Topic: SESG Dyno Results (Read 21858 times)

walleye · « **on:** March 24, 2010, 08:40:55 PM »

Just got the bike tuned after i broke it in.

TEQUILA -aka- RED RUM · « **Reply #1 on:** March 24, 2010, 09:09:02 PM »

It must pull HARD...........

BLU Bike · « **Reply #2 on:** April 02, 2010, 05:38:55 PM »

I just got the dyno completed and I'm pleased with the results.

I can't wait to get the bike back and go riding it should be done next week. I had the 58mm throttle body, heavy breather, cat cored, Fullsac 2.25" baffles and a super tuner installed and it sounds great with the change. Thanks for all the great ideas and suggestions I've read on this site. I'll post both the before and after sheets.

BLU Bike · « **Reply #3 on:** April 02, 2010, 05:40:19 PM »

Here is after.

michaelbmenaker · « **Reply #4 on:** April 02, 2010, 06:05:51 PM »

Impressive numbers. By chance do you have the AFR numbers too?

BLU Bike · « **Reply #5 on:** April 02, 2010, 07:03:43 PM »

When I pick up the bike next week I'll ask for a complete sheet with all the details, I'm hoping it will be finished by mid week and the weather in Illinois stays nice.

BLU Bike · « **Reply #6 on:** April 06, 2010, 09:12:27 PM »

I just picked up my bike today and no matter what the numbers are I feel it runs great and I love the handling of the SESG. My last bike was an "02 RK and it is a world of difference in handling and performance. My RK dyno numbers were 83.4HP and 95.2TQ and it ran very respectable but the response of the SESG is the big difference. I tend to drive a little hard at moments and on my way home I got on I80 opened it up and when I looked down I was at 115MPH in 5th gear shifting to 6th. I had some mods done and I'll post some pictures soon.

rlavigna · « **Reply #7 on:** April 06, 2010, 09:24:25 PM »

Quote from: BLK Bike on April 06, 2010, 09:12:27 PM

I just picked up my bike today and no matter what the numbers are I feel it runs great and I love the handling of the SESG. My last bike was an "02 RK and it is a world of difference in handling and performance. My RK dyno numbers were 83.4HP and 95.2TQ and it ran very respectable but the response of the SESG is the big difference. I tend to drive a little hard at moments and on my way home I got on I80 opened it up and when I looked down I was at 115MPH in 5th gear shifting to 6th. I had some mods done and I'll post some pictures soon.

Good looking Dyno. What CAM did you use?

BLU Bike · « **Reply #8 on:** April 07, 2010, 01:44:39 PM »

Thanks. The mechanic that runs the dyno at Illinois HD talked me into leaving the stock cam for my normal style of riding. I may add a hitch in the future as I have a trailer from my RK and I plan to get it painted to match the bike if someone makes a hidden receiver style like I had on the RK.

dkflhxse · « **Reply #9 on:** June 01, 2010, 10:29:05 PM »

Got bike back after 1,000 mile service. Had '09 headers, SERT, and V&H High Outputs installed and finished with a dyno tune. Results are 97 HP and 113+ lb/ft torque. Bike runs strong, great throttle response, and sounds great. Barks loud when you get on it but mellows out at cruise so the stereo comes through loud and clear. Quite pleased with the combination - appearance, performance, and sound.

MY2NDCVO · « **Reply #10 on:** July 27, 2010, 03:12:12 PM »

Just had my New 2010 done today, all I did was add 1.75 Rush slip on mufflers & punch out the Cats.
Max HP = 92.5
Max Torque = 111.43

roadking71865 · « **Reply #11 on:** July 27, 2010, 05:47:01 PM »

Just had mine tuned last week.
99.96
113.43

Black Diamond · « **Reply #12 on:** October 13, 2010, 10:25:10 PM »

Shop sent me a email with the results on mine

Stock - 85.00 hp / 100.74 tq

Fullsac X pipe, Fullsac 2" CVO baffles, Ventilator A/C, TTS - 95.8 hp / 108.32 tq

Picking her up tomorrow. Hope to have a better sheet to attach.

