2015 CVO Road Glide Ultra

Recently I purchased a 2015 CVO Road Glide Ultra with a 110 cubic inch motor. The next day my wife Dianna and I, two of our sons, Jerrod and Steven and our good friends and riding companions Rich and Marla Parkinson, loaded up our bikes and headed off to Sedona Arizona for a few days. It was Memorial Day weekend and we experienced about as much weather as we possibly could, rain, snow, a little more rain, a little more snow…some heat…you get the picture…spring time in the Rockies…

The ride was great and the bike performed very well. However, we knew the bike was set to run a little lean and despite the rain and snow the catalytic converter was managing to burn the bottoms of my rain gear. So when I brought it back in for its 1 thousand mile service 4 days later I went to my “in house experts”, Parker (the service manager), Troy Sprat (the parts manager), Mike Sullivan (Performance consultant) and Jim Moen custom fabrication, engine builder and performance consultant to figure out what I should do. Parker reminded me that I just bought a fully loaded CVO with an extended warranty so I shouldn’t do anything that would affect the warranty. (Sound advice) If it was his he would probably change out the header pipe to get rid of the catalytic converter and put a set of slip on mufflers to make it sound and breath better. Jim Moen suggested I fill it with gas and ride the heck out of it! Everybody, including the owner, Joe Timmons, thought the most important thing I should do is tune the EFI system to obtain peak performance.

After much discussion we settled on a 2 into 1 into 2 stainless steel head pipe with ceramic coating from Jack-Pot, which would re-use the stock heat shields, and a set of 4 inch slip-on mufflers from Rinehart. We also added a Master-Tune interface from TTS. This would allow access to the stock ECM to program fuel, timing, specific camshaft specifications and several other tables to make the best calibrations for my specific application. One of the benefits from the Master-Tune is the onboard memory that allows several hours of record time of “real world” riding conditions. Jim sent me out to ride the bike the way I normally would and he would make the changes based on the actual riding conditions and the way I ride.

I guess I should describe my riding style and what I was looking for. My riding style is just basic touring at highway speeds. I don’t really rev the motor past 4500 RPM. The majority of my riding is between 2200 and 3500 RPM, sound familiar. I wanted peak performance between 2200 RPM and 4500 RPM

Well that night Dianna and I went for a ride up through the canyons and I rode it back to work the next morning. Jim went in and looked at all of the recorded data and made the necessary adjustment based on “my real world” riding conditions and my riding style. After a little fine tuning on the dyno Jim walked back to my office, with a rather large grin on his face and said once again, “Now fill it with gas and ride the heck out of it!” That is what I have been doing ever since!

Now as expected, the peak horsepower and torque numbers did not change enough to make Mike Sullivan smile. (Anyone who knows Mike will understand that!) But the overall drivability and low end response was dramatically increased and we have achieved Peak Performance for the way I Ride!