Regarding Falicon’s 1550 cc big bore set (steel rods). Is there anyone that could help with some information?

I’m a guy from Denmark, Europe that enjoys building projects that are used for dragracing around Northern Europe. Last Fall I went to Florida and bought a 2003 V-Rod with a wrecked front end and other minor damages and also the Falicon Big bore set.
The V-Rod is to be used for street and dragracing and my target is 170+ rwhp.

My experience with dragracing comes from the last 5 years of dragracing on a 114” (160 rwhp) Sportster in a ”streetclass”.

As I would like to get this rebuild right from the start, I have some questions, that I was hoping some of you might be helpful and able to answer or point me in the right direction: :blahblah:

1.
Is the fuel injection system capable of handling 170-190 rwhp if the throttle body is bored out to 58mm and a programable ECM module is added?

2.
Would it be possible to achieve a cylinderhead flow of 220 cfm (10”) with bigger valves and how big can I get them and they should still fit in the cylinderhead?

3.
What kind of camshafts should I choose? I would prefer buying 3 – 4 sets and just try my way through it, but since each set is about USD 1000, I would like to get it right the first time.

4.
What kind of clutch should I get? I would prefer avoiding using a lockup unit.

5.
Should I remove the counter balances?

:vrod:

1.
Is the fuel injection system capable of handling 170-190 rwhp if the throttle body is bored out to 58mm and a programable ECM module is added?

yes, you will need a hd race tuner. must bore throttle body to 58mm. i have seen a 60+mm tb on some websites.

2.
Would it be possible to achieve a cylinderhead flow of 220 cfm (10”) with bigger valves and how big can I get them and they should still fit in the cylinderhead?

yes, i sent mine to zippers. they machine the heads to flow that much-i think. they put 1mm bigger valves in too.
3.
What kind of camshafts should I choose? I would prefer buying 3 – 4 sets and just try my way through it, but since each set is about USD 1000, I would like to get it right the first time.

i think you should use zipper's performance race cams..500intake .460 ex.

4.
What kind of clutch should I get? I would prefer avoiding using a lockup unit.

barnett offers a heavy clutch, heavy springs, extra plate and disc

5.
Should I remove the counter balances?

leave counter balances in

:biker:

Thats a load to answer! I will give you my best shot. I suspect you have already pulled a lot of info
IMHO:
1] not quite, but close. You can get BSFC [ Brake mean fuel consumption] numbers in the .5 range @ 160rw hp , after that, I think you will need a fuel pump. This is "Safe" stuff, many builders will push this with success, but they will have all of their "Ducks in a Row"
2] 220 CFM at 10" , do you know what that is at 28"? If you are useing BMEP#'s to get that as your VE#, I think you will find the V-Rod head to be one of the best to work with. This head will bury most [ flow numbers ] and has a combustion chamber shape sent from God[ I mean no offense to our secular builders<G>]
3]Cams! This is like seasoning, everybody has their own taste. I find the V-rod [ being over square, 4 valve head ] will like more duration and less lift. the 1550 being a "stroker" and I would imagine you are useing their shorter rods, I would "SWAG" this at least .460/.435 @ 220-230 duration. You can go bigger, but the comp ration will need to be lower to keep the valves out of the piston, this will kill your BMEP. What Comp. Ratio are you going to run?
4] You will need a lock up, if you run this hard. I burn up 1430`s before lunch now [ running very hard]
5] you can mod the counterbalancer and it will clear. At this time its gone on the 1550.
Thanks for reading: Steve

Thanks.

Where could I get a fuel pump that can keep up the demand?

(220 CFM at 10" is the same as 368 CFM at 28")

I'm not sure how much duration I can give without loosing the bottomend (cam.460/.435@220-230 duration). Steve, as I understand what you write, there would be a problem getting enough compression with late intake valve closure.

Based on the camshaft and high octane gas (98+octane), I would adjust the compression ratio.
How much corrected compression ratio can the V-rod take? Why I ask this is because I'm used to working with 2 valved aircooled big-twins...

yes i think it´is the short rods (141,8mm). I don't know the lenght of the stock rods.

How many of these 1550 kits are out there?

Thanks a lot for all the answers.
Al

Hey Allen,
What you want to do is very acheivable and not that hard. I sent you a PM get back to me.

Talk to you later Paul

Hi Al, Its tough to answer your questions wihout being a little ambiguous. People pay me a lot of money to build their engines. Which, I take great pride in. I believe Paul and others will not be very forthcoming in every aspect of the engine build, and niether will I, Its a tough call . If you go with Paul, you will find a Builder second to none. If you choose another builder, Or if you go on your own, just be carefull. All rules apply.
Best of Luck: Steve