JW

Edit to add dyno sheet.

2010SSRS · « **Reply #13 on:** October 17, 2010, 08:58:18 PM »

So i had Kutter tear our new SESG2 110" down and did the following:

- Reworked Heads
- Installed Hi Comp Pistons
- Installed TR-590 Cams
- Installed V&H Catless True Dual Head Pipes
- Installed V&H Hi Output Slip Ons
- Installed Tuner and Mapped

i got 106hp and 120tq

i was REALLY hoping for around 115hp but knew my exhaust choice would be iffy on performance. i will say though, it's night and day and the 120tq really gets her moving. i haven't pushed her yet as i just turned 1000 miles today.

i love the sound so well that i couldn't go to a 2 into 1 now, but i could always go bigger on the cams and even 58MM on the TB. i'll run her this way thru next summer then re-evaluate.

Proctor · « **Reply #14 on:** October 19, 2010, 05:28:33 PM »

2010 CVO street glide built by Dusty Werner at Alefs HD in Wichita KS. 129.62 hp and 127.22 tq. Still a 110.

http://www.alefshd.com/custompage.asp?pg=club
number 3 Jeff G.

SBB · « **Reply #15 on:** October 19, 2010, 08:09:55 PM »

Quote from: Proctor on October 19, 2010, 05:28:33 PM

2010 CVO street glide built by Dusty Werner at Alefs HD in Wichita KS. 129.62 hp and 127.22 tq. Still a 110.

http://www.alefshd.com/custompage.asp?pg=club
number 3 Jeff G.

Cool Jeff! --------------------------->

What mods were done on the bike?
Can you post a copy of the dyno sheet?
That's got to be fun to ride.

SBB

Black Diamond · « **Reply #16 on:** October 19, 2010, 08:26:01 PM »

Quote from: Proctor on October 19, 2010, 05:28:33 PM

2010 CVO street glide built by Dusty Werner at Alefs HD in Wichita KS. 129.62 hp and 127.22 tq. Still a 110.

http://www.alefshd.com/custompage.asp?pg=club
number 3 Jeff G.

WOW! That's a great build! We need details man!

JW

Proctor · « **Reply #17 on:** October 20, 2010, 10:46:27 AM »

We kept it a 110, but he bored it 10 over and installed 11. To 1 Wisco pistons, T- Manns 660 lift cams, SE 58mm t-body with a heavy breather. V&H power duals and high output mufflers. The crank was balanced, larger rods and timken upgrades. Dusty Werner did the head work himself.

She pulls like a freight train and has a mean idle.

michaelbmenaker · « **Reply #18 on:** October 20, 2010, 12:09:54 PM »

Quote from: Proctor on October 20, 2010, 10:46:27 AM

We kept it a 110, but he bored it 10 over and installed 11. To 1 Wisco pistons, T- Manns 660 lift cams, SE 58mm t-body with a heavy breather. V&H power duals and high output mufflers. The crank was balanced, larger rods and timkin upgrades. Dusty Werner did the head work himself.

She pulls like a freight train and has a mean idle.

Just for grins, how much did you spend on this build?

Proctor · « **Reply #19 on:** October 20, 2010, 12:58:38 PM »

It was over $5,000, but the crank work was expensive. Dusty was honest and said he would do it without the crank work, but didn't want to.

I'm so glad we did, beause my engine was going to be a real oil burner. He tore it appart with 1 mile on it and the cylinders were rusty. I can't believe CVO would let an engine out like that.

Proctor · « **Reply #20 on:** October 20, 2010, 01:06:45 PM »

Here is what my cylinders look with just one mile on the bike.

Black Diamond · « **Reply #21 on:** October 20, 2010, 08:54:11 PM »

Quote from: Proctor on October 20, 2010, 10:46:27 AM

We kept it a 110, but he bored it 10 over and installed 11. To 1 Wisco pistons, T- Manns 660 lift cams, SE 58mm t-body with a heavy breather. V&H power duals and high output mufflers. The crank was balanced, larger rods and timken upgrades. Dusty Werner did the head work himself.

