I went with the GMR 577's and GMR lifters when I swapped the cams in my 14 CVO RK.
It also has the Fuel Moto standard head pipe and Crusher Mellow mufflers. Mine has been dyno tuned using the TTS system.
Some say you give up some bottom end torque without bumping the comp. Not in my case.
Don't count on that Auto Tune feature to take care of the entire rpm range for timing and fuel.
A good dyno tune should still be done IMO.
Yeah, for me it came down to the Feuling 574, Kuryaken 575 (TC-24D), and the GMR 577. These are all very similar grinds and would be a good choice in a '14 CVO RK with a stock upper engine. In the end, it came down accessibility. I know I am probably going to catch flack on this forum, but I could not find the GMR 577 from anywhere except from GMR. I sent them two messages through their website (because they did not list an email address on their site) that went unanswered asking how to order and how long it would take. It was not the only reason I went with the readily accessible Feuling 574, but I didn't have time to screw around any longer.
That's great news about you not losing bottom end torque! I have a really interesting Dyno graph I should attach of the before and after stock 110 CID engine with the Feuling 574. It does show the HP and Torque not crossing/exceeding the stock graphs until 3000 RPM, but after that....Whoa! From all the research I did, the Feuling 574 probably has the least amount of this effect, including the GMR 577. I suspect the low RPM ill-effects are negligible and you are feeling the power increase from 3000 RPM and up. I learned that without a compression bump this effect is pretty much unavoidable, but the question is same as any prescription drug, "Is the benefit worth the side effects?" Your answer is obviously YES, and I suspect mine will be too.
I know I am also going to take flack for my comment about Dynojet's Autotune. Mine is NOT the basic Autotune built into the Power Vision, but the Pro Autotune.
"For the record >> At high load, high RPM ranges this “temporary situation” is not ideal, and this is where it’s advantageous to use Autotune Pro. We offer Autotune Basic because essentially it’s free for the user, and it’s offered by the competition (V-Tune / Smart Tune ) as a band-aid approach to professional tuning. This method works great in those areas where it makes sense to run in a lean state: idle, light load, and cruise conditions. So, in any case, now the Power Vision can “see” what the ECM is commanding for AFR AND it can see what the actual AFR is in the exhaust. Armed with this information and other data from the H-D OEM databus, the Power Vision can automatically fix the deviation between the target AFR and actual AFR by adjusting the VE tables. The data is learned in real time, but processing the data and adjusting the tune is done in an “offline state” (key on / engine off). In the end, the Power Vision can process the data, correct the tune, and then reflash the corrected tune into the ECM.
If you want to tune like a pro and get serious about developing a safe, efficient, and powerful tune, then you need Autotune Pro. I’ll start by making this statement, “Any aftermarket EFI tuning system that does NOT use wideband O2 sensors inherently can NOT give you real time, valuable insight as to how rich or lean the bike is running in areas outside of the OEM closed loop range.” Autotune Pro is a process AND requires a product; that being the Autotune wideband control module. The Autotune module uses wideband O2 sensors in order to measure the actual AFR in the exhaust, and these sensors can accurately sample AFR values from 10.0:1 to 18.0:1 (remember, narrowband O2 sensors are only accurate from 14.3 – 15.2 AFR). When the Autotune module wideband O2 sensors are installed in the exhaust and you’ve selected Autotune Pro in the Power Vision, you’re on your way to a complete, refined, and powerful tune. The Power Vision, when running in Autotune Pro mode, will actually temporarily set up your tune just like a professional tuner and datalog all required channels WITHOUT using a computer. Just like Autotune Basic, the entire process is attempting to correct the error from what’s commanded in the ECM defined as the target AFR, and the AFR that’s actually measured in the exhaust. Armed with this information and other data from the H-D OEM databus, the Power Vision can fix the deviation between the target AFR and actual AFR by adjusting the VE tables. The data is learned in real time, but processing the data and adjusting the tune is done in an offline state (key on / engine off). ~Dynojet's website"I had a custom base map sent to me from Dynojet for my exact setup, which should get things into the neighborhood. Maybe I have too much faith in computers or the CAN bus systems (on the '14 and newer), but I see no downside to letting it try to Autotune. I say let it try, if I feel the system has left power and torque on the table when I start riding it in the spring, I can always old-school dyno it and ignore the Autotune feature later.
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Topic: 2014 110 cu in Stock Camshaft Upgrade (Read 42260 times)