I have just finished a 95 Inch build on my 2006 Road King Custom. This is my first post but have been reading several post for a couple of months. Would like to get your opinions on my build compared to other similar builds. Also, would like to know how my torque and horsepower curves compare. Here is my build.
Wiseco forged pistons 9:1
EFI Race Tuner
New Oil Pump
New Lifters
Adjustable Alum. Pushrods
Heavy Duty Clutch Spring
Andrews 37G --- S&S Gear Dirve Kit
Rineharts true duals--- Sound Awesome!! With this set-up.
Stock Head Work/Port & Polish/Bigger Valves/New Guides/Etc.
Milled Heads For 9.8:1 Compression
Dyno Tune (6 hours)
of course all the other small stuff.
Do not have a way to scan Dyno so this is the best I can do:
83 degrees --- 5% Humidity --- SAE 1.09
Max Horsepower: 98.09 --- Max Torque: 103.93
Got A Speed (MPH) dyno sheet also.
Almost made the 100/100 club.

2500 RPM Horsepower: 36--- Torque:79.5 --- MPH: 55
3000 RPM Horsepower: 50 --- Torque:88.0 --- MPH: 70
3500 RPM Horsepower: 67 --- Torque: 101.0 --- MPH: 80
4000 RPM Horsepower:79 --- Torque: 103.0 --- MPH: 90
4500 RPM Horsepower:88 --- Torque: 102.0 --- MPH: 100
5000 RPM Horsepower: 94 --- Torque: 98.0 --- MPH: 110
5500 RPM Horsepower: 97 --- Torque: 93.0 --- MPH: 120
6000 RPM Horsepower: 98 --- Torque: 85.0 --- MPH: 140

I went from a Stage I bike to this build. I must say that I am very pleased and this bike is a BLAST to ride. Hopefully the way I listed the informationabove will give you guys apicture of how it looks. I was really hoping to have this cam kick in a little earlier, I was shooting for 85 to 90 at 2500 RPM. Did I do anything wrong or is this about right for this set-up? Did not want to go with the 26G because I did not want to run out of stream on the top end. Tried to get the best ofboth worlds. Work done by my local Dealer/Indy shop, one in the same pretty cool set-up.Lets hear it all, any honest opinions are more than welcome. Thanks

 

I am looking to do a 95" Kit on my carbed '05 rk custom. I will wait for others to chime in and let me know what you did right/wrong in your build. I don't know if I ever let my bike get to 6k rpm, so a lower rpm hp rating is what I am looking at. I will stay posted.

[IMG]local://upfiles/12433/F3D31C7150AF4AD58A26CEAAF4D28309.jpg[/IMG]

 

PapaTravis,
Thanks for the post and interest. Iam pretty sure my bike never sees 6000 rpm either but they take it there in the Dyno. Would be nice to have a tach sometimes.Alittle more information on the Heads for you. They were stock 2006heads that were ported and polished. They got new viton seals, brass guides,bigger intake and exhaustvalves,5 angle valve job, stock valvesprings and they were milled for the 9.8:1 compression. I believe he milled .022 off the heads, does that sound about right guys? One other thing I left out of the previous post was the original jugs were bored to the 95" specs.I can't wait to hear from some other guys as well. Haven't noticed any pinging problems at all. Running 91 octane at 3200 elevation.

 

I'll offer my "opinion"....

You build is probably performing just as it should.

I tried 37G's (@ 9.7:1) and in the summer, or if 93 octane fuel was unavailable it was a ping monster.

I did get 100/100 & it came on plenty early. I used a D&D FatCat, which is known for having lotsa torque very early in the powerband. Regadrless of the power, I could not take the pinging and yanked them for a set of cams that were designed for heavy bikes (Bagger) ~ the Andrews 26G.

However, once ya have power... it's very difficult to step backwards. Now I have a Head-Quarters build w/ HQ-0039 cams.

If you want this build to come on sooner.... try a different pipe. If ya find that it pings... you might wanna consider different cams.

 

Try and see if a buddy will let you try a 2into1 exhaust on (not rienharts) bassani ,supertrapp. d&d, or bassani 2into2's and see if your tq comes on earlier andstay's higher longer with hp coming on earlier. You do not show air fuel ratio's, should be between 12.4 and 13.4, If over your leaning toward a lean condition.. Should have kept the stock size intake valve to keep volocity up also.Rienharts can make more top end hp than most systems but a bagger does not live at 6000 rpm's .

 

I had a pinging problem to but like you loved the power, but pingedonly in the montians where i live.I have a carbed bike with an s&s carb and installed the ist inginion from s&s, no more ping . and 115 + hp.

 

How much power is enough? 124" will set you back 7000+and make 135 +hp. A 95 with a small cam go dynotune and slipon's with air kit can make 80+hp and around 90 fl tq. And be real easy on the bike. I have a 95" with welded and flowed head with larger exhaust valve,585 s&s cam, e-carb and ist ing.,fueling oil pump and lifters. Bassani road rage. and make 115+hpand 108 ftlb's by 6100 rpm's. But better is that it makes 100ft lbs between 2500 and 5400 with 100 hp at 5200. If i keep my right hand in control iget 40 to 42 mpg in the nc mountians. The only thang to get use to is to keep the rpm's above 2500 if you are in 4th or above so you don't try to beet the bottom out of the engine. 2nd or 3rd gear you can drop rpm's down to 2000 with lite throttle input's. High points, GREAT rollon at 2500+ Sounds like a race engine with that cam.and bassanis look good and sound great. Down side?The second two items, cops will watch you and you can set off car alarms.. Going to go back to 2 into2 bassani headers with Khrome Works mufflers with ar100 baffles. This sould give back a couple ft lbs at the cost of a couple hp but will be quiter (abit) And take out a bit of cam lope and look stock.All this at a cost of around 4600 dollars> this is around or more power than a most 113's will make at the rear wheels. Put a s&s d carb and make 5 to7 more hp at the loss on bottom end. Hope this helps..

 

Thanks for the information Hardluc1 and PhilM. I do have a question about the stock intake valve versus the larger intake valve. Does that cause a loss of torque on the low rpm range? I guess what my questions is what type of performance loss is caused by running a larger intake valve? He put a 1.900 intake valve in and left the exhaustvalve stockwhich I believe is a 1.810? Lets hope I do not run into a pinging problem as I really do not want to change them out already. Surely some other people out there are running this type of set-up how does it compare? Hey PhilM what torque numbers were you showing at the 2500 rpm level?

 

The stock intake will keep velocity high for most cams in a 95" and my exhaust is a 1.64.

 

What are the ignition advance numbers from 2,500 to 5,500 for front and rear cylinders? Also, did the dyno operator use two sniffers? What were your cylinder head temps immediately after the pulls?