She pulls like a freight train and has a mean idle.

I really like Tman's parts. Good stuff.
Congrats on the build.

JW

laylonlor · « **Reply #22 on:** October 20, 2010, 10:25:36 PM »

great results, i heard that v/h exquast wasn't good for hi preformance builds, but it doesn't sound like the v/h head pipe and hi output hurt that build, i assume that is corrected hp at the rear wheel

Black Diamond · « **Reply #23 on:** November 26, 2010, 11:52:29 AM »

Quote from: Proctor on October 20, 2010, 10:46:27 AM

We kept it a 110, but he bored it 10 over and installed 11. To 1 Wisco pistons, T- Manns 660 lift cams, SE 58mm t-body with a heavy breather. V&H power duals and high output mufflers. The crank was balanced, larger rods and timken upgrades. Dusty Werner did the head work himself.

She pulls like a freight train and has a mean idle.

Proctor

Which version of the T-Man 662 cams did you use?

JW

Dan_Lockwood · « **Reply #24 on:** November 27, 2010, 01:25:52 PM »

Quote from: Proctor on October 20, 2010, 10:46:27 AM

We kept it a 110, but he bored it 10 over and installed 11. To 1 Wisco pistons, T- Manns 660 lift cams, SE 58mm t-body with a heavy breather. V&H power duals and high output mufflers. The crank was balanced, larger rods and timken upgrades. Dusty Werner did the head work himself.

She pulls like a freight train and has a mean idle.

Great job, looks like it would be lots of fun.

Just for my better understanding of the Dyno sheet, it says Gamble_052.drf. From what I've seen and read, this is probably the last pull they did and it was number 52 of the build series. Is that correct?

I realize that not ALL the pulls were at WOT, but I'm most were. That seems like a lot of abuse, although abuse is probably not the correct word. I'm sure that when a motor is properly prepped and built, this is just running it through the cycle which really doesn't do much harm.

Just wondering...

Proctor · « **Reply #25 on:** November 30, 2010, 11:58:00 AM »

Quote from: Black Diamond on November 26, 2010, 11:52:29 AM

Proctor

Which version of the T-Man 662 cams did you use?

JW

T-Man 662-2 mid range cam.

Proctor · « **Reply #26 on:** November 30, 2010, 12:02:43 PM »

Quote from: Dan_Lockwood on November 27, 2010, 01:25:52 PM

Great job, looks like it would be lots of fun.

Just for my better understanding of the Dyno sheet, it says Gamble_052.drf. From what I've seen and read, this is probably the last pull they did and it was number 52 of the build series. Is that correct?

I realize that not ALL the pulls were at WOT, but I'm most were. That seems like a lot of abuse, although abuse is probably not the correct word. I'm sure that when a motor is properly prepped and built, this is just running it through the cycle which really doesn't do much harm.

Just wondering...

I'm not sure why the file name has 52 in it. It was the last pull after the tuning. No not all pulls are WOT, they tune it at every 10% mark of the throttle position. This build was made to run so I doubt it hut it much. I changed the oil 5 times in the first 500 miles.

guppytrash · « **Reply #27 on:** November 30, 2010, 12:16:08 PM »

Looks like they have a couple of guys there that know what they are doing with the 110's.

Nice!

trahog · « **Reply #28 on:** March 03, 2011, 07:03:43 PM »

Tuned by Heath @ H&D cycles Lillian Alabama

trahog · « **Reply #29 on:** March 03, 2011, 07:05:12 PM »

another one

trahog · « **Reply #30 on:** March 03, 2011, 07:06:31 PM »

My 2009 cvo road glide vs my 2011 cvo street glide

Dood2 · « **Reply #31 on:** March 07, 2011, 09:58:51 AM »

V&H Power Duals, V&H Hi output mufflers. SERT . Tuned by Dealer. Not happy , not sad. Bike runs OK. Thought there should have been a little more H/P

fatboi1959 · « **Reply #32 on:** March 07, 2011, 02:25:34 PM »

75 degrees and 9% humidity didn't help.

grc · « **Reply #33 on:** March 07, 2011, 03:24:22 PM »

Not sure what you expected, but gains of approximately 14 HP and 15 Ft-Lb with only an exhaust change and tune is pretty good in my book.

