Thanks Mike. Wasn't trying to start a head-butting contest. Sometimes I am a little too direct with my opinion. I spent many of my younger years building drag cars and restoring American Supercars. Been riding cycles for way over 40 years now and I only talk about what I know from expierence. My Deuce turns about 115 HP and TQ, which a lot of people seem to think that is impossible from a 95 too.
Not having any hands on with the 110, I have paid a lot of attention to the problems/issues with the newer CVOs. I can't make any decisions about the cylinder design flaws as proposed, but I do know that any HD comes home from the dealer with one major issue. It's Heat! Unfortunately, that is something that results from EPA regulations resulting in motors designed to remove any undesireable wastes from the exhausts. I just think the rest of the world should make a little more effort to reduce polution before we mandate ourselfs into bankruptcy. Anyway, back on subject; the cat converter is simply a restriction in the pipe that reduces engine effeciency by chemically burning out the polluntants that make it past the overly lean combustioin cycle. Removing cats and putting good baffles in the exhaust (or exhaust sytems designed for efficiency) allow much more out of any motor than it's stock brother. Enough said...
Having run open pipes for years until I started to expierence hearing loss, I was really happy with the results from the fullsac cores I learned about here. great exhaust performance with pleasant, yet non-deafening sound levels.
A good dyno tuner is an artist, however they are hard to find and expoensive considering a new dyno tune required for every change. I have used many SERTs now, along with TTS mastertune with great success. The TTS has developed a wonderful system for us wanting a good tune without dyno expenses. I have heard a lot of good about the PCV as well, but if they are going to compete, they need to work out those occasional bugs (example: tach). I run the TTS updater program weekly which frequently result in a download to make another improvement. Although I've used several versions of PC in the past, they need to step up to the plate on this one and show some customer loyality.
This is a great forumn and I have learned a bunch from those on here willing to share knowledge and expierence. You can get more skill from these forums in a week than by going to mechanics school for a year. The guys on here are doing a great job sharing, so don't take me too seriously. Even when I come across pretty rough, just remember I have a smile on my face and just want to share and learn as well. Riding styles are the riders freedom. I know a lot of people like to keep it 5 under the speed limit and shift at lower rpms. that just doen't work for me. I push out my 103 Street Glide to 5000 and even 5500-6000 rpms frequently. trust me on this one. No one will pass me by shifting any earlier. there are only two reasons in my opinion to shift at 4500; one: it's not tuned to optimum.. or two: you just are not in a hurry or want that motor to last forever...
Jimbob
I have followed much the same course as you. My complaint on my '09 Ultra was HEAT!
I have taken steps to reduce the heat: removal of the cat in the head pipe, less restrictive mufflers (Fullsac's)
TTS tune. It worked.
As you may know, the cat works by getting super hot, and burning off the "pollutants" of combustion. (simple explanation) along with the lean tune. The cat in the '09 header is actually quite "free flowing" compared to other designs. I make this statement from feedback from dyno runs before and after that another member here has made.
So, the cat does not restrict as much as some would believe, but, it DOES generate much heat! That being said, my statement applies to the 96" motors, bigger "performance" combos of any kind, and it's probably best to lose the cat.
I, too, have been riding Harleys and Indians for many years, and am always looking for a little more power, but, not at the expense of reliability. I ride year 'round, and need my bikes to be reliable. My "fast" bike has an S&S 113, and I love it! It is EXACTLY what I was looking for in that bike. Yes, I know, there is more power out there, but, this suits my needs! Hell, my '65 is 93" low compression, and will run with the new bikes (great head work).
It's great to share ideas here, what works for one application MAY not be your cup-o-tea! But, at least you have something to think about, right?
Yep, research, homework, sound decisions........great info on this forum!
Mike