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  #81  
Old 18th November 2017
aswracing's Avatar
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A Million Facts & Figures
 
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2013 XL1200 Sportster owned by a valued HAMMER PERFORMANCE customer, equipped as follows.

Comments: This is effectively our 110+hp 883 conversion package as applied to a 1200, with one big difference: it still has the stock, unmodified throttle body. In our testing, a simple low-cost porting service on the stock throttle body is good for about 5 horsepower at this level. We're hoping to get our hands on it and find him some more power.
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  #82  
Old 6th May 2018
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1250 and 1275 conversions, done on the same bike with the same set of stock 883 heads, same Patriot exhaust, Powervision tuner, Dynojet dyno, etc.



Same 1250 & 1275 results, as compared to the same bike when it was a stock 883.
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  #83  
Old 6th May 2018
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Just a reminder: posts with dyno charts only; no comments or chat here please. Other posts will be deleted. Comments and questions about the dyno charts posted here can be posted in a separate thread in the Dyno Charts And Results section. Thanks.
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  #84  
Old 6 Days Ago
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aswracing aswracing is offline
A Million Facts & Figures
 
Join Date: Jan 2005
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Sportster/Buell Model: XL883
Sportster/Buell Year: 2007
Sportster/Buell Model #2: Buell Cyclone
Sportster/Buell Year #2: 1999
Reputation: 2134444
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2007 XL883 equipped as follows:
  • Stock EFI 1200 heads
  • Stock original "W" cams
  • Air Hammer air cleaner (SLEDGE model)
  • Patriot exhaust
  • Dynojet Powervision tuner
  • tested on the same Dynojet 188 dynamometer

Blue: flat top 1275 kit
Red: flat top 1250 kit
Green: stock 1200 cylinders and flat top pistons

Comments: Through the bottom and middle, making the motor bigger adds a lot of torque and power. But as you go higher in rpm, the lines converge, and the big bore kit doesn't bring nearly as much to the party. Also notice how the bigger the motor, the lower the rpm at which the horsepower peaks.

That's typical of a motor that's had it's displacement increased without a corresponding increase in breathing. Making the motor bigger causes the air demand to go up. At low to mid rpm ranges, there's plenty of time to fill the cylinder, so the displacement increase brings a bunch more torque and thus power. But at high rpm, things are happening faster and faster, there's less time to fill the cylinder, and the motor becomes breathing constrained instead of displacement constrained.

So to get a big top side number with a big bore kit, you really need to do breathing mods as well (cams and/or head work).

However, for many people, the bottom to the mid range is more important anyway. So a lot of these kits get installed without cams and/or head work and the owner is perfectly happy with the results.
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