Jerry

jiml53 · « **Reply #34 on:** March 07, 2011, 04:59:19 PM »

Quote from: grc on March 07, 2011, 03:24:22 PM

Not sure what you expected, but gains of approximately 14 HP and 15 Ft-Lb with only an exhaust change and tune is pretty good in my book.

Jerry

I'm with Jerry.

jim

DOC.COFFIN · « **Reply #35 on:** March 10, 2011, 03:42:05 PM »

I'm with ya' on that Dood2. I was hoping to at least break the century mark on HP, but I'm not complaining when I'm getting almost 120 on TQ. After break-in I added the Fullsac headers, Rinehart 4" slip-ons, SERT, and Dyno'd at Cycle Visions by Randy Aron. Perhaps someone could indulge my ignorance with two questions. Why does the TQ curve drop off at 3700? What further mods can help me gain that extra 10-20 HP that I want? Thanks.

Doc

JCZ · « **Reply #36 on:** March 10, 2011, 04:22:31 PM »

Quote from: DOC.COFFIN on March 10, 2011, 03:42:05 PM

I'm with ya' on that Dood2. I was hoping to at least break the century mark on HP, but I'm not complaining when I'm getting almost 120 on TQ. After break-in I added the Fullsac headers, Rinehart 4" slip-ons, SERT, and Dyno'd at Cycle Visions by Randy Aron. Perhaps someone could indulge my ignorance with two questions. Why does the TQ curve drop off at 3700? What further mods can help me gain that extra 10-20 HP that I want? Thanks.

Doc

And why did he start at 3,000 rpm? But you got huge torque......that ought to be fun out of the hole.

Stock header with cat removed, stock exhaust w/ 1.75 Fullsac baffles, TTS tuner dyno tuned by a pro....a very smooth power curve and peak numbers at 106.57 HP and 111.13 TQ. http://www.cvoharley.com/smf/index.php?topic=44545.0

DOC.COFFIN · « **Reply #37 on:** March 11, 2011, 12:07:09 AM »

Quote from: JCZ on March 10, 2011, 04:22:31 PM

And why did he start at 3,000 rpm? But you got huge torque......that ought to be fun out of the hole.

Stock header with cat removed, stock exhaust w/ 1.75 Fullsac baffles, TTS tuner dyno tuned by a pro....a very smooth power curve and peak numbers at 106.57 HP and 111.13 TQ. http://www.cvoharley.com/smf/index.php?topic=44545.0

It's definitely got some grunt off the line. I'm a little thick-headed, so I have to ask...in your last comment...are you saying that with that much TQ the gain in HP I'm looking for is available in a better Dyno tune?

JCZ · « **Reply #38 on:** March 11, 2011, 05:52:31 AM »

I'm not as sharp on this as some of these motor heads are but I noticed several things that stand out from normal dyno sheets.

The graph starts at 3,000 rpm.....that seems odd and maybe one of these guys can answer that. Most start down around 2,000-2,200 rpm.

It's smoothed at 4 instead of 5......why and what affect does that have on the true picture? Most dynos are smoothed at 5

It's in STD instead of SAE.....again, why and what effect does that have on the true picture? Most dynoes are in SAE

Just to many variances to compare your dyno sheet to everybody else and why did he do it this way. I can't help but wonder if he did it just to make it look better to the casual observer.

DOC.COFFIN · « **Reply #39 on:** March 11, 2011, 09:52:26 AM »

Hmmm...That's more than a little disconcerting...and raises more questions. $:-\$

JCZ · « **Reply #40 on:** March 11, 2011, 10:18:27 AM »

Off topic just a bit.....Doc, are you going to make it to Solvang in May? http://www.cvoharley.com/smf/index.php?topic=58261.0

Most of the Calif. members of this forum will be there. Would like to meet you....put down a few miles.

