Print

Please login or register.
1 Hour 1 Day 1 Week 1 Month Forever
Login with username, password and session length

[Fullsac Performance]

Time to throw in my .02
Here's a dyno chart from a an 09 stock 96 incher with intake and exhaust, then with the Andrews 54 added. From 2500 on the 54 firmly stomps the stock cam. Some great points have been brought up. In this low compression 96" apllication, I too think the 37 would have been a better choice. The 54 was chosen instead because future plans include a 107" piston kit, more compression and head work. For a "bolt in cam" I still think the 54 is a great choice. It was installed with the stock pushrods and stock springs. A true bolt in that showed a very cost effective gain. With out a dout, the Woods 7 or 5 would hit sooner and harder than the 54. But if you have to pull the heads to add new springs, is the woods cam still a "bolt in"? Now add in the extra expense of the Woods cam itself, the springs and labor, is it still a cost effective gain? And now valve noise? Can you live with it? Not baggin on the Woods cams. If you want to make big power they rock. But It will cost a little more and make a little more valve noise. Thats the trade off.

SG

[HD Street Performance]

I could and would use any of the cams mentioned above successfully and another the TW32.
The woods would be the mass torque winners and the 7 operates a little higher than the 5 but the 5 produces higher peak torque and more mass under the typical riding curve. On an 06up Dyna or 07up big twin either are a bolt-in despite what the manufacturer says about valve springs. I have several out there running and many have seen dyno duty plus in excess of 10k street miles.

[ragrep]

Steve- Would you happen to have a dyno results with the 110 and the 54H? I have a 54h cam in the box, your 2" baffles- non-cat header- I am pretty happy with the current results after the tune( 95/112) with the stock 255 cam- but I cant seem to leave a good thing alone and want to keep teaking it a little. I dont want to crack the top end yet- just install the a bolt in cam.

[Fullsac Performance]

I could and would use any of the cams mentioned above successfully and another the TW32.
The woods would be the mass torque winners and the 7 operates a little higher than the 5 but the 5 produces higher peak torque and more mass under the typical riding curve. On an 06up Dyna or 07up big twin either are a bolt-in despite what the manufacturer says about valve springs. I have several out there running and many have seen dyno duty plus in excess of 10k street miles.

Thanks for that info Dewey. If the Woods cams can be ran with stock springs, I'm assuming the ramps aren't as aggressive as Bobs 590 lift stuff? How much additional noise, if any, over the 54? Maybe its time I try the 7H in the 107?

Steve

[Fullsac Performance]

Steve- Would you happen to have a dyno results with the 110 and the 54H? I have a 54h cam in the box, your 2" baffles- non-cat header- I am pretty happy with the current results after the tune( 95/112) with the stock 255 cam- but I cant seem to leave a good thing alone and want to keep teaking it a little. I dont want to crack the top end yet- just install the a bolt in cam.

Never dynoed a 110 with a 54. Safe to say, it will make additional power from 3200 up, if not sooner. Learning that the Woods 7H will bolt in with stock springs, that might be best choice for a bolt in with brutal midrange. Still concerned about noise, lets see what Dewey says. Sounds like he has first hand experience.

Steve

[HD Street Performance]

Steve
The 110 CVO heads have 175# springs from the MOCO.
The stock beehives have worked on the 7mm valve heads (88-96") for me with those cams and the OEM springs on the 110. The 5/16" valve 88" heads will need a valve spring change and the guides cut down.
I use a mild aftermarket spring with the Woods 6H, either beehive or double with Titanium retainers.

[ragrep]

Dewey- 175# springs- will that enable up to max .575 lift or .595 lift?

[HD Street Performance]

The stock cams are .555. The springs are not near coil bind at .6. Spring pressure I use is based on testing and manufacturers recommendations. 175# works for most grinds assuming gross lift is not close to coil bind. I like .050" leeway.

[Cvostu]

hey guys..    picked up my bike the other nite and after John Sachs did a mild build, cams and some other things, I had Mark at Cycle Dynamics install and tune a TTS Master Tune programmer for me. I have to say that I am really happy with the results. Seems like a whole new ride and I love the added power. So I am posting the Dyno runs here..Please check out the attached PDF.  Thanks John, Thanks Mark!   110hp   115 ft.lbs torque..   not too shabby!

[ragrep]

What cams?

Noticed no air cleaner used in your final runs- typo?

[Cvostu]

sorry    S&S 570g gear driven cams... screamin eagle air cleaner and Rinehart TD pipes....  thats it. Cleaned up the pistons and bored over the intake valves some..   

[BaggerDave]

C'mon Dewey... we're all waiting to hear about the noise factor with the Woods cam! 

[miker]

hey guys..    picked up my bike the other nite and after John Sachs did a mild build, cams and some other things, I had Mark at Cycle Dynamics install and tune a TTS Master Tune programmer for me. I have to say that I am really happy with the results. Seems like a whole new ride and I love the added power. So I am posting the Dyno runs here..Please check out the attached PDF.  Thanks John, Thanks Mark!   110hp   115 ft.lbs torque..   not too shabby!

Congrats Stu! 

[jfh]

NO
The timing is so far retarded , slow, that builds heat and requires much higher throttle opening to make anything happen, going the extreme the other way would build heat the object is to plant it in the middle. The 2007up timing maps are very retarded.
All of this is tuneable with the TTS or SEST.
They need around 20° at idle-2000 from 0-10% throttle

Don,
What is the relationship of MAP (kPa) to throttle %? SEST timing tables are based off MAP (kPa). The areas below 20 degrees are typically only encountered when transiting from idle to 2k minimum cruise RPM. I don't understand how that would add much heat since we don't spend much time operating at that condition.  Which areas require timing advances to achieve your recommended 20 degrees from idle to 2k rpm.

           kPa
            20     30     40    50    60    70    80    90    95    100
RPM
1000     18     18     18    18    7       1     -3     -4    -4      -4
1125     18     18     18    18    8       2     -2     -3    -3      -3
1250     18     18     18    18   10      4      0      -1   -1.5    -2
1500     19     19     19    18   15      8      5       3    2.5     2
1750     22     22     22    22   21     14    10       8     7      6
2000     27     27     27    27   27     19    14      11   10      8
2250     33     33     33    31   30     22    17      14   13     12
2500     39     39     39    37   32     25    21      18   16     15
2750     42     42     42    39   33     28    24     21.5  20    19     


Thanks,
John
 

[HD Street Performance]

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