Alright I finally got pics... and a Dyno Sheet.
I swapped back to the FM SE8-447 Cam Tune for Softails, and did the same -1% Global, -1% Low Fuel Reduction, 6200RPM Redline.
97.5hp 115.3tq Rear Wheel.

 

In case I missed it, where was it done at?

 

Mufflers modded and installed by me. Tune from FuelMotoUSA, minor fuel adjustment done by me, and then dyno tested at Emerald City HD.
Post of me putting them together: https://www.hdforums.com/forum/2018-...l#post21371985
FuelMoto sent me a tune of theirs last year for the SE Torque cam. I did a few autotune sessions and sent it back to FM.
After getting it back, it seemed to run rich, especially at lower RPM. So I flashed a small edit of -1% Low, and -1% global fuel.
Ended up with a really good idle. But another Forum user was able to get me the SEPST tune. I ran that for a while and got the bike dyno tested with that while I had the old mufflers. Resulted in 91hp and 105TQ.

When I installed the new mufflers, I wanted to try the FM tune again with my edits. And see how well these mufflers performed.
So I flashed it yesterday, did a bunch of high speed passes and twisty road riding so the ECM could adjust and adapt. Burned a little over half a tank.
Then today rode into EHD and they were doing a Dyno Shootout.
97.5hp 105.3tq.

 

Huh - didn't know you could custom tune the SE Torque Cam? Or would want to compared to aftermarket cams. Don't know enough about cams vs. tuning to optimize.

But that Dyno torque curve is wild with the super early torque peak! That bike is nuts!

 

You can if you have a PowerVision 2B.
I can alter a lot of things on the bike's tune just by using the PV's tuning utilities.

 

Interesting.

Things were simpler in the analogue screwdriver and mechanical jet world. We thought it was high tech to get ahold of a gas chromometer to set jets via exhaust CO readings. It wasn't that long ago, either. I've decided not to try to keep up with incessantly changing computer software. It's tiring. You'll see one day.

 

reading you, and not just you for that matter, I'm going to stick with my stock configuration on the LRS, just my Twin Slash, it works very well like that, even better than my Heritage with a stage 1, and for me that's enough...
I don't want to be bored, I just want to ride...

 

Hearing that - but I'll admit, if'n I were 30 years younger and into digital everything like today's gen, I'd be all over this ****, too. Riding tonight on a beautiful fall day here in the upper midwest with my Stage II tuner build.

 

Are your dyno results about what you were thinking for your combination? I haven't read up on SE cams, so not sure what the expectation for them is.

Zach

 

The dyno results are fairly close to what HD advertised for the SE Torque cam on the 114.
HD Claims 98hp119TQ, I got 97.5hp, 115.3 TQ.
Very close.
The biggest concern I had was about my placement of the TTIs. I placed them in the location I chose because I was thinking about the fluid physics involved.
I was hypothesizing if the placement would be ideal, or if my assumption was misplaced.
I was under the assumption of Bernoulli's principle and stepped exhaust design on the Baggers.
I placed them so the farthest end of the TTI disc would be about 1mm infront of to dead even with the edge of where the baffle begins to flare out to the end cap.
I placed them so that as the exhaust would squeeze past TTI the increased velocity effect would happen, but then would dump into a much larger area, reducing the density of the fluid that the exhaust pulse would rebound off of, reducing reversion potential.
Many slip-ons without any torque inserts/lolipops create a low end torque dip problem, I wanted to make sure the TTI was placed to prevent this as much as possible without causing extra backpressure by placing the TTI too far back.
It seems according to the dynograph, that my assumption was accurate. The placement of the TTI prevented low end torque dip from straight open baffles, but will allow more volume of exhaust to pass through.