DOC.COFFIN · « **Reply #41 on:** March 11, 2011, 01:39:56 PM »

Quote from: JCZ on March 11, 2011, 10:18:27 AM

Off topic just a bit.....Doc, are you going to make it to Solvang in May? http://www.cvoharley.com/smf/index.php?topic=58261.0

Most of the Calif. members of this forum will be there. Would like to meet you....put down a few miles.

Hey Devil Dog, not only are you a member of the CRS club...You're the Pres

...LMAO

...We had a couple of PMs regarding this in February. "I do wish that I could be there...I'm currently forward deployed and won't be returning until the third week in May. I'll be home just in time to load the BlackBird up and hit the road for the Run For The Wall on the 18th." I'm gonna be saddletrampin' it for about three weeks when I return.

Of course, that may all change and I could be looking at an extended deployment...It all depends on how things turn out with Japan and relief missions that may spring up. Who knows what tomorrow will bring. I definitey want to be able to meet y'all. Maybe I'll just have to come up for some cam work and dyno from ya' after I get back.

Doc

JCZ · « **Reply #42 on:** March 11, 2011, 05:47:51 PM »

Quote from: DOC.COFFIN on March 11, 2011, 01:39:56 PM

Hey Devil Dog, not only are you a member of the CRS club...You're the Pres ...LMAO ...We had a couple of PMs regarding this in February. "I do wish that I could be there...I'm currently forward deployed and won't be returning until the third week in May. I'll be home just in time to load the BlackBird up and hit the road for the Run For The Wall on the 18th." I'm gonna be saddletrampin' it for about three weeks when I return.

Of course, that may all change and I could be looking at an extended deployment...It all depends on how things turn out with Japan and relief missions that may spring up. Who knows what tomorrow will bring. I definitey want to be able to meet y'all. Maybe I'll just have to come up for some cam work and dyno from ya' after I get back.

Doc

I do remember...................now.

Does it count if I tell you I get and send a lot (to many!) PMs. O.K. I'm pleading "not guilty" yer honor.....that's my story and I'm sticking to it.

Racerdj · « **Reply #43 on:** March 12, 2011, 02:53:41 PM »

Looks like great results!

Harleypingman · « **Reply #44 on:** March 12, 2011, 05:54:39 PM »

JCZ, I'm not a tech or motorhead but have a very good friend who is. Basically, using a lower smoothing number (4 instead of 5) may allow a slightly higher peak number that would otherewise be lost using the greater smoothing provided by the higher smoothing number; one or two hp/tq. STD as a correction factor typically yields higher hp and tq than SAE. Can't be exact on the difference but somewhere around 3% +/-.

Carl

JCZ · « **Reply #45 on:** March 12, 2011, 10:54:00 PM »

Quote from: Harleypingman on March 12, 2011, 05:54:39 PM

JCZ, I'm not a tech or motorhead but have a very good friend who is. Basically, using a lower smoothing number (4 instead of 5) may allow a slightly higher peak number that would otherewise be lost using the greater smoothing provided by the higher smoothing number; one or two hp/tq. STD as a correction factor typically yields higher hp and tq than SAE. Can't be exact on the difference but somewhere around 3% +/-.

Carl

If that's true......it's as I suspected. Slight of hand on the dyno to make it look better than it truely is, to the casual observer.

Doc, you'd not be the first one to travel up from So Cal to have Bob dyno tune their bike. Might be worth the trip when you get home.

DOC.COFFIN · « **Reply #46 on:** March 13, 2011, 04:04:53 AM »

That's some good intel gentlemen, thank you. JCZ...what do you think I'm lookin' at $OTD for the cam work and Dyno?

JCZ · « **Reply #47 on:** March 13, 2011, 07:06:23 AM »

Quote from: DOC.COFFIN on March 13, 2011, 04:04:53 AM

That's some good intel gentlemen, thank you. JCZ...what do you think I'm lookin' at $OTD for the cam work and Dyno?

