Tman 662-2 or CR630i

[838]

Heads flowed 345 @28" for the 124" with the woods 9B. SE58mm TB, rush wrath exhaust with 2.5" baffle, SE heavy breather.

Should it up to a 3" baffle?

5.3 or 6.3 injectors?

[turboprop]

Heads flowed 345 @28" for the 124" with the woods 9B. SE58mm TB, rush wrath exhaust with 2.5" baffle, SE heavy breather.

Should it up to a 3" baffle?

5.3 or 6.3 injectors?

Has been a while since this page has seen a big block build with 9b cams. I am really anxious to see how this turns out as I am thinking of changing the cams in my blue FXR with the twin cam 124 with Red Shift 657 cams. Nothing wrong with the current build, just curious.

[838]

Heads flowed 345 @28" for the 124" with the woods 9B. SE58mm TB, rush wrath exhaust with 2.5" baffle, SE heavy breather.

Should it up to a 3" baffle?

5.3 or 6.3 injectors?

Has been a while since this page has seen a big block build with 9b cams. I am really anxious to see how this turns out as I am thinking of changing the cams in my blue FXR with the twin cam 124 with Red Shift 657 cams. Nothing wrong with the current build, just curious.

657 goes a bit lower on the compression, correct? 10.5-6 or so?

This build had a compression cap of 200. I liked the idea of advancing the 9B 4* and running it at 10.6:1, this ones going in straight at 10.8:1 though...

[turboprop]

Heads flowed 345 @28" for the 124" with the woods 9B. SE58mm TB, rush wrath exhaust with 2.5" baffle, SE heavy breather.

Should it up to a 3" baffle?

5.3 or 6.3 injectors?

Has been a while since this page has seen a big block build with 9b cams. I am really anxious to see how this turns out as I am thinking of changing the cams in my blue FXR with the twin cam 124 with Red Shift 657 cams. Nothing wrong with the current build, just curious.

657 goes a bit lower on the compression, correct? 10.5-6 or so?

This build had a compression cap of 200. I liked the idea of advancing the 9B 4* and running it at 10.6:1, this ones going in straight at 10.8:1 though...

Seems about right. The 124 in question was setup on the high side. I think it landed close to 10.8.

[RTMike]

We did a Jim's 131 a few years ago and used the RS 657 with 10.25 comp.the bike pulled freight train.With custom pistons,head and throttle body work the numbers were high 140s.

[No Cents]

  George Bryce designed a pretty hot set of cams for these bigger inch twin cams with an early intake closing that makes a ton of power all the way across the board. 
  It might be worth your effort to give him a call.

[C-Cat]

Heads flowed 345 @28" for the 124" with the woods 9B. SE58mm TB, rush wrath exhaust with 2.5" baffle, SE heavy breather.

Should it up to a 3" baffle?

5.3 or 6.3 injectors?

That's a lot of air flow. What size intake valve? Heads like that you could run a lot more cam with more compression and utilize the 3 inch baffle. I'd definitely run 6.2 injectors regardless.

[838]

Heads flowed 345 @28" for the 124" with the woods 9B. SE58mm TB, rush wrath exhaust with 2.5" baffle, SE heavy breather.

Should it up to a 3" baffle?

5.3 or 6.3 injectors?

That's a lot of air flow. What size intake valve? Heads like that you could run a lot more cam with more compression and utilize the 3 inch baffle. I'd definitely run 6.2 injectors regardless.

This build was capped at 10.8:1 and/or 200ccp (for heat and questionable fuel requirements). I believe they are 2.150" valves. Long haul thumper, 2-up mostly. When solo he rides with a local club that cruises 85mph pretty aggressive passing/splitting. And needs the midrange grunt to keep with the lighter bikes. I rode with these guys a while back. Put my 140/136 117" through the ringer!

[kd]

Heads flowed 345 @28" for the 124" with the woods 9B. SE58mm TB, rush wrath exhaust with 2.5" baffle, SE heavy breather.

Should it up to a 3" baffle?

5.3 or 6.3 injectors?

That's a lot of air flow. What size intake valve? Heads like that you could run a lot more cam with more compression and utilize the 3 inch baffle. I'd definitely run 6.2 injectors regardless.

