Top End

Protect your valuable and irreplaceable original crankcases from worn-beyond-repair original cylinders (a.k.a. time bombs). These accurate reproductions are cast from state-of-the-art alloys to modern specs and stand up to all horsepowers you can pack on an IOE lower end. Now you can finally have both that stock factory look and a safe engine. Racers around the globe use them with great success for years. Sold as pairs only.

These inlet rocker arm kits by Competition Distributing have a different from the stock inlet levers ratio. This allows the intake valves to open wider and therefore more gas/air mixture can flow in. The location of the pivot bolts in the brackets for the inlet levers are matched to the changed ratio. All components are made entirely of chrome-moly steel and are case hardened to resist wear. The inlet levers feature oil-impregnated bronze bushings, hardware made from high-grade steel, flexloc nuts and pre-installed grease nipples. They fit 1915-1929 Harley-Davidsons, but the larger pushrod adjusting screws for 1928-1929 models must be used.

Reproductions of the inlet levers for ioe models of 1916-1929.

Reproductions of the bolts and bushings to restore the inlet levers of your IOE model.

Special screws which position and lock the intake housings in the cylinder.

Quite a cool thing that The Cyclery has invented and presenting here. Instead of simply offering replacement ring nuts for the intake housings of IOE models, they have addressed the problem of loose intake housing nuts. Until now, the solution to this was to weld and/or rework the threads in the cylinders of the pocket-valve V2 engines.
The ravages of time, unilateral pressure from the inlet tappets and pushrods, heat that weakens the structure, a lack of care when retightening the ring nuts - all these factors contribute to the fact that after about 100 years, the threads in the cylinders into which these nuts are screwed have widened and are no longer cylindrical, but often also conical. So it makes complete sense to offer oversize nuts as an uncomplicated solution for such maltreated threads. This way, reworking, welding and similar costly repairs can be avoided.
The nuts are manufactured in different outer diameters and you order two or three sizes to check which one fits your cylinder best. Of course, we will take back the nuts you don't need, as long as you have treated them well and screwed them in with a suitable tool and not with a pipe wrench.

Reproductions of the cylinder primer screws as used an all models 1915-1938.

Reproductions of the cylinder top plugs of IOE engines. These also function as upper engine mount.

Special nut for the cylinder top plug of IOE engines. This is the one that also works as upper engine mount.

These kits include two exhaust valves and springs.

Reproductions of the exhaust valve guides as used on IOE models 1921-1929.

Reproductions of the valve guides used on the 45"/750 cc SV engines of the R, W, and G series 1932-1940. Also used on the WR racing engines 1941-1952.

Reproductions of the stock intake housings as used on IOE models. Each housing includes an allocating pin (not mounted) and is pre-marked for drilling in the original position. The version for DCA/DCB 1923-1924 and JD/FD 1925-1929 motors is also available pre-assembled with valve, spring and collar.

Heat treated valve spring collars.

Kit consists of upper and lower exhaust valve covers.

Exhaust valve springs only which fit all HD twins and singles 1911 to 1929. Also fit V-model twins 1930 to 1932, all side valve singles and 1929 to 1930 45“ twins.

Incudes covers, springs and collars. Fits twins and singles 1917 and up.

Brackets to fasten the engine's top end to the frame.

Reproduction of the oiler cups that the Harley-Davidson used thru 1924. Precisely made with correct spring-loaded and knurled cap. Applied on clutch release lever bosses and early rocker arms.