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Introducing the S&S Cycle X-Wedge Engine |
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Page 3 of 3  The cylinders use the five-bolt pattern, have no oil return holes and are common design for front or rear placement. Their round shape reduces bore distortion and computer designed progressive fin spacing increase the cylinders cooling capabilities. The cylinders are die-cast over the most aggressive liner seen in the industry to ensure heat transfer and permanent adhesion between the cast iron liners and the aluminum that surrounds them. Naturally, case design improvements were implemented including beefier engine mounts, a single oil pump sump location and integral tappet blocks with common front and rear tappet covers. By increasing the crankshaft mass, additional strength is found and vibration reduction is achieved, even when the stroke is pushed out to 43/8”. The new S&S X-Wedge crankshaft is a one-piece forged and Nitrided assembly. S&S Product Development team members integrated a side-by-side rod arrangement that utilize plain bearings. The X-Wedge crank is larger than a typical S&S crank assembly and helps to reduce vibration by just over 20% in comparison to a typical S&S 117ci engine.  The X-Wedge will not fit in a standard frame. Specific engine mounts are required, but it will match up to the common primary and transmission designs currently on the market so OE manufacturers will not have to re-engineer the driveline to utilize X-Wedge technology. Additionally, exhaust design will need to be X-Wedge specific due to the 56-degree configuration, incorporating O2 sensors for the closed-loop fuel injection.
A few key engineering designs are showcased in the following photos. We used the S&S cutaway engine to give you maximum visibility of this revolutionary engine. NOTE These images represent a production intent prototype. Final production engines may have slight differences.
S&S 117ci X-Wedge Specs
Bore = 4.125”
Stroke = 4.375”
Displacement = 117 CI
Cylinder head design = 2 valve Cross Wedge
Valve sizes = 2.0” Intake and 1.6” Exhaust
Pistons = Forged with no notching, common front to rear, .927” wrist pin diameter
V angle = 56.25 degrees
Cam Drive = Gates 30 mm wide system with automatic tensioner
Valvetrain = Hydraulic roller tappet with pushrods
Rocker arm ratio = 1.7:1
Crankshaft = Forged and nitrided one piece
Rod type = 7.400” forged split design with 7/16” bolts
Bearing Type = Tri metal plain style rod and main
Main bearing journal dia. = 2.36”
Rod bearing journal dia. = 2.20”
Oil system = Dry sump with internal gerotor pump
Induction and Engine Management = 2-1/16” throttle body with S&S closed loop VFI
Fuel injectors = 34.8 lb/hr @ 3 bar fuel pressure
Complete engine weight = 163 lbs
Crank and rod assembly weight = 42.75 lbs
Compression ratio = 9.75:1
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