This build was capped at 10.8:1 and/or 200ccp (for heat and questionable fuel requirements). I believe they are 2.150" valves. Long haul thumper, 2-up mostly. When solo he rides with a local club that cruises 85mph pretty aggressive passing/splitting. And needs the midrange grunt to keep with the lighter bikes. I rode with these guys a while back. Put my 140/136 117" through the ringer!

My experience using a similar (probably identical) exhaust (Dragula 1) and a similar cam (660SM) in a 120 cranking at 205 CCP was the 3" dropped the torque up to about 3700 RPM. And  It did help up to 6250 but the torque loss in the 2000 - 3000 range was significant.  The 3 baffle can be obnoxious and very hard on the ears if it is run without a silencer.  The 2.5" baffle was table top flat and the 3" only gave out 5 and 5 at peak difference.  Having said all that, the fact you can just change the baffle to test it, it may not be too expensive to find out.

[Raleigh111]

This is my 120 with 9b 11-1 or so 200 ccp with just twin cam shelf ported heads, nothing like you have. She scoots down low. 145tq out of 120 i was impressed. It is not on and off feel, just feels on all the time.  It likes being at or tic above 200ccp. I tried it at 190 and could tell the difference at or above 200ccp, i think it ended up 205.

[838]

This is my 120 with 9b 11-1 or so 200 ccp with just twin cam shelf ported heads, nothing like you have. She scoots down low. 145tq out of 120 i was impressed. It is not on and off feel, just feels on all the time.  It likes being at or tic above 200ccp. I tried it at 190 and could tell the difference at or above 200ccp, i think it ended up 205.

Looks good. This one should come in right at 200ccp.

What's your plan for the 124" you're building now?

[Raleigh111]

This is my 120 with 9b 11-1 or so 200 ccp with just twin cam shelf ported heads, nothing like you have. She scoots down low. 145tq out of 120 i was impressed. It is not on and off feel, just feels on all the time.  It likes being at or tic above 200ccp. I tried it at 190 and could tell the difference at or above 200ccp, i think it ended up 205.

Looks good. This one should come in right at 200ccp.

What's your plan for the 124" you're building now?

Continuing to derail your thread
Same boat as you with cams. looking hard at the 598. Have a 595i and 4 gear and like the specs of 22 50 on intake but not so sure about 53 13 on exhaust with the 4 gear. Closest thing that i know works is the 9b with 50 20 on exhaust. May just go back to the 9B? Don massaging twin cam heads, jackpot xxx because i had them, 58se 5.3, rekluse, oil cooler fans, Dont care so much about HP just want to see 140tq around 3000rpm. Comp and squish is the little hurdle with stock heads. What I am really on the fence about is this stupid exhaust baffle. Not sure if I should open up the left side?

http://harleytechtalk.com/htt/index.php?action=dlattach;ts=1634488109;topic=116509.0;attach=106905;image

[Don D]

The 595i is a great cam just not for peak torque numbers. It's not so much about the lc, open and close points, as it is the lsa. That doesn't change by advanced
or retarded timing. A closer lsa with a little more overlap would hump the torque up. Pistons may need to be dished if static compression is too high. KB dished 117" pistons will work in a 124" with mods. At 124" I also am concerned about blow down effectiveness. If not they run hot. A little lower ccp and timing overhead for available octane is a best plan. There are a half a dozen cams that will work great for what your goal is.

[838]

https://harleytechtalk.com/htt/index.php/topic,108862.msg1296724.html#msg1296724

This is my 117 with dons heads and the 595i. It's got a great combo of parts and runs at 212ccp front and rear on CA pump gas. Game changer sprocket installed now too. It likes the gearing change. Not my long haul touring bike either though. It can do it in the cooler months out here, but I've got a thumper I ride for the longer trips where fuel quality could get dicey.

My thumper 117" is going to need a top end refresh at some point, currently it's at 10.25:1 with an s&s 570, I'll bump the compression when I replace the cylinders and I have an old TR590 set that I may try out at 200ccp when the time comes. I've wanted to see how  a 124" with moderate compression (<10.8:1) would run for a thumper motor with the 590, set up right.

I just helped finish up a 124" with the DME598, 10.8:1, Boarzilla, HPI58 with 6.4 injectors. It's only tuned to 4500rpm and 60% throttle for now (1000 mile break in tune). I should have more on that one soon.

[838]

https://harleytechtalk.com/htt/index.php/topic,109007.msg1304409.html#msg1304409

Don did the heads for this one.

