American Iron Magazine December 2017

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TECHLINE Continued
counterbalancing continues into the
new 2018 Milwaukee-Eight Softail/
Dyna Glide merger. This hybrid is
a result of cost saving in the face of
meeting the Euro 4 emissions regulations.
Developing two more M-8
platforms, one for the Softail chassis
and another for the Dyna Glide’s was
prohibitive.
Love or hate the eight new
M-8 model stylings, there are design
changes incorporated that will
increase handling capabilities and
reduce corresponding vibration. It
looks like there is a traditional Softail
rear fork on these models approximating
the old rigid frame look. However,
there is a functional, good handling
rear fork with a big, single, centrally
located monoshock taking care of the
suspension. Look at any super-sport,
go-fast Japanese or European street
rocket. It uses the same type shock
that H-D now incorporates into its
Softail line. My Victory Magnum uses
the same type of performance shock. I
ride with all my Harley buddies with
various Big Twins. I have to watch
braking and handling situations when
in a tight pack because my Victory is
superior in tense circumstances. I may
cause an accident because my bike
reacts more quickly to a potentially
dangerous situation. This will probably
not be the case with the 2018
Softails. Early reports indicate that
the new Softails may even be superior
to my bike.
Parts will no longer counterproduc-
the past.
Harley-Davidson is not resting on
its laurels as the quest for improved rigidity—especially
inside the engine—
is a work in progress. This translates
into superior handling and control,
vibration reduction, reliability, dura-
tough machine.
Internal rigidity will also be enhanced.
The Twin Cam has shorter,
cylinder sleeves that house the pistons
are thick at .247", which is about
.075" thicker than its Evo counterpart.
The Factory reasoning behind
provides stability for the piston as it
changes thrust axis, particularly at the
bottom of the stroke. As the piston descends
in the cylinder, it must reverse
direction at the bottom and ascend
the bore again. Since the cylinders
are at a 45-degree angle to each other,
the piston pushes against one side of
the barrel going down, but when it
changes direction, it thrusts against
the opposite side. The ongoing theme
of rigidity in this platform engine
comes into play once again, providing
stability for component parts. In this
ness
of the liner and the new spiny
lock iron sleeve cast into the highpressure,
die-cast cylinder, replacing
the predecessor separate pressed-in
cylinder sleeves. The TC88, TC95,
TC96, and the TC103 engines use the
same cylinder.
Two major crank changes in recent
years are the Twin Cam crankpin and
attachment style and the late-Evo in-
and integral shafts cast and machined
as one. Flywheel integral shafts: the
and its pinion shaft promote internal
rigidity and precise vibration-robbing
ensures no runout is possible between
Previous models had separate shafts
which were held securely with Loctite
on big pinion nuts to massive sprocket
shaft nuts. Until around 1978, a screwheld
half-lock ring further ensured no
nut loosening. The reader can easily
discern which methodology is the more
rigid and less likely to induce vibration.
wheel
halves are fraught with potential
Uniquely for Harley, the Twin Cam
and M-8 straight crankpin has no tapers
like previous Big Twins and Sportsters.
This allows for precise truing of
this is next month’s Techline subject.
separate and incorporated shafts as
Pan, Shovel, Sportster, and Evolution)
crankpins and straight crankpins
found exclusively in Twin Cam and
M-8 engines. In vibration control
is that the small stuff counts, and
patience is a virtue.
96 / American Iron / Issue #358 AIMag.com