Triple-Digit Displacement | Kuryakyn 103ci Hop-up, Part 2
Last issue we started off a two-part engine hop-up at Freedom Cycles in Anaheim, California. In that issue we showed the displacement of an ’08 Electra Glide being increased to 103 ci using Küryakyn’s Cheap Thrills Kit. The Cheap Thrills Kit, $889.99, (prices vary depending on model) includes Wild Things cams and pistons as well as the necessary hardware and gaskets. It should be noted that last issue we gave the specs for the Wild Things TC-26D cams that were installed; these were high-lift cams with a 0.575 intake. The owner of the bike, Devin, is sort of a curious cat and likes to experiment with different changes to his engine. So the high-lift cams were utilized with the knowledge that in the near future the top end would come off to see what results would come of the higher lift TC-26 cams and some head work. Knowing that 0.575-inch lift is extreme for most stock heads, Freedom Cycles tech Kazoo made sure everything would work by checking for spring coil bind and checking for clearance to the top of the seal. For a truly bolt-in application with no worries, Küryakyn recommends its TC-2D Wild Things cams. The TC-2D cams have a 0.510-inch lift on the intake, have the exact same timing as the TC-26, and according to Küryakyn, can achieve really good performance results.
In this issue we are going to button up the top end and finish off the install with Küryakyn’s Perfect Storm kit, $1,676.99, which includes Crusher True Dual head pipes, and mufflers, Hi-Five Mach 2 air cleaner assembly, and the TTS MasterTune engine management system. As with the Cheap Thrills kit, the head pipes, mufflers, and air cleaner assembly were designed and heavily tested to achieve the best performance results by Küryakyn’s Performance Division Manager and engine guru, Mike Roland.
While bagger guys will go to a 2-into-1 when looking for performance, most owners like the balanced look of duals. With that knowledge in mind, Mike set out to design a set of true duals that would perform as good as most of the 2-into-1 systems on the market, work equally well on highly modified or stock bikes, produce a broad power band, not have a dip in the torque curve, and have a nice deep sound without any high frequencies. To get the performance he wanted, Mike used wave tuning which utilizes the pressure pulses in the exhaust. By incorporating a unique chamber at the front of the muffler, he was able to separate the primary and secondary tuning in the exhaust system so that the muffler acted as a secondary tuning device. The chamber design also acts as an anti-reversionary device and Mike used the chamber to balance volume against the backpressure of the baffle to further shape the torque curve. To get the desired sound, Mike used acoustic tuning to determine the size and how many holes per-square-inch would be necessary in the perforated baffles. Acoustic tuning was also used to determine the coarseness of the stainless steel wool packing that would also be necessary to achieve the sound he was after. Aside from helping to get the sound, Mike has found stainless steel wool packing won’t burn up or rust and doesn’t break up or blow out like fiberglass.
The Hi-Five Mach 2 air cleaner was designed as an extremely high-flow unit to supply the engine of a stock or highly modified engine with plenty of air to help achieve strong horsepower. Tying it all together and getting the bike to run properly, the Perfect Storm kit comes with a TTS Mastertune engine management system. This unit was chosen to complete the package because TTS Mastertune has a long history and extensive experience that involves actually tuning the ECU, as opposed to working as an add-on device. With its wide range of options and tuning capabilities the system can be as in-depth or as basic as the user/tuner wants or needs. Küryakyn has a large library of calibration available for their combinations on its website.
Follow along as we watch Kazoo button up the second part of the build, and after some break-in miles, the bike makes a run on the dyno for some final results. HB
To get optimal performance out of an engine build, it’s important to set the proper squish band. The squish band is the area between the top of the piston and bottom of the cylinder head when the piston is at top dead (TDC) center on its compression stroke. As the piston reaches TDC, the air fuel mixture is compressed creating turbulence in the combustion chamber. More turbulence is preferred as it helps achieve better atomization of the fuel for better combustion, less detonation, and results in a more efficient/powerful burn, more power, and better fuel efficiency. Too tight of squish band can result in the piston hitting the head, while a loose squish band can result in less than optimal turbulence and atomization, resulting in detonation/pinging and less power. As they say there’s more than one way to skin a cat and many engine builders have their own way of setting squish. Here’s Mike Roland’s method:
I set the squish at 0.030 to 0.035 inch. I use 0.060-inch solder, or close to it, on the top of the piston to measure. I cut six pieces about 1/2 inch long for each piston. I then place a piece over the wrist pin on the top of the piston on each side and then the other pieces just ahead and behind this point. I use a small piece of modeling clay to keep the pieces in place. The six pieces of solder are now arranged to contact the quench area of the head when it is mounted in place. I then mount the head on the cylinder with a head gasket in place, I start with a 0.045-inch gasket. I then torque the head bolts to spec and manually turn the engine over a couple of times. The first revolution will turn a little hard when the solder contacts the head. After a couple revolutions I remove the head and use a micrometer or a caliper to measure the thickness of the solder. I measure all six pieces, add the measurements together, and divide the answer by six, and that number is the squish. I then adjust the head gasket thickness to get the squish to the desired 0.030- to 0.035-inch measurement.
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