Complete New Technology S&S Panhead 93″ Engine

For vintage and classic bike lovers, the original Harley-Davidson Panhead is probably at the top of the list of  the coolest looking engines ever made.

But we also all know its weaknesses, reason why S&S Cycle offers a full line of modern technology Panhead 93″ engines, all faithful to the original appearance, either in alternator or generator style, for old original Harley or new custom chassis.

As a matter of fact, the S&S Panhead line-up includes 11 different versions to satisfy all your true vintage or vintage looking wishes.

The one featured here is for 1965-1969 Harley generator chassis with Supper E Carburetor. They are all offered with a two year warranty. S&S Cycle Panhead 93″ Engines.

11 Responses to “Complete New Technology S&S Panhead 93″ Engine”

  1. 1 Kirk Perry Sep 30th, 2010 at 2:23 pm

    S&S could consider, gathering all the parts from it needs to produce a rolling 1955-57 (style) replica frame. You will be dealing with a finite amount of parts. The 1955-57 engineered Harley is dead. Just like the U.S. Constitution. No mechanical changes are going to sneak up on you with ’55-57 OHV. Everything has been printed, imo, since March, 2008. (establ. M&O Vol. 2).

    Buy the “extra parts” (frame, wheels, h. bars, 3-bolt headers, you name it) you need from V-Twin® like I did. Spin the wheels on a truing stand. Mine have all been within 1/32″ run-out, side and top. Disassemble a few hubs in random lots to get a “feel for the assembler-teams” expertise.
    How many star hubs do you need to take apart before you know they’re all OK? 5 or 20?

    Build a jig-table to double-check V-Twins frame’s, install your motor, your trans. Pretty soon, you’ll learn where any problem(s) might show-up. Yes, 🙂 you’ll be V-Twins® 1955-57 OHV quality control team. If you use V-Twins® tranny cases that are plenty good for 74″ then.. (oh, right!, S&S Pan motors are 93″. Yikes 🙂 So put a 93″ compatible transmission in the frame. Baker® 6-speed, they make a 4-spd, FX jockey drum that’s pure Sport. Watch it on YouTube when posted, you’ll know.
    Stick to the OEM style of the ’55-57 period though. It’s covered in all the m/c books that are already printed. Create your own S&S manual for the motor and chassis, so a rider with 3 to 8 books would have all he/she needs to get it on the road.
    NOTE: I’m still waiting (since August 2010) for V-Twin’s new 3.5 tanks direct (UPS) from Taiwan. We had to bash the tanks on CAI, but our suggestions were accepted. So, S&S there’s the missing keystone-part that we all need, that’s on it’s way to the U.S.A. You’ll be the first to know.
    Ask Slidemeister what to do, he of great wisdom.

    S&S has the ability to TRY this program out on a limited basis. Therefore becoming the “seamster” of a patch-work quilt of independent contractors, who already have all of the product(s), but no “assembly organization” (w/ umbrella-liability insurance) to get all of their parts into a 1955-57 Big Twin motorcycle, loaded on Red-Ball® drop-lift truck – headed out.

    The product “bottleneck to market” is that most people don’t have the ability to fit the hard parts. Work with that fact.
    Build rolling-stock, in a crate and ship it – motor and trans. mummified in bubble wrap.
    V-Twins® 55-2533 1957 rolling chassis Kit sugg. retails for $5331.79

    Vintage Twins® 1955-57 hand-fitted rolling chassis is a pre-fit kit for $8,955.81 (plus CA tax), f.o.b, Hell Cajon, CA

    So, S&S® can fit in there somewhere, between the raw parts/ finished parts. Lots of room. 🙂

  2. 2 KNUCKLEZ Oct 1st, 2010 at 9:49 pm

    It’s all good & nice for sum but I’d rather stick to the true Pans & Knucks dont know what weakness the ol scoots have been riding em all jmho…..

  3. 3 Bigfoot49HD84 Oct 2nd, 2010 at 11:50 pm

    I have two 1949’s and a 55 and the only weakness they have is I get stuck on them. I can’t seem to ever get off the seat. I have friends with Shovels and Evo’s that are in the shop while I am still on the road. I change the oil, lube and adjust the chain, put in plugs and gas and that’s about it. I take the engine apart and clean it out every 100,000 miles and do the trany to just to keep everything tight. One has over one million miles on it and the engine is 60 over. Plenty of power whenever I need it.
    Panheads are the best engine Harley ever made.

  4. 4 mike corbin Oct 4th, 2010 at 2:54 pm

    Very nice !

  5. 5 chrism13 Oct 4th, 2010 at 2:58 pm

    I would love to see an exact replica swing-arm old bike with the new tech vintage pan motor and 6-speed motor & electric start , hey I don’t give a shit about you purest , your going to have to look twice , I gauruntee that !!!

