Jetting
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Outstanding HDF Member
Joined: Nov 2013
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Not sure. Either the standoffs are longer or the evo filter is shorter. It doesn't bolt up tight, the filter is not going tight. Ness has two different part numbers on the back of the backing plate as well. Possibly the breather hole sizing not sure. I will ask them
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Outstanding HDF Member
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So my carb kit comes with intake gaskets was going to change them but read on the shovel or somewhere else about pressure testing the intake. So I plugged the intake and put 11 psi in. Held over ten minutes no drop. Covered the intake seal area no bubbles. Think I'm leaving the intake seals. Anyone pressure test like this?
Last edited by br549A1; Apr 18, 2017 at 06:02 PM.
Tourer
Joined: Apr 2010
Posts: 465
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From: Cleveland, Ohio
Doesn't the Ness kit come with a filter and standoffs? I would think the backing plate, standoffs, and filter would all be matched for a tight fit.
So my carb kit comes with intake gaskets was going to change them but read on the shovel or somewhere else about pressure testing the intake. So I plugged the intake and put 11 psi in. Held over ten minutes no drop. Covered the intake seal area no bubbles. Think I'm leaving the intake seals. Anyone pressure test like this?
Bravo!
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Joined: Oct 2005
Posts: 3,872
Likes: 83
From: Canton, Michigan
I have to go with 0maha's recommendation to get it on a dyno and see 'what's, what'. Yeah, it'll cost you a bit, but at least you'll have a baseline to make adjustments from. Although my current set up is running great, I slapped on a Thunderheader, and I'm curious whether I may need a jetting change. I was 'dialed' in with the stock pipes and SuperTrapp slipons (16 discs) before then.
You can drop some $$$ on a Mikuni or S&S carb, and they have their advantages. But the CV is a decent carb for 80 cu in EVO's or even an 88 cu in TC's. Just needs some love to make it run the way it should.
FWIW, my 93 FLHS, (CV carb, EV27 cam, 'street ported heads', aftermarket air cleaner, Dyna 2000 ignition, and aftermarket exhaust) has no problem hitting a 6200 rpm rev limiter. But I don't do it very often. The EV27 cam start 'kicking in' above 2500 rpms, and things start happening fast. Scares the crap out of this old man, when the ignition module kills the engine, even though I know it's coming....
You can drop some $$$ on a Mikuni or S&S carb, and they have their advantages. But the CV is a decent carb for 80 cu in EVO's or even an 88 cu in TC's. Just needs some love to make it run the way it should.
FWIW, my 93 FLHS, (CV carb, EV27 cam, 'street ported heads', aftermarket air cleaner, Dyna 2000 ignition, and aftermarket exhaust) has no problem hitting a 6200 rpm rev limiter. But I don't do it very often. The EV27 cam start 'kicking in' above 2500 rpms, and things start happening fast. Scares the crap out of this old man, when the ignition module kills the engine, even though I know it's coming....
Last edited by Hackd; Apr 18, 2017 at 11:56 PM.
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Hackd you just reaffirmed my concerns! I can go 1st through 3rd wide open throttle and I can feel when it hits 4500 because it basically stops pulling, the revs keep climbing but it feels like slow motion after the 3000-4500 pull, if I don't shift at 4500 I'm basically slowing down. I wish there was a way I could get my iPhone to stay focused on the tach I'd do a couple full throttle runs and share the video. If it doesn't pull with the carb rebuilt and this awesome new air cleaner set up I got coming in the mail tomorrow from a nice guy here, I'm going to have to check the coil. It's the only thing left but it tested fine on the bench. I like a challenge but I feel like I've already crossed everything off the list I should be golden at this point.
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Joined: Oct 2005
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From: Canton, Michigan
What cam and ignition module is in the bike?
I don't recall what year The MoCo changed cam profiles, but I definitely know the OEM cam in my 93 had 'zero' valve overlap. It was a pathetic bump stick. The EVO really was strangled out of the factory by EPA restrictions. Getting the air in/exhaust out, in a more efficient way (a/c, cam, exhaust), will really wake up the engine.
Also the OEM ignition module has a low rev limit. IIRC, it's around '5400' rpm. I'm not certain what sort of advance 'curve' it has. Someone here with a better memory, and more knowledge, will post up the correct numbers on both OEM cam/ignition.
