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[Unbalanced]

YellowSERG,

Most of the guys I know doing builds are using the .030 hg.  I am sure many of the shops on here will chime in as well, but I would ask Sachs since he is doing the heads your working off of. 

I don't see a need to get to .040 as a 113 with .030 hg, 24d .005 in the hole with a -1.5 cc flat top is only 10.37 to 1 at sea level.   That equates to 197.7 cranking

same build changing the hg to .036 means 10.25 at 194 cranking which is essentially a .041 squish.   For the 3 pounds of ccp I would opt for the .030.
   

[trahog]

Bike week bound today on my still 110ci,still waiting for special tq plates.Lol

[happyman]

Bike week bound today on my still 110ci,still waiting for special tq plates.Lol

Hey go have fun, take the  $$$ saved and enjoy the nice bike you have till just maybe  HD can up with  something besides razzle dazzle. Tell the lady  HI.

[DCFIREMANN]

     


I am really curious now what will 10.8:1 117 build do ....   What cam, what squish, what seat pressures, what throttlebody, what exhaust, 0 deck?  whose headwork, what pistons, who is tuning it or is it a canned map?   The supporting cast is as or more important than the compression as a package vs. off the shelf bolt in and just adding compression.

Harry I saw my stock cylinders and the 4.060 pistons yesterday and they are ready for pickup. I may pick them up today or tomorrow. All I'm waiting for is Zippers to finish the heads so I don't have to make 2 trips. As of right now I am going with a 113 build since the cylinders are now ready and the condition of the 117 cylinders can't be verified. The 4.060 pistons are screamin eagle 10.5 to 1 pistons and I don't have the specs on the heads yet but I believe they were going to deck them .050. I am going to use a cometic .030 head gasket and I am going with the TC 24D cams and stock TB with high flow injectors. The lower unit is still with Axel and he was doing the Timken conversion and assembly with new S&S flywheels for me. As soon as I get the lower end the party is on. It should take me a day or two to do the final assembly. Now I am looking at the clutch and see what I really need to do with it. I have the Baker compensator and manual adjuster along with the AIM 400 VPC. I may change the clutch plates but I'm still on the fence. This motor made real good power as a stock unit and I'm not looking for much more. I will still run the T-Man A/C and the Fat Kat along with the Pro race tuner. Chris at Frederick Harley Davidson will do the tune again. Frederick had a Race Program for many years and he was their tuner. I'm very happy with his work and he does NOT fudge the numbers. If I don't diamond cut the heads and cylinders I should be up and running in a week or two.

Be Safe

THE DAWG

[DCFIREMANN]

Just think what a 10.8:1 117 will do?  Lots of ways to get there WITHOUT domed pistons 

dnlpnd

I actually had an in depth conversation with the people at Zippers on this. They were going to deck the heads .050 but after they did larger intake valves for the 117 build they were worried where the CC volume would end up. They did not think it was possible to get that kind of compression with the flat top pistons. They were also worried about valve to piston clearance if they started taking meat off the heads and decks and final compression numbers if I decided to use their 657 cams. So they set the heads up for the 113 build and the TC 24D cams. I'm thinking I should have some good CCP on this build with the cams I am going to use. As far as power it really doesn't matter to me. I'm looking more for realability.

Be Safe

THE DAWG

[Beak Boater]

Bike week bound today on my still 110ci,still waiting for special tq plates.Lol

Have a safe ride, wish I was going, went to the Fall Rally Look around the vendors maybe at the Harley display. You may find a set of those special torque plates in Daytona. Be safe.

[dnlpnd]

I actually had an in depth conversation with the people at Zippers on this. They were going to deck the heads .050 but after they did larger intake valves for the 117 build they were worried where the CC volume would end up. They did not think it was possible to get that kind of compression with the flat top pistons. They were also worried about valve to piston clearance if they started taking meat off the heads and decks and final compression numbers if I decided to use their 657 cams. So they set the heads up for the 113 build and the TC 24D cams. I'm thinking I should have some good CCP on this build with the cams I am going to use. As far as power it really doesn't matter to me. I'm looking more for realability.

Be Safe

THE DAWG

Zipper's concerns are valid about the size of the combustion chambers IF you put larger valves in the stock heads.  My response is why put larger intake valves in, especially on a 113?!?  R&R's Stage V heads, which are custom custom cast, use 2.000" intakes all the way up to 124ci engines.  My CNC ported CVO heads, with stock 2.080" intake valves, ran 326 CFM on a flow bench.  Remember velocity is inversely proportional to cross-sectional area of the passage.  In other words, the bigger the hole the slower the velocity.

