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Author Topic: 06' FLHTCUSE from 103CI to 107CI  (Read 6045 times)
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tom149
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My Ride 1:06' FLHTCUSE Black Candy Crimson/Slate 107CI

My Ride 2:98' FATBOY
« on: January 13, 2010, 09:55:50 PM »

It has been awhile, but after getting advice on several forums, my 06 FLHTCUSE (103CI) is now a 107CI motor.
NRHS build - went with the following:

NRHS Stage 2 CNC welded and ported TC 88 heads set to 87cc to achieve 10.2:1 static compression (swapped out my 103 heads)
Andrews Hydraulic Cam Conversion Kit with Andrews 54N cams
Bored Cylinders to 3.938 and installed CP 107FT forged pistons
Changed out injectors to SE 4.90 gms/sec
Already had SE High Flow Air Cleaner and Rinehart True Duals with Performance Baffles
Dyno Tuned - SERT

I am picking up the bike either Saturday 1/16 or Sunday 1/17 if the weather provides here in Denver Colorado.
The Tuner provided me with the dyno numbers today am I am pleased 104HP and 112TQ.
Again I just want to thank all of you who contributed your knowledge and expertise in helping me make educated choices.

Thank You,
Tom
« Last Edit: March 29, 2010, 11:53:44 PM by tom149 » Logged

06' FLHTCUSE black candy crimson/slate, 107CI welded and ported TC 88 heads (swapped out SE 103 heads), jugs bored to 3.938, CP 107FT pistons, andrews hydraulic cam conversion kit with 54N cams, Rinehart TD, SE AC, SERT Dyno Tune, clearview recurve shield, detachable tour pak, HW "four in the face"
Twolanerider
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My Ride 1:1999 FXR2 (red)

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« Reply #1 on: January 14, 2010, 12:02:24 AM »

Have fun Thumbs Up .
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tom149
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My Ride 1:06' FLHTCUSE Black Candy Crimson/Slate 107CI

My Ride 2:98' FATBOY
« Reply #2 on: January 14, 2010, 12:45:14 AM »

Thanks Twolanerider and thanks for your input!

Tom
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06' FLHTCUSE black candy crimson/slate, 107CI welded and ported TC 88 heads (swapped out SE 103 heads), jugs bored to 3.938, CP 107FT pistons, andrews hydraulic cam conversion kit with 54N cams, Rinehart TD, SE AC, SERT Dyno Tune, clearview recurve shield, detachable tour pak, HW "four in the face"
Florida Marine
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« Reply #3 on: January 14, 2010, 06:18:43 AM »

do you have a before upgrade dyno to compare it to??
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tom149
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My Ride 1:06' FLHTCUSE Black Candy Crimson/Slate 107CI

My Ride 2:98' FATBOY
« Reply #4 on: January 14, 2010, 10:58:03 AM »

As a stock CVO 103 with SE AC and Rineharts it was 77.9HP and 82.5TQ previously (SAE corrected as well). Those figures were from a different tuner on a different dyno, nice jump to 104HP and 112TQ + 26HP & + 29.5TQ.
« Last Edit: February 10, 2010, 06:58:37 PM by tom149 » Logged

06' FLHTCUSE black candy crimson/slate, 107CI welded and ported TC 88 heads (swapped out SE 103 heads), jugs bored to 3.938, CP 107FT pistons, andrews hydraulic cam conversion kit with 54N cams, Rinehart TD, SE AC, SERT Dyno Tune, clearview recurve shield, detachable tour pak, HW "four in the face"
tom149
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My Ride 1:06' FLHTCUSE Black Candy Crimson/Slate 107CI

My Ride 2:98' FATBOY
« Reply #5 on: January 17, 2010, 01:56:12 AM »

Picked her up today and holy smokes she passed the "seat of your pants" dyno with flying colors! I took highway 52 East to 85 South and let her rip while smiling from ear to ear! 0 to 90 in a heartbeat and pulls like a mule even in 5th gear, no downshifting necessary anymore.

Tom
« Last Edit: January 17, 2010, 02:25:45 AM by tom149 » Logged

06' FLHTCUSE black candy crimson/slate, 107CI welded and ported TC 88 heads (swapped out SE 103 heads), jugs bored to 3.938, CP 107FT pistons, andrews hydraulic cam conversion kit with 54N cams, Rinehart TD, SE AC, SERT Dyno Tune, clearview recurve shield, detachable tour pak, HW "four in the face"
tom149
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My Ride 1:06' FLHTCUSE Black Candy Crimson/Slate 107CI

My Ride 2:98' FATBOY
« Reply #6 on: March 25, 2010, 09:43:54 AM »

A Little Update! Its been a couple of months since I picked up my FLHTCUSE converted to a 107CI and I am really enjoying the modifications. The weather here in Denver has been pretty good for the most part and I have been able to get a fair amount of riding in. The power difference is amazing and has me smiling from ear to ear. The only change I would  consider making down the road would be to switch to a D&D 2 into 1 Fatcat with a "quiet baffle" which would probably give me slightly higher numbers, but would definitely shift the torque left hitting over 100 ft/lbs of torque at about 2200-2300 rpms instead of 3200 rpms. The only problem with that is another $600 - $675 for the Fatcat and about $270 - $360 for another SERT Dyno Tune.
Another alternative would be to switch to "quiet baffles" from my "performance baffles" on the Rinehart TD's which would get me to 100 ft/lbs at about 2600 rpm according to Rinehart Tech Department Info. I feel that this option would be a nice compromise. I may try this modification seeing as how I can get the "quiet baffles" through Dennis Kirk for about $94.00 (closeout). Then I would have my current tune tweaked and see where I am at. I figure about 1 to 1 1/2 hours of dyno time ($90.00 to $135.00).

