The level B heads make a BIG difference. I'd do Option one but go for a 2:1 pipe. Without the heads the cams can't live up to their potential. Also, get the Variable Pressure Clutch, you'll need it.

 

This^^^ Those true duals are just killing the entire thing for me.

 

Option one hands down with the exception of the TD's. Put a good 2into1 with that and your good to go. And a variable pressure clutch as oldhippie mentioned earlier.

2010 Limited with some stuff

 

Plenty of good head porters out there. Look a t the t-man torqster over 777in your 103.

 

FYI,keep in mind a true 10.5 compression air cooled large disp HD will likely have issues like detonation on crappy 91-93 octane pump fuel in warmer weather esp with no cooling mods to address the excessive heat those motors generate & heat is significant factor when talking possible detonation with a 10.5 comp air cooled lrg disp HD perf motors on pump fuel.

But if your going to run long duration cams with plenty of overlap that will effectively reduce/bleed off enough cyl pressure thats where you shouldnt have issues with a lrg disp air cooled 10.5 comp HD on todays crappy 91-93 octane fuel with 10% ethanol.

I am sure guys will chime it to state they do fine with lrg disp high comp HD's on todays crappy pump fuel which is either because they are running long dur cams to reduce cyl pressure enough to not detonate or like many guys have loud pipes that can easily cover up detonation noise that could in an extreme case cause serious engine damage.

Heck,mine (my friends too) both stock TC 96" HD's with only 9.2 comp & stock cams with low duration-little to no overlap detonate quite a lot when hot & under load using HD's rec 91 octane fuel for that motor and still detonates a little under load on hot days with 93 octane fuel too ,again in warmer temp.

But since i recently installed wards cooling fans along with an ultracool oil cooler with dual elec cooling fans both at the same time working collectively together reduced oil temp by 50+ deg my stock 9.2 comp TC 96" motor which finally stopped detonating on hd's rec 91 octane fuel for that motor even in 90-95deg HHH.

Oil is parts of what cools an air cooled motorcycle motor so reducing oil temp 50+ deg on my bike's motor on hotter days obviously reduced overall engine temp enough at the same time enough that it stopped the detonation on HD's rec 91 octane fuel.

And another plus is my bike consistantly gets better mpg on hd's rec lower octane 91 fuel then on higher 93 octane fuel too.

Scott

 

Nothing with the true duals, deal breaker for me.

 

Running a 103 engine, originally 96 in my 2010 Heritage with: 10.5:1 Pistons, Andrews 26H Cams, 0.030" Cometic Head Gaskets, SE Air Cleaner, V&H BSL's and Tuned with TTS MasterTune. While the BSL's are NOT exactly an ideal performance exhaust; this combination, and particularly the TTS MasterTune, provides excellent power from 2,500 up with absolutely No Pinging and also without Compression Releases. At this point I probably have close to 40,000 miles on this build without any issues what-so-ever.

 

None of the above!

 

None, I would have your heads done to match a cam for your exhaust and riding style . 4 cubes aren't worth the bucks. Talk with some proven builders about what ya want.

 

Option 3 is the one I'm liking the most. I'd like to see how the head/cams work with a 30T pulley. I suspect that would be a fun ride.

I get what everyone is saying about the 2:1 exhaust. I might add a 2:1 later if the above build is a little shy on the bottom end, but with the 30T pulley, I doubt it will be.

Good call on the VPC clutch as well. My Ultra has one and it's a good piece.