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[wcgrinder]

Skyhook's got it close I my want to open the chambers up to get the C.R. correct.Then we can stick with the flat top piston and get the benefit of a improved combustion chamber.The real answer my be dual plugging these heads this will allow us to run 10.5-1 C.R. Retard the timing with a gain in Tq + power without the detonation. 
I included a Dyno sheet of a 2000 ultra classic I built In 2001 95 in w my heads 10.5-1 Cr woods cam and carb and Dual plugs. Note peak tq and how the tq and power do not drop off. This would require sert or compatable upgrades.
You would assume the risk of not welding the crank pins.It is the big tq. that twists the crank.

[Iglide]

"actually there are a few guys with flhrse 110 and flhtcuse 110 who went with a cyclerama package that has a short cam and right around 10 compression...I would think this combo is very streetable, and would make better torque than mine below 3000 rpm...might not be as strong above 5000 rpm, but do you really go there very often?"

No I don't go there often, but I would like to get out to 5000 without the engine falling on its knees. I would like to get the most out of this engine with mild head work, decking and porting. I do not want to unleash so much power that I am required to get into the bottom end.

The road seems to keep coming back to the SE251 with the stock heads decked to 10:1. I would like to see a Dyno with this modification.

[Iglide]

Skyhook's got it close I my want to open the chambers up to get the C.R. correct.Then we can stick with the flat top piston and get the benefit of a improved combustion chamber.The real answer my be dual plugging these heads this will allow us to run 10.5-1 C.R. Retard the timing with a gain in Tq + power without the detonation. 
I included a Dyno sheet of a 2000 ultra classic I built In 2001 95 in w my heads 10.5-1 Cr woods cam and carb and Dual plugs. Note peak tq and how the tq and power do not drop off. This would require sert or compatable upgrades.
You would assume the risk of not welding the crank pins.It is the big tq. that twists the crank.

Very Impressive WC, but that's the unleash that I refer to... And it gets into the big bucks associated with opening up the lower end, wish I could afford it.

I would just like to keep the TQ in the 100-110 range out to 5000. I would be happy with that.

[Iglide]

My mistake, I misread your peak TQ at 120. Actually the Dyno you are showing me is exactly what I am after. Yes that is it, very very nice.

Question, will torque values in the 100-110 range require rebuilding the lower end? If so I am after something I can't afford.

[wcgrinder]

We did not have to get into the bottom end on that build and as far as I know it is still running ok. Odds are you will be ok The problem I have found is that some cranks move ezer than others?I don't understand why.You may think it would be a problem with tooling at the factory dull or out of spec. causing a lesser press fit on the crank pin.But I would hope they have better QC than that.

[Iglide]

Is there a way to check this during a cam change without pulling the engine?

[Iglide]

My most current dyno sheet shows believeable TQ (107) in the 3500 range. My thoughts were that staying under 110 ft/lbs would be safe with the bottom end as it is. Maybe I am missing something here, it wouldn't be the first time.

[skyhook]

depends on who you ask about crank failure...one builder I talked with recently says he's built 100 hotrod '07 and later big twins without a single issue, but some of the dealers he builds for are reporting crank issues with the '07 cvo 110...the man said he believes it was a bad batch and that the issues have been corrected...of course there will always be a low incidence of issues, which are greatly exaggerated here on the internet...most builders recommend bulletproofing as a cover your azz kinda deal...no one wants the customer to have problems, and then things become a finger-pointing match

[Iglide]

Please describe the process you would suggest to "bullet proof" the bottom end, to handle TQ in the 110 range. An estimate for parts and labor total, will tell me what I need to know. I am just looking for round figures here, won't try to hold ya to nothin down the road. Your best guess will do...

Thanks for your time here!

[OILCAN1]

Hey just jumped onto this post and wanted to say my 07 ultra with a 110" upgrade dynoed at 110ft/lb and 90 hp and I've got 27000 miles with no issues in the lower end. It is currently in the shop for the head recall and they are putting .010 over 10.5 pistons in and 251 cams. I'm hoping to get the hp up to about 105 and I'm guessing the tq will be about the same 110. The goal here for me is to pull stronger up to the 5000 range.

[Iglide]

Thanks for the info Oilcan,

I would suspect that most of us, on this forum that bought 09 SERGs have done the same modifications. Generally started with a Max TQ at 95 and have upgraded to a Max TQ around 105-110. My thoughts are, that if there is a need to rebuild the bottom end, at what point is that necessary? We all seem to be in this together.

[sadunbar]

Thanks for the info Oilcan,

I would suspect that most of us, on this forum that bought 09 SERGs have done the same modifications. Generally started with a Max TQ at 95 and have upgraded to a Max TQ around 105-110. My thoughts are, that if there is a need to rebuild the bottom end, at what point is that necessary? We all seem to be in this together.

I have about 7K since my motor build...at 120/120 with a stock crankshaft...no issues...

[Iglide]

Scott,
I didn't know that, assumed you rebuilt the bottom to handle that kind of power. As in the past, your comments have proven true. Thanks, that helps...

[SBB]

Scott,
I didn't know that, assumed you rebuilt the bottom to handle that kind of power. As in the past, your comments have proven true. Thanks, that helps...

Whatever Scott says you can take to the bank!

 

[Iglide]

Whatever Scott says you can take to the bank!

 

Agreed, been there done that.

Guess I will just wait for a responce to my prior questions from Sky and WC.