Hate throttle by wire
6th Gear
Joined: Jul 2012
Posts: 12
Likes: 0
From: Colorado
Try this one. Hopefully you have the stock map. The stage one will give too much timing with this one. The fuel will be ok. I looked at specs on the Red Stick 577 and it is pretty radical with a 47 overlap. Usually 40 to 42 would be a max for basically stock bike. You will actually need 10.5 to 1 compression and possible a gearing change to get rid of that hesitation. This map should help some. I don't know what bike you have, but the lighter the better.
I was able to open up the tune. I will take it to my tuner today and see what we can get figured out.
I did a little more research on the cam last night...I think I'm going to talk to the shop today about having my heads milled down and putting a thinner headgasket in so I can get up to 10.5 to 1 compression. Hopefully that helps it even more. May not happen immediately, but it looks like thats the very least I need to do to get those cams working like they should. I very much appreciate your quick response and the Tune. Do you just do this on your own, or do you work at a shop? You obviously know your stuff and have ready access to a database of information.
Road Warrior
Joined: Apr 2010
Posts: 1,648
Likes: 37
From: Monroe, Louisiana
I have been tuning and working on engines for many years 45 years or so. I am retired and hang around our local shop. I have spent many hours on computer with PCV, PV, SEPST, TTS and PC3 software and programs. I have also built several excel spread sheets to compare and convert from Pv to PCV. Also built spreadsheets to compare cams. I have probably installed and tuned atleast 20 tuners over the last 3 years. Stock to TW 888 to 10.5 compression. It has been very gratifying.
The Harley engine is basically a 2 cylinder hemi engine. Where I keep having to do reality checks is the rpms involved. I drag raced for 35 years and worked on everything from 392 hemi's to 426 hemi's and small block chevy's and Ford's. They all had there differences but they were operating in the 7 to 9 thousand RPM range and most were carbed. They had cams in the .600 to .800 lift range. We didn't have to work much on the low rpm range as we were leaving the line at 5000+ rpms. All together different story with the Harley. They are relatively stock rpm ranges as most stock V8 would turn 6000 rpms. What I have to keep in mind we are working with street motors very similar to the muscle car era motors. The intake runners on the harley are only 3 or 4 inches long. On a street car motor they are 12 inches and longer. This effects the low end torque greatly. I haven't looked but I suspect the Vrod has a longer intake system.
The Harley engine is basically a 2 cylinder hemi engine. Where I keep having to do reality checks is the rpms involved. I drag raced for 35 years and worked on everything from 392 hemi's to 426 hemi's and small block chevy's and Ford's. They all had there differences but they were operating in the 7 to 9 thousand RPM range and most were carbed. They had cams in the .600 to .800 lift range. We didn't have to work much on the low rpm range as we were leaving the line at 5000+ rpms. All together different story with the Harley. They are relatively stock rpm ranges as most stock V8 would turn 6000 rpms. What I have to keep in mind we are working with street motors very similar to the muscle car era motors. The intake runners on the harley are only 3 or 4 inches long. On a street car motor they are 12 inches and longer. This effects the low end torque greatly. I haven't looked but I suspect the Vrod has a longer intake system.
Last edited by ke5rbd; Jun 12, 2013 at 09:49 AM.
Tourer
Joined: Apr 2009
Posts: 461
Likes: 21
From: Providence
I've had both and I haven't noticed any problems like you are describing on my 2009 Road Glide in fact comparing to the two different types, both were the same and the only difference to me was not seeing the extra cables on the handle bars. Maybe, you might have a problem with the connection or something?
Outstanding HDF Member
Joined: Jul 2011
Posts: 2,052
Likes: 6
From: North London, UK
Never been a fan of TBW, not because I have any of the problems discussed here but because I can't figure out what the purpose of it is??
It's an answer to a question that nobody asked.....a solution to a problem that doesn't exist.
It's one more electronic thing that can go wrong and leave you stranded, make working on your bike more expensive and complicated and make parts such as handlebars, grips etc. more exclusive.
In 30+ years of riding I never had a problem with a throttle cable on any bike so I can't for the life of me figure out what is to be gained from TBW.
It's an answer to a question that nobody asked.....a solution to a problem that doesn't exist.
It's one more electronic thing that can go wrong and leave you stranded, make working on your bike more expensive and complicated and make parts such as handlebars, grips etc. more exclusive.
In 30+ years of riding I never had a problem with a throttle cable on any bike so I can't for the life of me figure out what is to be gained from TBW.
So far, so good - but although TBW is on the whole more reliable/flexible than cables, if a unit fails (which is pretty rare) there is no roadside fix and the failure is usually much less repairable. Overall, the benefits outweigh the disadvantages (YMMV).
Road Warrior
Joined: Apr 2010
Posts: 1,648
Likes: 37
From: Monroe, Louisiana
There are people who've had problems with binding, stretched or broken cables or poor connections at the top and bottom of the cable. TBW eliminates all of these and is (generally speaking) more reliable than cable-driven systems. It also allows you to incorporate cruise control and a variety of engine management solutions.
So far, so good - but although TBW is on the whole more reliable/flexible than cables, if a unit fails (which is pretty rare) there is no roadside fix and the failure is usually much less repairable. Overall, the benefits outweigh the disadvantages (YMMV).
So far, so good - but although TBW is on the whole more reliable/flexible than cables, if a unit fails (which is pretty rare) there is no roadside fix and the failure is usually much less repairable. Overall, the benefits outweigh the disadvantages (YMMV).
Grand HDF Member
Joined: Mar 2007
Posts: 4,928
Likes: 285
From: Edmond Oklahoma
There are people who've had problems with binding, stretched or broken cables or poor connections at the top and bottom of the cable. TBW eliminates all of these and is (generally speaking) more reliable than cable-driven systems. It also allows you to incorporate cruise control and a variety of engine management solutions.
(YMMV).
(YMMV).
Beary
Last edited by beary; Jun 12, 2013 at 12:14 PM.
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Road Warrior
Joined: Nov 2008
Posts: 1,296
Likes: 3
From: Cheltenham, UK
Because you can then integrate it more fully in to the ECM process and enoy auxiliary benefits such as a brilliant (and safe...er) cruise control
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