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[jfh]

Highest MAP pressure occurs at WOT
Lowest MAP at lower throttle openings. They are not directly tied but related, load comes into play

Don,

Understand the MAP pressure. But back to your original comment about timing being too retarded at idle to 2K @ 10% throttle, I would think that the only changes to the above chart would be advancing the 20kPa and perhaps 30kPa columns to 20 degrees from 1k - 1.5k. Not sure how much of a cooling effect this small change might make. 

[HD Street Performance]

30kpa is what they idle at or thereabouts and what is the source of this timing table? Is this OEM stock 110?

[jfh]

30kpa is what they idle at or thereabouts and what is the source of this timing table? Is this OEM stock 110?

Timing table is from SEST map #205UJ004

[HD Street Performance]

Well it looks like your map has about the timing I suggested, and why wouldn't it? It is the 110 Race map, no emissions to worry about, if I am not mistaken. The stock curve is retarded for emissions reasons. Retarded timing helps with lowing unburned HC emissions. The big valve and slow port complete the process. This superheated burn takes place in the exhaust port and beginning of the headpipe, hense the high cylinder head temperatures and hot oil because of heat transfer in the heads to the top end oil. This heat thins the oil and lifters bleed off easier. Less lift, exhaust side even more heat. It is a self fulfilling prophecy. Higher throttle opening is required to get the bike to move. Feels like dragging an anchor.
When we modify the motors with longer cams, headwork, and tuning now we have a different motor that rolls on fast, runs cooler, and isn't as hard on the critical components that are stressed to the Max with the stock motor.

[jfh]

Well it looks like your map has about the timing I suggested, and why wouldn't it? It is the 110 Race map, no emissions to worry about, if I am not mistaken. The stock curve is retarded for emissions reasons. Retarded timing helps with lowing unburned HC emissions. The big valve and slow port complete the process. This superheated burn takes place in the exhaust port and beginning of the headpipe, hense the high cylinder head temperatures and hot oil because of heat transfer in the heads to the top end oil. This heat thins the oil and lifters bleed off easier. Less lift, exhaust side even more heat. It is a self fulfilling prophecy. Higher throttle opening is required to get the bike to move. Feels like dragging an anchor.
When we modify the motors with longer cams, headwork, and tuning now we have a different motor that rolls on fast, runs cooler, and isn't as hard on the critical components that are stressed to the Max with the stock motor.

Don,
It still runs hot even with this race map.  I am hopeful that your headwork and a set of S&S 585 cams will solve that problem.

John

[HD Street Performance]

The added exhaust duration in some cases (some stock TC heads) is a detriment. In the case of the 110 it is a big benefit IMO. An oil cooler is a good investment too.

[infanterene]

I am looking for more power out of my 2009 SERG. I am more into sport touring with the enphasis on sport. We drag race more often than we should and see over 100 often. So will a TW-7 be a good cam for that? Drop in my SERG? If so where can I get one along with a matching tuner and map?

[HD Street Performance]

I would be inclined to lead you to a cam with a little later intake closing. There are several that will work but without at least some minor headwork I would be leaning toward the TW408-44 or Andrews 54H. Contact me offline for prices

[infanterene]

Thanks for the suggestion. Is that cam simular to thier 408g? I couldnt find any dynos for the TW408-44.

[HD Street Performance]

The -44 is a .530 lift version of the 408 and late roller chain version.
Relatively new so not a lot of dynos yet. Not a lot is happening with the stock heads over .530 lift anyway so no need for the .600 lift cams.