Has anyone had any experience with the 27513-08c screamin eagle 103 big bore kit with the supplied 259e cams.
Thinking about upgrading my 2012 fxdc from the 96 cube to 103 cube using this kit, but interested to hear if its a good option or not and if anyone has had any experience with the 259e cams.

 

I have the 103 SE 103 street stage 4 kit (standard 110 heads) I would go the Pro MVA heads) next time, as it has it has about 5 tq and 10 hp more. I have mates with the pro and it goes alot harder than mine.

 

This would be my choice for a 103" kit; the only one that I know of that the MoCo honors under the factory warranty. Throttle body included but no SEPST but does include the CNC ported heads. IMHO, a better package.

 

This is the kit I have, I would still go the Pro kit, street kit is good, But the pro kit kicks its ***.

 

If you look at the description of parts for the Pro vs the Street their the same, only thing different is the tuning method.

 

The heads are different, I was pissed when I found out, thought I was buying the pro kit, not the street kit. Be careful who you talk to when talking to. I asked if my heads could be ported, they said they didn't think so, if it was possible, they would know about it. I will never go back to that harley dealership again.

 

I was going to let this pass but in the interest of posting correct information for other forum members need to point out a couple of things. First thing is that both kits include the CNC ported heads. There are two Stage IV 103 upgrade kits; PN92500011, the "street" 103" kit and PN92500010, the "pro" 103" kit. The kits are identical with the following exceptions:

In addition to the CNC ported heads, piston kits, cams, pushrods, 58mm throttle body and clutch spring which makes up the 92500011 street kit, the 92500010 pro kit includes cylinders, intake manifold, hi-flow injectors and the SEPST. The other difference is that the throttle body in the "street" kit is the ETC unit and the throttle body in the "pro" kit is cable operated. For those extra bells and whistles in the "pro" kit, the MoCo wants another $400, which is not that bad a deal, considering the SEPST retails for $460, the injectors for $140.

I agree with dv8 though about which kit is the best performer. The pro kit produces more peak TQ/HP, a better looking TQ curve and more TQ under the curve which may make it worth the additional cost.

On the other hand, the street kit gets the Go Light and the buyer is protected under the factory warranty. Which means that if you have problems on the road, any dealer is authorized to make the repair. But the pro kit gets the Crossed Flags and the buyer is not protected under the factory warranty. The installling dealer may agree to cover the buyer but other dealers are not obligated.

 

i just purchased a 2010 Street Glide w the 27513-08C kit and a V&H 2 into 1 exhaust on it and she made 103 hp and 116ft/lb of torque. Im contemplating upgrading to the thundermax ECU system. anyone have any input ? also looking at the bassani 2 into 1 full header system as well.

 

in the right hands the harley tuner should be just fine and a thundermax should not help you.

 

The OP also asked about the 259 Cam set in the Stage 4 race kit.

I have that kit, but have only 600 miles on it, so am still in break-in, and have thus not really revved the engine that high yet, nor anywhere close to full throttle.

However, in riding normally with it during the break-in, I have found that with this cam, the engine is unhappy CRUISING below about 2000 rpm, but entirely happy above 2000. The unhappy to happy point is pretty obvious. I cruise at low 2000s and shift typically before 3000, but have gone as high as 4500 before shifting sometimes,recently, when accelerating onto a highway, as the break-in miles have accumulated. If you are in 5th gear at 55 or 60 mph (2300 to 2600 rpm), and hit the throttle moderately, I would not call the acceleration impressive. Once you are in the 3000s though, the engine pulls very impressively.

You can see this just from the rear wheel power dyno graphs that HD provides in the Screamin' Eagle catalog. The stock 103 engine I started with makes peak torque at 3000 rpm. The Stage 4 race kit with 259 cams makes peak torque at 4000 rpm. That tells you right there that this cam will make this engine happier at higher rpm than at low rpm.

Do not be fooled by the fact that the dyno chart in the catalog shows the Stage 4 103 race kit making more torque and thus more power at EVERY rpm, including at 2000 rpm, than the stock 103. While that is technically true on the dyno, it does NOT mean that the engine is happy accelerating hard from 2000 or 2500 rpm. It wants to spin faster than it did with the stock cam and setup when accelerating the vehicle.

In my opinion, if you are regularly carrying a passenger, or loading up for touring, this is too much cam. If you want a nimble hot rod for street and lightweight touring, it's a perfect cam.

Note that in the V8 car world (GM LS series engines being a fine example), a torque peak at 4000 to 4500rpm, and a rev limit of 6500, are both pretty "normal" for a factory performance V8 with similar bore/stroke dimensions. So, the Stage 4 race kit's 4000 rpm torque peak and 6200 rpm rev limit are not mechanically "wild" by any stretch of the imagination.

Jim G