120R update and answers
#42
09-20-2010, 08:02 PM
We have been running D&D's on every one that we have built thus far...We have not used any PCV's...we use Race Tuners on almost everything
We have been charging 20 hours labor to put the motors in and tune them. We have not ordered any completes yet they have all been the kit style. We also have been installing timkins and welding the pin before we assemble them.
Dick1964, I'm not sure if that last post was directed to me or not but as you can see I just posted both the dyno sheet and hours we charge for the install.
The original post was not an ad of any form...simply trying to help other users with a 120R dyno sheet like YOURSELF for reference. Not sure how that is bad business on my part??
We have been charging 20 hours labor to put the motors in and tune them. We have not ordered any completes yet they have all been the kit style. We also have been installing timkins and welding the pin before we assemble them.
Dick1964, I'm not sure if that last post was directed to me or not but as you can see I just posted both the dyno sheet and hours we charge for the install.
The original post was not an ad of any form...simply trying to help other users with a 120R dyno sheet like YOURSELF for reference. Not sure how that is bad business on my part??
#43
09-20-2010, 09:27 PM
The cross-over point in any power v torque curve is always the same, at around 5,250rpm. Can't remember the exact figure, but it is a constant for all engines.
This engine is geared at almost exactly 25mph/1,000rpm, which sounds like fifth gear to me. That is in line with using the gear that gives direct drive.
This engine is geared at almost exactly 25mph/1,000rpm, which sounds like fifth gear to me. That is in line with using the gear that gives direct drive.
5 gear is not "direct drive" on a non overdrive 6 sp.
6 th gear is 1:1 ratio on a cruise drive 6 sp .just like 5 th gear is 1:1 on a 5 sp.
those numbers are not bad for a crate motor.I would imagine you could get more with some good headwork & better cam!!
someone else stated that dynojet dyno's shut down at 148 mph.
they dont shut down at any speed. you can set them to alarm when you exceed the tires speed rating.
someone else stated that the stock ecm shuts down at 110 mph.
the ecm dosent shut the bike down. there is no limit.
if you could pull 5750 rpm with a stock bike in 6 th gear you could hit 155 mph. on the dyno when you run a 6 sp to 6200 rpm it hits 168 mph. so if you had the motor to pull it ...with stock gearing you could run 168 mph. @ 6200 rpm's. on the street.
I dont think these motors will have a problem hitting the 135 mark. with the right exhaust a good tune and setting the rev limiter to 6500-6700 they should hit high 130's low 140's on hp and mid 130's on tq. in sixth gear runs.
#44
09-20-2010, 09:51 PM
FLHX124,
I understand that the complete crate motors will not bolt in to ealier frames and that the SE Performance Catalog indicates that the kit, say for a softail, is for '07 and later models. The kit includes 4-5/8" stroke Premium Flywheel Assembly, 58mm throttle body, SE-266E cams, forged 10.5 to 1 compression ratio nickel-plated pistons with wear-reducing
Teflon-coated skirts, and CNC-ported MVA heads with automatic compression releases. Kit also includes Perfect Fit pushrods, Screamin’ E agle® Super Tuner, gaskets and lower
piston cooling jets.
Why couldn't this kit be intalled in earlier cases. I understand case boring would be required and it would be a good idea to have the crank pinned/welded but why not?
I understand that the complete crate motors will not bolt in to ealier frames and that the SE Performance Catalog indicates that the kit, say for a softail, is for '07 and later models. The kit includes 4-5/8" stroke Premium Flywheel Assembly, 58mm throttle body, SE-266E cams, forged 10.5 to 1 compression ratio nickel-plated pistons with wear-reducing
Teflon-coated skirts, and CNC-ported MVA heads with automatic compression releases. Kit also includes Perfect Fit pushrods, Screamin’ E agle® Super Tuner, gaskets and lower
piston cooling jets.
Why couldn't this kit be intalled in earlier cases. I understand case boring would be required and it would be a good idea to have the crank pinned/welded but why not?
not FLHX124
But the 120R wont fit in earlier models because, the output spline is diff. so the primary drive wont work.
the engine to tranny in integral so the earlier trannys wont bolt up.
they also dont come with the 58 mm T/B. you have to buy the T/B and injectors seperate
#45
09-21-2010, 02:36 AM
Club Member
#48
09-21-2010, 05:40 AM
#49
09-21-2010, 05:46 AM
well then you need to do a little research.
#1 look at previous post and you will see one that doesn't cross as you say.
#2 what is so hard to understand 1:1 ratio. 5 sp is 5 th gear 6 sp is 6 th gear. it's not rocket science. the 6 sp is not a overdrive. it just has a extra gear. the primary gearing is what makes it taller geared.
might want to check that also
#50
09-21-2010, 06:08 AM
Club Member
strokerjlk, well done! The first graph is plainly false, the second one shows the correct cross-over. 
Here's a dyno graph for a Honda VFR, revving to over 12,000rpm, but with the same cross-over point at 5252 rpm.
Here's a dyno graph for a Honda VFR, revving to over 12,000rpm, but with the same cross-over point at 5252 rpm.