I just need the power to kick in a bit sooner. I am running 10.5 to 1 Pistons, 58mm throttle body, Se-260 cams, bigger injectors, polished stage 3 big sucker air cleaner, 2 into 1 rb racing exhaust, ported and polished heads. 

what figures did you get with your set-up?
post dyno results?
might be something i'd consider...

I purchased this bike not so long ago. In about 4 weeks time it runs out of rego in NSW. I will then throw the stock pipes on and change over to NT. As soon as this is done I will throw the good pipes back on and have it dynoed. I will post up the results as soon as it is done.

 

Cheers

Your results will give me a pretty good idea of if it's what i'm after.
A lot depends on who you get to do the tuning etc.
My guess, 130 hp 125 tq, or maybe nowhere near.....

Here's one for Lushy. 10.8 static,  TR625/Tman heads/58mm HPI/Boarzilla in an FLHX. Borrowed from the HTT Dyno section.

 

 

Yes?? And the reason it is nosing over at 5400rpm with an exhaust that normally doesn't lay down until the limiter is because it is pumping itself up with Compression. Pumping losses. As I said each to their own. I won't do an engine with 10.8 and a 41 close, it will be a coffee shop bike, make it from one to the next, then on a warm day give the owner a heap of grief. I will leave them to others.

What's the most that can be skimed off the heads ( 110 B )?

Not real keen in spending  too much $$$$.

Take .040" off the heads, Andrews 37H cam and re-tune, ( stock lifters and springs ).

Would the gains be around the 8-10 on both, Hp Tq? and same power /torque curves? on my current dyno results.

 

CVO_'08_Springer_DYNO.pdf

why would you add compression to a Andrews 37?????

you would be looking at a cam with a 48+ intake close to add any more comp to a 110uber

Can see that that dyno chart is from the states

The bike was tuned by a very respected tuner in the US, from a climate similar to yours.
It was built to be a low revving, long distance tourer, and the owner is happy.
No need to take it to the limiter.
Just trying to show that Int' close is not always the decider, and some people do have different ideas.

Looks like a typical yank bagger graph shape to me, that's what they like, 100 torque at 2250 and holding over their riding rev range, i would think the spark/temp correction tables would control knock on a hot day if the VE's have been mapped properly in the first place, no?

Yanks also got better fuel than us which would help

Wasn't doubting the numbers fellas as it is a 124 with decent heads and pipes, more the fact that I have found the dynos in the states usually can't be compared to the numbers we get here.

For some reason that someone might be able to explain to me they read a lot higher over there then here?

He has the CF in SAE , that would take 2% off an STD graph. Those numbers are not killer for a 124, but not bad.I have often seen 140hp from old S&S 124s with a S&S carb. He has maybe 6ft more torque than most. The point I make is WHERE are you going to hold that bike at WOT at 3600rpm to use the max torque? Try it in the real world,not on a keyboard, you cannot do it for more than maybe .5 of a second as the engine is pulling thru that. You will not find a hill,with a headwind and a very large chick on the back that will even make the engine begin to sweat at 140ft lb. Might as well have an engine working properly. What is the point at all of having all this torque if the knock control is detuning the bike as you ride along?Do you only ride the bike on cool days? The point is to make a high torque dyno graph to sell stuff to folk. Show me the same engine, dyno graph at 40% throttle opening, then we can talk useable torque. Thats my way of thinking,there is more than one way to skin a cat. Go for your life guys.

All good discussion.
You mentioned pumping losses before. Isn't it true that an early intake close can actually reduce pumping losses at lower revs/low load ?
A late intake/high duration will of course improve pumping losses at higher revs.
I wonder how hard it would be to design a simple VVT system ?

I know you can't hold the bike on the road at peak torque, but surely isn't the average under the curve important to the way the bike rides ?

Ok, almost ready for rego inspection this coming week. As soon as im all done I will get her on the dyno and post up the results.

 

Cheers

how'd the bike go on the dyno?

happy with the outcome?