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[macman]

Why would you want to mill the heads for more compression? All this does is cause more set up time and custom parts or more machine work (piston to valve clearance, push rod lenght, intake fitting)

Just buy the pistons with the compression ratio you want.

Save your money and get some of this done to your heads.

[DCFIREMANN]

Changing the pistons is the right way. But I always mill 30 thou off my heads even when the pistons are changed. It is free HP, well almost free!!!!! 

Be Safe

THE DAWG

[Classic Beast]

I believe this is not a 103 CVO but the 103 kit installed after, according to the part numbers you quoted. Be careful if you do decide to mill them down as if there is not a chamfer on the bottom of the head to match the pop up on the piston it could hit, besides if these pistons give you a 10.5 / 1 ratio I wouldn't go over that on the street with a heavy bike and tall gears unless you have access to fuel that is higher than 94 octane.

[DCFIREMANN]

Classic I think we are still trying to figure out what he wants or is going to do. If he goes with a cam with a bunch of duration and overlap then he will need to bump up the compression. The pics of the heads he showed us were in fact CVO heads.

Be Safe

THE DAWG

[Classic Beast]

I have the kit 29877-06 with pistons, cylinders and flywheel it's complete kit.
Wich aftermarket pistons?
I think it will be Andrews TW54 cams.

This says a different story and if you look at the pics of the 103+ heads they look the same, anyways I'm outta here do what you like.

[grc]

I'm personally not a big fan of milling heads to increase compression, especially versus using pistons designed specifically for the purpose.  I think you will get more bang for your buck by just cleaning up the ports, doing a good 5 angle valve job, and equalizing combustion chamber volumes.  Anything beyond that I would look at an aftermarket piston, head, and cam combination.  The CVO 103 head needs way too much work to become a true performance head, but if you want to stay with it then contact some of the folks who weld up and remachine them.  One such person is Short Block Charlie, who just happens to be a member here.

Jerry

[DCFIREMANN]

This says a different story and if you look at the pics of the 103+ heads they look the same, anyways I'm outta here do what you like.

No need to leave.

The combustion chamber is the same for the 103+ and the CVO heads. The pistons are the same weather for a 103 or a 113( if you buy SE). I have always been a fan of milling 30 thou off the heads. You made a statement about checking clearances. I ALWAYS CHECK PISTON TO VALVE CLEARENCE. If you don't you are looking for trouble. I don't care what grind you put in the motor. If you go to a grind with a lot of duration and over lap you will lose some of your compression ratio. This will help in those situations.

Be Safe

THE DAWG

[SPIDERMAN]

Best street cams in my humble opinion are those with moderate duration, short overlap and reasonably high lift   Such as 240 duration, 28 degrees of overlap and .570 lift   Check out SE257 and SE258 for H-D cams and those with similar profiles in the aftermarket


B B

[DCFIREMANN]

Best street cams in my humble opinion are those with moderate duration, short overlap and reasonably high lift    Such as 240 duration, 28 degrees of overlap and .570 lift   Check out SE257 and SE258 for H-D cams and those with similar profiles in the aftermarket


B B

BB you are correct. In a heavy bike you need some good TQ numbers to get the ball rolling. More lift and a short valve opening event. Then you can go pull some stumps!!!!

Be Safe

THE DAWG

[SPIDERMAN]

BB you are correct. In a heavy bike you need some good TQ numbers to get the ball rolling. More lift and a short valve opening event. Then you can go pull some stumps!!!!

Be Safe

THE DAWG

DAWG,
           Wanna bet Harry doesn't agree ? 

B B

[DCFIREMANN]

DAWG,
           Wanna bet Harry doesn't agree ? 

B B

NOPE!!!!! Unless he read it some where!!!!!!

Be Safe

THE DAWG

[Classic Beast]

It looks like your kit is already at 9:1 with the matching but cast pistons. You could go with the 22483-04 Pistons to give you 10.5 / 1 these will be matched to your heads. I would go with the 258 cams Put in the Zippers thunder max ECM with the Oxygen sensors and the larger Zippers 54mm throttle body and you should be good to go. If you have the cash have your heads cleaned up match the ports and cc the combustion chambers this is free HP as long as you don't go too extreme.

29877-06 Pistons

The 258 cams work great with this combination on a heavy bike

[skyhook]

I also like long cams such as the 258...seems like most bagger riders want their power in the lower rpms and you won't get it with the 258...unless you use near 11 to 1 compression...I had 251 cams in a 103 road king and they were great...if you really want lowrange power I'd use someting with 38* to 42* intake close...unfortunately H-D doesn't have a cam in this range...hopefully they'll realize they're losing sales and come out with one

[SPIDERMAN]

I also like long cams such as the 258...seems like most bagger riders want their power in the lower rpms and you won't get it with the 258...unless you use near 11 to 1 compression...I had 251 cams in a 103 road king and they were great...if you really want lowrange power I'd use someting with 38* to 42* intake close...unfortunately H-D doesn't have a cam in this range...hopefully they'll realize they're losing sales and come out with one

I'm running an SE257 with 10.5/1 compression and getting great results

B B

[skyhook]

I'm running 257 cams in my 110 dyna...even in a light bike it helps to keep revs above 2700...long cams are great if you don't mind revving