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[Smiler]

It's the AFR and the restrictive AC and pipes.  After I swapped out my pipes and AC and had the bike dyno'd with the SERT, my 110 operates at about the same temps that my '02 88ci ran. 

   

Which is?

[bunt]

Average from what I've read is reduction of AFR from 14.7 to 14.2 and about 50 degrees cooler.

[RedDevil]

Which is?

My oil temp average between 200-220 during normal riding and ambient air temps up to 100 degrees.  During heavy rush-hour stop and go (mainly stopped) traffic the oil temp has gotten up to as high as 270.  To the best of my knowledge, it has never gone into high-heat or "parade mode".   My 02 had an oil cooler on it also, so the oil flow was relatively the same and the temps on that bike used to average between 195 and 220, and I saw temps as high as 275 on it, during rush hour.  Both bikes have/had synthetic oil in them.  (Mobil 1 V-Twin in the SEUC and Syn3 in the 02 Ultra)

   

[Smiler]

I changed to the V&H Fuel Pak and the temperatures are running at around the same as yours.

[Steve_G]

I believe my original question on this thread was about what PERCENTAGE of the excessive heat is caused by the too lean AFR, what PERCENTAGE by cam design, etc.  I already know about free flowing exhaust, A/C and SERT, but I feel there are other factors at work in the 110 engines that are also responsible for the heat issue. 
ie: 50% of the problem caused by running too lean
    25% heat build up by stock cam design (incl. lack of overlap)
    15% head design
     10% engine design (this problem seems to be exclusive to the TC 96, and of course the CVO 110s)

[RedDevil]

I believe my original question on this thread was about what PERCENTAGE of the excessive heat is caused by the too lean AFR, what PERCENTAGE by cam design, etc.  I already know about free flowing exhaust, A/C and SERT, but I feel there are other factors at work in the 110 engines that are also responsible for the heat issue. 
ie: 50% of the problem caused by running too lean
    25% heat build up by stock cam design (incl. lack of overlap)
    15% head design
     10% engine design (this problem seems to be exclusive to the TC 96, and of course the CVO 110s)

I would venture to guess that it's probably 85% AFR.  My engine temps came down to what I consider "normal" operating when I opened up the pipes, AC, and got the AFR down in the the 13's.   Obviously, with the 110s you're running bigger jugs along with the stroker crank, but I don't think that contributes much more heat than the 103 does....I could be wrong on that.     You're biggest heat problem, that's why I say 85% is the AFR (read EPA).  You get that down and let the engine breathe more, the heat will come down.

     

[kojak]

I believe my original question on this thread was about what PERCENTAGE of the excessive heat is caused by the too lean AFR, what PERCENTAGE by cam design, etc.  I already know about free flowing exhaust, A/C and SERT, but I feel there are other factors at work in the 110 engines that are also responsible for the heat issue. 
ie: 50% of the problem caused by running too lean
    25% heat build up by stock cam design (incl. lack of overlap)    15% head design
     10% engine design (this problem seems to be exclusive to the TC 96, and of course the CVO 110s)

Why would a more agressive cam reduce engine temps?

[gremlush]

A bigger cam ,holds the valves open longer , reduces comp. ratio. The 2007 CVO { 110"} manual says , 200-220 cranking compression with comp. release closed , and they are running 214-218. That is  NOT GOOD , my freinds. That is race bike comp. !  The S.E. 255 cams are ground by Andrews { John is a freind of mine} and they are NOT grinding them to the #s listed in the S.E. catalog. I put the Andrews 32H in my 2007 springer ,and it 'cooled' it down a BUNCH and has the same tq. { 110} but more hp.  90 vs 100 { no tune} Zippers air filter and 'home made' baffles {{cycle shack design} and now I put the TFI on it ,and it runs GREAT. Put the RUSH slip-ons on it and lost 8-11 tq. 2300- 3600 rpm. so I put my home made baffle back in and will dyno again soon. I have a contract with the 'local' H-D shop to use there 250 I dyno , FREE.  I have been told ' I can tune a carb over the phone' BUT , this F.I. is new to me  but after playing with this TFI , I am starting to like it. DEWEY   

[Steve_G]

Lack of overlap causes heat build up.

[Talon]

I've been reading this thread on another forum: http://www.hdforums.com/m_2836828/tm.htm
Makes sense to me, think I'm going to give em a try for $79.99.

Here's the link, they have several articles on this issue. The only thing about this is it changes the AFR across the board, so you might be a little rich in some areas, but better than lean!

http://www.nightrider.com/biketech/hd2007HD_wbo2_upgrade.htm

[Midnight Rider]

IMO, it's a combinaton of all three, but the thing that's easiest to deal with first is the A/F mix, and that will go a long way in cooling the motor off, so is the first step until you decide to do some more expensive work.  The heads on the 110's and the 103's leave a lot to be desired, as do the cams.  Both can be remedied, it just costs a lot more $$$$$ to do it right.

[sportygordy]

I'm curious what percentage of the heat problem is caused by the following:

Buying a 110 Inch      85%
Starting the engine    15%

[Steve_G]

It appears you have changed my quote. 

[sportygordy]

It appears you have changed my quote. 

Yea, i scewed up.. sorry bout that... but fixed.. Man, im learning a lot on this board.. This aint so bad after all....

[BOT]

I have a 07 Springer 110 with Race tuner and V&H pipes. Would the addition of the  LC1 Wide Band O2 sensor upgrade help with the heat problem?


Bot