavy valve spring pressures and higher RPM conditions.

Price £170.00 per set of four

Compression release valves.

Higher static compression ratios combined with early intake closing cams will soon give hot start problems and kill a stock starter ring gear. Compression release valves are recommended if your cranking compression is 190 psi and are essential at 195 psi or above. Better to have them & not need them than vice versa.

Price: £70.00 supplied, £110.00 fitted.

Full top end gasket kits with 0.030 inch head gaskets.

I can supply quality top end gasket kits for all engine sizes which include everything needed to fit your heads and cylinders back onto your Twin Cam, Evo or Sportster engine. A tight squish band is very important to avoid detonation and to induce turbulence on the compression stroke for an efficient burn. With this in mind all of my kits include a pair of 0.030 inch multi layer steel head gaskets.

Price: £80.00

The Fast Lane Hydraulic Cam Drive Conversion for 88 inch Twin Cams

The photos are of stock cam chain tensioners as fitted to all 1999 - 2006 Twin Cams. As you can see, the tensioners have broken up and there is a good chance that pieces of the tensioner pad material have found their way into the scavenge port of the oil pump. This can obviously have disastrous consequences in a running engine. Now any 1999-2006 Twin Cam engine can easily be upgraded to the current style hydraulic cam chain tensioner system. This upgrade also includes the benefits of the improved oil pump which produces 10% more flow and 23% more scavenge capacity compared to the earlier version. Andrews products make this conversion possible by manufacturing their range of camshafts which feature the earlier 0.875" inner cam bearing journals and the later bearing less sprocket outer end of the cam which rides on a pressure fed layer of oil instead of the earlier roller and ball bearing system. The new tensioner pad material is completely different and much better wearing than the previous type. It does not have the air bubble problem which was evident in the 99-06 tensioners. In the later system the tensioner pad to cam chain pressure is controlled via oil pressure as opposed to the old style tensioners which apply spring pressure that is excessive from the beginning. This uncontrolled overkill tension greatly contributes to the unpredictable and premature tensioner wear commonly found on the '99 - '06 models. The hydraulic system is not dependent on a minimum pinion shaft run out specification as are gear drive cam systems.

There are two options with these kits – either have the work completed by me at my workshop or the parts can be sent to you to fit yourself. Details of the first option can be found on the ‘Power packages’ page and the boxed kit comes as follows.

I put these kits together with genuine Harley Davidson parts and Andrews camshafts. I include all the o-rings, gaskets and spacers required. The upgraded inner cam bearings I supply are Torrington B148's which are superior to the stock INA items which have been known to collapse without warning. I include thread locker and assembly lube and everything comes in one box with nothing else required. I can supply any Andrews cam profile to give the performance you want. The installation is very straight forward even for those with minimum mechanical aptitude. Every kit comes with full fitting instructions. The only thing you need which is not supplied is the inner cam bearing puller and installation tool. I can fit these for you and as with the big bore kits there are different fitting options available.

Price: £1100.00

The Gear Driven Cam Conversion

As highlighted in the hydraulic cam drive conversion, the biggest problem with the 1999-2006 Twin Cams is the spring pressure and the material that makes up the cam chain tensioner pads. The ultimate solution for this situation is to replace the entire cam drive system with gears which allow more accurate valve timing and completely eliminate the chains and tensioners – forever. The gear drive conversion consists of special gear drive cams which are available in any of the popular profiles, two steel inner gears and two steel outer gears. The inner gears are pressed onto the camshafts before the cams are located in the outer bearings within the cam plate. It is these inner gears that synchronise the movement of the two rotating cams and ensure the accuracy of the valve timing events. The outer gears transfer the rotation of the crankshaft to the rear gear which then provides the rotational force to the cams. The suitability of the conversion depends entirely on the run out specifications of the pinion shaft. S & S who manufacture the gears specify a maximum run out of 0.003” measured at the end of the pinion shaft although I prefer 0.002” to ensure silent running. If your pinion shaft run out is within this limit then the conversion is available for you. Once fitted you can forget all about any maintenance as there is none. There are no tensioners or chains to worry about – ever again. Gear drive conversions are available for any year Twin Cam engine.

Unlike the hydraulic system, the gear drive conversion is only available as a workshop service and not in a boxed kit. The reason for this is that due to the importance of the pinion shaft run out value I cannot be responsible for any consequences arising from inaccurate measuring methods employed by the customer.

Price: £900.00

Energy One Clutch Systems

Energy One have more than 30 years experience in the high performance motorcycle and automotive clutch industry. All Energy One clutch plates and components are 100% manufactured in the USA by skilled American craftsmen using only the latest tools and CNC equipment. All Big Twin kits are complete and include a full set of performance friction plates with a maximum groove pattern for heat dissipation and fluid circulation, with a core of either 6061 T6 aluminium or high tempered steel for maximum durability, along with race proven friction material. All steel plates are made with a high tempered steel and are vibratory deburred for extreme flatness to ensure positive engagement and performance.

These are simply the finest performance clutch systems available for any stock or modified Big Twin from 1998 until present. I keep the most popular items in stock and any others are available to order.

BTX-14
High performance Twin Cam extra plate kit. Includes 10 race proven material friction plates on 6061 T6 aluminium cores, 9 tempered steel drive plates and a 10% stronger than stock diaphragm spring. Pre-measured stack height for easy, accurate installation. This clutch is the perfect companion to a cams and head work upgrade. 11% more surface area than stock. Includes performance diaphragm clutch spring.

Price £150.00

BTX-11
This is a high performance extra plate kit for any 1990-1997 Evo or 1991 to present Sportster. Includes 9 race proven material friction plates on tempered steel cores. Starburst groove pattern for maximum heat dissipation & oil circulation. Included are 8 tempered steel drive plates. Pre-set stack height for easy installation. Includes 15% stronger diaphragm spring. 15% MORE SURFACE AREA THAN STOCK!

Price £140

Custom EFI and Carburettor Tuning

I supply and use exclusively Dynojet products for EFI tuning – either the Power Commander 5 in conjunction with a Dynojet 250i dynamometer or the Power Vision flash tuner for either narrow or wide band auto tune sessions. Both of these options provide an individual custom built fuel and timing map which is essential for any performance built engine. Cylinder head work creates additional airflow which in turn demands additional fuel in order to run at maximum efficiency and operating temperature. This is not just a one size fits all canned software download as you are sold at the dealers, this is a map designed in real time on the dyno or on the road whilst monitoring and correcting the air/fuel ratio of your engine so that you get the very best out of it. I can provide the full custom mapping service that the dealerships cannot. The final tune can make a substantial difference to the power output and engine life. At the very best you are losing out on power from your new build and the worst case is potential engine damage due to overheating. Engines have been destroyed by running without air/fuel ratio correction after porting work. Contact me for more information.