If you have a dyno sheet on your present set up, look and see where the HP/TQ peaks and where it starts to fall off. The last dyno run I had on my 93 was eleven years ago (stock compression, 'street ported' heads, slip-on SuperTrapp mufflers - 16 discs, tuned CV carb - don't recall the jetting, SE air cleaner, EV27 cam, Dynatek ignition-curve 2/6000 rpm limit- IIRC):
Max HP-76.92, Max TQ-82.65. (air cleaner removed)
Max HP-75.10, Max TQ-80.68. (air cleaner installed)
HP climbs steadily until 5600 rpms, then starts to drop.
TQ is reasonably flat (78-82-78) from 2800 rpm to 5200 rpm, then gradually drops.
HP and TQ lines crossed around 5300 rpm at 75/75.
If your bike feels sluggish above 4500 rpm, it would be interesting to see what is happening HP/TQ wise there. Especially what the HP number is doing.
Also, FWIW, the CV carb transitions from low to high speed circuits 'around 3000-3200 rpm. There is a small 'flat spot' during the transition that can be tuned to minimize, but it will always be there. Mine is barely/rarely noticeable after tuning.
BTW, USPS shows your package on the way out of Michigan. Scheduled for delivery 4/19.
I don't recall what year The MoCo changed cam profiles, but I definitely know the OEM cam in my 93 had 'zero' valve overlap. It was a pathetic bump stick. The EVO really was strangled out of the factory by EPA restrictions. Getting the air in/exhaust out, in a more efficient way (a/c, cam, exhaust), will really wake up the engine.
Also the OEM ignition module has a low rev limit. IIRC, it's around '5400' rpm. I'm not certain what sort of advance 'curve' it has. Someone here with a better memory, and more knowledge, will post up the correct numbers on both OEM cam/ignition.
If you have a dyno sheet on your present set up, look and see where the HP/TQ peaks and where it starts to fall off. The last dyno run I had on my 93 was eleven years ago (stock compression, 'street ported' heads, slip-on SuperTrapp mufflers - 16 discs, tuned CV carb - don't recall the jetting, SE air cleaner, EV27 cam, Dynatek ignition-curve 2/6000 rpm limit- IIRC):
Max HP-76.92, Max TQ-82.65. (air cleaner removed)
Max HP-75.10, Max TQ-80.68. (air cleaner installed)
HP climbs steadily until 5600 rpms, then starts to drop.
TQ is reasonably flat (78-82-78) from 2800 rpm to 5200 rpm, then gradually drops.
HP and TQ lines crossed around 5300 rpm at 75/75.
If your bike feels sluggish above 4500 rpm, it would be interesting to see what is happening HP/TQ wise there. Especially what the HP number is doing.
Also, FWIW, the CV carb transitions from low to high speed circuits 'around 3000-3200 rpm. There is a small 'flat spot' during the transition that can be tuned to minimize, but it will always be there. Mine is barely/rarely noticeable after tuning.
BTW, USPS shows your package on the way out of Michigan. Scheduled for delivery 4/19.
Last edited by Hackd; Apr 19, 2017 at 07:29 AM.
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Thread Starter
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Outstanding HDF Member
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It's a 3010 stock ignition. I tested the coil last in sept 2014 got 11.8-12.2 across secondary. I used a different meter and tested it quickly on my way out this am and got 10.8 I'm wondering if it's testing good but something is up with it. My bike pulls hard midrange then absolutely falls flat. In fact I don't think I've hit rev limiter it's dead before it. It's the P curve module.
I may just buy a coil and swap it out. Is the drag specialty 2102-0600 a good replacement. Looks likes it's the same voltage/ohms as the screamin eagle for less money.
I may just buy a coil and swap it out. Is the drag specialty 2102-0600 a good replacement. Looks likes it's the same voltage/ohms as the screamin eagle for less money.
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Joined: Oct 2005
Posts: 3,872
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From: Canton, Michigan
Don't know about the coil. I'm still running the original after 24 years....
I searched the internet for a 3010 ignition and didn't find anything. Got a more detailed link?
Stock cam?
I searched the internet for a 3010 ignition and didn't find anything. Got a more detailed link?
Stock cam?