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[WYD OPN]

It isn't going to be the same comparing an 11.4:1 build with a 9.9:1 CR build. Plus a cam with .630 lift and 250 dur. 42 overlap vs a .579 lift 246 dur. 31 overlap equipped motor.
So there will be those that will pull that data out of the context of the rest of the build, custom pistons heads tb exhaust etc, and think that's all that's needed to jump up another 20hp. Not the case.
The sum of the parts and a proper tune will work, not cherry picking.

^^ THIS! ^^

And I don't really want an 11.4:1 CR build.  I don't need that further 20hp for what I consider to be the various downsides.  Others want big numbers, regardless.  I want what should be OEM-available as standard production performance based on modern technology, but without the noise and too-stringent emissions choke-downs.

This 117" SE kit is quite the Goldilocks bolt-in answer, IMHO.  I also think it's the perfect time to address the bottom end (compensator, timken, etc.) and other 110 issues while doing the kit.

My minimum general range for optimal streetable build goals would be 1.00-1.05 hp/ci and 1.10-1.15 tq/ci SAE.  That would be 117-123hp and 129-135tq on a 117".

The SE kit hits the bottom of that range (depending on A/B engines and exhaust).  Toss in some head work with the SE kit (like Road Dawg), and it hits the middle to top of that range.

I've never had as much success with mix-n-match "voodoo" builds, even though I know many have had great results.

This 117" SE kit would have been nice to have since the first 110" CVOs in 2007, nearly a decade ago.

[WYD OPN]

Agree. My numbers with recent head work: Chart shows SAE comparison. SAE: 122.03 hp, 131.13 tq. STD: 123.91 tq, 133.15 tq. Chart shows comparison before and after.

That's nearly perfection.  Thanks for posting throughout this thread.   

Your SAE dyno numbers with the stock heads were 115.77 / 129.28.

The head work was worth 6.26 / 1.85, with what looks like an even fatter and flatter torque curve.  And with these later runs at a higher ambient temp.

Well worth it.  Temp for temp, the improvement would likely be +8 / 3 on already strong numbers.

[KC2GIW]

^^ THIS! ^^



This 117" SE kit is quite the Goldilocks bolt-in answer, IMHO.

I've said this right along.  It's not going to knock anyone's socks off, but it's good value and good performance.  Plus, I don't think enough credit is given to the relatively low compression.  It won't be nearly as picky with gas.

[WYD OPN]

I've said this right along.  It's not going to knock anyone's socks off, but it's good value and good performance.  Plus, I don't think enough credit is given to the relatively low compression.  It won't be nearly as picky with gas.

Exactly.  I like the additional consideration of head work like RoadDawg's for that extra bit of juice.

I'm in for several kits.  Best, easiest answer yet, IMHO.

[RoadDawg]

That's nearly perfection.  Thanks for posting throughout this thread.   

Your SAE dyno numbers with the stock heads were 115.77 / 129.28.

The head work was worth 6.26 / 1.85, with what looks like an even fatter and flatter torque curve.  And with these later runs at a higher ambient temp.

Well worth it.  Temp for temp, the improvement would likely be +8 / 3 on already strong numbers.

Hey, I appreciate the positive comments from you. Helps put things in proper perspective. Numbers are numbers but seat of the pants tells me I've had a big boost in overall power

[WYD OPN]

I'm a little reluctant to have the tech set the rev limiter at 6400rpm (like RoadDawg's).

I've always thought 6100rpm is the functional safe max for 110"-based builds.  Any input and criteria (piston speed, etc.) that anyone would like to share on the recommended rev limiter setting between 6000 and 6500 rpm for the 117"?

[WYD OPN]

Hey, I appreciate the positive comments from you. Helps put things in proper perspective. Numbers are numbers but seat of the pants tells me I've had a big booste in overall power

I'm glad you did the guinea pig earlier-adopter thing and demonstrated the value of this kit for everyone who was sitting back and waiting.

Looking back at your latest dyno chart, I see the rev limiter was set to 5900rpm instead of 6400rpm from your initial 117" runs.  Did you talk with the tech about the reason for both numbers?

Just curious for information to base where I have the tech set my rev limit on my builds.

[RoadDawg]

Never talked to him about it. I wouldn't have gone over 5500 rpm anyway

[hawgzilla]

I'm thinking the 5900 rpm is the 6th gear speed limit.  Let's see the gear ratio graph to see if the runs were made in the same gear.

[NJOrangeEagle]

This thread is full of great info.  My 117 kit arrives tomorrow. I need to send out the jugs for Diamond Cut (to match my heads) and as soon as they come back I will be taking everything to Rosas for the build.

[East Coast]

This thread is full of great info.  My 117 kit arrives tomorrow. I need to send out the jugs for Diamond Cut (to match my heads) and as soon as they come back I will be taking everything to Rosas for the build.

Will Andrew be tweaking the 117" kit?  Are you getting any other work done such as headwork?

[NJOrangeEagle]

Will Andrew be tweaking the 117" kit?  Are you getting any other work done such as headwork?

Yes he will be doing the heads as well.

[HD Street Performance]

Also noteworthy a B motor carries a slight disadvantage in hp and tq when compared to a non balancer motor

[bigchuck]

Also noteworthy a B motor carries a slight disadvantage in hp and tq when compared to a non balancer motor

True. But with B motors being in lighter bikes the weight differential should make up the difference everywhere except on paper.

[KC2GIW]

Also noteworthy a B motor carries a slight disadvantage in hp and tq when compared to a non balancer motor

They seem to have been making good numbers, though. 

I think that Bassani exhaust is black magic.