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[JoeVibe]

I had my dealer do a free "dyno evaluation" of my bike last week. The results looked very similar to the "Before" results that GMR Performance posted when they were testing the Kury TC24 cam (below). My numbers were 84HP and 102 TQ and the curves are very close to the same. The only difference I see in the dyno plots is that the GMR showed CF: SAE Smoothing: 5, and mine is 3. Is this difference significant or can I consider the plots, kind of, apples to apples? I'm asking because I'm interested in these cams and am trying to figure out what to expect.

Mechanically, I have the same VH Power Dual pipes but I have VH Twin Slash Round mufflers and the GMR listed Crushers. Also, GMR used a TTS tuner and I have a SERT.

Can someone explain the SAE Smoothing thing, and do you think I could get similar results as GMR did (assuming I get a proper tune, of course).

Thanks,

Joe

[grc]

The smoothing setting just makes the curves look smoother when the software draws those curves.  The actual data isn't collected at every point along those curves, and the software has algorithms (formulas) to fill in the blanks between data points.  Smoothing can be set anywhere from 0 to 5, and almost everyone sets it at 5 for the best looking charts.  I can't think of a valid reason to use a lower setting, unless someone turns it off to slightly inflate the peak numbers for bragging rights.  If your dealer kept a copy of the data for your run you could always ask him to reprint the chart and set the smoothing at 5, but it's not worth the effort.

Comparing absolute results from one dyno to another is a fool's game, but the general shape of the curves should be comparable assuming everything else is equal, like component parts and tune.  As long as you don't go into this thinking you will definitely get exactly what GMR posted, you should be fine.

Jerry

[JoeVibe]

Thanks a lot Jerry, I really appreciate your opinion. I'm trying to decide if I want to make a cam change and the results that GMR got made me interested in these cams. If I'm doing the math right, they got 38HP and 20 lb/ft from these cams. If I could get anywhere in that neighborhood I'd think it was money well spent.

Thanks again,

Joe

[hrdtail78]

http://www.cvoharley.com/smf/index.php?topic=84681.msg1134755#msg1134755

Post 19 has another sheet.  IIRC GMR bumbed the compression??

[JoeVibe]

http://www.cvoharley.com/smf/index.php?topic=84681.msg1134755#msg1134755

Post 19 has another sheet.  IIRC GMR bumbed the compression??

Hi Hrdtail,

Thanks for the link. I'm an info junkie so this really helps.

Here's the link to the thread I pulled the dyno plot from. http://www.cvoharley.com/smf/index.php?topic=76624.0

I don't think there was any mention of changing compression. In fact, on the first post, GMR makes a point of saying "Bolt in deal no need for head work, high compression pistons etc." There may have been some mention of bumping compression later in the thread but I don't remember seeing it.

[hrdtail78]

I might be remembering a different build.

[hd-dude]

Here is one we did....

http://www.cvoharley.com/smf/index.php?topic=84681.0

[bowtech40]

I have those cams in my bike. V&H power duals and crusher mellows. I took .025 off each head and used a .030 MLS head gasket, which puts my comp at 10:1. My numbers were 116/123 with a graph like the one you posted. It was tuned by Mike Roland himself. I can tell you it showed a bit of clutch slippage on the dyno which I will address, but I am quite happy. Coming off a 117 that made 136/139 I feel like I went backwards, but this is a solid build.

[chicoman]

Great bolt in cam, but the kury test was at 10 to 1. Bolt in no other changes numbers will be a little lower, but great tq. I did the suburban hd all bore 113 and minor head work, .040 hg, set up at 10.1 to 1, did 117 hp, 126 tq comes on early and holds to 5500. Very happy fun to ride, zero pinging 40 + mpg highway 70 mph.

[TorqueInc]

  I would not do this cam as a direct bolt in on a cvo 110.

  Best bet is to do as others have done and get the compression to 10-1 with a mill and a gasket,while they are off you might also consider some cleanup work on both the intake and exhaust ports as well as getting rid of the factory dual springs in favor of beehives.

[HD Street Performance]

That cam will work well in the 110, no other changes.
Bolt it in and see appreciable gains and a quieter valve train. Do some head work, add compression and gain more. No different than many of the other grinds out there. The SE259 will make 125/125 too under the same conditions with a good pipe. HD sells the stage kit with the SE259 and it is no slouch either but in the teens for HP. Many ways to get results with or without head work and added compression.

[HILLSIDECYCLE.COM]

At a mild 10.0 compression ratio set-up, an S&S .570 is an absolute home run.
Scott

[JoeVibe]

That cam will work well in the 110, no other changes.
Bolt it in and see appreciable gains and a quieter valve train. Do some head work, add compression and gain more. No different than many of the other grinds out there. The SE259 will make 125/125 too under the same conditions with a good pipe. HD sells the stage kit with the SE259 and it is no slouch either but in the teens for HP. Many ways to get results with or without head work and added compression.

At a mild 10.0 compression ratio set-up, an S&S .570 is an absolute home run.
Scott

Thanks for the input guys. Would the torque curves on these cams be similar to the Kury cam? I don't want to sacrifice on the low end.

[HD Street Performance]

The 255 and the stock heads at 9.4:1 with a good tune makes excellent low end torque. You can recapture than with any of the cams mentioned but the pipe and compression are the critical elements that will dictate the result assuming the heads are not botched.
Not often mentioned and really should be a prerequisite..
Change the guides, seals, and valve springs.
This is a reliability step that will pay dividends when the motor gets some miles on it.
Less carbon in the chamber = less detonation
Less carbon on the valves and in the ports, sustained airflow
Appropriate valve spring pressure, less wear on the lifters and cam bearings

[GMR-PERFORMANCE]

The cam is a bolt in. I never did anything to that engine other than install and tune. However I could see that it had a MLS head gasket I have no idea how thick never took it apart. CVO 110 engines can and do have chamber volume from small to large. Just added 2,130 valves to a set of 110 heads that had 7 miles on them.. chamber volume 99.8 front and 100.1 rear. Have seen where some are only 91.5 cc from factor. So that in a huge increase or decrease in compression ratio. Here is a 2013 CVO bike with the slipper clutch and its slipping bad that ran well. I installed our cam and tuned it. Over all I would think that if you can get 107+ hp and 117+ tq thats a nice increase. If you can make the tq curve broad even better.  Corrected air was 3400 feet for that tune.