Don, do you think setting this at 200ccp or less would just soften the low end, or cause a slight drop in aggregate tq across the range?

Raleigh1111 this looks similar to the parts combo you have as well.

[Don D]

It is not fair to compare the builds when so many parts are not the same and especially the pipe. A wider LSA cam engine can tolerate more compression all things being equal. With duals a baffle such as this style can be very effective and does offer some tunability. You lose low end with lower compression but it can be recaptured with added timing unless it is just grossly low. The overall result is a cooler running engine. You have to talk about loss of aggregate torque in the context of the cam, static CR, and the pipe to get anywhere. It is too easy to take data out of the context of it all.

[838]

It is not fair to compare the builds when so many parts are not the same and especially the pipe. A wider LSA cam engine can tolerate more compression all things being equal. With duals a baffle such as this style can be very effective and does offer some tunability. You lose low end with lower compression but it can be recaptured with added timing unless it is just grossly low. The overall result is a cooler running engine. You have to talk about loss of aggregate torque in the context of the cam, static CR, and the pipe to get anywhere. It is too easy to take data out of the context of it all.

Is there a 2-1-2 type header that is capable of 140+hp with a good set of mufflers? Crusher Mellows?

[rigidthumper]

The Wagner exhaust supposedly would get you there?
I know the Fullsac DX/Crusher mellows will support 140TQ, given a big enough engine, I'm not sure about 140 HP though.

[Don D]

Actually to add to what Robin said I have seen the V&H power duals and Khrome Werks head pipes both support those numbers. I recall a 120r I helped with made over 150hp with Wegners setup. But those are no longer in production. In the process of helping with a 124" build now with Hurricanes, 12:1, 64mm TB, and he will use the Wegner dual exhaust but probably different mufflers. Goal is 160 square or at least that hp with a very respectable torque curve. This is a touring bike and gets ridden miles. Cam will likely be custom, TBD.

[838]

Actually to add to what Robin said I have seen the V&H power duals and Khrome Werks head pipes both support those numbers. I recall a 120r I helped with made over 150hp with Wegners setup. But those are no longer in production. In the process of helping with a 124" build now with Hurricanes, 12:1, 64mm TB, and he will use the Wegner dual exhaust but probably different mufflers. Goal is 160 square or at least that hp with a very respectable torque curve. This is a touring bike and gets ridden miles. Cam will likely be custom, TBD.

And aren't the Khrone Werks and the S&S power duals the same pipe?

[Don D]

Vance and Hines power duals are different, the S&S duals are made by Khrome Werks

[838]

Vance and Hines power duals are different, the S&S duals are made by Khrome Werks

Iirc the s&s duals o2 sensor locations looked funky for their 18mm locations. Is this true of both them and Khrome Werks?

[Don D]

I do not know.

[Raleigh111]

It is not fair to compare the builds when so many parts are not the same and especially the pipe. A wider LSA cam engine can tolerate more compression all things being equal. With duals a baffle such as this style can be very effective and does offer some tunability. You lose low end with lower compression but it can be recaptured with added timing unless it is just grossly low. The overall result is a cooler running engine. You have to talk about loss of aggregate torque in the context of the cam, static CR, and the pipe to get anywhere. It is too easy to take data out of the context of it all.

Is there a 2-1-2 type header that is capable of 140+hp with a good set of mufflers? Crusher Mellows?

The jackpot xxx pipe has done it and that is what i am trying to achieve. The collector flows better then standard 2-1-2. I have not seen much past 142 with it. I am going to try and use the jackpot muffs and trying to decide to drill out left side baffle as it is restricted. Talked with a few guys at fuel moto and they said not to drill it out. I will post another pic. I started a thread on it but no one has really replied to it.  Here is the link with a few pics. I just got ride of a old original set of crusher mellows:(. They were dinged up from a crash. Would of sent them to you for testing.  Done some testing and reading on lsa basics also. The narrow lsa will make better tq less hp in general.  Wider will add hp but loose tq. Too narrow lsa you can have issues with idle and vacuum and efi for that matter but talking small block chevys also, same principals thou.

Some 2-1-2 xxx pipe numbers on 124s FYI  with 9b cam or custom FM Cam
136-144
139-142
139-139
141-146
141-148
140-149
131-153
137-144

[Don D]

Why not make the decision at the dyno session and be equipped to change them.