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[rockytop117]

 
   I won't start that countdown until Steve tells me Keyboard picked up my bike But the anticipation is killin me!!!

I want to make sure I understand this clearly.. S&S crank but used HD cylinders? I have to ask why not go 124ci since the case was already split?

[GMR-PERFORMANCE]

Well on a CVO case you should weld the groove up then case bore it other wise after the boring it would leave a part of the original o ring groove.  This has shown to be leak issue on some engines, as well you are weakening  the area around the studs. Base gasket vs 0 -ring for sealing I will take the o ring over base gasket  As well you have a larger bore but also longer rod so piston has to get a bit shorter.  Plus the extra cost of that work machine and weld.   And to add to that I have seen where the stock case then pull studs , add time sert it pulls the insert out..

 The customer that is paying the bills is happy and it has exceeded his goals.. That is a win in my book . IF the goal was higher than you work from that point. 

[BostonboyDH]

I want to make sure I understand this clearly.. S&S crank but used HD cylinders? I have to ask why not go 124ci since the case was already split?

   Read through the first few posts, The build started out as a 113 to avoid any potential future problems with boring the cases to accept the bigger jugs, prolly the best way is to weld then bore and machine to get a truly flat mating surface, More Labor = More Money. The S&S Crank, & S&S Pump & Plate were already scheduled for the 113

[BostonboyDH]

Well on a CVO case you should weld the groove up then case bore it other wise after the boring it would leave a part of the original o ring groove.  This has shown to be leak issue on some engines, as well you are weakening  the area around the studs. Base gasket vs 0 -ring for sealing I will take the o ring over base gasket  As well you have a larger bore but also longer rod so piston has to get a bit shorter.  Plus the extra cost of that work machine and weld.   And to add to that I have seen where the stock case then pull studs , add time sert it pulls the insert out..

 The customer that is paying the bills is happy and it has exceeded his goals.. That is a win in my book . IF the goal was higher than you work from that point.

  I surly couldn't have been that technical, Thanks Steve!!!!

[98fxstc]

Steve
Can you tell us what the ccp was for the build ?
Thanks

[rodrocket]

Steve, can you confirm the piston that you used in this build

is it that same piston that comes in the 117 drop on kit

regards
Rod

[GMR-PERFORMANCE]

stock piston from kit
CCP 205

[ACfixer]

Wow. Good 23 page read...

Hey Steve, ever think of relocating to beautiful Victorville, CA?   

[Dan_Lockwood]

ACfixer,

Good afternoon.

A year and a half ago I spent about 5 weeks in Victorville out by the old Air Force base.  Boy are the old housing buildings going down the tubes fast...  I think there is a hospital and school in there.  I drove around for about half an hour one evening.  What a MAJOR waste of taxpayer dollars.

I was there over the October/November time line.

I stayed at the Holiday Inn in Hesperia.  Now that's a descelate looking area if I ever saw one.

Over one weekend I went up to Big Bear for a drive and ended up going around the lake once and then on to Lake Arrowhead.  I also took a drive down the hill to Santa Monica Beach for a day.  That was quite nice.

Sorry to drift on this thread...

[rodrocket]

stock piston from kit
CCP 205

Thanks for the reply Steve

What would you guesstimate the power loss in a softail breakout considering the 240 tire and also being a counterbalanced motor

Also how would the D&D Low cat system work with this or would you suggest a better pipe for the breakout

The thunder header has been suggested but I would be interested in hearing your thoughts

Regards
Rod

[ultraswede]

As a matter of physics, the tire does not affect the Tq/Hp of an engine, the presence of balance shaft will introduce a parasitic loss reducing the available power ever so slightly. (1-2 hp?)

How a Dynojet will represent this, is a different thing.
But then again, we ride on the street, not on a dyno.

[GMR-PERFORMANCE]

Yes the tire does , its called up sprung weight and the heavier it is the engine has to work harder to turn it.. That is why if you want to be on the ultra light side today is carbon fiber wheels.. Helps in reducing stopping distance as well..  But what you do math on vs what really happens well thats a whole new can of worms as the B engine is not just two heavy counter weights you have chains, two more hyd wear tesiononer shoes plus the long plastic wear strips all drag..

No I cannot hazard a  guess I am sorry but really no way to know until its built.

as for how it measure power simple rate of acceleration from one revolution to the next ..

[ultraswede]

as for how it measure power simple rate of acceleration from one revolution to the next ..

Since the Dynojet, as far as I know, only measure the spool up time of a known drum/weight, thats why a heavier wheel/tire will indicate lower Hp/tq.
If the inertia of the rotating assembly is changed, so will the calculated Hp/Tq.
Of cause the results will be komparable for the same bike, for example before and after tuning.

My point is that the Rpm increase per second on the drum is a lot faster, than the Rpm increase per second when going down the road in 5th gear. Therefore a heavier wheel/tire combo will have no, or a lot less impact on the road than on the drum.

[GMR-PERFORMANCE]

Yes and no the heavier tire is still a parasitic loss...  For example my wife FJ she wanted a different tire set up . Slightly larger so more rolling resistance and a increase in weight  it took out almost 3 MPG .. She complained I install here stock wheels and tires and she got it right back. Same size tire in height but not as wide.. It wide and weights more 16 Lbs per wheel to be exact I weighed them as well..

Heavier is heavier and it takes power away..   If it did not matter no one would make lighter wheels but in fact the entire race world is covered in ultra light wheels sure they get a double bonus as its about free power and less stress on the brakes ..

I can show you drag times slips where we went to a new ultra light wheel set up and the truck went faster in both ET and MPH..   

[ultraswede]

I dont doubt the drag ETs, extreme situation with way more power in play (higher Rpm increase per second than a bagger with cams and pipes).

As for race bikes, its not a matter of power, its about the inertia and total weight reduction, to make the bike more flickable/easier to change direction extremly fast.
Example; Ducati Panigale 205hp, the race Panigale R, still 205 hp with lighter wheels and crank.

But I think we can agree that we are on a different level here, discussing HD CVOs ridden on the street?

So i stand by my opinion, a 240 tire and a B motor would not make a lot of difference to a 200 tire and an A motor.
(in real life that is, as I said earlier, on a dyno maybe a difference........)