Print

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

[barrhill]

working my way up to a stage two fullsac on a 2012cvo RG how much benefit is the thinner gasket going to make
my local shop likes the deal except for the head gasket .

[Doc 1]

working my way up to a stage two fullsac on a 2012cvo RG how much benefit is the thinner gasket going to make
my local shop likes the deal except for the head gasket .

If I'm just doing a small build like air filter and pipe change and even a small cam I tell my customer it's not worth the the extra labor (money) to change out the head gasket, however, if I have the heads off for any reason in doing a build I do suggest the .030 head gasket while I'm in there. Some cams need the extra compression and others don't so be ware of what the build needs.
Doc

[barrhill]

doc i was doing fullsac pipes,2inch cores ,andrew 54, SE tuner

[prodrag1320]

bigger benefit the .030 h. gaskets is a tighter squish even more than the slight compression increase

[Doc 1]

bigger benefit the .030 h. gaskets is a tighter squish even more than the slight compression increase

Kirby
I agree Kirby, however after claying several of the stock combustion chambers I have found anywhere from .065~.085 squish......cutting that down .020 or so still doesn't get you where you need to be for a good squish. This is why I don't think it's worth the money to install them if you don't have to remove the heads. If you installing pistons, bigger bore, milling the heads, porting the heads then by all means get the .030 gasket in there and set up the squish between .025~.040.....that will make a BIG difference as I'm sure you already know.

Barrhill
My opinion of the 54 cam isn't that good so any improvment to the combustion chamber will improve the low end performance of that cam......lol
Doc
 

[prodrag1320]

I 100% agree doc,Ide never suggest a client to take the heads off just for the .030 gasket.i was meaning if the heads were off already

[roadking53]

I just went down this path and got lots of opinions and did lots of research. The important thing to remembers is that everything functions as a unit. when you make changes you have to bring everything into consideration.
I went to a builder. He recommended an S&S 570 cam, .030 gasket, polish and mill the heads. His goal was to bring the compression up to where it brought out the most in the cam. By using the thinner gasket and milling a bit off the heads it brought the compression up to 9.8 .
He put the scream in Screamin Eagle.

[Unbalanced]

Roadking53

Was this on a 110 and if so what what the outcome of the work/numbers?   Who did the work for you ?   What RPM do you really feel it start to pull?

[HILLSIDECYCLE.COM]

I too agree, that removing the cylinder heads in order to just install a thinner head gasket, is not worth the effort whatsoever.
Have the cylinder heads cc'd, and resurfaced to optimize the compression needs of the given cam, along with the .030" gasket, upon assembly.
Scott

[roadking53]

I had the work done at Macs V-twin in Wentzville Mo.  Cliff was great to work with.

dyno's are kind of suggestive. I had it dynoed at the dealer and they told me I was getting 89.48 HP and 104. 86 lbs of TQ

I took it to Macs and we did a base run on his dyno 83.49 HP and 94.60 lbs of TQ.

This was on a 2013 CVO Road King. I had V&H power duals, Monster Rounds, and an SE Tuner on it.

After Mac's did the cam and heads It test out at 104. 56 HP and 111.40 lbs of TQ.

Somebody said the numbers weren't very good on another sight but its all relative. I got an improvement of 21 HP and 16.8 lbs of torq.

I thought about taking it back to the dealer and see what kind of numbers I would get on a different dyno but it really doesn't matter.

there is a moderate improvement in the low end but where it screams is in the midrange.

Here's a pick of the dyno.

[Unbalanced]

Roadking53,

edited:

crossed it out to correct it fixed below   sowwy to many narcotics and apple pie.   

The only commentary I would make is that the bike is lean for a top end run at 14:1  A/F   I would expect to see 13:1 ~ 13.2:1, but not 14 to 1.   That is what I would expect to see in the steady cruise range.    Personally I would want them to richen that portion of the map to be safe if it were my bike as 14 to 1 is too lean for top end imo.

might have them lean up that red line to say 3700 rpm  that is awefully rich.

Did your baseline run include new pipes or any changes to the bike or is that factory stock with catalytic etc?

[110tHunDer]

Roadking53,

The only commentary I would make is that the bike is lean for a top end run at 14:1  A/F   I would expect to see 13:1 ~ 13.2:1, but not 14 to 1.   That is what I would expect to see in the steady cruise range.    Personally I would want them to richen that portion of the map to be safe if it were my bike as 14 to 1 is too lean for top end imo.

Did your baseline run include new pipes or any changes to the bike or is that factory stock with catalytic etc?

I think the red (final) run is in the 13:1 range, isn't it?

[Unbalanced]

I think the red (final) run is in the 13:1 range, isn't it?

Good catch Brian Thanks.   Since that case I would want them to lean up the beginning of that WOT pull a bit  to say 3700 rpm   way to rich down low.  

[Badmwhite]

Hi there
 I did the fulsac pipe 2" baffles and 54s on a 2011 cvo street glide, the noise is awesome! But I will be setting the compression to 10.1 in winter as the torque didn't improve that much.
The hp was up 18
If I had my time over I'd do it right the first time!
Ben

[Cvostu]

I didn't do anything with the head gasket.  I did the Andrew 54s , fulsac with 2" cores and a TTS. I didn't want to do too much on a new bike.   I like the 54s but wiill say they are not a torky cam at all. I'd say it comes on well at about 2500 rpm.  It stays on for a good while but if you are looking for low end tork, you should look at something else. I did S&S 570s , .030 and had the heads milled on my 04,,,   Big difference with the added compression.