Print

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

[solo2racing]

If your looking for more power beyond AC and exhaust, your heading in the right direction. With cams installed you will have definitely crossed the line into mandatory remapping. Having it professionally tuned with the proper tools (TTS) is the key for good performance. If you were already planning on dyno time, it makes $ence to install the cams first, get it dynoed once. There are lots of good cam choices. If you want a quiet bolt in cam with good manors, the 54 is hard to beat. JMHO.

Steve George

Steve,

I ride 22 miles to work daily, mainly in the 60-65mph range. I am looking for an overall TQ improvement while running thru the gears, I'm not too worried about moving the powerband up as it seems the 110 is just a TQ engine anyway. From what I have read the 54G is the way to go for an overall improvement to a stock 110, but I have been out of bikes for 15 years so what do I know.........

If you or anyone else can recommend a good cam I am all ears....

Thanks,
Kevin.....

[FLSTFI Dave]

I'm curious as I have been following this thread and now looked at the 107" thread.

The 110 with the Andrews 54 makes about 7 more foot pounds torque than the 107, which I would expect.

However the 107 makes 3 more hp than the 110.

Why is this?

What would be need say for 110 HP on the 110?  With out loosing the 120 torque.

[BUBBLEHEAD]

If I am able to pull it off and get the 2010 Cvo Ultra. I was thinking of going with Fullsac and the Andrews cams. After reading through this and looking at other peoples results Now I am having second thoughts. MY 08 SERK with stock cams and a SERT, SE high flow with D&D Fatcat made 96 hp ond 109.6 ft lbs of touque. Seems like if I go with that combo and the Andrews cams I should be over 100 hp and have a good increase in torque too, maybie 115 or so. That is sounding like the hot ticket to me. The D&D might be alittle loud for some but I have always liked the sound. Plus my neighbors are cool and think my bike sounds EVIL. Works for me 

[jfh]

I'm curious as I have been following this thread and now looked at the 107" thread.

The 110 with the Andrews 54 makes about 7 more foot pounds torque than the 107, which I would expect.

However the 107 makes 3 more hp than the 110.

Why is this?

What would be need say for 110 HP on the 110?  With out loosing the 120 torque.

I would bet the difference is the heads. There has been much discussion on this site about the shortfalls of the stock CVO 110 heads. You can use the search function for "110 heads" to find most of it. The Stock 96" heads are pretty good right out of the box and only required minor clean-up and enlarging of the CC for Steve's 107" build.  The 110" heads require a bit more work, but would then be capable of delivering better flow at higher rpms which would increase the HP numbers for the 110" / 54H combination.

I would like to see both the 110 and 107 Andrews 54H charts posted using SAE instead of STD corrections. Numbers will likely be a bit lower.

[HD Street Performance]

There are a lot of factions and thoughts about dyno numbers but regardless of what is published and the correction scheme IMO you are viewing just one aspect of a very complex performance evaluation. Wide Open Throttle (WOT) usually wacked at 2k then the dyno brake set on at a slightly higher rpm and the run continues to redline. Certainly not how we ride and on the road the feel of one that "makes good numbers" just runing through the gears and doing the famous "pass a truck" may not be as pleasing. Also there is a lot of operator intervention that can bias the result (not saying or insinuating FullSac does this or offers anything but a great product). The extreme examples, dyno queens need finessing to get them to not fall flat on their ass when wacked and the throttle needs to be feathered or clutch slipped or starting the sampling later at say 2,800 or 3,000. Tricks of the trade.
The 110 heads are a completely different animal than the 96" and need a lot of work just to get them to live, seal, and not suck oil. Once that is fixed then airflow can be addressed. These enhancements will help with any cam but once again comparing the 110 with CVO heads to the 96 is apples and oranges even if the compression and motor size was equal. In other words a large gain from one cam in the 96 will not necessarily work the same in the 110. I typically recomend different grinds for the 110 than the 96 for similar types of riding and load and these cams are a better fit based on what the heads are doing. The 110 heads VS the 96" heads on the intake side stock have 20% average flow increase, but slower air speed. The 110 motor is just 13% bigger. Then there is the intake to exhaust percent to consider....

[bigshoe13]

Great improvement for not a lot of work, but can you tell me why the torque numbers are so low on the 110cube, I just built my 2008 ultra put a 103 kit with the 255's just because they cam with the kit, I may change them later. I have some great numbers from my engine build I ported the heads myself, added 103 kit ,ness big sucker breather, rineharts tru duals, I was shooting for high torque numbers more than big horse power everyone nows torque is what makes you move, and with these 255 cams I made 98 HP and 121 pounds torque!! totaly changed this ride from lame to insane, no it isn't a drag bike but it will impress most touring street bikes... Keep up the good articles

[HD Street Performance]

Read my post above
It's the heads. The 110 comes stock with those cams but the heads are radically different and offer a lot more HP potential out of the box with less port work but when it comes to the grunt in low and midrange that takes a different cam and compression to coax it out. The 110 can follow most target goals if the parts are chosen properly and those same parts are not going to give the same result on a 96 or 103 with OEM heads.

