Wow, that's cool! Be SURE to post some photos once the bike is all back together!

 

Pretty sweet- I'm sure you can;t wait to take her for a spin. So what size injectors did you end up with, and did you retain the stock TB or go with a larger one as well? I'm guessing the 110 TB should be ok.

One thing you may want to consider is swapping the front belt pulley for a 30T - I think the one from a Tri-Glide fits directly. You may or may not need to swap to a shorter belt. Normally you would also increase the rear pulley to 68T but I've been told the CVO uses a pulley that is specifically machined for the CVO wheel, so you're kinda stuck with the stock 66T.

The 30T front will give you an improved final drive ratio, much faster off the line and roll-ons, making better use of the S/C's grunt. HD has been setting the final drive ratios very tall on newer bikes for meeting EPA standards. If you go back to the FXR days, bikes always came with a 3.23-3.73 final drive ratio (something like that) and felt more peppy, whereas our newer bikes have ratios in the mid-2's making them feel a lot more pokey. Anyway just something to consider for later.

Good luck with the build wrap up and interested to see what the dyno sez

 

For anybody in Central Texas area, Mike Lozano at Lozano Brothers did one of these superchargers for a client a few months back, and Mike is an ace tuner as well. He's the tuner who got my HD Stage 4 Race kit working properly after the dealer was unable to do so.

Jim G

 

What- the dealer could not get it to work properly? man I'm sure that was an ordeal for you-

 

Yeah, it was. The dealership's head dyno guy really pissed me off with his bullshit excuses and denials. Even after Mike Lozano got the engine running right, the dealership guy insisted that Mike just "fooled you" with a faked dyno chart! The low end power, throttle response, and quick starting and stable idle even when dead cold after Mike was through with it was a real revelation to me of what a great human tuner can do. Man that engine feels right.

Just really needs about 10% more gearing, as you alluded to above, but with HD's latest parts changes, it's super expensive to get even 6.5% more rpm.

Jim G

 

Hi LA_Dog
I am not sure what Injectors Richard at TTS put in. I can find out and post later. I have the standard 103 Throttle Body and will keep that for time being.
If I go for further power mods then guess would go for the 131ci Jims engine with much bigger Throttle Body and look at some Intercoller options.. this kit cools the Intake air about 30 degrees by use of expansion chamber but further cooling would improve performance drastically.


I will see how the bike reacts with current gearing and am hoping all the extra low to mid range power will go well with the current gearing.


I am really hoping the bike will be fantastic cruiser with this setup and am kind of hesitant to go for much more.. as just the Jims 131 engine will cost me similar as installing Stage 3 Supercharger kit in my Triumph Rocket 3 which would give me just short of 400 RWHP for the Rocket...


And in case you are wondering.. yes I do love power


My car is Mercedes CL600 V12 Twin Turbo with various mods and been tested on Dyno with 593HP and 1053FTLB of Torque.. True Monster


Will post both Dyno results and pics when I get the Breakout back

 

FYI - Easternperformance.com has the Progressive 422 adjustable rear shocks on sale for super cheap, standard duty 422-4037C (you don't want the heavy duty shocks since we have light bikes).

Price: $356
Discount code for this weekend only: MEMORIALDAY5 -$17.80
Shipping & Handling (Free Shipping US Only - Free) $0.00
Grand Total $338.20

http://www.easternperformance.com/pr...y-softail.html

 

You may want to investigate this further- the 103 TB is only good for about 105HP max. it does not flow enough for higher HP applications at least with normally aspirated motors. I'm not sure what effect this would have with forced induction. The next size up is a 52mm TB and after that there is a 58. Anyway if you see your numbers dying off at higher rpms it may be due to the airflow restriction of the smaller TB. Similar in principal to carbs- for example going up to a Mikuni 45 from a 42. I'm sure it will run fine with the smaller 103 TB but I'd expect some limitation.

 

I posted this over in another thread- but it's a good resource for big inch high-hp motors: www.hemiengineering.com - the bike below set a land speed record in 2012 of 171mph with no forced induction. impressive. anyway these guys are old school and very good with ultra high-end performance TC's.

nothing wrong with a lot of ponies either two wheels or four

 

Yeh that really sucks. Overall what I have learned is that the dealer is only good for certain things. performance tuning and knowledge not being one of them. but in all fairness, that is just "big corporate". they make their cash on out-of-warranty work, scheduled services and regular book work items. the Dyno stuff at some dealerships is more of just a money draw to charge guys $300 for a piece of paper. I'm not saying all dealers are like that, but I have yet to go to one that shows me otherwise. Unfortunately you need to have HD install certain parts to not jack with your warranty- but I would not expect then to tune it beyond "basic running" and within "EPA Friendly" parameters - e.g. slow and pokey.