I did Stage 2, Harley's torque cam, on my '17 CVOSG 114, along with full exhaust and tune. I didn't do baseline dyno so don't know exact hp and tq increase on my bike, but it's very noticeable. Pulls a lot stronger from about 2500 rpm to redline. I recommend it! Plus a bit lumpier idle which I like.

 

This was my 2014 CVO Limited,It had 2/1/2 header, cvo mufflers with fullsac baffles, 57H cams and headwork @ Hultens. Pistons were stock 110" but CR bumped to 10.2, tuned with power vision. A ripper for sure but the new CVO114" with torque cam and stock exhaust is quieter and better on the bottom.

 

I have a '13 CVO Ultra.
The only performance work that I had was the Stage I with Rinehart XT True Duals.
I don't run bike to it's full OEM potential, just wanted to make sure that it ran as good and as cool as would be practical.
Not gonna be out running a crotch rocket so why worry about how fast it is?

I did have the hydraulic valve lifters replaced at 33,000 because of all the complaining/warnings of failure on this forum.
The only difference that I I have noticed it the "rattle" at about 2900 RPMS under light acceleration and I'm happy with that.

As it stands, it looks like my bike is depreciating at a rate of somewhere between $4-5000 per season so it looks like we'll be together for a long time even though I am planning on getting a Tri-Glide in the near future and giving my CVO away is not a very appealing option and putting more money into something with no possibility of getting any of it back is even less appealing.

 

I run two up 95% of the time, so the extra performance is to be able to run with guys who ride single. And who doesn't wan't more power?

 

Its usually more about the rider than the bike, lo! Don't take this the wrong way, I've met a (very) few riders over the years on similar, highly modded bikes that I had to work hard to keep up with but vast majority of the time, the stock bike has more capability than the rider's ability. I read about the magic of after market shocks even on newer Harleys but I routinely can scrape my floor boards on my limited in the twisties without too much effort and track true and sure at 50 mph in twisties marked with 20-25 mph speed limits. I read about higher performance cams, bigger injectors, exhausts on and on. Yet I just ran 900 miles in under 13 hours including gas stops. I've fooled around with crotch rockets from a dead stop and kept up with them till about 60 and then waved at them as they blew by me. That's plenty of performance on a 1000 lb bagger!
I only change things now if they bug me but it took me years of modding bikes to get there and realizing its not worth it for the most part.

 

Right on time, Heat, Heat, Heat, reliability, wear and tear.

 

 

I do not agree at all. A stock Harley motor runs extremely hot due to the lean EPA tune. A simple full exhaust which eliminates the Cat, and a good tune, and the bike runs cooler, not hotter.

My Built 2013 King runs 25 to 40 F cooler than it did stock, and I have a lot more compression and power. It no longer has a lean epa tune.

I have yet to have a built motor bike leave me stranded.

I can not say the same about Stock CVO bikes. My 15 CVO Road Glide Ultra left me stranded 400 miles from home, first day of a week vacation with a failed motor. HD had to replace it under warranty, with 44K miles on the bike, and 1 year 11 months and 28 days old. Not the only stock CVO that left me stranded. My 12 did also, as did my 09

 

130/130 can be achieved with relative ease from a 110" engine, built correctly.
The heads need a few things attended to, and key areas result in big gains.
Our company Facebook has a dyno report from a client that had the age-old lifter failure, that then needed a cam as well.
With only a cam swap, OE t/body mods, and our simple Stage I CVO Head, 115/129, once tuned.
With a 58mm t/body that actually will align with the 1.750" cylinder head ports, our Stage II Heads, 10.5 pistons, and a Wood 9B cam, D&D Fatcat, that power jumps up dramatically, as an example.
Scott

 

You already have the tuner, pipes, next I'd put a HPI Throttle body in with a good air cleaner, then have it dynoed,
Several of my friends have the 2017 CVO dresser in different models, had had the HPI installed, they love it, Best kept secret out there.
It's about $650 for a 58MM. TB. Forget the cams and all the other stuff till you've tried this brand of throttle body.
Go to uTube and go to Cycle Solutions video, throttle body, My buddy Chris Weddle demonstrates several types of throttle bodies,
I'm not selling them, but my friends who own CVO's swear by them!