[Highjagger]

@ Steve ,
Did you do a crankshaft bearing upgrade ?
This seems to me the weakly part in the stock condition for the 54 Andrews .
You have to drill a bigger hole for fixing such a thicker crankshaft bearing , am i correct ?

Here it is!
Andrews 54 VS stock 255 SE cam.
09 SE Road glide, 2.25 cores, Non cat headpipe, SE Heavy breather


The graph say it all. The 54 Andrews kills the stock SE 255s everywhere. Cranking pressure dropped 10 pounds.
Less chance of pinging, easier starting. Win win. The 54 was installed with stock pushrods. Easy bolt in.
Cams with matching Fuel map is available.

Special thanks to Mike Fedora "Machinegunner" for Sackin up and pulling the trigger on the 54 install!
I test rode this thing right out of the dyno room, Its a mid range monster!

Steve

http://www.powerglides.co.uk/ar/har_twi_cam_tech2.php

[Fullsac Performance]

@ Steve ,
Did you do a crankshaft bearing upgrade ?
This seems to me the weakly part in the stock condition for the 54 Andrews .
You have to drill a bigger hole for fixing such a thicker crankshaft bearing , am i correct ?
http://www.powerglides.co.uk/ar/har_twi_cam_tech2.php

Stock bottom end. Never hurt one yet, knock on wood.

[Highjagger]

Mine seems to be destroyed http://www.cvoharley.com/smf/index.php?topic=63373.0
And i don`t want to overstress it with the Andrews 54 . Hmm .

[Fullsac Performance]

Mine seems to be destroyed http://www.cvoharley.com/smf/index.php?topic=63373.0
And i don`t want to overstress it with the Andrews 54 . Hmm .

There is really no relationship between a failed crank bearing the cam chosen.
If a crank has excessive run out and is allowed to ossilate, premature bearing failure will occur in a given period
The OEM main bearings on a crank that runs true and straight will last over a 100K. I have friend who owns a 100K plus 95" twincam with the
original crank. Makes 94 HP, hundreds and hundreds of dyno pulls, still riding it cross country.
Hi HP and TQ is not what kills main bearings. Its cranks that flex and wobble. The Timkin bearing is kinda like a heavy duty shock absorber for
an unbalanced tire.The popularity of the timken left bearing has come from its ability to live in less than ideal conditions and tolerate side loads
from run out and crank flex much longer than the stock bearing. Now's the time whiles yours is apart, get it trued and welded.

Steve George
Fullsac Performance

[Highjagger]

I will talk again with the tech about the Andrews 54 , i would like to have but the dealer and the warranty and and and , we don`t have such technic cracks knowing much about the harleys like you have across the atlantic , damn , sometimes i wish i would live in the US . 

[Highjagger]

Problem here in germany with the dealer is that they don`t have enough time to make a dyno (supertuner was done on the bike with the stock cam ) .
 But a dyno run would be necessary when they would do the Andrews 54 .
The tech will check whether they will be able to do a dyno run and then they will do the Andrews 54 in my bike .
If they do not have the possibility ( because of too much jobs that have to be done ) to dyno it then the stock cam will stay .
Hmmmm .
This is HD-dealer in germany.

Give me a gun please . 

[dont57]

Finished the Andrews 54 install last week on my SERK4, used SE adj. rods, left heads alone, applied map that Steve George provided with cams. I have Vtuned and other than decel pop between 4k - 2.5K rpm, the bike pulls harder from 2k up to 4k, measured by the seat of my pants.  Overall the bike seems much crisper in throttle response.  The build to date is 2" FULLSAC baffles, Zipper's Maxflow AC, TTS and Andrews 54.  All mods were done in steps and all yielded improvements.  I have not had the bike on a dyno and not sure if I will.  This was my first time in an HD engine and the cams took about 5 hours, took my time, and re-read a lot.

Tried a number of adjustments with AFR and VE and can't seem to stop the decel pop, checked front header torque (new gasket when cams were done) and collector joint, do not think I have a leak.  Because the decel pop runs so long I do not think its the decel enleanment.

Anyone have any ideas?

[Underdogg]

This was my original upgrade from 08' SERK stock110: V&H Monster Ovals with true duels , HD258, Cams, Heavy Breather SE race tuner. I added HiComp pistons and swapped monster ovals to V&H Hi outputs. New dyno has similar curve except 110 HP and 116 Torque. bike pulls strong no pinging just a decel pop every now and then. I am very happy with the setup. I just crossed 32K trouble free miles (knock on wood). Thinking of porting an polishing heads and the 259e cams.