No doubt you'll find somebody to make your combination work, but in my opinion far from ideal.

dnlpnd

[GMR-PERFORMANCE]

With out going into all the the extra work you ahve to do with the larger valves I agree.. 315-320 CFM from stock valves in the CVO head is on par.  Core shift will effect it less, keep the best short turn that you have to start with,  and decking is not a big issue really to get high comp ratio.. You may have to take 20 off the face of the intake mating area but again not that big of a deal.. But each company will ahve there own way of doing things as a shop I can understand that.. One way is just that one way. Not that the other is wrong..

I feel that it was great they where completely upfront about it 

[DCFIREMANN]

Zipper's concerns are valid about the size of the combustion chambers IF you put larger valves in the stock heads.  My response is why put larger intake valves in, especially on a 113?!?  R&R's Stage V heads, which are custom custom cast, use 2.000" intakes all the way up to 124ci engines.  My CNC ported CVO heads, with stock 2.080" intake valves, ran 326 CFM on a flow bench.  Remember velocity is inversely proportional to cross-sectional area of the passage.  In other words, the bigger the hole the slower the velocity.

No doubt you'll find somebody to make your combination work, but in my opinion far from ideal.

dnlpnd

This was before we decided to go with the 113 build. We were talking 657 cams, 4.125 pistons and a 58mm TB and the Thundermax tuner. Since I was having reservations about reliability and the amount of miles I travel every year, they bored my cylinders and set the heads up for a 113 build. I am actually more comfortable with the build now.

Be Safe

THE DAWG

[DCFIREMANN]

With out going into all the the extra work you ahve to do with the larger valves I agree.. 315-320 CFM from stock valves in the CVO head is on par.  Core shift will effect it less, keep the best short turn that you have to start with,  and decking is not a big issue really to get high comp ratio.. You may have to take 20 off the face of the intake mating area but again not that big of a deal.. But each company will ahve there own way of doing things as a shop I can understand that.. One way is just that one way. Not that the other is wrong..

I feel that it was great they where completely upfront about it 

I was also. They have done work for me in the past and I have been completely satisfied with their work. I am doing the final assembly and can't wait to see the heads. I don't expect they did much to them and I know they were flowed yesterday. When I pick up the heads and see the spec sheet on them I will post it here. I think the big decision I had to make was displacement and cams. The 113 has been proven and the TC 24D cams are proven as well. Everything else in the build was built around these two decisions.

Be Safe

THE DAWG

[Mr D]

Hey go have fun, take the  $$$ saved and enjoy the nice bike you have till just maybe  HD can up with  something besides razzle dazzle. Tell the lady  HI.

Wisdom 

[Mr D]

Bike week bound today on my still 110ci,still waiting for special tq plates.Lol

Many years ago, I was told by a wise man......"Just ride the sob" & all the years i've tried to prove that wrong,, I've epically failed

 

[GMR-PERFORMANCE]

Riding is fun that's a fact. But I can tell you , when I ride the shovel all whopping 48 hp worth I love to hear the engine.. It does have a 6 speed so I can pretty much ride it any where at today's hwy speeds with over spinning the engine for long periods of time.. But just the sound it makes , even thinking about it makes me smile..   

[Mr D]

Riding is fun that's a fact. But I can tell you , when I ride the shovel all whopping 48 hp worth I love to hear the engine.. It does have a 6 speed so I can pretty much ride it any where at today's hwy speeds with over spinning the engine for long periods of time.. But just the sound it makes , even thinking about it makes me smile..

Steve, I concur...Nothin like the sound of an ole' shovel 

[Yellow09SERG]

YellowSERG,

Most of the guys I know doing builds are using the .030 hg.  I am sure many of the shops on here will chime in as well, but I would ask Sachs since he is doing the heads your working off of. 

I don't see a need to get to .040 as a 113 with .030 hg, 24d .005 in the hole with a -1.5 cc flat top is only 10.37 to 1 at sea level.   That equates to 197.7 cranking

same build changing the hg to .036 means 10.25 at 194 cranking which is essentially a .041 squish.   For the 3 pounds of ccp I would opt for the .030.
   

Thank you. What you are showing there is very much in line with where Sachs and I landed also.