Performance Harley Davidson cylinder head and induction system development.
EVO, TwinCam and Milwaukee-Eight Big Twin Engines
You can also find us on FB under "MCE Performance".
We specialize in Harley Davidson cylinder head and induction system development. Our clientel consists of independant shops, manufacturers, hotrodders and racers.
We are not a "production" shop. There are allot of 'whack-em and stack-em' cylinder head shops out there, we're not one of them! The only thing we mass produce is performance.
My heads are taylored to the specific application and performance goals of the end users. We don't have a "standard port job" their are just too many variables.
It's like buying a custom taylored suit vs. one off the rack and having it altered. There are plenty of "rack stores" out there, so we generally don't try to compete in the 'price-point' market space. (Our heads are already priced very competitively.)
With that said however, we do have some lower price-point head packages that are proven to deliver significant gains without breaking the bank.
Weather you are looking for something that will give you a nice broad TQ bump and efficiency increases for your road machine, or you have an all-out race bike, we can accomodate your needs and give you a leg up on your competition. Give us a call, we can get you the performance and reliability you need to kick your competition's butt.
The right combination of components and the induction system's parameters are critical to a sucessful engine build. The most important aspect is that these are selected around the user's expectations and intended use.
Once that is defined and agreed upon, the rest is pretty straight forward. The cylinder heads CAM, compression, exhaust and induction systems are selected to match the intended use and specific performance requirements. Computer modelling with the actual data from the flow bench is used to help develop combinations which are then Dyno Tested.
The best parts in the world won't do you any good if they're mis-matched or not designed for the application.
Our Cylinder heads developed and tested on the latest, state-of-the-art equipment. They are custom taylored on a case by case basis to match your intended use, riding style, weight of the bike/riders.
Induction systems are developed using wet and dry flow analysis, computer models, dyno testing as well as some trial and error! Quite often, you learn more from things that don't work!
Performance Trends software is used to generate port velocity maps in graphical form. I also have some design tools provided by Rerher Morrison that help design the induction system as a unit.
When developing a system from scratch, we build "Virtual Engines" using advanced software from Dynomation, Pipemax, Rerher Morrison and proven engineering formulas to get a good baseline starting point.
Examining graphical representations of pressure and acoustic waveforms allows us to validate and fine tune critical engine parameters (valve events, exhaust pipe lengths, intake runner length and cross sectional area (CSA)) to evaluate the system as a whole.
Something as simple as advancing/retarding the camshaft can be examined visually before you even touch the engine. These programs are amazingly accurate when compared to actual dyno test results.
ctual 28" aChoosing a Cylinder Head - (CFM vs. Velocity)
There seems to be allot of hoopla and confusion out there when it comes to cylinder head selection. Allot of people like to talk about CFM as if it's the holy-grail. A CFM number by itself is virtually meaningless without a context of how big the port actually is.
Anyone can hog out ports, and some, can even produce big flow numbers. The problem is, huge ports often produce CFM at the expense of velocity. Huge ports don't always equate to low ETs or neck-snapping torque, because CFM is only one part of the equasion.
Port velocity is the key, and fuel distribution also needs to be considered. Use a port that flows just enough to satisfy the demands of the engine at the intended RPM range. When in doubt, it's better to error on the smaller side because velocity will be much higher.
A smaller port will be much more throttle responsive and produce more Torque than a port that's too big. A big port has more CFM capacity, but it's a meaningless number by itself!
Air at velocity is "stored energy". It's this energy that allows the cylinder to continue filling after the piston has stopped (and begins it's travel upward). Think of it like a fast moving train that hits a solid cement wall (the stopped piston). The train's cars keep moving and continue piling into the wall until all of the energy contained in them has been expended.
Same thing happens with a moving coloum of air. The faster the air is moving, the more energy it contains! When the velocity is suddenly brought to a stop, the pressure in the cylinder increases well above atmospheric (hopefully just as the valve closes). Can you say "Free supercharging"? It's like Stuffing 10 lbs. of air into a 5 lb. bag!
CFM "sells like hell", but when the rubber meets the road, It's port velocity/effieicney that matters the most. CFM by itself is meaningless, it's just a number. Whereas air at velocity is stored energy. Velocity is what makes the power. CFM only tells you how much power is theoritically possible (with the proper velocity of course)
So, don't fall into the "CFM trap". CFM by itself is meaningless without considering the air's velocity. The math gets complicated in a hurry, just know that when choosing a cylinder head for the street (or the track for that matter), you should stay on the conservative side. There is no point in using a cylinder head that outflows your engine's demands. That will kill Torque, throttle response, fuel mileage and your buzz!
We can design and build you the right cylinder heads for your specific application that will meet (and exceed) your expectations all at very competitive pricing. ALL work is done in-house by me. From initial design to flow testing and dyno validation. I do not leave anything to chance or rely on anyone to perform the work.
Give me a call, send me an email or drop me a message on FaceBook at "MCE Performance".
Keep the faith and the shiney side up!