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Cycle Solutions Dimple Magnetic Drain Plugs vs. Stock Drain Plugs

Stock vs. Cycle Solutions Magnetic Drain Plugs

Cycle Solutions Inc. has offered these magnetic drain plugs for many years now.  We thought it would be a good idea to repost about them for those that are new to us and our products and for those that may have missed the post back in 2011.  Around 2009 Cycle Solutions Inc introduced our line of super high strength Dimple Magnetic Drain Plugs for Harley Davidson motorcycles.

We have seen unbelievable steel (ferrous metal) pieces pulled from engines, transmissions, and primaries (see above). One case was a 2002 Heritage Softail that has lost it’s cam chain tensioners and stock bearings. At Daytona 2010 we added the Fueling Cam Plate, Fueling Oil pump lifter kit, and Fuel Reaper 524 gear driven cams. The motorcycle came to us very noisy and left silent and smooth. As a precaution, we installed a motor and dry sump Dimple magnetic drain plug. We had the customer return after 300 miles to change the Lucas 20w50 synthetic oil. Both the Dimple motor and dry sump drain plugs were covered in needle bearings, steel shavings, cam chain hyvo teeth, and fine ground metal dust! We could not believe what we were seeing! The stock magnetic drain plugs were clean when we took them out the day before!

Back in 2010, CRT testing labs rated these super magnetic drain plugs at 1,435 times stronger than a brand new OEM Harley Davidson magnetic drain plug. Here are the results:

The are still the best drain plugs on the market and they are available now for Victory, Indian, Honda, Kawasaki, Ducati and many other motorcycle models.  Not convinced?  Watch our video demonstration we did showing off this product.

You can purchase the drain plugs in singles or take advantage of some savings and order the complete kits.  The more you buy the more you save.  No motorcycle should be without these plugs.  Click here and get started.

Lucas 50w Synthetic Oil + K&P Oil Filter vs. Harley Syn 3 Oil + Filter

I have a customer with a 2011 Screamin Eagle 110 Ultra Classic. He has complained that the bike’s top end is noisy after he takes it back to Harley Davidson for service. (We service it each spring in Daytona Beach). He states that after it’s spring service with Cycle Solutions, it is very noticable quiter. Why? Cycle Solutions Inc uses the Lucas Oil 50 weight full synthetic in the 110″ engine and 4 oz of Lucas Oil Stabilizer. The 20w50 syn 3 Harley oil is just too thin and gets thinner with the increased operating temperature of the 110″ engine. Today we drained the syn 3 again from his bike and replaced the oil with the 50 weight synthetic Lucas and stabilizer. I also replace the cheap Harley throw away oil filter with a chrome K&P billet oil cooler/filter. This filter flows about five times more freely, makes more horsepower and torque than a paper filter, and never has to be replaced (just cleaned)!!! It took at most one second on startup for the oil light to go out and the top end to quiet down! Customer present, pleased, and promised never to go back to syn 3 Harley oil!

Cycle Solutions – Stealth Touring Upgrade

Cycle Solutions Mobile Tuning crew has recently performed some magic on 2008 and newer TBW (throttle by wire) motorcycles. The 96″, 103″ and the 110″ engines have all been tested.  The goal was to significantly increase HP and torque with zero noise increase while noticeably dropping engine temperature. In our research, we installed 2009 Vance & Hines dresser dual head pipes and a ThunderMax TBW Auto Tune along with a variety of breathers including the Arlen Ness Big Sucker and RSD Roland Sands Design systems. On a 2011 103″ Ultra Classic, the results were unbelievable! Using it’s stock mufflers, the bike made 73 HP (up from 59 HP) and 86 ft lbs of torque (up from 27 ft lbs) AT IDLE! Seems impossible but in reality, replacing the OEM brain with the ThunderMax makes this bike operate at a 1-1 throttle cable ratio–literally slamming open the throttle 100% at ANY time.  Massive decrease in rear cylinder heat, no top speed restriction, and zero increase in noise! The 96″ and 110″ motors see very similar improvements.  Stay tuned for our post on the 575 Red Shift Cam swap on a similar build!

Another Satisfied Customer

Hello Chris, Mike Ballard here with the 2006 Road King, like to say thanks for all your help this weekend, the bike runs much better the increase power is very noticeable, most of thanks for helping me understand the process and helping understand the strain my motor was under not being able to breathe and exhaust.

