When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
Modern tuning, cam profiles and headwork are definitely turning out some pretty stout power plants Dwayne.
I really wonder people who actually like touring with their new found power havent experienced any bottom end failures yet?
When you think of how much more tq is being put down to the crank on the pre M8 bikes I just shudder.
There should be a sticky on pre M8 crank failures and how quick it happened after it rolled off the dyno.
My 2011 Road King go very long and it was only 124/121.
It looks like the MoCo figured out something down below on the 2017s and up because of the ability to handle 140 square at the drop of a hat.
Modern tuning, cam profiles and headwork are definitely turning out some pretty stout power plants Dwayne.
I really wonder people who actually like touring with their new found power havent experienced any bottom end failures yet?
When you think of how much more tq is being put down to the crank on the pre M8 bikes I just shudder.
There should be a sticky on pre M8 crank failures and how quick it happened after it rolled off the dyno.
My 2011 Road King go very long and it was only 124/121.
It looks like the MoCo figured out something down below on the 2017s and up because of the ability to handle 140 square at the drop of a hat.
I don't know for sure, but when they redesigned this engine, I'm assuming they stiffened up the bottom end. Having a top end that produces so much more power and torque, and knowing the aftermarket guys were going to go crazy squeezing out more, it would be foolish not build a heavy duty bottom end...the Motor Company has made mistakes in the past, but I don't think this is one of them...that M8 is proving you can get serious numbers out of an air cooled V-Twin...I still consider this an air cooled engine because only the heads are getting water and then again not all of them are even getting that....
132 HP
139 FT
Ultima 127cid Black Gem series, S&S carb, Caliber exhaust.
Old numbers with the Caliber exhaust, still need to Dyno Tune for the new exhaust. (Bottom end feels stronger, hits rev limiter faster too)
Those numbers were on a cool day, we live at sea level. Will run down to Baycliff if it will ever stop raining.
The dip is the exhaust, the only way to fix it would be to build a custom pipe until M8 Softail pipes come to market for bigger motors. Regardless this dip cannot be felt when you are riding the bike, power is instant.
I just did a 128 big bore on my 2019 RGS and have the same dip at 2500 but we thought it was the clutch slipping we have a D&D 2-1 pipe on it
2017 Road Glide; FM Stage III 117 big bore kit, Wood WM8-22X cam, stock heads, HPI throttle body, Jackpot 2/1/2 header & Hi Roller mufflers, tuned with Dynojet Power Vision.
at 27,000. Bored over to the max which is 96, mild cams and a stage one w a power commander tuner. When he dynod it, it made 103hp & 114 lbs torque. Was wound a little tight so I had him back the timing off a bit. Probably makin a bit less than that now. This is on my 02 road king I just bought
Found the original owner and he told me.
A little before and after. Before- stock 96ci with a patriot full length exhaust, arlen ness big sucker 2, and full dyno tune After- 107ci, 10.8 pistons, big intake and exhaust valves, tmann 625 cams, 58mm tb, 5.3g injectors. Same intake and exhaust as before
I've waited awhile to post this because I wanted to see if the reliability was there.
S&S T111 Crate Motor
HPI 55D1-16 TB (to match to the unfinished ports on the S&S Superstock heads)
HPI 5.3 Injectors
Fuelmoto E-Series 2-1
HD Stage 1 Backing Plate with Exotix SS mesh filter
TTS Mastertune by Gene Thomason Racing in Torrance, CA
ETA: Sorry, bike is a 2002 Roadglide
Initially had a sumpng problem which S&S corrected through warranty. Been great ever since.
Last edited by 99Birdman; Feb 19, 2019 at 10:00 PM.
Reason: Additional info
I've waited awhile to post this because I wanted to see if the reliability was there.
S&S T111 Crate Motor
HPI 55D1-16 TB (to match to the unfinished ports on the S&S Superstock heads)
HPI 5.3 Injectors
Fuelmoto E-Series 2-1
HD Stage 1 Backing Plate with Exotix SS mesh filter
TTS Mastertune by Gene Thomason Racing in Torrance, CA
ETA: Sorry, bike is a 2002 Roadglide
Initially had a sumpng problem which S&S corrected through warranty. Been great ever since.
How do you attach a dyno sheet like this I can only do it as a separate jpg file that has to be opened?
Just had my bike upgraded to a Stage 3, tuned with the Power Vision at my local HD. Happy with the results. Should be a blast to ride, but that will have to wait until the spring. They've agreed to store it for me until April.
7 Surprising Harley-Davidson Products that Are Not Motorcycles
Slideshow: The bar-and-shield logo shows up on far more than motorcycles, some of the company's most unexpected products have nothing to do with riding.
Slideshow: From the troubled AMF years to modern misfires, these bikes earned reputations for reliability issues, questionable engineering, or disappointing performance.
Crazy Bunderbike Build Looks Amazing, But Is It Impossible to Ride?
Slideshow: The Swiss custom shop has taken a Harley Softail and stretched it into something so long and low that it looks closer to a rolling sculpture than a conventional motorcycle.
Engraved Rebellion: Inside Bundnerbike's Glam Rock II
Slideshow: A standard cruiser becomes an intricate metal canvas in the hands of a Swiss custom house known for pushing Harley-Davidson platforms far beyond their factory brief.
Slideshow: Harley-Davidson's challenges aren't abstract; they show up in dropping shipments, shrinking dealer traffic, and strategic decisions that aren't yet translating into growth.
