Screamin' Eagle 135ci Touring Crate Engine, Black & Chrome
Harley-Davidson Accessories
#16200977
£8417.99£7576.19
Member£7155.29-15%
Screamin' Eagle Performance
251 products
Screamin' Eagle is Harley-Davidson's own performance catalogue: cams, big-bore kits, high-flow air cleaners, tuners and clutch components engineered by the factory for its own engines — over 250 genuine lines in stock. The range is built around the Stage system: Stage 1 opens up intake and exhaust breathing, Stage 2 adds cams matched to it, and Stages 3 and 4 step into big-bore territory, each stage designed to work with the ones below it. That factory matching is the honest case for paying Screamin' Eagle prices over aftermarket — the parts are developed on the exact engine they bolt into, and the Pro Street Tuner works with the stock ECM rather than replacing it. Most of the catalogue targets Milwaukee-Eight Touring and Softail models, with Twin Cam still covered; check fitment on each listing, because a 114 kit and a 107 kit are not interchangeable.
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Screamin' Eagle: the factory's own hop-up catalogue
Screamin' Eagle is Harley-Davidson tuning Harley-Davidsons — every part developed on the exact engine it bolts into. This page is genuine SE stock only.
The Stage ladder, as Harley defines it
The range is built as a ladder and the rungs are official: Stage I is intake, exhaust and tuning — the foundation everything else assumes. Stage II adds a cam, and here the choice that matters is grind, not brand: the torque grind fattens the 2,500–4,500 rpm band where a heavy tourer actually lives, the power grind pulls to the redline for solo aggression. Two-up riders who choose the power cam usually wish they hadn't. Stage III steps into big-bore territory — 107 to 114 being the well-worn path — and Stage IV adds CNC-ported heads and a bigger throttle body on top. Each stage is engineered against the ones below it, which is the real argument for staying in the family: the matching is done for you.
The warranty angle — SE's quiet advantage
Harley's published position on its street-legal stage kits is that dealer installation keeps factory warranty coverage intact — with the details (timing windows, what qualifies) living with the dealer, so confirm your own case before an engine-open build. No aftermarket cam can offer that. It is a genuine differentiator for a bike still under warranty, and much of the reason a Stage II SE build is the default first engine job on late Milwaukee-Eights.
Displacement ambition has hard limits, and they are set before you order: stock 107 cylinders only bore so far — the big 128/131 numbers are built on the thicker-walled 114/117 cylinders or new jugs entirely. If the plan is maximum cubes eventually, buy the path, not just the next step.
What actually sells here
The best-selling Screamin' Eagle line at this counter is not a cam — it is the High-Torque Compensator Kit, the factory's own fix for the cold-start clunk that 2007–2010 Twin Cams made famous (the full story is on our clutch & primary page). SE clutch upgrades follow the same logic: heavier springs and plate kits matched to what the stage kits do to torque. And every stage, Harley's own instructions insist, ends at the same place — recalibrated fuelling via SE tuning. Budget for it from the start; it is not the optional extra it looks like in the basket.
Common questions
Screamin' Eagle or Vance & Hines — which gives the better Stage 1 tune?
They're built for slightly different buyers. SE is Harley's own performance arm: the Pro Street Tuner is engineered to the factory ECM and maintains the cleanest warranty position when dealer-fitted. V&H's FP4 is the aftermarket default — it auto-tunes across real riding conditions and the Eliminator slip-ons are the most-fitted Stage 1 pipe in the UK. In warranty and riding hard, lean SE; for the best value auto-tune and the classic V-twin bark, lean V&H.
Does the SE Pro Street Tuner give enough fuel map control for a standard Stage 1 M8?
For the bolt-on Stage 1 combination — intake, slip-ons, tune — it delivers a matched calibration that hits the right marks and keeps dealer warranty coverage. Going further with cams or displacement work is where you'll want the broader map depth of a Dynojet Power Vision or a full custom dyno session; the PST is optimised for the bolt-on range and excels there.
Can a V&H FP4 auto-tune keep cylinder head temperatures safe on a Stage 1 M8?
In practice, yes. The FP4 logs fuel-trim data during real riding and adjusts on the fly, which keeps rear-cylinder temperatures in a sensible range once the map has enough miles on it. It's not as tightly integrated as an SE calibration built around the factory ECM tables, but for a well-matched slip-on and intake combination it does the job without drama.