I dunno if i'm doing the right thing but i took the plunge yesterday. Dropped off the bike at a local Indy and went just with the woods cams TW6. No head work at all. I have done a stage 1 with the PC V but needed more Torque. I should have the bike back in a few days so stay tuned! I'll post the numbers ASAP when i get em. Wondering about people complaining about the noise with these cams but taking a chance anyway.......

 

I too find it very interesting that a HD salesman would steer you away from an HD product and toward an aftermarket. S&S is great stuff though, but I'm happy w/ my SE 203's. Feel pretty safe w/ the Harley product.

 

OK I am wondering what the differance would be on a dyno sheet from the 203 to a 255 I am thinking more Hp but the torque about the same ? this was my dyno sheet with the 203
sert
95"
D&D slip ons
true duals
no head work

 

Neither one of you will be disappointed UNLESS your tune is off. You'll be hardpressed to find a cam that will generate the stump pulling torque damn near right off idle and extend out very nicely where MOST of us ride like the SE255's.

Pay ABSOLUTELY NO ATTENTION to the crap about poor fuel mileage and lack of power. Absolutely not true, but I guess if you read it on the internet, it must be true.

 

I put a set of SE255 cams in my 2007 FLHT last summer. I am very satisfied. The '07 and '08 bikes have higher gearing than the later models. My scoot had the SE A/C, SE slipons, and a SERT when it left the dealer's floor. Sixth gear was always a problem, because if your highway speed approached 60 MPH, you'd have to drop to fifth or lug. I was stirring the shifter way too much for a touring bike.

I bought a set of SE255s off eBay and with Iclick's help, installed them myself. Suburban Motors in Thiensville, WI did the dyno tune for $150. My sixth gear problem is solved, and with 8k on the SE255s, the bike still runs great. More important though, the fix didn't brake the bank. I'm old and cheap and the SE255 mod fit me like a glove. If you have a fat wallet, I'm sure you can do better, but the SE255s are a great value.

 

Iclick,
If you took an average of the torque through the RPM range, the Woods cam would be higher on the average. I'm not wording that very well. A good example would be the dyno sheet they show on Nightrider. Can't remember what page it's on, but it stays above 100 FtLbs over a longer RPM range than most motors do. I think the motor was built by Cycle Rama.

 

Sure, I'll ride up real quick this week from Baton Rouge. How's the weather? It was 70° here today--about the same up there, right?

 

The SE255's only fit the new engine (TC96/103/110).

 

Fuel Moto did some dyno runs on his TC96 with the 6-6's and no other mods. His TQ peaked at 103 with HP at 92, while most 255 charts I've seen run in the same neighborhood for TQ and about 7-8hp less. The big difference is in the low-end. The 6-6 chart looks peakier, more like Pikes Peak, while the 255's start earlier and stay near the peak up to about 4500 rpm, a much flatter curve. Take a look at these two charts, but note that the graduations aren't the same, so the Fuel Moto chart (top) looks peakier against the 255's (bottom) than it really is. TQ is about the same except below 2500. The 255's retain the low-end much better at 2200 (90 vs. 80). So, you are making better power down low but sacrificing it at the top. Be advised that this dyno chart is the best I've seen on an otherwise-stock TC96 with 255's and most don't make these peak numbers. I would guess the 6-6 numbers are also near the best you might obtain since Fuel Moto is an accomplished tuning outfit.

I am anxious for Fuel Moto to test the 6-6's with the 4° advance gear, which is supposed to shift the TQ curve to the left about 300 RPM. That would put the low-end near that of the 255's, but peak-HP would certainly take a hit.





Which is right for any given rider depends on where you want the power. I'm a member of the gang who worships the low-end and midrange while placing little priority on peak-HP (moving the TQ curve up with no shift to the right), but others may prefer to sacrifice the low-end and gain more on the top-end (moving the curve up and to the right). The first group has much less to choose from, as when stock compression is retained it is difficult to hold onto the low-end TQ with longer duration and later intake close specs, and most performance cams tend to have these characteristics. The 255's are a very odd design that obviously emphasizes low-end and midrange TQ (~10% increase) but unapologetically offers little increase in peak-HP (maybe 5% increase). It also leaves little room to grow if someday you want to make a dyno shoot-out winner, as with its mild duration and early intake close it will likely never make more than 90hp even in a 103 with 10:1 compression.

 

Below is a copy of the dyno run posted on Nightrider; under "TC95 Building A 100 HP . It's from a 100 HP engine built by CycleRama. I've pasted some dialog to show why peak torque is not important. The 255 cam is nice but the Woods TW6 is a bit nicer...No it's a lot nicer, IMO. $100 -$200 more is a drop in the pail compared to what you get with the TW6.
Now I know what you experts are thinking..."why did you post this dyno run?" It's not even a Woods TW6 or an SE255 that's driving this engine."
I will tell you this right now; this engine will smoke the SE255 on the street, inspite of the fact that the SE255 may have a higher peak torque number. Just look at where the torque is at 2200 RPM's.
Quoted from NIGHTRIDER:
As you can see for yourself, this engine begins making power right off idle and is still pulling at 6000 RPMs. While this isn't going to win you any dyno shootouts, do not underestimate the ability to move your bike down the road at some very illegal speeds. This engine is a "roll on" king. Whatever gear you choose, at any RPM this engine is going to pull like a freight train when you twist the throttle around. With its lower compression, it isn't going to have much of a detonation issue. It is actually going to make a bike run much faster than the horsepower numbers would have you believe. In short, very close to an ideal street engine for any TC powered bike.