Cylinder Head Porting - Road Glide Forums
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post #1 of 25 (permalink) Old 05-25-2016, 05:08 AM Thread Starter
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Cylinder Head Porting

I been doing a little research lately on cylinder head porting, after having a conversation with my Dyno shop guy. It's something in definitely interested in doing, maybe over the winter, but it's something I know very little about

My bikes a 15 rgs, stock 103 engine with Andrews 57H cams (exhaust, intake, PV) How do these cams respond to head work? I was just reading up on Fuel Motos C series porting (porting, stainless valves, springs, etc.) I don't have any plans to Big Bore this bike, but I would really like to see it in the 100hp range.
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post #2 of 25 (permalink) Old 05-25-2016, 07:04 AM
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The 57 is a torque-oriented cam.
That said, a torque-oriented head would be our suggestion to amplify the cam.
Our Stage II Torquemaster Head is an example, for that.
That head was used in conjunction with a Cyclerama .575, 110" drop-on cylinder kit, and custom in-house 50mm t/body work.
That combo was tuned at Rossiters HD near the Sarasota, Fla., area.
and at only 10.0 cr, it produced 113 plus hp, and a whopping 131 ft/lbs, sae. (120 ft/lbs. from 2300-to almost 5000 rpms)
STD numbers were 116 plus hp and 135 ft/lbs.
Dyno charts, along with the 20,000 hit thread can be seen on Harley Davidson Motorcycle News & Forums - Harley Davidson Forums.
Just an example.
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post #3 of 25 (permalink) Old 05-25-2016, 08:32 AM
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post #4 of 25 (permalink) Old 05-25-2016, 10:06 AM
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You have to take into consideration that most shops that promote cylinder head work are there to make money and it is in their best interest to recommend this performance upgrade.
In all reality cylinder head work will only increase the torque on the 103 ci engine around 3 ft lbs +/- so for the cost it isn't a good upgrade when you figure cost vs gain.
In general a good cam along with a good exhaust and stage 1 air intake upgrade is all that you would need to get the performance that you're looking for.
On the 88 inch engines with a big bore kit which took the bike to a 95 inch engine you needed to get around 100 hp to get around 100 ft lbs of torque and you needed to do major performance upgrades to achieve that.
HD added 3/8 of an inch stroked to the 88 inch engine and called it a 96 inch engine and then HD put in the 103 big bore kit in the 96 engine to make the 103 which is the same kit used to take a 88 to a 95.
With the added stroke the 103 engine produced higher torque #'s while having a lower HP #'s so with the stage 1 and cam upgrades you can get 110 +/- ft lbs of torque while still being in the low to mid 90's in HP.
Since torque is where it is all at don't worry about the 100 HP club just get the bike to the 110 torque club and all is good and this can be done with simple stage 1 and a good cam upgrade and a good tune.
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post #5 of 25 (permalink) Old 05-25-2016, 10:13 AM
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Quote:
Originally Posted by ironmark View Post
Since torque is where it is all at don't worry about the 100 HP club just get the bike to the 110 torque club and all is good and this can be done with simple stage 1 and a good cam upgrade and a good tune.
He should already be there with what he has done to the bike - Hell, a good Stage 1 will get you there sans cams - If he has Cam work, guessing all is good in the Torque Club Hood

Nice Brake down on your post man - Did not know that was the "evolution" for a quick play on words
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post #6 of 25 (permalink) Old 05-26-2016, 06:54 AM
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Yes, is someone goes though a "fluff and puff" in the runners, not much change.
Even without seat changes, and larger valves are used and ports are re-worked very good increases occur. Fact.
When seats are changed to accept larger intake valves, port ID's are port-matched to the t/body's ID, bowls are greatly modified, etc, etc ,etc, and flow number jump by 40-50 cfm or more, the power output of the engine is in fact GREATLY enhanced.
Example;
Our AHDRA 108" engine would consistantly dyno at 165-167 hp/144-146 ft/lbs.
8.88/148.85 mph.
Think that would've occured w/o a good set of heads???
I know it would not have.
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post #7 of 25 (permalink) Old 05-26-2016, 07:49 AM
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Not sure why all the hate on headwork. Heads matched to the cam make a huge difference.


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post #8 of 25 (permalink) Old 05-26-2016, 11:07 AM
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All one has to do is research the hundreds of dyno sheets to see the difference head porting makes. 3 ft lbs is not true. 10-15 more like it.

Last edited by rg113; 05-26-2016 at 11:14 AM.
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post #9 of 25 (permalink) Old 05-26-2016, 12:01 PM
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All one has to do is research the hundreds of dyno sheets to see the difference head porting makes. 3 ft lbs is not true. 10-15 more like it.
Depends on the engine size, the bigger engines will get more out of headwork.
But after doing tons of research on headwork on the 103 engine by looking at hundreds of dyno sheets 3 to 5 ft lbs of extra torque is all you're going to get.
Unless you're a person that wants to ride as fast as you can to beat your buddies to the next bar then you may want headwork but for the average rider headwork isn't really needed.


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post #10 of 25 (permalink) Old 05-26-2016, 06:31 PM
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Quote:
Originally Posted by ironmark View Post
Depends on the engine size, the bigger engines will get more out of headwork.
But after doing tons of research on headwork on the 103 engine by looking at hundreds of dyno sheets 3 to 5 ft lbs of extra torque is all you're going to get.
Unless you're a person that wants to ride as fast as you can to beat your buddies to the next bar then you may want headwork but for the average rider headwork isn't really needed.
Or if you're someone who likes to brag about their dyno sheet.

I looked really hard at doing heads when I put the 57 in my CVO. It would have cost another grand or so, and netted me a little prettier curve and a bit more on the peaks. I opted against it, and I'm glad I did. Would the extra power have been noticeable? Maybe. Probably, even. But would it have been worth an extra grand? Hell no.

FWIW, I'm running a pair of really nice T-Man heads on the Night Train with a 625 cam. It's a pretty fast Harley, but still a slow motorcycle.
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