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We considered the Screamin' Eagle Stage II, 95-inch big bore kit for EFI models that purportedly drives a stock model from 60 horsepower and 70 pounds of torque to almost 95 pounds of torque at 3,000 rpm and 75 hp at 4,500 rpm. There's the Screamin' Eagle 103-inch stroker kit that will shoot for 110 pounds of torque and the same number of horsepower at 6000 rpms. The P and A catalog Screamin' Eagle list runs the gamut from a Screamin' Eagle air cleaner kit (stage 1) that will boost the power and the torque by ten horses, to Screamin' Eagle carbs, air cleaners, mufflers, cams, pistons, big bore barrels and stroker kits.

I had read a number of reports on the 95-inch kit so I decided to do something different with this monster. I didn't want to spent an arm load of cash, I wanted the monster to be reliable and torquey. The 103 inch stroker kit will cost $1,300 compared to a grand for a set of heads, $300 for the Screamin' Eagle air cleaner kit, $900 for a big bore kit, $300 for cam sets and so on. The installation costs run 70 bucks an hour, and most performance jobs run from four to eight hours. We had to do the math and set a budget. I also noted in my studies that most of the performance response was designed to be top end attributable. I wanted torque from 40 to 80 mph. I needed mid range power to dodge cars.

The more performance pressure the shorter the engine will last. Hell, the shorter the tires, the belts, clutches, etc. will last. No sense in spending five grand to build a 103-inch torque monster to cruise around town.

Here's a shot of the cam gears and hyvo chain, the pushrods and covers and all the fasteners the process involved.

We decided for longevity and went with Screamin' Eagle performance heads for higher compression and improved flow. We chose silver against the black engine for a traditional Pan or Shovel look. We linked the Screamin' Eagle breather kit to the heads and the Teardrop air cleaner cover for flair.

We studied the cam set ranges and spoke up for the SE-203 model which was designed to provide exceptional low and mid-range torque. After riding in a variety of road conditions I was well aware that the big Road King needed low and mid-range torque for a hearty snap. We decided to go with the Screamin' Eagle Pro 2 into 1 Exhaust system for touring models and to eliminate the weight of the dual exhaust system.

Here's the special tool used to press out the old cam bearings and press in the new. A new set came with the new cams.

The new Screamin' Eagle cam set was pressed back into place without a problem. Unlike the early engines I built, there is no shim spacing between the case and the cam. On the outside of the plate the two drive gears must be in alignment and a series of different depth spacers come with the cam replacement kit to make assembly effortless. The cams align in only one way on the rear of the plate, then the gears must be aligned with the gear dots and plate dash on the exterior of the plate.

Alan glanced at the clock on the wall. It was almost 4:30. He had to peel out. I wanted to keep rolling. I could smell success and didn't want to lose momentum, but we were forced to shut down for the night.

The next morning we rolled up to the fleet center with coffee and donuts, but no one was home. This was to be the day. We'd complete the performance aspects to the King and hit the road. We waited. Gene Jr. skidded up to the shop in his all black, mid '70s Plymouth muscle car, that rumbled like an R&B group of lightening bolts. It shook the pavement. "Alan's got the flu," Gene said jumping out of his car, "It's up to me, and I have to testify at a trial at noon."

My hopes dwindled, but we pressed on. There's always plan B. I encouraged myself and we went to work. Snake showed up late, but already had purchased a six-pack that was snuggled up under his arm like a dock workers lunch pail.

The cam bolts were graced with red Permatex Loctite and torqued to 90-120 inch pounds. Don't forget to note the sequence, outlined in the manual, for tightening the fasteners.

The gear shims insure that the gears are in-line to prevent excessive heat and wear on the chain.

This shot shows the pinion notch aligned with the gear.

Here's Snake, who was slightly out of focus, trying to capture all the notches and dots aligned for proper cam timing. Gene aligned the cam drive gears only one way. He aligned the pinion gear dot with the notch on the cam plate and put the cam gear dot in align with the cam plate also.

Then Gene Jr. torques the plate into place to 120 inch pounds of torque and went to work on the heads.

The last cam chore Gene Jr. did the second day was to replace the black Teflon guide shoe before the cover could be installed. We didn't need to replace the gasket since the engine was still new. The cam cover was tightened to 125 inch pounds (1/4-20 bolts into aluminum).

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