Gentleman,
This is very good info, thank you both. I feel better when a thread that I started turns out to be good reference. I'm more of a smaller head, a little bigger cam sort of a guy. I'm a car guy, but I've seem many slugs with too big a head.
I don't have any desire to go to a 4..125" bore. I'm not sure what is available for gaskets, but back in '03 ish, cometic chopped a 4" out and took half of the pressed bead. Their answer was, it costs too much to make the dies. My 11.7-1 118" [.99 FXDL] never lost a gasket, but even with a better gasket, I just don't want to go there. The axtell cylinders always had shadows.....
Many claim that 3.9375" is safe on '88 cylinders and +.060" is safe on CVO110s. I'm more conservative these days [aged 60], and a 3.905" on an '88 cyl and 4.030" on a CVO 110 seems logical. I've read that the 4" drop on HD cylinders for the 88-103 cases are too thin. "Bigger bore" 4.060" for the 110s? The longer spigot on those is nice.
On stroke, the non welded tapered rod 4.375" HD crank scares me. Where does it become a risk? Here it is for the '99-'05 A cases.
http://www.boardtrackerharleyonline.com/harley-davidson/screamin-eagle-pro-stroker-flywheel-and-rod-assembly-4-3-8-23728-07aOn the cheap = the $650 ish tapered rod 4.375" crank and either stock 88-103 cylinders. 3.905" for 105", or .030" over stock 110 cylinders for 112"? Bigger bore cyls for 113"? They seem like a good buy to me.
I suppose a fellow could sneak by with a 4.5" on an oem cylinder. Easy 106-108". However, one can buy a SE 4.625" [Jim's?] cheaper than I can find a "from JIM"s 4.5". With the longer spigot bigger bore cylinders, easy 120". *****That APPEALS the most, although I know many don't like a so undersquare deal.
This will not happen until winter, so I'm in the research mode. I can't pick a horse number. I know that the borezilla would suit much better. I don't want to replace the fatcat. I'd really like to uses the SE251s, although following Vizard's studies, the cam 107.5 LSA +3.5*] will not be close to the same in a bigger engine, which needs a tighter LSA.
I was looking at Andrews 55Ns with 1.75-1 rockers [248/252, .592" with 1.75-1, 104* LSA+2. I had Dan Baisley's rockers on the 117"....
I wish Bob Wood made a TW9 in conversion cams [.580- .590"]. I don't want to go over .600". Although, his 408-44R might do ok with 1.75-1s. [248/248*, .570" with 1.75-1s, 101 LSA+1]
I'd really like to uses the SE251s, although following Vizard's studies, the cam will not be close to the same in a bigger engine, which needs a tighter LSA.
Perhaps someone more learned here will know the limits of the fatcat and the 44CV.
Veering off, I had a borezilla on the 117 FXDL, it liked the TW9Bs -131/15X in 3.15-1 5th on John Goldens dyno] Not so with a Propipe [118h, 151, huge rich dip]. 2" KW tapered muffler duals worked very well too 131/147, 133/144 with 1" cut off and high flow baffles, fat fat curve]. 150 dyno pulls for exhaust!] Veering more, severe fuel stand off with the std KW duals at 5700. Cut 1" off, high flow baffles, no stand off whatsoever to 6700 [peaked at 6000]
The head choices still have me head spinnig, although this really helped me out. Thank you again. Sorry that I wote gone with the wind.
Dave