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I wonder how much each change contributed -- the porting vs the cam change? Why did you change the cam at the same time -- seems that the original cam was doing a pretty good job.
Well I started out to just do the cam and throttle body porting but after talking with wards I decided to have him do the heads aswell. He told me about a 15% gain w the cam, heads, and manifold porting w stock valves. He pretty much nailed it. I really love the 120tq to redline.
Still isnt enough for me though.i think Im going leading edge 129 w a dragos p3r crank and dual timken bearing setup. Possible diff heads. This winter
Well I started out to just do the cam and throttle body porting but after talking with wards I decided to have him do the heads aswell. He told me about a 15% gain w the cam, heads, and manifold porting w stock valves. He pretty much nailed it. I really love the 120tq to redline. Still isnt enough for me though.i think Im going leading edge 129 w a dragos p3r crank and dual timken bearing setup. Possible diff heads. This winter
Something seems odd about those numbers for a 124. My 117 stage 4 with a 2-1 made those numbers
then I sent the heads off to wards and he ported them even more Han Harley did as well as the intake m. Added a woods 408. And it made this.
It pretty hard to compare these two Dyno charts as it looks like a different dyno's in each case and we all know the numbers vary dyno to dyno as well as how they are operated. The first one appears to be using WP8 software and a SAE correction and the second one appears to be using WP7 and a STD correction. Both of those two items alone can/do change the results, so to get a true comparison you would need to go back the the first place and have them rerun it if you real want to compare a true before and after. IF your happy with the way it runs now than no need for it.
For those who want to know about a stock head engine here is a customers 128 build that was done with a few restrictions placed by the customer as he wanted to keep certain items, as that was the look he wanted to keep. Had to keep the stock air filter and assemble and exhaust, had to appear to be stock and keep the noise level down. 2018 CVO Street Glide was the base bike.
Parts List
4.250" cylinders and 11:1 pistons
SE 64mm ThrottleBody
SE 5.5 Injectors
TTS Valve Springs
TTS 200 Camshaft
Fullsac MX pipe
Fullsac 2" muffler cores in CVO Mufflers
Every thing else is STOCK down to the Air Filter which has ~5000 miles on it. So unless your really looking hard it appears Stock. Since the bike is pretty new the heads were removed, springs changed and gasket surfaces clean, new pistons and cylinders installed (after tighten the piston oilers) reinstalled heads and new intake, throttle body and injectors. Install camshaft then finish putting pushrods and rockers back on. All in All a very basic build but this is what the customer wanted.
We knew going in that the air cleaner was going to be and issue in the HP department so we used the TTS 200 camshaft that would make the Torque come on quicker. As you can see at the hit of the throttle (1700RPM) it is making ~ 112 ft lbs and stays above that all the way to 5700 RPM with a Torque peak of 144 ft lbs @ 3500 RPM! This shows what can be done with Stock Heads on the M8 pretty clearly.
Last edited by Steve Cole; Jul 5, 2019 at 09:16 PM.
Agree w all above. I do have a run on diff dynos because I thought the first one was being a bit generous. Here they are on the same dyno by same operator only issue is diff times of year. So not really back to back.
weird. i seen dyno charts from friends with 117ci make 136/140. For a 124, I'd think you'd be at least 160 or somewhere.
WOW, thats quite a number u are saying. Are u talking a regular big bore kit motor job or are u talking supercharged. There is a differents. Havent seen the number u are talking about, without super charged.
WOW, thats quite a number u are saying. Are u talking a regular big bore kit motor job or are u talking supercharged. There is a differents. Havent seen the number u are talking about, without super charged.
Uhh both all of the charts I have posted are of a 117ci. One was Harley stageIV with a 2-1 exhaust. The second is with a wood 408 cam then I had wards do more port work on the heads, valve job and the likes. He also ported the intake mani. He claimed I would gain 10-15%. He was dead on
Uhh both all of the charts I have posted are of a 117ci. One was Harley stageIV with a 2-1 exhaust. The second is with a wood 408 cam then I had wards do more port work on the heads, valve job and the likes. He also ported the intake mani. He claimed I would gain 10-15%. He was dead on
I went on Fuel Moto website and into there dyno charts. There was one 124" FM that made 160.07 hp a very impressive number and two others at 151 and 155 also very impressive. So to say 124" should be at least 160 hp. Again ill say it, wow that is quite a number.
It pretty hard to compare these two Dyno charts as it looks like a different dyno's in each case and we all know the numbers vary dyno to dyno as well as how they are operated. The first one appears to be using WP8 software and a SAE correction and the second one appears to be using WP7 and a STD correction. Both of those two items alone can/do change the results, so to get a true comparison you would need to go back the the first place and have them rerun it if you real want to compare a true before and after. IF your happy with the way it runs now than no need for it.
For those who want to know about a stock head engine here is a customers 128 build that was done with a few restrictions placed by the customer as he wanted to keep certain items, as that was the look he wanted to keep. Had to keep the stock air filter and assemble and exhaust, had to appear to be stock and keep the noise level down. 2018 CVO Street Glide was the base bike.
Parts List
4.250" cylinders and 11:1 pistons
SE 64mm ThrottleBody
SE 5.5 Injectors
TTS Valve Springs
TTS 200 Camshaft
Fullsac MX pipe
Fullsac 2" muffler cores in CVO Mufflers
Every thing else is STOCK down to the Air Filter which has ~5000 miles on it. So unless your really looking hard it appears Stock. Since the bike is pretty new the heads were removed, springs changed and gasket surfaces clean, new pistons and cylinders installed (after tighten the piston oilers) reinstalled heads and new intake, throttle body and injectors. Install camshaft then finish putting pushrods and rockers back on. All in All a very basic build but this is what the customer wanted.
We knew going in that the air cleaner was going to be and issue in the HP department so we used the TTS 200 camshaft that would make the Torque come on quicker. As you can see at the hit of the throttle (1700RPM) it is making ~ 112 ft lbs and stays above that all the way to 5700 RPM with a Torque peak of 144 ft lbs @ 3500 RPM! This shows what can be done with Stock Heads on the M8 pretty clearly.
very impressive indeed..surprised he was so hell bent on dumbing it down so much by keeping the OEM paper AF..would think even the K&N 1717 drop in AF being twice the size and more porous would have allowed for even better performance without compromising the OEM look he desires..nice job as always Steve
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