  6. 6 Irish Mike Oct 5th, 2010 at 5:58 pm

    Very nice. Been awhile back but I saw a cone engine (alternator) with
    STD panheads on it and I really liked the old/new look. It had upgraded
    oiling and was a really nice looking engine. Chromed rocker covers etc.
    I’m surprised they haven’t seemed caught on. I’m sure S&S could put out
    a real nice version too.

  7. 7 Irish Mike Oct 5th, 2010 at 6:01 pm

    Shit, guess I shoulda looked at the link to other versions before I made that
    remark. I see they already DO have the engine I was talking about and it still
    looks as good as I remember it. Good for S&S.

  8. 8 Todd8080 Oct 6th, 2010 at 6:49 am

    I love the oldies as much as anyone, but unless you’re building a museum piece there’s no reason not to take advantage of modern technology, as S&S has done.

    Why constantly file & set points (and replace condensors) when electronic ignition is set-it-and-forget-it? Why use a wimpy, unreliable generator when you can get more amps from an alternator? Why use an OEM oil pump when there are better high-volume ones now? Why use a 6-volt sealed beam when you can use an 12-volt H4 halogen headlight?

    O-ring chains, vastly improved heads, bulletproof clutches, tubeless wire wheels, brighter LED taillights, simplified fork hydraulics, primary belt drive, the list goes on and on, and most of it can be accomplished without noticeably changing the look of the bike (even electric start if you’re so inclined).

    And why bother making these upgrades to a restoration or replica? Because bikes designed a half-century ago weren’t intended for today’s speeds on today’s roads. It’s nice to have a reliable oldie that can keep up.

    Now before anyone says their all-original stock Pan can run all day with any Evo or Twin Cam, remember this ain’t a bar and we’re not drunk (at least I’m not). I’ve built ’em both ways and I know what I’m talking about.

  9. 9 Kirk Perry Oct 8th, 2010 at 8:49 am

    Everybody liking something different is why motorcycles were created.
    S&S has a motor that is looking for a frame.

    We who own old iron feel that working on our machines is just part of the whole package. How can you even have a life, without talking to your machine or filing points or adjusting something? Whaddayeznuts?
    If nothing needs attention on my bike, then I’ll re-do something anyway just to get my hands greasy.

  10. 10 Todd8080 Oct 9th, 2010 at 7:26 am

    “How can you even have a life, without talking to your machine or filing points or adjusting something? Whaddayeznuts?”

    I have an intimate relationship with every bike I build that borders on pornographic. But the bikes that mean the most to me are the ones that get ridden hard & fast, day in and day out. I’ve pretty much quit building and working on bikes that are just for show, to me they’re a waste of parts. It makes me sick to put untold hours into a machine only to have its owner trailer it around everywhere.

    In other words, I concentrate on making bikes that are as useful and roadworthy as possible; ones that are meant (and able) to be ridden long distance. That means eliminating as many weak links as is practical; not just parts that require constant attention but also ones that can potentially leave the rider stranded on the side of the road because said parts cannot be easily serviced roadside.

    Of course, there are extremes in both directions. It’s hard to say which is worse, a bike that’s cobbled together from unreliable archaic parts or the [overly] high-tech bike that relies on numerous sensors for a tiny performance advantage, any one of which can cripple the bike if it fails.

    In my opinion Harley peaked with the carbureted Evo; it’s the perfect balance of power, reliability and user friendliness, which is why the vast majority of custom bikes are still based on the carbureted Evo and why the best aftermarket Pan & Shovel motors are the ones that make use of the Evo’s improved technology.

    EFI Twin Cams are easy to start and run great when everything’s working right, but there are far too many unnecessary parts for them to be useful in the long run. Fortunately for the MoCo, most Twin Cam owners have no idea what the long run is and never will.

  11. 11 roy fisk Nov 19th, 2011 at 2:30 pm

    You know
    old bikes are cool real cool, thats why everyone including harley keeps going back to there heritage.
    There the most copied. but lets look at reality. making something more usable freindly and safer isnt a bad thing. If you have ever riden drum brake bikes in a group of late model bikes with modern brakes it becomes apparent real fast that a brake upgrade is needed. Or if you have ever sat on the side of the road on a gorgeous fall day watching your riding partner try to figure out what has gone wrong with his generator or regultor when you should be out riding, it becomes apparent that a chargeing system upgrade would be nice. So S&S addresses known issues and fixes known problams. They fix casting problams that the factory refused to adnit were there. I am all for S&S to build my next engine. I WANT TO RIDE MY BIKE. Which is a 72 fl and will somedday be powered by a S&S 93″ alternator/ generator panhead backed with a baker 6 speed. And S&S makes my dream bike a reality. thank you S&S

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Cyril Huze