Give Jim (hd-dude on this forum) is who you want to talk to. He's the one that did all the work on mine and Terrie's bikes (and most of the other Nor Cal members bikes). He'll do the work and get you dyno tuned and all.....in one package.

Metal Dragon
22336 Meekland Ave
Hayward, CA 94541
510-885-9471

DOC.COFFIN · « **Reply #48 on:** March 13, 2011, 02:22:14 PM »

Thanks for the info...I'll definitely be making contact with Jim.

Dryer · « **Reply #49 on:** March 29, 2011, 06:40:41 PM »

I dropped my Kryptonite bike off last night at my tuners to have him tune it. This is on my bike with Vance and Hines Power duals with Rinehart 4" slip ons and a Power Commander V. He said he was pretty happy with how it turned out. He said that it was pretty lean!

hbens · « **Reply #50 on:** January 25, 2012, 04:08:01 PM »

Here is the dyno run for my 2012 SESG. It has bone stock running gear with 1225 miles on it.
I'll post the follow on dyno run after I put fuelmoto header pipe, 4 1/2" tuned muffler's and a Power Vision EFI controller on it.

hbens · « **Reply #51 on:** January 25, 2012, 04:13:32 PM »

I'll try adding a jpeg picture of the dyno sheet this time.
With luck it will show up fine!

ibemployed · « **Reply #52 on:** January 26, 2012, 12:17:01 PM »

Quote from: JCZ on March 13, 2011, 07:06:23 AM

Give Jim (hd-dude on this forum) is who you want to talk to. He's the one that did all the work on mine and Terrie's bikes (and most of the other Nor Cal members bikes). He'll do the work and get you dyno tuned and all.....in one package.

Metal Dragon
22336 Meekland Ave
Hayward, CA 94541
510-885-9471

$:-\$

I compared my 12' SESG to my 08' goldwing and was a little disappointed with the power of the SG. Does the SG perform better after the break in period?

JCZ · « **Reply #53 on:** January 26, 2012, 01:36:41 PM »

Quote from: hbens on January 25, 2012, 04:13:32 PM

I'll try adding a jpeg picture of the dyno sheet this time.
With luck it will show up fine!

That's a pretty rough graph there.....was that before the tune?

Where's the A/F graph?

JCZ · « **Reply #54 on:** January 26, 2012, 01:39:38 PM »

Quote from: ibemployed on January 26, 2012, 12:17:01 PM

$:-\$

I compared my 12' SESG to my 08' goldwing and was a little disappointed with the power of the SG. Does the SG perform better after the break in period?

A bit. You do know the HDs are detuned from the factory (to meet EPA standards) don't you? You have to get them breathing.....get em tuned to run right. Then it's a huge difference.

Midnight Rider · « **Reply #55 on:** January 26, 2012, 01:57:09 PM »

Quote from: ibemployed on January 26, 2012, 12:17:01 PM

$:-\$

I compared my 12' SESG to my 08' goldwing and was a little disappointed with the power of the SG. Does the SG perform better after the break in period?

Apples to Kiwi Fruit...

FAST380 · « **Reply #56 on:** January 26, 2012, 02:17:03 PM »

I don't like Kiwi Fruit..... Just sayin...

hbens · « **Reply #57 on:** January 26, 2012, 03:15:48 PM »

JCZ,
This run was just a baseline of my stock running bike. I didn't ask for nor receive an A/F graph on the print out.
This was a winter special for $25 bring your bike and see what it puts out; no frills and no extra work I guess. They are planting a seed to make me 'need' another dyno run and extra dyno/tech time to tweak out the best performance.
I'll be more interested in the complete picture when I put the exhaust and power vision tuner on in a few months when my wallet cools off a little

. (This will be the first stage of development for the bike)
Then there will be a follow on dyno run when I go into the motor and change the pistons, cams and maybe do the heads (Second stage of development)
I wish I could do it all at once but can't. I just bought a tour-pak and all the goodies that go with it, matching passengar footboards, and highway peg mounts.
Plus I have to have enough cash to ride out west in late June to early July. So many things to do with a finite amount of disposable income.

