Print

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

[mgreen3940]

Can anyone validate the below information that I've found?  I realize that the stock 2013 CVO 110 is a 9.15 compression and with the below statement using an older model head to get 10.5 compression without going to a big bore kit sounds like a possible solution to making some awesome power.  Or does anyone have any other suggestions out there on better heads?

"Want to wake up your Screamin’ Eagle or CVO 110 ?
This is how we do it. Remove the 110 heads and toss them in the dumpster or sell them on Ebay. Purchase a set of stock TC88 or TC96 heads and send them in to us for our standard HVP full porting with all new severe duty HQ valves, guides and springs.
When you bolt the heads back on, you will have a 10.5:1 compression ratio.
There is no need to bore your cylinders or replace pistons. It would be advisable to replace the high tensile cylinder studs with the regular stock ones used in the standard production bikes and use the new quad seals on the cylinder bases. (parts available from your HD dealer)"

[mgreen3940]

My apologies as that should be for 2013 rather than 2014.  Thanks

[North Georgia Hawg]

That's from the Headquarters web site, talking about the High Velocity Porting (HVP) service they offer. What they are saying is that by porting TC88 or TC96 heads, both of which have much smaller diameter ports than the 110 heads, they claim to increase the velocity of the charge and achieve greater cylinder fill because of that.

I have read other articles, etc. on the net over the years - including at NightRider.com - that say basically this same thing... Big ports do not achieve the high velocity needed to make the most power.

I have no way of verifying this claim... But the SE heads that come on the 110 engine have really BIG ports and valves compared to the TC88 and TC96 heads, with relatively low intake charge velocity. So, they may have a good point.

It would be interesting to hear from some of the pro head guys here about this...

Ken

[HILLSIDECYCLE.COM]

Nothing wrong with a 110" head to warrant them being assigned to a landfill whatsoever, and quite the contrary indeed.
Scott

[prodrag1320]

it really depends on what your building (touring or WFO) and CID of motor,i wouldn't recommend 110 heads on a 95" bagger motor,but for a 107+ hot rod,they can be made to work VERY well

[mgreen3940]

it really depends on what your building (touring or WFO) and CID of motor,i wouldn't recommend 110 heads on a 95" bagger motor,but for a 107+ hot rod,they can be made to work VERY well

I have a 2013 CVO Road Glide Custom that I'm beginning to plan my winter project of upgrading the motor with different cams, lifters, etc but most importantly that I've come to understand with doing these mods is to do some head work.  With that being said, I'm sure everyone has their own ideas of motor mods to make along with the hundreds of combinations that can be made.  I read the above info and if those heads would provide a 10.5 compression in my 110 motor then I would begin the search for parts in preparation for winter.  If there are better heads at a reasonable price but not have to dive too far into the motor, I'm open to suggestions.  Not looking to replace everything in the motor but like I said cam, lifters, rods, maybe heads if necessary.

[HD Street Performance]

Your plan is fine but keep the heads. Even the SE kit with dome pistons and the stock heads will exceed what that other kit provides in terms of performance. The 110 heads stock don't flow all that bad when compared to the OEM 96/103" head even reworked. The 110 head does have some reliability issues that need to be addressed before any airflow enhancements occur IMHO. Milling the head with the stock pistons can get you in the 88cc neighborhood and compression if the bottom end will remain intact then an appropriate cam is coupled to that combination for respectable power and torque.
It is not hard to get into the low 120s square with stock pistons and a mild cam at 10.2:1, stock TB. Cam change a little more CR and a TB will have you in the mid to high 120s. The heads are not the constraint when ported properly plus reliability is improved with better materials all around, new stainless valves, bronze manganese guides, viton seals, and beehive springs. All AV&V parts are used by me and I have excellent results.

[prodrag1320]

the 89cc S&S heads are a good choice too

[HILLSIDECYCLE.COM]

Your plan is fine but keep the heads. Even the SE kit with dome pistons and the stock heads will exceed what that other kit provides in terms of performance. The 110 heads stock don't flow all that bad when compared to the OEM 96/103" head even reworked. The 110 head does have some reliability issues that need to be addressed before any airflow enhancements occur IMHO. Milling the head with the stock pistons can get you in the 88cc neighborhood and compression if the bottom end will remain intact then an appropriate cam is coupled to that combination for respectable power and torque.
It is not hard to get into the low 120s square with stock pistons and a mild cam at 10.2:1, stock TB. Cam change a little more CR and a TB will have you in the mid to high 120s. The heads are not the constraint when ported properly plus reliability is improved with better materials all around, new stainless valves, bronze manganese guides, viton seals, and beehive springs. All AV&V parts are used by me and I have excellent results.

Yep.
.075-.080" can be removed prior to needing to back the electric releases away from the gask surf.
We've used those heads on 117" and 124" engines as well.
Don't toss 'em in the can.
Scott

[Heatwave]

Yep.
.075-.080" can be removed prior to needing to back the electric releases away from the gask surf.
We've used those heads on 117" and 124" engines as well.
Don't toss 'em in the can.
Scott

Scott, let us know when you've done any headwork on a new watercooled 110 head. I will be very interested in hearing what's possible and what setup (cam, TB, injectors, rockers, head gasket) delivers the best power with the new cooler running engine.

[TorqueInc]

  the 10.5-1 pistons work well

[98fxstc]

 
the 10.5-1 pistons work well

What's the intake close on those cams?

[GMR-PERFORMANCE]

Dome pistons from HD are a 9 CC so its does not make for a 10.5 engine but right at 11.1.  Seen many shops listing the piston  and what the comp ratio was ,.....well they have more compression than they know. Wet testing that piston will prove that its bigger than what printed specs are. I posted up a sheet with stock heads our cam stock t/b V&H exhaust made in the 110 hp range and 125+ tq . Pulls like a freight train, other than issue with the heads ( not flow) you can have a running bike that will hit like a hammer for low dollars. Dealer sends us several of these a month to install our cam and tune. AVG numbers with several EX systems has been 108-112 hp and tq 123-127 .

Have a twin cooled one now that is going together. Not that it matters much, with a good tune the heat is greatly reduced.

[TorqueInc]

What's the intake close on those cams?

  Was a custom grind Ill have to look have the card at the shop in the pile.

Did a little chamber work to those heads Steve it was a tick over 10.8

  Doing another one now,cutting the dome a little if the guy would make up his mind 

[GMR-PERFORMANCE]

  Was a custom grind Ill have to look have the card at the shop in the pile.

Did a little chamber work to those heads Steve it was a tick over 10.8

  Doing another one now,cutting the dome a little if the guy would make up his mind 

Just chamber work..  I am betting there was a little more than that done.. All good nice power.