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txphatboy...you must be able to feel that dip of over a range of 750 rpm start to finish...
The blue line was the last run the dyno operator could pull due to oil leak, but he made one last adjustment same as he made between green and red runs and the red and blue runs. Probably not much of a dip left after the last adjustment. Somewhere between blue line and dotted line. Based on the improvements on previous adjustments, I would think torque would be around 140 - 142 ft lbs at 3k rpm and climbing. Would have been nice to get one more run and adjustment in and I think dip might have been gone. Either way, in a Softail I dont really feel it - bike pulls past 3k so fast. I am usually relaxed cruising around 3k, so the slightest throttle and it is past any dip and climbing pretty aggressively.
Would love some real riding feedback on the TTS 250 or CR515.
I have a S&S 128/540 in a Softail. Had the 475 in before I swapped to 540. Liked the 475 - pulled hard right off idle in big bore and pulled good up to redline. The 540 just pulled harder, especially in midrange around 4200rpm. I have attached a dyno sheet - the low end dip was in process of being corrected when I had a pushrod oring leak and could not do any more dyno runs. One last fuel adjustment was made that could not be dynod to get final result. The dotted line was just me playing with what I hoped final run might look like. Dynod at 140hp/155tq.
I think the 540 is definitely better geared towards the touring bikes. You probably will have less issues with low end dip with a good and longer touring exhaust. I am actually looking at other cams for a little more balanced hp/tq. I have narrowed it down to the TTS 250 and CR485 or 515. Would love to hear from anyone that has had a chance to ride bikes with these cams.
I wondered why these cams had such different valve timing frt/rr cylinders and lopsided power curves. Makes sense tho. Not as twitchy, for lack of better term, in town; Then at 3000rpm or so on the highway just under peak, get a 3-8ft/lb bump for hills and passing with no need to downshift if loaded n two up. I hit 130 about 3600 n carry to 4250. Havent been on long heavy trip yet to find out. Just my best guess. I just know I love how its such a kick in the butt cause the it comes in so sharp and quick but still carries out to 5000 above 120ft/lbs. Thats why I want the 128/540, same curve just 20-25 higher. Thats down the road a bit. Have to sneak up on it cause its good chunk of $$$ all at once. Why I was looking at f35. More balanced curve but get a bump in power now. Then go 128, then to 540. More costly long run, but easier chunks for the bank(wife) to digest lol. Havent seen any numbers on 128/f35 yet tho. My first stage 2 and 475 is all I know so who knows, I may like balanced better
Also fuel system upgrades if I do the f35. Hoping for mid 130s/130s???🤷🏼♂️🤷🏼♂️
Last edited by evilsheila; Sep 29, 2023 at 12:56 AM.
I wondered why these cams had such different valve timing frt/rr cylinders and lopsided power curves. Makes sense tho. Not as twitchy, for lack of better term, in town; Then at 3000rpm on the highway just under peak, with it being slightly higher than some balanced cams, for hills and passing with no need to downshift if loaded n two up. I love how its such a kick in the butt cause the tq comes in so sharp and quick but still carries out to 5000 above 120ft/lbs. Thats why I want the 128/540, same curve just 20-25 higher. Thats down the road a bit. Have to sneak up on it cause its good chunk of $$$ all at once. Why I was looking at f35. More balanced curve but get a bump in power now. Then go 128, then to 540. More costly long run, but easier chunks for the bank(wife) to digest lol. Havent seen any numbers on 128/f35 yet tho. My first stage 2 and 475 is all I know so who knows, I may like balanced better
There was a guy on YouTube who had the 540 on his 114 - dyno numbers were surprisingly good. He eventually did the 131 and kept the 540. If you like the S&S cams, it is hard to beat their price. I will say the 540 specs are unlike any other cam I have seen for the M8. Some of the specs are geared to super low end and a lot of overlap. Favorite thing about the 540 is the extra power surge around 4 - 4.2k rpm. On my bike, it pulls really hard in that range - better be holding on.
There was a guy on YouTube who had the 540 on his 114 - dyno numbers were surprisingly good. He eventually did the 131 and kept the 540. If you like the S&S cams, it is hard to beat their price. I will say the 540 specs are unlike any other cam I have seen for the M8. Some of the specs are geared to super low end and a lot of overlap. Favorite thing about the 540 is the extra power surge around 4 - 4.2k rpm. On my bike, it pulls really hard in that range - better be holding on.
Really??!! Id wondered if it would work in a 114. I like to see that one. Thot maybe not enough cubes for much dur. Thatd be the way Id go if it works good in the smaller engine. Do you know who put the video out?
Name of guy was Perry County Posse. I have no experience with the cam in a 114, but his numbers were good - 122hp/133tq. When he did the 131, I think his numbers jumped to
142/155. I dont remember what heads he had on bike when it was a 114 - assume they were stock with higher lift springs.
Dyno Chart. 21 SGS w/RDRS
TTS 175 Cam
Decatted head pipe
Arlen ness big sucker with factory ventilator A/C
Tyler did many additional things as well for reliability. Cannot recommend Road Rage enough.
Dyno Chart. 21 SGS w/RDRS
TTS 175 Cam
Decatted head pipe
Arlen ness big sucker with factory ventilator A/C
Tyler did many additional things as well for reliability. Cannot recommend Road Rage enough.
110.8 HP 123TQ RDRS leaves about 5 each on the table is my understanding. Love my torque shelf
Dyno Chart. 21 SGS w/RDRS
TTS 175 Cam
Decatted head pipe
Arlen ness big sucker with factory ventilator A/C
Tyler did many additional things as well for reliability. Cannot recommend Road Rage enough.
110.8 HP 123TQ RDRS leaves about 5 each on the table is my understanding. Love my torque “shelf”
[/QUOTE] @oo10inz I don't think RDRS leaves anything on the table (we can ask @fuelmoto to answer that), but a chart using STD correction factor definitely overstates the performance by about 1-3% vs using the more comparable SAE correction factor.
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