S&S X-Wedge Engine Photo Gallery

Although the exhaust flange mount has been relocated, it is set up to accept standard exhaust flanges.

The X-Wedge utilizes a single 2-1/16-inch throttle body to regulate airflow prior to entering the intake manifold. Monitoring conditions is an array of sensors that feed information to S&S's Closed-Loop Variable Fuel Injection system. The rectangular aluminum pieces inboard of the rockerboxes sit on

The X-Wedge's rocker assemblies are affixed to the head as opposed to the rockerboxes. The design benefits from automotive roller rockers complete with an adjuster built into the top of it. Simplicity of the rockerbox leads to needing only a single gasket between the rockerbox and the head.

Efficient design of the combustion chamber is key to a well-running engine. Here you can see the 2-inch intake valve and the 1.6-inch exhaust valve.

This cutaway of the cylinder reveals the X-Wedge's massive amount of cooling fin area. Another way S&S assures efficient heat transfer is through the use of an aggressive liner designed to lock the thick cast-iron cylinder piece to the aluminum cylinder. Sealing of both the cylinder and the head ben

Newly designed forged pistons are fastened to the connecting rods via a 0.927-inch wrist pin. Due to the engine's 56.25-degree vee, it is not necessary to notch the piston skirts to keep them from hitting one another at BDC.

Unlike most American V-Twins the X-Wedge is set up to run side-by-side, plain bearing, two-piece connecting rods.

This cutaway is viewed from a left rear vantage point. From here it is clear to see the relationship between the non-structural rockerboxes and the top of the head, as well as the adjustable roller rockers, valves, piston top, and exhaust port.

Residing deep within the cases is the one-piece crankshaft assembly. Gone are the days of multi-piece, assembled crankshafts. The entire assembly with the connecting rods attached, weighs in at a whopping 42.75 lbs. Unlike its predecessors, the crank relies on plain bearings as opposed to ball or ro

Located in the bottom center of the cam chest is the newly designed internal gerotor-style oil pump. The pump is able to put out much higher volume than current models, and increased oil pressure assures excellent lubricating and cooling characteristics throughout the engine.

Here's a look at the two single-lobe exhaust cams and the twin-lobe intake cam. By utilizing three cams, the X-Wedge maintains very good valve geometry. This new valvetrain is able to take advantage of lower decibel output due to the new Gates drive-belt.

The revolutionary design of the X-Wedge includes three belt-driven camshafts, and a completely new internal oil pump. The Gates Corporation designed the 30mm toothed drive belt specifically for this application. The number-one pulley drives the shared intake camshaft. The number-two pulley drives th

Big Dog Motorcycles has a longstanding relationship with S&S Cycle. Big Dog's Chopper was used as one of the test bikes to see just how well the new engine would perform out on the road. In the fall you will be seeing the X-Wedge in a select number of Big Dog chassis on showroom floors.

Extensive testing of the new X-Wedge was undertaken both on the dyno and in real-world scenarios. Here are a variety of different chassis S&S used to test the performance and durability of the new engine design.

The new face of large-displacement, high-performance, air-cooled, V-Twins: the S&S Cycle X-Wedge. When released in the fall of 2007 this EPA-compliant package will be available in various displacements to accommodate the needs of various OEMs.