CVO 110" Combustion Chamber Volume and Valve sizes : V-Twin Forum: Harley Davidson Forums

alakso · 11-21-2008, 05:19 PM

Does anyone know the Combustion Chamber Volume and Valve sizes for the CVO 110" Heads?

skyhook · 11-24-2008, 12:06 AM

93cc...2.08 in...1.63 ex...too big for anything less than 117 imo...pulled mine and sold em at 100 mi

PR3VS56 · 11-24-2008, 02:09 AM

Quote:

Originally Posted by skyhook

93cc...2.08 in...1.63 ex...too big for anything less than 117 imo...pulled mine and sold em at 100 mi

Saw your mods in your profile. What's that bringing to your rear wheel?

arealinvestor · 11-24-2008, 06:03 AM

Quote:

Originally Posted by alakso

Does anyone know the Combustion Chamber Volume and Valve sizes for the CVO 110" Heads?

What year bike are we speaking off????

skyhook · 11-24-2008, 07:09 AM

115hp/115tq sae 5th gear dj250 pump gas no tricks

arealinverstor, cvo 110's are '07 to '09...'09 may have some minor changes, but basically the same head

arealinvestor · 11-24-2008, 07:51 AM

Quote:

Originally Posted by skyhook

93cc...2.08 in...1.63 ex...too big for anything less than 117 imo...pulled mine and sold em at 100 mi

Hook, Why would you think the valves & Chamber volume are to big???

alakso · 11-24-2008, 05:31 PM

Thanks for everyones input.

I have an '08 96" FXDF Dyna that I'm upgrading to some where between 110"-117" c.i. depending on the reliability of these bore sizes. The reason I'm inquiring about SE 110 Heads is because I want to build a "SE Sleeper Motor" using SE 110 heads with Baisley Headwork and Axtell Cyls.. I'll tell everyone it's a SE 110" motor when it might be an Axtell 117" "Mountain Motor", or my own 110" or 113" "Wolverine Motor" with Baisley Head Work and Axtell Cyls.. I'm exchanging emails with Mr. Baisley about how to accomplish my goals.

I appreciate everyones help!!

skyhook · 11-24-2008, 06:32 PM

the valves and ports are huge...bad for velocity...bad for lowrange torque...ya know, the stuff 99% of h-d riders want...when bubba whacks the throttle at 2000 rpm and the motor bogs, he gonna be pissed!!!!!!...me, I don't mind keeping the revs above 3000 'cause I know that's where the motor is most efficient...also like longer cams 'cause I want my powerband 4000 to 6000

edit: alakso I wasn't directing that at you...I meant most riders...I'm sure dan will hook you up!!!

claydbal · 11-24-2008, 06:54 PM

Quote:

Originally Posted by alakso

Thanks for everyones input.

I have an '08 96" FXDF Dyna that I'm upgrading to some where between 110"-117" c.i. depending on the reliability of these bore sizes. The reason I'm inquiring about SE 110 Heads is because I want to build a "SE Sleeper Motor" using SE 110 heads with Baisley Headwork and Axtell Cyls.. I'll tell everyone it's a SE 110" motor when it might be an Axtell 117" "Mountain Motor", or my own 110" or 113" "Wolverine Motor" with Baisley Head Work and Axtell Cyls.. I'm exchanging emails with Mr. Baisley about how to accomplish my goals.

I appreciate everyones help!!

you gonna spend lots of money to put that motor to sleep. did Dan Baisley mention the word "welding" LOLOLOL

alakso · 11-25-2008, 03:20 PM

Skyhook: No offense taken my friend.
I also tend to turn a few more RPM's while riding so I can stay in my powerband for quick roll-ons without downshifting. Actually I'd like to have 200-300 more RPM at all speeds so I'm considering changing to an Andrews 30 tooth Trans. sprocket. I'm also installing a tach on my bike so I can see what RPM's I actually ride at with this 6-Speed Trans. and where I want my Torque Band.

Claydbal: Yes my friend Professional TC Head Work and Hi-Perf. engine parts cost some serious cash, but that is the nature of the Beast. HP and TQ cost money and the more you want the more it costs. That's why it's super important for me to get my engine build right the first time. And with Mr. Baisley's help I'm sure I'll be more than happy with the results.
It also seems to me that any High Flow/High Velocity Professional TC porting job will involve welding to shape and build-up the ports for porting. But as mentioned in another thread it's probably easier for the porter to rework some heads than some other heads. Read more expensive!!!

claydbal · 11-25-2008, 06:55 PM

consider RRCYCLE cast or billet heads. dan baisley does great work, and his STD heads are outstanding, BUT--------for around the same you can have rr billet!! just a thought. afterLL, whats 2-3 hp, and which build can rev fastrer? i whip high dollar builds on a regular basis because their numbers ar eimpressive, but if it takes 10 minutes to spool up, big deal. if i were gonna lay doen big bucks, i would be studying bikes in the real world, not on paper.

PR3VS56 · 11-25-2008, 07:15 PM

Quote:

Originally Posted by claydbal

consider RRCYCLE cast or billet heads. dan baisley does great work, and his STD heads are outstanding, BUT--------for around the same you can have rr billet!! just a thought. afterLL, whats 2-3 hp, and which build can rev fastrer? i whip high dollar builds on a regular basis because their numbers ar eimpressive, but if it takes 10 minutes to spool up, big deal. if i were gonna lay doen big bucks, i would be studying bikes in the real world, not on paper.

Are you comparing hp vs tq?

skyhook · 11-26-2008, 08:32 AM

kinda agree with claydbal...there are cheaper cnc ported heads with 1.94 intake and 1.63 exhaust...these will rev quick and satisfy 99% of folks

and on the flipside...latus motors in oregon has a large dyno library...in there are several cvo 110 motors with baisley headwork...they are pretty impressive

claydbal · 11-26-2008, 09:18 AM

last ppost wasnt comparing builders or heads, i was talking about cost and effect. a high output motor on paper can be a slug on asphalt. i was suggesting getting out in the streets, go to the strip, see who has the pwer and where, ask around.

example: take $8000, build a 110 by one builder
117 by another
124 by another.............etc:

that was your only $8000, so you are stuck with your choice. did you make the right decision?

arealinvestor · 11-26-2008, 09:20 AM

Quote:

Originally Posted by skyhook

the valves and ports are huge...bad for velocity...bad for lowrange torque...ya know, the stuff 99% of h-d riders want...when bubba whacks the throttle at 2000 rpm and the motor bogs, he gonna be pissed!!!!!!...me, I don't mind keeping the revs above 3000 'cause I know that's where the motor is most efficient...also like longer cams 'cause I want my powerband 4000 to 6000

edit: alakso I wasn't directing that at you...I meant most riders...I'm sure dan will hook you up!!!

I don't know if all this talk about big valves is accurate?? Baisley Hybrid heads use a big intake valve either a 2.05 or a 2.15.The exhuast is also big at 1.71!!!! His heads make a whole lot of HP & TQ.So what would be the difference in using SE heads with the huge valves??? Now maybe it could be the velocity at which they flow that might make the SE heads bad???You can always send the SE heads to Baisley & let him clean up the ports so they flow more velocity. It's the total package that helps air flow.SE cams lack lift & lift & duration effects cylinder fill.Most of their cams lack lift to allow proper cylinder fill.I don't think it's necessarily the valves being to big,but more so the ports, causing bad velocity.The SE cams lack proper lift & we all know the cams are the controller of the air flow!!!!