Thanks again for your service; it was great meeting you and your staff. Most of all I’d like to say that you’re set up is fantastic, as you know there are many traveling dyno on the circuit, but you’re the first I’ve seen that was a full service center, that can identify a problem and offer a solution and correct the concern/problem, while you wait, very convenient.

Thanks and have a great day

Mike Ballard

2011 Road Glide Issue

I own a 2011 Harley davidson road glide custom with 103 power pack. I brought the bike to a shop for some custom work including, black powder coat everything that was chrome, hhi 7 degree rakes triple trees, painted inner fairing, grips, 23″ Russ wernimont front fender, 23″ renegade Racine wheel and matching floating rotors, shifter linkage, Arlen ness mini oval mirrors, etc…  I also purchase rinehart xtreme dual exhaust black, Roland sands turbine intake, and thundermax with auto tune setup with NGK iridium spark plugs from chris at cycle solutions. The bike ran great when I initially installed the exhaust, intake, plugs, and tmax. After the bike was ready to be picked up from the shop it started to have a slight hesitation at constant throttle. The bike actually started to get worse and drove like a motorcycle with a carburetor at a cold start in the middle of winter. The bike had about 100 miles on it. I then plugged the tmax in to my computer to check for new maps or any updates there may have been. I set a new map and ran the bike. No change what so ever. I contacted chris at this point and he asked me to call him in the am and he would go through the entire process with me of resetting the program and installing the proper map. We did that the next day. Chris had me first remove the ECM fuse for 1 minute, then installing it for 1 minute and then repeating the process a second time. Then we did the ignition process on and off 3 times for 10 seconds each cycle. Re-installed the map we found appropriate and called it a day. I then went for a ride with the bike and noticed there was no change. It was still hesitating. Chugging. I once again called Chris seeking his help to fix this bike. He asked me if I shut the bike down using the ignition or the kill switch on the right hand control. I told him I always use the kill switch. Just a habit of mine. Chris said that’s not a good idea because the tmax is a windows based program so shutting the bike down using the kill switch would be like having a bunch of programs up on your pc and just pulling the cord right out of the wall socket. So shutting the bike down using the kill switch will destroy all learned maps on the tmax. Not good. So chris had me pull the ECM fuse again. Out 1 min in 1 min twice. Then regulating the ignition on 10 seconds off 10 seconds 3 times and go for a ride. Yet again there was no improvement. So I plugged the bike back in to the computer and ran the diagnostic codes. It had a code. It was tgs1 lo. This meant I had a faulty twist grip sensor which also set an other code p2122 which was like a limp mode so nothing gets damaged. No problem. Went to Harley for them to run the code but couldn’t on their system because the thundermax wouldn’t let them. We looked the codes up in the speedo and came to the conclusion it was in fact the throttle by wire. I just bought the new part and installed it my self. The codes automatically cleared them selves. I took the bike for a ride and just like that it was running like a champ again. About 150 miles later I’m riding the bike and it starts hesitating again! I plug the tmax in again to my pc and run diagnostic codes. I find nothing there. There were also no codes in the speedo at this point. Now I’m really lost. I call Chris once again. I’m thinking it’s something wrong with the thundermax. Chris tells me he highly doubts it. But who knows at this point. So chris suggests putting the stock o2 sensors back in the pipes and removing the thundermax ECM and placing harley’s stock ECM back in the bike and running it for a while to rule out the ECM being the issue. I took it for a ride with the stock ECM and what do you know. Chris was right. It rode even worse. The bike couldn’t get out of it’s own way at this point. Now with the stock ECM I just put the bike in my trailer and dropped it off at the dealer for them to figure out what the issue was. Come to find out the issue was actually the jumper harness that plugs into the end of the twist grip sensor then to the main harness. The issue was I was initially going to have ape hangers installed so when the tech took the bike apart he snipped the green plug from the end of the jumper harness. When I decided not to do bars he just simply soldered the wires together to maintain the factory plug. Problem was he soldered it poorly and also didn’t use any shrink wrap. He used some electrical tape and of course the solder failed and one of the wires came apart. Problem solved. It was the jumper all along. The TGS was never a problem.  The tmax was installed once again with the proper map and it now runs mint. The power difference from the stock ECM and the tmax is seriously night and day. No comparison. Hopefully this will help someone out in the future If you are ever to experience this type of issue.