forcefed3.8's
Buckeye Bullet
- Joined
- May 26, 2002
- Messages
- 3,845
I am selling my 2000 Night Train $16,500obo.
103" Screamin Eagle stroker with 5000 miles on bottom end and under 1000 on top end
Screamin Eagle CNC HTCC heads, I blended the seats into the bowl and combustion chamber, which helped low lift airflow
103+ pistons for 11.8:1 compression
Woods TW9FG .650 lift cams with S&S gear drive
Jims Hydro Solid lifters
Crane pushrods
Jims roller rockers
Screamin Eagle 51mm CV carb with thunderjet and custom S&S intake manifold
Crane ignition
Thunderheader pipe
200mm Metzler on the back with 530 chain drive
Softail Duece rear fender
Weld racing solid 18" rear wheel
Stock lace front wheel with new Metzler 90/90
Lowered 2" front, 2.5" rear
Screamin Eagle race primary gear
Barnett clutch with 9 frictions
Barnett race clutch spring
Harley tach with billet mount
I have always run Mobile 1 V-twin oil every 2000 miles, and I changed the primary and transmission lube every year
I am sure there are some things I am forgetting. This bike looks like new.
The bike is all black with no emblems or decals. I have spent well over $30,000 on this bike since 2002, and I do all my own work. The bike made 125rwhp/124rwtq on a very consertive Dynojet 250. It made more power than some hot 113's and 124's that were tuned on the same dyno. It could probably make some more HP with a larger 2" headpipe exhaust. I ran 10.9@120 with the old 112rwhp/114rwtq engine set up, and this new set up not only peaks more, but makes 20+hp and torque more under the curve and peaks torque 1000rpm sooner. It is a beast. I hate to sell it, but I haven't even put 200 miles on it in the last 2 summers.
103" Screamin Eagle stroker with 5000 miles on bottom end and under 1000 on top end
Screamin Eagle CNC HTCC heads, I blended the seats into the bowl and combustion chamber, which helped low lift airflow
103+ pistons for 11.8:1 compression
Woods TW9FG .650 lift cams with S&S gear drive
Jims Hydro Solid lifters
Crane pushrods
Jims roller rockers
Screamin Eagle 51mm CV carb with thunderjet and custom S&S intake manifold
Crane ignition
Thunderheader pipe
200mm Metzler on the back with 530 chain drive
Softail Duece rear fender
Weld racing solid 18" rear wheel
Stock lace front wheel with new Metzler 90/90
Lowered 2" front, 2.5" rear
Screamin Eagle race primary gear
Barnett clutch with 9 frictions
Barnett race clutch spring
Harley tach with billet mount
I have always run Mobile 1 V-twin oil every 2000 miles, and I changed the primary and transmission lube every year
I am sure there are some things I am forgetting. This bike looks like new.
The bike is all black with no emblems or decals. I have spent well over $30,000 on this bike since 2002, and I do all my own work. The bike made 125rwhp/124rwtq on a very consertive Dynojet 250. It made more power than some hot 113's and 124's that were tuned on the same dyno. It could probably make some more HP with a larger 2" headpipe exhaust. I ran 10.9@120 with the old 112rwhp/114rwtq engine set up, and this new set up not only peaks more, but makes 20+hp and torque more under the curve and peaks torque 1000rpm sooner. It is a beast. I hate to sell it, but I haven't even put 200 miles on it in the last 2 summers.
They couldn't figure out why I was having problems. Also without machining the caliper, the final width of the spacers, wheel, and caliper was too wide, I couldn't get the clip in the axle nut. 
