Actually I did read your 1st post - believe your question was answered shortly after - thus the reason most replies went off topic - i was responding to two gentlemen who "they & I" have opinion differences - not a manhood measuring contest as you imply, The dyno numbers came from an HD dealership who compared the TC to the M8 platform. I didnt post build parts & honestly you asked a question about Compensators and you got answers. if you dont like your comp or are having problems get a new one, if you dont know the workings of a compensator............ Buy a Manual, if you just were looking for the definition of what a Comp does - there are numerous definitions on line explaining it.

Enjoy retirement & glad you made it to the stop sign............ as long as we are all riding what makes the difference if we are on a TC, M8 an Indian, Metric or other! Hopefully you got the answer to your 1st post you were looking for?

 

DUDE! we are talking about compensators here. Why are you talking about a ride you had in santa monica with some blue angels and a drag race with a Diablo??

 

Calm

 

I traded a 103 Switchback that had a V&H pro pipe, Screamin' Eagle Ventilator and had been dyno tuned for a new (stock) Sport Glide 107 and while I cant say that I was ever disappointed with the 103 the 107 was clearly stronger everywhere. Maybe just the 4 cubic inches but it feels like a healthier motor all around.

 

The M8 just feels aggressive. My Fat Boy 114 just feels like it's ANGRY.
Maybe it's because I'm so small and the Softail frame is lighter, that the whole M8 platform feels fast to me, but there's just something about the M8 engine that feels... aggressive.
Something bout it says to me "I aint your grandpa's fat boy, little missy"
Maybe I'm overly anthropomorphizing the bike but it's hard to describe. The M8 Feels like a Harley... but aggressive.

 

Well folks? Regardless of displacement or even mods we’re talking two very different beasts here and one has 4 valves per cylinder and 2 spark plugs per head and the other one doesn’t.

there just isn’t a whole lotta “compensating” for that! LOL!

 

You're trying to compare a 110 which is the same as the TC CVOs ran to a stock 114. Now I am going to hazard a guess and say along with the increased displacement Harley also added a cam into the 110 much as they did with the 117 over the 114/107. A much better comparison would be the 110TC from the Dyna LRS to the 117 in the Softail LRS. Stock for stock, you wouldn't be pacing the Softail.

 

Anyone with a pilot's license that's done a Magneto check and watched the rpms drop on the tach, doing an engine run up ignition redundancy check, can tell you all about the added power between 1 spark plug per cylinder, and 2 spark plugs per cylinder. It's significant, the HP and torque gains, across the whole rpm range. Probably also done by HD to clean up the emissions, too, far more complete charge burn.

 

funny thing, I don’t see the word or any sort of relevance to a compensator in your post? If you can’t beat them join them! 😂

 

You also don't see me in a dick dragging contest about a piece of paper from a highly padded and compensated Dyno with a few numbers on it, trying to justify all the cash I threw into a cam, a pipe, a tune, for bragging rights with best 1/4 mile time, or best time point A to point B on The Tail of the Turd Flinging Monkey. Never mind that my original cam and exhaust system and mufflers and tune were in perfect condition before the modifications.

Having owned an airplane, however, I am well aware of how much free power you get having a dual ignition and dual spark plugs on a 100 HP modern fuel injected Light Sport aircraft engine. Under full load of a propeller at 4000 rpm, it was worth 90 to 120 rpm more. Drop an ignition and 4000 rpm dropped to 3890 to 3910, consistently, depending on air temp, air density and relative humidity of the day. Low humidity and high denisity altitude air pressure ( think death valley sea level) add a lot of horsepower, along with a 2nd plug per cylinder. Since aircraft engines take off at full power, and climb at full power, until reaching cruising altitude, it make a big difference in your climb rate in feet per minute, especially as the air gets a lot thinner as you climb.

Think of it like this... on a 100 HP motor with 4 cylinders and 1365ccs, redline at 5800 rpm for no more than 5 minutes, cruise at 5500, 2 valves per cylinder, pushrod driven, silica aluminum bores,no liners of steel, water cooled heads, and piston to cylinder wall clearance of 0.0003" new, from the factory, with a motor rated at 2000 hours of life. It's about a $21000 motor and you get to change it out every 2000 hours. So relatively speaking, how much bigger a HD motor is, it's really not making that much HP or torque, for it's displacement.

The M8, with dual plugs and dual ignition alone, is going to be a much peppier motor than a TC, displacement and cam profiles and compression ratios being equal.

I need to change the air in my tires with some fresh 2023 Globally Warmed Air in my 5 year old Dunlop 407's and 408's. Technology and time keeps marching on. 7200 miles on the set, and the rear tread depth is at 6/32" and change, not even half way worn. Probably get more if I put myself and my bike on a diet. Also put a Saddlemen seat on my bike for more butt dyno torque and horsepower. If I get 12 to 15k miles out of the rear tire, I won't care, ever, what the dyno numbers are. I just don't want the compensator pooping out on me, and knowing how cheap HD is, I wanted to know more about it, some options, and what is better and why, in the drivetrain line.