FAST380 · « **Reply #58 on:** January 26, 2012, 03:21:26 PM »

hbens,

Like everybody always says, the Dyno is more of a tuning tool than anything else. I have Fullsac head pipe and cores, Fueling cams, TTS tuner, and I came in the same torque as you.

Midnight Rider · « **Reply #59 on:** January 26, 2012, 03:28:41 PM »

hbens...that Dyno run was on a completely stock bike? Not trying to be contentious, but there's no way in hell a stock bike is putting out 116 TQ at the rear wheel. I'd say the dealer had a "happy" dyno. Stock numbers are more in the 80's on HP and very low 100's for TQ (if that). Add something like the Fullsac X pipe, 2" baffles, and TTS Mastertune, for <$1100 if you do it yourself, and the numbers will go up to the mid 90's HP, and 110 TQ, plus or minus a tad, depending on the Dyno, environmental conditions when the run was done, etc. A noticeable improvement in power and drivability over the stock configuration.

Black Diamond · « **Reply #60 on:** January 26, 2012, 04:04:06 PM »

hbens

Here's an example: this my SESG stock - red lines 85 hp / 100 tq
Full Sac X pipe, Full Sac 2" cores, TTS tuner - blue lines 95 hp / 108

Close to 10 / 10 just by letting her breath better. FWIW

JW

JCZ · « **Reply #61 on:** January 26, 2012, 05:17:12 PM »

Quote from: Midnight Rider on January 26, 2012, 03:28:41 PM

hbens...that Dyno run was on a completely stock bike? Not trying to be contentious, but there's no way in hell a stock bike is putting out 116 TQ at the rear wheel. I'd say the dealer had a "happy" dyno. Stock numbers are more in the 80's on HP and very low 100's for TQ (if that). Add something like the Fullsac X pipe, 2" baffles, and TTS Mastertune, for <$1100 if you do it yourself, and the numbers will go up to the mid 90's HP, and 110 TQ, plus or minus a tad, depending on the Dyno, environmental conditions when the run was done, etc. A noticeable improvement in power and drivability over the stock configuration.

I'd have to agree.....116TQ on a stock motor?

And I don't think that's where I'd be getting any work done if it were my bike. As a matter of fact, I'd go ask for my $25 back, that they charged to do the base run.

Fast 380.....even comparing your dyno sheet to the one hbens posted.....there's really no comparison. Look at your TQ at 5,500 rpm and see where the other one is. Peak numbers are just that. Where yours wins the race is how smooth booth the HP and TQ curve is througout the power band. That dyno sheet of yours looks good. Who tuned that? Looks like it was probably tuned by Bob over at RC Cycles.

FAST380 · « **Reply #62 on:** January 26, 2012, 05:19:03 PM »

Yep, Bob be the man....

hbens · « **Reply #63 on:** January 26, 2012, 05:21:09 PM »

This is the graph Battlefield HD gave me after running the bike.
Yes all the running gear is bone stock.
What really tells the story is the shape and smoothness (lack of smoothness) of the graph.
What I'm really interested in is the delta in output when I add the exhaust and fuel controller. With time and a good tuner doing the tweaks I'm sure it will smooth out the performance and increase hp and torque.
I'll make sure I go back to the same dyno to compare the two setups. I'll post that info also when it is done. Again, I'm mostly interested in the change from the baseline than I am about the raw numbers.
This dealer has a big plaque with the "Over 120 Club" listed on it so I wouldn't be surprised if this is a happy dyno.
Replies #28 & #29 have similar shaped graphs for their stock runs.

r0de_runr · « **Reply #64 on:** July 14, 2014, 12:29:31 PM »

Here is my dyno sheet and build info:

2012 FLHXSE3
Cobra Power Port Headers
Stock Ventilator A/C w/K&N element
Stock unmodified CVO mufflers
Stock Heads
57H Cams
TTS MasterTune 2 tuned by Dusty Werner, Maize KS.

111TQ / 103HP

Author Topic: SESG Dyno Results (Read 21858 times)