hp = rpm * Tq
----------
5252

http://www.motorcyclistonline.com/ro...ice_specs.html
that is a link to the only sportser article from a mag i could find, what mag do you subscribe to

 

That is a formula engine builders, etc. use. Iused that in college. It doesn't takevolumetric efficiency, etc. into consideration, so in the real world it is pretty much useless.

 

ok for all who say the 2007 have no more power here is an 2005 xl1200 bone stock using 5th gear and std correction read the websites dyno info same thing

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Try takinit upinto the mountains some time....and watch it bog out like a mo fo when the map doesn't reset itself for elevation changes and air pressure changes....and when you stop and have to turn your bike off for a few minutesto reset it, I'llstill be cruisin...

Fuel injection on ANYTHING is a pain in the ***. I've worked with it on cars (ITB systems, specifically) and I can honestly say that I would take a carburetor over an EFI system ANY DAY. They're easier/cheaper to fix, easier/cheaper to tune, and don't rely on a "brain" so in my opinion, they're more RELIABLE. Especially on a motorcycle where an EMS is not very practical. As technologically advanced as they are, they're still flawed...I'll stick with what's worked for over a century, thanks.

 

I subscribe to a few, but the one I was referring to was MCNews. They had a 2004 sportster custom run a 12.99 sec 1/4 mi (which weighs the most). They will settle this thing once and for all in their next issue, since they will publish the hp/tq numbers for a 2007 and it will be reasonably accurate because they use the same dyno. Maybe your are right or maybe you aren't. Right now I have a heard time believing that dyno.

The formula is pretty useful. Dynos use it all the time because they calculate hp from the tq they measure. However, only knowing the torque peak of the bike won't help you find the hp peak.

There isn't a label on that chart that it was a 5th gear run. Are you sure it was a 5th gear run? The correction factor is STD, which is good. Also, was this done at the same dyno? Different dynos can vary by as much as 7%.

 

Having created this resource, interpreting the data may be something of a mystery.
What is shown on the graphs (when possible) is a horsepower trace, torque trace, AFR line, correction factors, smoothing setting, engine speed and run notes. Typically when making a run, we use STD corrections, 5th gear (including 6 speeds), forced scaling, smoothing setting 5 and the lowest RPM allowing a clean run. Most of the industry has gone to these settings but some are still using 4th gear and SAE corrections which will show lower numbers. We use forced scaling (HP and TQ scales on either side of the graph are the same graduations) to make the graphs easier to interpret. In this form, HP and TQ will always be the same (cross) at 5250 RPM. If this does not happen, check the scaling. Using 5th gear will give higher numbers, longer sample time and normally a smoother curve. Smoothing of 5 provides an easier graph to read but we may use a lower number to diagnose certain problems. The starting RPM is the lowest usable to provide the most data. Very important data exists from 1.5-3.0K RPM (torque dips) and graphs that do not display this information cannot tell the whole story (race motors, by design, may not allow this low of a pull). Conditions are the environment the graph was generated in and are used for correction factors. Correction factors are used to help cancel the affects of conditions (temperature and humidity) when comparing charts. The temperature shown on the graphs is the room temperature. The Engine speed (RPM) is required to calculate torque (HP X 5250 divided by RPM=TQ). The run notes are the most important to viewers since this describes the combination, differences between graphs and the effects of changes (when more than one is shown on the same page).

that is a paragraph from the web page i found the dyno run. It was no doubt in 5th gear. If you are trying to tell me dynos can vary from 7 percent you are on crack. They are calbriated when installed and every so often if a reputal shop. Do you know what calbirated means it means check to make sure it is in tolerence and that sure in the hell ain't going to be 7% on a 20000 doller dyno

 

i have an 05 1200c.. all you are doing here is comparing a couple of different bikes..you can have your efi..where are you located? if you want to run your 07 against my 05 we can see what the hp and torque mean..ill run you any day you want..

 

That is good as my '05 with Shortshots, SE ignition module, Stage one intake, jetted and dyno tuned.
I need a new tuner!

 

If you say so. Ask any reputable shop if there is a difference between dynos and they will tell you that there is.

Here is something about it from Bishop's Performance:

http://www.bishopsperformance.com/dynoinfo.htm

Also, what do you consider stock? Do you have the stock exhaust, stock air filter, and stock map?

 

lmao... Everyone with an older model wants to fight the new and improved technology. It has always been this way. A sportster shouldn't have EFI like all the other models.... A v-rod shouldn't be liquid cooled. Yeah, the moco are a bunch of idiots... they didn't do any research.... their dyno results are skewed... And yet my 07 EFI continues to dust my coughing carbureted buddies. Well, maybe carburetors are just cooler? Is that it? I have to admit, they sure look cool in the blur of my rear-view mirror [8D]

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