Tom
« Last Edit: March 28, 2010, 12:43:39 AM by tom149 » Logged

06' FLHTCUSE black candy crimson/slate, 107CI welded and ported TC 88 heads (swapped out SE 103 heads), jugs bored to 3.938, CP 107FT pistons, andrews hydraulic cam conversion kit with 54N cams, Rinehart TD, SE AC, SERT Dyno Tune, clearview recurve shield, detachable tour pak, HW "four in the face"
Luca Brasi
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« Reply #7 on: March 25, 2010, 10:44:48 AM »

I am curious why you didn't send your stock SE103 heads out to a (pick your favorite) head porting shop vice starting with a set of stock 88" heads. Also, how much did 4cid gain you dollar for dollar as compared to spending that money on the exhaust(s) setups you mention ? Not trying to be a dickhead, I'm curious what your mind set was when you started the build ? Who recommended spending the bucks to bore your jugs and replace the pistons ? Why ? Who's idea was it to go with a set of stock 88" heads as a starting point on making your own performance heads ? Why ?

B B 
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tom149
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My Ride 1:06' FLHTCUSE Black Candy Crimson/Slate 107CI

My Ride 2:98' FATBOY
« Reply #8 on: March 25, 2010, 01:24:54 PM »

I am curious why you didn't send your stock SE103 heads out to a (pick your favorite) head porting shop vice starting with a set of stock 88" heads. Also, how much did 4cid gain you dollar for dollar as compared to spending that money on the exhaust(s) setups you mention ? Not trying to be a dickhead, I'm curious what your mind set was when you started the build ? Who recommended spending the bucks to bore your jugs and replace the pistons ? Why ? Who's idea was it to go with a set of stock 88" heads as a starting point on making your own performance heads ? Why ?

B B  

Luca, first of all you're not being a dickhead, you are asking some viable questions. I will try and answer them to the best of my ability.
 
1. Quite a few reputable head porters recommend TC 88 or 96 heads over CVO 103 stock heads for porting and polishing as a result of the size and shape of the combustion chamber on the CVO 103 heads (too big & hemi shaped) and the huge valves that they incorporate. The roughly 85cc, bathtub shaped, TC 88 head will provide more efficient combustion and higher compression than the 95cc - 98cc SE 103 stock hemi-shaped head. I needed 10.1 - 10.2:1 compression to run the Andrews 54N cams efficiently and was able to get that in part by cc'ing the TC 88 heads to 87cc. To get 87cc's out of SE 103 stock heads would require welding up and CNC cutting the combustion chambers and/or milling them considerably. I know that Don Dorfman (Dewey's Heads) and Scott (Hillside Cycles) prefer the TC 88 heads for performance builds and some head porters I contacted would not even work on the CVO 103 heads.

2. While the heads were off, it was relatively easy and inexpensive (about $450.00) to bore my existing jugs and add the oversize (3.938") cp pistons increasing my displacement to 107CI. $450.00 is considerably less than a D&D Fatcat 2 into 1 exhaust system. Also, displacement = power and "there is no replacement for displacement", to coin a phrase. The 96CI or 103CI to 107CI conversion is a very popular build and almost all of the Independent Performance Shops are recommending/offering it. As long as you have a 4.375" stroker, the 3.938 bore will get you to 107CI (actually about 106.5CI  Wink).

3. My thinking was go with the build that I planned (107CI), have it Dyno-SERT tuned, and see what the HP, TRQ, and and Curve look like. Then, if I believed that those elements could be improved upon, I could always modify/change my exhaust setup at a later date. I was unaware of just how poor a performer the Rinehart True Duals would be, especially with the "performance baffles" when it comes to torque and where that torque comes in.

However, overall the bike really runs great now with plenty of HP and TRQ, but shifting the torque curve left a bit might be a little more in line with where I'd like my torque to come in especially on a heavy bagger. Earlier torque and shifting the curve left would definitely increase the "seat of your pants dyno".

Hope I answered your questions.

Here is a very similar build by GMR Performance producing very similar peak numbers but by using the Fatcat 2 into 1 check the difference in the overall torque curve and at what rpm the 100 ft/lb mark is reached. The build is a 107CI conversion from a 96CI (bored to 3.938") with Andrews 54s, reworked heads set to 9.8:1.

http://www.gmrperformance.com/index.php?option=com_docman&task=doc_download&gid=34&Itemid=60    105ft/lb at 2250 rpm

Here is the very same build with Rinehart TD'd with "quiet baffles", quite a difference in where the 100 ft/lb mark is reached.

http://www.gmrperformance.com/index.php?option=com_docman&task=doc_download&gid=33&Itemid=60    100 ft/lb at 2750 rpm

With my "performance baffles" (least restrictive), I don't reach 100 ft/lb until about 3200 rpm. After speaking with Rinehart Tech Dept. they believe that the "quiet baffle" will get me 100 ft/lb at about 2600 rpm. I think that is a nice compromise and quite acceptable and probably the direction I'm headed! It will cost me $94.00 (baffle) and tweaking my current tune (hopefully 1 - 1 1/2 hours dyno time = $90.00 - $135.00).

Tom  
« Last Edit: April 16, 2010, 06:17:41 PM by tom149 » Logged

06' FLHTCUSE black candy crimson/slate, 107CI welded and ported TC 88 heads (swapped out SE 103 heads), jugs bored to 3.938, CP 107FT pistons, andrews hydraulic cam conversion kit with 54N cams, Rinehart TD, SE AC, SERT Dyno Tune, clearview recurve shield, detachable tour pak, HW "four in the face"
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