dyno tune results
Thread Starter
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Road Warrior
Joined: Jun 2014
Posts: 1,297
Likes: 57
From: N. IL
The more I look at it, The torque band is pretty flat. Hope added a 2/1 will just enhance the band and not alter it.
I'll get some feedback from a few of the vendors down in Daytona.
Time to pick some brains!!!!! Lol, my favorite part.
Thread Starter
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Road Warrior
Joined: Jun 2014
Posts: 1,297
Likes: 57
From: N. IL
Well. Put some miles on the new combo. Much better with dynotune and head.
Bike flat out rocks! Once the power starts, carries all the way thru to the next shift.
I'm happy!
Bike flat out rocks! Once the power starts, carries all the way thru to the next shift.
I'm happy!
Last edited by jt metal; Mar 5, 2016 at 02:23 PM.
Road Master
Joined: Sep 2008
Posts: 1,217
Likes: 48
From: WI
The HP/TQ isn't terrible. BUT, with head work you should have more HP than the end result. The dip in the Dyno sheet is brutal. Could be reversion? Something isn't playing nice together. Head work maybe should have been with the 777 vs the 555?? Mufflers are not helping you at all. Who tuned it? What tuning device PV, HD, TTS??
Thread Starter
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Road Warrior
Joined: Jun 2014
Posts: 1,297
Likes: 57
From: N. IL
The real answer to this is probably, should have a better cam, better exhaust, and a better tuning device. Open loop/ closed loop. Lol! Something.
Maybe I'll save it for next time. Once I get bored. We all know how that goes.
Road Master
Joined: Sep 2008
Posts: 1,217
Likes: 48
From: WI
Compression set at 10.6
Rush Wrath with 2.55 baffle
Stock 103 pistons and cylinde
TW 777 Cams
SE 10.5 +.010 Pistons, Ward CNC port stock CVO heads-stock valve size, D&D 2-1 w. 2.5 perforated baffle, SE 58 TB SE 5.32 Injectors, SE Heavy Breather, T-Man 590 Chain drive cams,
Perhaps this is what you were after?
Rush Wrath with 2.55 baffle
Stock 103 pistons and cylinde
TW 777 Cams
SE 10.5 +.010 Pistons, Ward CNC port stock CVO heads-stock valve size, D&D 2-1 w. 2.5 perforated baffle, SE 58 TB SE 5.32 Injectors, SE Heavy Breather, T-Man 590 Chain drive cams,
Perhaps this is what you were after?
Cruiser
Joined: Oct 2010
Posts: 182
Likes: 13
From: Ohio
Once the power starts, carries all the way thru to the next shift.
What we look for with these engines, a broad/flat power curve (torque) will be more user friendly day in and day out that a butt-load or top end HP and "soggy" down low.
Here's a sheet from my 02 CVO Roadking, it's got CNC ported SE heads and pretty "hefty" cams in it, 2 into 1 exhaust. The way it makes power it just pulls HARD everyplace, no big "rush" of power anywhere in the rpm range and no "lag" anyplace either. For some reason the curves are shifted to the right on the graph, it should cross at 5250rpm's, and no way they pulled it out to past 9000rpms, but at least you can get an idea of how flat the torque curve is.
I'd rather have this sort of power than some big upper mid-range and top end number on a dyno sheet simply for bragging rights.....FWIW......Cliff
What we look for with these engines, a broad/flat power curve (torque) will be more user friendly day in and day out that a butt-load or top end HP and "soggy" down low.
Here's a sheet from my 02 CVO Roadking, it's got CNC ported SE heads and pretty "hefty" cams in it, 2 into 1 exhaust. The way it makes power it just pulls HARD everyplace, no big "rush" of power anywhere in the rpm range and no "lag" anyplace either. For some reason the curves are shifted to the right on the graph, it should cross at 5250rpm's, and no way they pulled it out to past 9000rpms, but at least you can get an idea of how flat the torque curve is.
I'd rather have this sort of power than some big upper mid-range and top end number on a dyno sheet simply for bragging rights.....FWIW......Cliff
Road Master
Joined: Sep 2008
Posts: 1,217
Likes: 48
From: WI
Once the power starts, carries all the way thru to the next shift.
What we look for with these engines, a broad/flat power curve (torque) will be more user friendly day in and day out that a butt-load or top end HP and "soggy" down low.
Here's a sheet from my 02 CVO Roadking, it's got CNC ported SE heads and pretty "hefty" cams in it, 2 into 1 exhaust. The way it makes power it just pulls HARD everyplace, no big "rush" of power anywhere in the rpm range and no "lag" anyplace either. For some reason the curves are shifted to the right on the graph, it should cross at 5250rpm's, and no way they pulled it out to past 9000rpms, but at least you can get an idea of how flat the torque curve is.
I'd rather have this sort of power than some big upper mid-range and top end number on a dyno sheet simply for bragging rights.....FWIW......Cliff
What we look for with these engines, a broad/flat power curve (torque) will be more user friendly day in and day out that a butt-load or top end HP and "soggy" down low.
Here's a sheet from my 02 CVO Roadking, it's got CNC ported SE heads and pretty "hefty" cams in it, 2 into 1 exhaust. The way it makes power it just pulls HARD everyplace, no big "rush" of power anywhere in the rpm range and no "lag" anyplace either. For some reason the curves are shifted to the right on the graph, it should cross at 5250rpm's, and no way they pulled it out to past 9000rpms, but at least you can get an idea of how flat the torque curve is.
I'd rather have this sort of power than some big upper mid-range and top end number on a dyno sheet simply for bragging rights.....FWIW......Cliff
Road Captain
Joined: Apr 2006
Posts: 628
Likes: 5
From: Wichita but from Tulsa
[QUOTE=Localprez;14912957]But the HP doesn't cross the 100 mark until 3000 and flattens/ends at 4000??[
That's the torque.
That's the torque.
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Thread Starter
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Road Warrior
Joined: Jun 2014
Posts: 1,297
Likes: 57
From: N. IL
Not just yet. I need to know what will help the most, with that low spot in power. Do I need to step into a 2 into 1????