Final prognosis (3 more hp)

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Jun 20, 2016 | 12:24 PM

#11

grbrown

Club Member

Joined: Jun 2007

Posts: 45,429

Likes: 2,898

From: Bedford UK

Drive has gone to a local pc 'doctor' - fingers crossed that it can be recovered!

Jun 23, 2016 | 10:08 PM

#12

Max Headflow

Seasoned HDF Member

Joined: Dec 2005

Posts: 19,893

Likes: 8,002

From: poway

Quote:

Originally Posted by 98hotrodfatboy

I Believe it's a combination of the pipe and how rich it it's starting the wide open run (accelerator pump and afr drops to 12) never had that when i was running the python staggered duals. I've said this many times, when it comes to a harley i really don't believe that there's a benefit to a 2-1 for the price...... 2-1's have the most impact at higher rpms. I have had great numbers with my old python's but like most i believe that there's more only to be let down.... Here's a comparison...

I agree.. It depends more in the design of the pipe.. Many of the bagger types like to say that a 2 into 1 is better than true duals but true duals typically refer to a 2-2 on a bagger where the one pipe has way different length than the other.. A well designed staggered dual can make more HP than a 2 into 1, especially since the firing order on the cylinders is not perfect.. It's the 405 / 315 difference in the firing sequence that messes up the 2-1.. Well sorta it does.. Wave tuning on the 2-1 can broaden the TQ curve. 2-1 can use a bigger common muffler. Still 2-1s typically have the disadvantage as the head pipes are usually different lengths though not as bad as bagger TDs.. Use of stepped pipes can help to make the equal length 2-2s better over a broader power range.

Jun 24, 2016 | 11:14 AM

#13

PWMORRIS

Road Captain

Joined: Jan 2009

Posts: 714

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Quote:

Originally Posted by dsvracer

i do not see what cam you are running, or what was done to the heads. dsv

Yeah, it's a ways away from 100 square, but still strong for an 80" EVO.
Heads (really good heads), cam, compression, ignition, pipe, etc need to play together to flirt with a legit 100 square. 100 hp and maybe 90 ft lbs (or visa versa) is a lot easier-with cam profile focusing on one or the other.
Going to have to pull to 6200-6500 to get there.

What are the detailed specs of the build?

Jun 24, 2016 | 11:33 AM

#14

djl

HDF Community Team

Joined: Jun 2006

Posts: 12,774

Likes: 2,606

From: san antonio

Quote:

Originally Posted by PWMORRIS

What are the detailed specs of the build?

See post #3. I think a set of the early stepped Bassani Pro Streets, a 2:2 system would work well with the OPs configuration. Not saying those would get to 100 square but with a better looking curve, no hit on TQ and maybe a bit more HP.

Jun 24, 2016 | 02:20 PM

#15

PWMORRIS

Road Captain

Joined: Jan 2009

Posts: 714

Likes: 120

Quote:

Originally Posted by djl

Thx-
Went right past that...
OK,
What you have now-
030" over Wiseco 11:1, Hillside stage II heads 1.90"/1.63" 81.5 cc. .040" hg, 208psi ccp, S&S E. woods w6exp cam 21/43 49/19 .590", Lift@tdc .203/.187 244*/248*. 1.800" S&S intake. Dyna 2ki. 3.27 gear.

-Have Scott massage the heads to the next level, half to a full point more in compression to 11.5-12.1, bore the E out (choke point and running out of air and fuel up top), add a TJet for the top or go non-bored G with TJet (motor will like it and it's not too big for a built 80" with that level compression and cam), G manifold or open up what you have, if running filter, use spacer and pull that filter out another half inch to an inch for more air, if keeping Woods carb, move up to the .610-.625 lift range, S&S billet rocker boxes (valve train stability=hp), with 1.7 intake, and a good flowing, stepped pipe for starters.
Good re-tune (timing is important as well as that big TJet for top end-4,500 and up), and see where you are...
Should hit 100 hp all day on any dyno, and torque won't be far behind.