S&S Cycle 106ci Hot Set Up Kit - From 88CI To 106CI With S&S Cycle

7. On the inside of the cam side case, Eric installed a set of S&S piston oilers.

8. Here you can see the small oil port hole (arrow). As the oil is getting pumped through the motor it also gets sent up through the case and out the oilers to the bottom of the piston with every stroke helping lower the temp of the piston.

9. Next, Eric installed the inner cam bearings.

10. This job was made easy with the help of the JIMS cam bearing installation tool. This is the best way to insure that both bearings were installed properly.

11. Again, Eric checked for clearance. Here he checked the cam lobes to case clearance (arrow) before moving on.

12. Next, Eric cleaned the edge of the case then used Three-bond 1104 liquid gasket between the case halves to keep them sealed and prevent leaks.

13. After, Eric slid the right side case over the pinion shaft, then placed the case assembly in an engine vise before torqueing the case bolts to factory spec.

14. The oil pump was next. This kit does not include a new oil pump. Since we are building a hopped up motor we might as well hop-up the oil pump. We called the guys at Feuling, and told them what we were doing and the next day we had a Feuling High-Volume pump in hand, along with a new Feuling cam-plate. Here Eric placed the O-ring on the case to pump port with a bit of grease to slide into the case without damaging the O-ring (Arrow).

15. With the pump housing in place, Eric installed the back (first) O-ring followed by the scavenger rotor, the separator plate, the wave washer, one more separator plate, then the oil pump feed rotor. Then, by hand, Eric spun the pump to make sure that all the parts moved free and easy.

16. The next thing Eric needed to do was assemble the cam plate. First the bearings were pressed into the plate, then the bearing retainer plate was bolted to the cam plate.

17. Here is the S&S Twin-Cam gear drive set and the new S&S 585 T cams. According to S&S, these cams are designed to get more airflow for more power. Also in this kit was a set of new S&S hydraulic lifters and hardware.

18. The 585 T cams were lined up by their timing marks on the inside of the cam. Then with the help of the JIMS cam press plate tool, both cams were pressed into the cam support plate.

19. The cam plate was placed into the case, bolted up and torqued to 90 in-lb. Then the timing marks for the gears were aligned and the gears were bolted in place. Then Eric rotated the flywheels to make sure everything was right before he could move on to the next part.

20. Next, the hydraulic lifters were treated to an oil bath then installed into the case followed by the lifter blocks. Before using new lifters, it's always a good idea to make sure they are filled with oil; this helps oil flow at start up and the adjustment of the pushrods.

21. As Eric was assembling the lower-end, Bob was boring the stock cylinders to fit the new .010 over S&S pistons. First he needed to get a measurement of each piston, and then transfer that info to the cylinder using a micrometer and a bore gauge in order to see how much material needed to be removed from each cylinder.

22. Once Bob had the measurement, a torque plate was installed onto the cylinder, then placed in the boring machine.

23. Here Bob is setting the amount of material to be removed from the cylinder by measuring how deep to cut. What he is after is to only cut a small amount at a time, then use a set of honing stones to finish the job. Cut too much and we will have sloppy piston fit and weak compression.

24. Then the fresh cut cylinders were placed into the honing machine where Bob took down the last .002-inch

25. Here are the 3 7/8 S&S .010 over flat top pistons, rings, and piston wrist pins.

26. Bob checked the ring end-gap before installing the rings onto to the pistons.

27. Eric took over and installed the rings to the pistons and slid the pistons into the cylinders. Next he placed the cylinder onto the studs, then installed the wrist pins and slid the cylinder the rest of the way down the cylinder studs.

28. At this time Eric temporarily bolted the cylinder down and checked the piston to head clearance. As he turned the motor over by hand he could see that there was no gap between the two: this is a good sign of getting the 9.8:1 compression.

29. This is where we will pick up the build next month. We plan to install the top-end, build the EFI Induction kit, and install the VFI module closed-loop system and exhaust.