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Dyna Glide Models Super Glide, Super Glide Sport, Super Glide Custom, FXR Super Glide, Dyna Glide Convertible, Super Glide T-Sport, Dyna Glide Police, Dyna Switchback, Low Rider, Street Bob, Fat Bob and Wide Glide.
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  #11  
Old 12-09-2011, 11:09 PM
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labfreak labfreak is offline
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OK, I'm curious. Why not Andrews 37 with 10.5 cr on a 103? Either using domed pistons or a SE Kompressor head?
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2007 FXD
Progressive 440's 11.5"
K&N Hi-flo A/C
Supertrapp 2-1 exhaust
PCIII
Andrews 37H cams
103" w Stock heads for now
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  #12  
Old 12-10-2011, 12:57 PM
1 Bad Bob 1 Bad Bob is offline
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i built a 103 for my fat bob right off the showroom floor. my sig shows the results and i couldn't have been happier. the mechanic and i sat down to decide what we would do, so this isn't a HD stage kit.

i think it worked out well........
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2008 vivid black fat bob
103 ci
se acr heads
se forged pistons
se 211 cam
se 50mm throttle body
python 2n2 pipes
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dyno numbers: 103/108
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  #13  
Old 12-13-2011, 02:26 PM
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Default Your Fat Bob

Yeah, Bad Bob, your se 211 is similar to Andrew 37 ( see cam comparator at Bigboyz.com) I can't see why 10:1 would be a problem? These are long duration cams and higher compression would improve, I think. Also if using an Andrews 54 the characteristics are nearly exactly like the 37 except .555 lift over .510
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2007 FXD
Progressive 440's 11.5"
K&N Hi-flo A/C
Supertrapp 2-1 exhaust
PCIII
Andrews 37H cams
103" w Stock heads for now
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  #14  
Old 12-14-2011, 12:10 PM
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Here are some better specs on what is being done;

2009 Harley Davidson Fat Bob FXDF 17,000 miles
· Stock tires/wheels, sprocket, gears, transmission, and lower end of engine
· Dynojet PowerVision unit and Wideband AT-100 sensor kit installed
· Thunderheader ceramic coated exhaust with wrapped headpipes
· Wimmer Better Sucker 330cfm air cleaner
· Andrews 54G gear drive cam with gear drive install kit
· Harley Davidson Screamin’ Eagle Pro Stage IV 103ci Race kit, Part # 27156-08D
o SE Pro CNC ported factory heads with oversized stainless steel (1.875”) intake valves, stock (1.575”) stainless steel exhaust valves, and high performance valve springs
o Matching high-compression 103ci forged aluminum 10.5:1 pistons
o Original Equipment 103ci cylinders
o SE Pro High-Flow injectors @ 4.9grams/second
o SE Pro High-Flow 58mm throttle body
o SE Pro High-Flow 58mm intake manifold
o High-performance clutch spring and sprocket retention hardware


The reason why my engine builder went with the 54 grind rather than some of the other higher lift and duration grinds similar to the SE259E cam that comes with the kit is my riding style. All the other grinds put the power band toward the top end of the RPM curve. I wanted a good mid-range cam because I spend more time riding at 3K to 4K rather than at WOT with the engine at 6K+ RPM.

If all goes well, the bike will be done next week and then off to the Dyno. My Christmas wish of being back on two wheels after the accident just might come true!
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2009 FXDF Fat Bob, 103" Stage IV SE Pro Race kit, Andrews 54G gear cam, SE 58mm AC, wrapped Thunderheader, Dynojet Powervision with WB O2 sensors and some other home-brewed mods
104HP and 109TQ

Last edited by sbaalman; 12-14-2011 at 12:16 PM..
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  #15  
Old 01-23-2014, 01:20 PM
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Finally had the setup Dyno Tuned.

104HP and 109TQ
Attached Thumbnails
Stage IV Screamin Eagle 103" kit on Fat Bob-harley-dyno.jpg  
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2009 FXDF Fat Bob, 103" Stage IV SE Pro Race kit, Andrews 54G gear cam, SE 58mm AC, wrapped Thunderheader, Dynojet Powervision with WB O2 sensors and some other home-brewed mods
104HP and 109TQ
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  #16  
Old 02-22-2014, 11:09 PM
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rgr357 rgr357 is offline
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So how do you like it?

Currently have a stage I and I'm kicking around the idea of a SE 204, SE Perfect fit pushrods, SE clutch spring & SEST. The more I read the more I start to think some mild head work might be needed. Ok since I'm there maybe the 211s or 257 w/10.5 pistons.

Well now HD makes the Stage IV pro which is basically what I'm looking for in the end.

Really starting to lean that way, but thinking what else might now go wrong.

Guess I'm not sure where the end is, in the end? So I can see doing the Stave IV if it doesn't uncover other problems, that now must be addressed due to the performance increase, and if you can run on standard super unleaded pump fuel?
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  #17  
Old 02-23-2014, 09:13 AM
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Quote:
Originally Posted by labfreak View Post
OK, I'm curious. Why not Andrews 37 with 10.5 cr on a 103? Either using domed pistons or a SE Kompressor head?
Static compression in and of itself is not the important ratio, corrected compression is. CC is dependent on the cam intake closing - the earlier the closing the higher CC is. The Andrews 37 has an intake closing of 38 degrees which is somewhat early for a performance cam and results in a very high CC if you have a high Static Compression set-up like 10.5:1. If you have too high of a CC you can run into a lot of problems like needing very high octane fuel, cranking problems, tuning issues etc.....
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2012 Fat Bob: 107" BB, AMS CNC headwork, T-Man 590 cams, HPI 55mm tb, GMR tuned 104hp/112tq SAE, Darkhorse fixed crank, Timken lefty, S&S Teardrop ac, Bassani RR 1D5250, PV AT Pro, True Track, Ricor Intiminators, Andrews 30T.
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  #18  
Old 02-23-2014, 10:43 AM
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What's your run-out on your crank cause I have seen the dealer stuffing the gear drives in bikes that are past the .003" limit for proper gear drive specs. It will run, but you'll get a whine and not sure of longevity.

Depends how hard you ride but I would say if you are past the specs and not deciding to tear down the bottom end then go with chain drive and zippers tensioners. Did you get a new oil spring setup for your oil pump (either Baisley or Axtell)?
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Last edited by HD Bobber; 02-23-2014 at 10:48 AM..
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Old 02-23-2014, 10:43 AM
 
 
 
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