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Gene Jr. replaced the dowel pin O-rings, then used a little oil on the head bolt threads and seating surface to allow them to glide into place.

The stock heads were replaced with Screamin' Eagle performance heads with improved port shapes and "bathtub" combustion chamber. Gene Jr. cleaned the gasket area with a single edged razor blade. The heads came complete, but not with gaskets. New O-rings for the pushrods do come with new cam kits. We also needed new dowel pin O-rings for the heads.

With only the heads, not including high compression pistons the compression ratio would be bumped to 9.5:1. We were shooting for low end torque, but long term reliability. With new gaskets the heads were easily replaced and torqued in a Z-pattern to 17-foot-pounds of torque.

"Then to pull them into place gradually," Gene said, "I change the setting on the torque wrench to 30 foot pounds, continued the procedure and finally to 45 for the last leg of tightening." The bike was flying back together.

That was it for our half-day with Gene. My palms were sweating. Another day scratched off the list. I had two days left. The uncertainty was driving me crazy.

We were back at he plant with steaming mugs of coffee the next morning with our fingers crossed. Did Alan survive the Chinese Mung, would Gene Jr. be on hand for the completion? Did we have all the parts we needed to complete the job. Would my mother still love me, if I got married for the sixth time? It was Wednesday and the pressure was building.

Alan arrived a little pale around the gills but opted to turn wrenches rather than to deal with his screamin' newborn. We went back to work.

He installed the bottom rocker boxes with new gaskets and 15-18-pounds of torque. New pushrods were not necessary since the cam was not of the high lift variety, so the originals were slipped back into place with the stock covers (remember that the stock jobs were color-coded and needed to return to their original spots). Then the rocker arm support place was replaced and torqued to 15-18 foot pounds on the big bolts.

Side Bar: Make sure to note the last two numbers on part numbers when ordering parts. Just because a part is featured in the 2003 P & A catalog doesn't mean it will fit a 2003 model. I ordered the Screamin' Eagle performance injection module. It was designed for the last EFI system, not the current one. It wouldn't work. If the part number includes, "01" it won't be compatible with an "02" model.

Alan reinstalled the top rocker box covers and tightened them in a crossing pattern unable to reach all the fasteners with a sizable torque wrench.

"The rocker box gaskets are new," Alan said, "they're made of rubberized metal."

Alan blasted into the chore of reinstalling the intake module and it's myriad of sensor plugs in a matter of short minutes. It included the intake air temperature sensor, throttle position plug and the MAP sensor. Using the barely worn intake seals he installed the intake manifold rings and torques them into place (120-inch-pounds) eyeballing the module to insure that it was level with the pavement. Without hesitation or referring to a manual he reattached the idle sensor, the injectors, the cruise control cable and sensors, then the push and pull cables.

Alan explained that the factory actually puts an hourly number on all installations as a guide for estimating service work. Replacing the cams and heads calls for almost six hours of service time at 70 bucks an hour. These men learn their machines and how to move quickly and efficiently including some time for detailing. A 95-inch, big bore kit usually requires eight hours of labor.

Alan gooped-up the breather fittings and air cleaner bracket with silicon prior to bolting it in place.

The next step included tearing into the Screamin' Eagle air cleaner box. Alan sensed the deadline pressure, quickly poured all the fittings and fasteners on his wooden work bench and scrambled through them to find the breather fittings. He assembled them in his hand and coated them with a silicon sealer. While the ointment was still wet he installed the breather fittings, bracket and the backing plate, then ran the rubber breather lines from the fittings through the backing plate. After all the components were in place, he tightened the fittings. Then he wiped the parts clean off the oozing silicone.

With the air cleaner element in place the new Jet Hot (Engineered Applications, LLC (323) 585-2894) coated teardrop air cleaner cover was installed. Another performance element was completed. I was still biting my nails. According to the Parts and Accessory catalog, even replacing the air cleaner with a Screamin' Eagle unit requires remapping the fuel injection system from Alan's computer.

Alan replaced the spark plugs, top motormount, horn bracket and torques the plugs to 25 foot pounds, before replacing the tank.

"I always use a dab of Never-Cease on the plug threads, "Alan commented as he moved quickly from one task to the next glancing at me and the clock over his shoulder. The tank was carefully turned and set back into position then the front equalizer tube was carefully run in front of the coil to the other side of the tank. A new clamp was crimped into place. Care was taken to insure the coil was in the proper position before the tank bolts were replaced. Alan doesn't recommend that Loctite be used on bolts that come with locking pads.

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