Head Quarters boast for their 103" build using a 2 into 1 pipe:
Horse Power: 115
Torque: 120

Anyone ever reach those numbers? If so, please post the chart.

Kevin at Head Quarters told me "our numbers come from real world results and averages from our customers not from our in house dyno". So surely there are numbers well over 115/120 to reach a "combined average" of 115/120.

Let's see those numbers and charts showing 115/120 and over for a Head Quarters 103" build.

 

I have the 103 build with rinehart tru duals -- even with a horrible tunethe tq is at 117 -- the hp (not worried about this) is at 105. I imagine if and when I get it tuned correctly the hp # will increase to about 110/ 115 easily with D&D fatcat; I see no problem achieving the tq numbers.

A better indicator is the present power the bike has-- wheelies no problem -- rolling burnouts no problems (with some clutch) 120mph in a manner of seconds no problem---if you can swing it I would get the 113 or 120 and hold on.

 

just and FYI:Kevin says it you can bank on it; heis a rolling test bed for HQs stuff---he won't give you something you don't need or can't use; when you build make sure you get the crank run out checked --- it's probably fine but whileyou have the motor open does not cost an additional dime to check it

 

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Assembling the engine correctly is probably about 85% of the work involved in getting good numbers; the rest is getting a good tune.

I suggest you give Kevin a call and let him help you get the bike's tune better. He'll need a copy of the map currently loaded in your ECM.

Also, about a month ago I was present when Kevin tuned a customer's HQ 103 on a RK withThunderheader,and delivered the bike to the customer with 113 hp and 124 tq. The guy had previously been running an HQ 95, and was "shocked" by how much more powerful the 103 was than the 95 after taking the bike for a test ride.

Sounds like you need some more tuning, not charts.

 

That does it. Now I got to borrow some money to get my scoot done. just checked out their 120 and i've got to have it. Along with a Barnett clutch.

 

I agree with Carl, something is wrong here ---

are you using SERT, PCIII or something else and alsowhat type of breather and exhaust are you using?

 

Like others have been saying, somethings not right. I'm getting 104/100 out of a 95" HQ touring build that consist of their heads 0039 cams at 10.1, this is with a middle of the road tune.

 

Here at Cycle Connection we take pride in going the extra mile for our customers. In order to provide a superior product, we have created a department dedicated to developing proven performance packages for a wide range of riding styles and budgets. We are dedicated to perfecting real world street engines for a variety of motorcycle enthusiast such as, the everyday rider, touring enthusiast, hot-rodder, as well as the race fan. We believe there five variables that create a great engine. Horsepower is but one and to maximize the enjoyment of the Real World Ride, your bike should also be geared toward throttle response, reliability, power through the RPM range, and fuel economy.

Here at Performance Connection, we have developed engine packages to provide the most useable and reliable performance possible. Through our testing, we have seen a 20 ft/lbs of torque difference at 2500 rpm between two sets of exhaust-- that is HUGE. The average rider maintains their “normal cruising” rpm range of the engine around 2500-3500 rpm. When they get above that rpm they are normally passing a car or pulling a hill. With 20 ft/lbs more torque at 2500 rpm your engine works more efficiently and that means your engine will have a longer life, get better fuel economy, throttle response and ride ability. On most of the engines we build, we are not as concerned about peak numbers (HP); although, they are nice for bragging rights. Real World Riding does not happen at 6200 rpm. So, focusing on only horsepower is actually a disservice to the rider. What a Real World Rider will be concerned about is torque (TQ) and its measurements.

Another very important point involves testing; at Cycle Connection Harley-Davidson/Buell’s Performance Connection we take the guess work out of engine building. By investing time and money into researching the best possible configurations for the type of riding you will be doing. Performance Connection uses company owned motorcycles for testing, instead of the customers. At Performance Connection, we do the research and you reap the rewards.

You will find that our approach to engine building is not only the right way to do business but the best way to build an engine that a customer will be able to maximize their enjoyment. We are committed to delivering the best Real World Riding engine that brings a high level of satisfaction to the customer. Take a moment to review the comments of those who have had an experience with Performance Connection

the first dyno sheet is a 107ci DYNA and the second dyno aheet is a 103ci FLHX


http://www.cycleconnectionh-d.com/cu...pg=performance

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SERT, SE Air Cleaner, Bub 7 true duals.