I have a 09 rkc. TC 96. S&S single bore tuned induction, S&S 79 super stock heads, S&S roller rockers, quicky pushrods, performance S&S lifters, complete S&S cam chest w/551 easy start cam and Vance & Hines dresser duals with oval slip ons ,power vision w/wide band o2 sensors. I'm about to get this bike dynoed. Can anybody give me a estimate on how much torque and hp I can expect. Just trying to keep it honest.
I wouldn't expect to get much more than a horse per cubic inch with the Dresser Duals. A lot more with a better exhaust. Torque should be decent, 110 maybe? What are you expecting?
Last edited by harleytuner; 04-17-2018 at 06:17 AM.
I was thinking about the same. 1 hp per cubic inch.
its a road King. It needs the torque. I purposely over built to give me some flexibility should I decide to upgrade again. I do know the pipes hold me back some. Thanks.
All that is done on mine is Jackpot 2 into 1 road and track heavy breather and canned map on my power vision from fuel moto 109.75 torque and 84.65 on the horse dyno sheet is attached.
The differences are because the STD correction factor uses standard conditions of 60F, 29.92inHg and 0% humidity which is a more favorable condition to make power than the SAE correction factor of 77F, 29.23inHg and 0% humidity ... a more "real world" condition and the most widely accepted factor. Uncorrected, of course, is the power it is making at the present conditions ... no correction factor.
There is nothing wrong with using either, but when comparing to other graphs, make sure you compare apples to apples, i.e. SAE to SAE or STD to STD.
Well said! I've looked at a lot of Dyno sheets and the more I look at, the more confused I get. First of all many have high torque numbers, but they drop off quickly. A good tune will bring up torque quickly, and keep it there...I care nothing about HP, that is for racers and people who ride around at maximum RPM. Laidlaw H-D put a video on YouTube comparing a 103->110 Stage IV to a Milwaukee 8 107->114 Stage IV. The new Stage IV include jugs and pistons, but the compression ratio is 10:2 vs the 10:5 in my 103 Stage IV. They keep the stock head pipe and cats and were also tuned with the Street tuner as the Pro is no longer offered. I also have the V&H Pro Pipe 2-into-1 with no cat. Both my bikes have been tuned with the Pro. The 110 offers very little over my 103 and I have good usable torque. They state in the video that their 2 tunes need to be run at high RPM's, 4000 and up, for maximum impact. Who the hell rides around at 4,000+??? You'd be filling up every 150 miles. .
2013 Ultra Classic
103" motor
SE/AC with K&N filter
DeCatted Header pipes
V&H HiOutput Slipons 4"
DynoJet Dyno with SERT Tuned
93Octane ....
Made 70.57 HP and 87.58 TQ
After going through all that mathing, I saw the "CF: EEC" in the upper right corner. I'm guessing HarleyTuner, and maybe most of you, already recognized that. Does that mean that a correction factor of 1.16 (the number noted in the bottom right for the EEC) has already been applied?
I'm very familiar with Legends and the guys from Black Ball. They know their stuff. Next time you're in there, tell Travis in parts that Allen "Joker" said hey.
The build was done and tuned in 2013 with a SEPST and represented in "red" ...
FM 107" Big Bore Kit
CP +3 Domed Pistons (10.75:1 CR) (actual static 10.6-10.7)
TW-777 Cams
Wood Performance Directional Lifters
FM Adjustable PR's
FM Level B CNC Heads
FM Throttle Body Porting & A/C Backing Plate Match
32-Tooth to 30-Tooth Tranny Sprocket Upgrade
Goodyear-Falcon SPC 1"-139T Drive Belt
Baseline Dyno Run
Dyno Break-in
Bike already had a SEPST, V&H PD's, Bassanni's with 2-1/4" baffles and SE Heavy Breather.
Switched to a TTS tune a few weeks ago and is represented in "blue" ...
Same dyno and tuner.
Not a whole lot of peak hp and torque increase, but look at the increase of torque from 1800-3200 rpm and the steady increase of hp from 1800-3000 rpm and 3500-5800 rpm. This is definitely power you feel. It is possible some of this difference is from additional break-in and loosening of the motor, but there is definitley a significant change in ridability. Numbers are SAE corrected.
Off the shelf stage 5 tire shredder kit. The 10.2 lower compression "street version".
the only other performance additions to the kit are the street cannon mufflers. This is also on a stock head pipe WITH the catalytic converter still in place. Considering the compression and torque curve, I am very happy. Not much to be gained w a new pipe. So if anybody was apprehensive about using the stock head pipe w cats on a Rushmore bagger, I'll let my sheet do the talking.
This is a photo of the sheet on the PC. Couldnt leave without some proof. Should have the .pdf today or tomorrow.
2013 Ultra Classic
103" motor
SE/AC with K&N filter
DeCatted Header pipes
V&H HiOutput Slipons 4"
DynoJet Dyno with SERT Tuned
93Octane ....
Made 70.57 HP and 87.58 TQ
I think that you can do better. My '15 Dyna with a 103 Stage I tune puts out 78 HP and 95 ft lbs of torque...
I'm very familiar with Legends and the guys from Black Ball. They know their stuff. Next time you're in there, tell Travis in parts that Allen "Joker" said hey.
I'll try to remember to do that. They are good guys.
04-17-2018, 06:16 AM
