New here but I think I may have some relavent info.. When I get my charts "digitized" i"ll post them.
First thing is concerning 2007 and I think 2008 are the same. Proven fact that due to primary drive changes, these bikes will lose approx. 8 - 10hp at the rear wheel. Next, the relationship of torque to horsepower is a constant - hp = torque x rpm / 5250. You will notice that ALL charts cross at 5250, it's a formula.
Peak numbers mean little as they are at different rpm's. AFR is nearly as irrelevant as it is at Wide Open Throttle, 10% at most of your motors life is run there. AFR at idle and partial throttle positions is more important so make sure to quiz your dyno man.
I have had 2 bikes built using all SE parts when possible and yes I said ALL SE parts.
2004 Heritage - 95", stock heads reworked locally, forged flattop pistons, 251 cams, power commander, stock pipes with SE II mufflers
91 hp and 95 lbs. - exhaust would jump the numbers but it's my wifes bike and she likes it this way.
2007 Ultra - 103", SE Performance heads (cleaned up castings), 251 cams, forged flattops, adj. pushrods, 10.5 to 1 comp., SE Race Tuner.
Stock pipes with SuperTrapp SE slipons - 90 hp and 103 lbs.
Stock pipes with "Y-pipe" modification and SuperTrapp SE slipons- 95 hp and 107 lbs.
Rinehart True Duals (stepped headers) - 104 hp and 114 lbs.
Very respectable considering the 2007 drive loss issues. Any more power would require bigger throttle body and injectors.
All three combinations were dyno tuned. My guy still uses 4th gear S.A.E.. More shops are using 5th gear STD resulting in slightly higher numbers as well.
Conclusion-
Rineharts woke this big boy up without much of a "Rinehart torque dip".
And my wife will likely still kick my butt.
Ultra007
First thing is concerning 2007 and I think 2008 are the same. Proven fact that due to primary drive changes, these bikes will lose approx. 8 - 10hp at the rear wheel. Next, the relationship of torque to horsepower is a constant - hp = torque x rpm / 5250. You will notice that ALL charts cross at 5250, it's a formula.
Peak numbers mean little as they are at different rpm's. AFR is nearly as irrelevant as it is at Wide Open Throttle, 10% at most of your motors life is run there. AFR at idle and partial throttle positions is more important so make sure to quiz your dyno man.
I have had 2 bikes built using all SE parts when possible and yes I said ALL SE parts.
2004 Heritage - 95", stock heads reworked locally, forged flattop pistons, 251 cams, power commander, stock pipes with SE II mufflers
91 hp and 95 lbs. - exhaust would jump the numbers but it's my wifes bike and she likes it this way.
2007 Ultra - 103", SE Performance heads (cleaned up castings), 251 cams, forged flattops, adj. pushrods, 10.5 to 1 comp., SE Race Tuner.
Stock pipes with SuperTrapp SE slipons - 90 hp and 103 lbs.
Stock pipes with "Y-pipe" modification and SuperTrapp SE slipons- 95 hp and 107 lbs.
Rinehart True Duals (stepped headers) - 104 hp and 114 lbs.
Very respectable considering the 2007 drive loss issues. Any more power would require bigger throttle body and injectors.
All three combinations were dyno tuned. My guy still uses 4th gear S.A.E.. More shops are using 5th gear STD resulting in slightly higher numbers as well.
Conclusion-
Rineharts woke this big boy up without much of a "Rinehart torque dip".
And my wife will likely still kick my butt.
Ultra007
