Fullauto head before and after comparisons (2014)

Gents,

I would like to hear from Fullauto head customers who have had chance to compare 'before and after' ie have fitted one to a bike they have ridden before.

Seat of the pants feedback is what I'm hoping for, unless someone has done back to back Dyno analysis...

Think Jim might have what you want. It's his bag.

Fast Eddie said:

Gents,

I would like to hear from Fullauto head customers who have had chance to compare 'before and after' ie have fitted one to a bike they have ridden before.

Seat of the pants feedback is what I'm hoping for, unless someone has done back to back Dyno analysis...

Click to expand...

I don't have access to a dyno or the cash to pay for it so my review/feedback will be measured by clinch factorization

Well, FE, looks like everybody's too busy riding their bikes with FA heads to spend time at the keyboard talking about them.

My FA head is fantastic. I love it.

I, however, may be biased. Come on guys. Tell us what you think.

I will report back using clinch factorization modeling once mine is fitted.
CFM1 = taking a dump
CFM10= clinching your your coight tighter than a fishs arse
Higher CFM= higher excitement factor

Before I fitted mine , I had to pass all the Hondas on the corners , could only hold them on the straights , and the cop bikes couldn't be shaken off .
Now itll even get the kawasakis on the straights , and the last time he tried it the cop ran outve brakes into the bend and hasn't been seen again .

:wink: :lol: :lol: :? :lol:

Er . . .

Matt Spencer said:

Before I fitted mine , I had to pass all the Hondas on the corners , could only hold them on the straights , and the cop bikes couldn't be shaken off .
Now itll even get the kawasakis on the straights , and the last time he tried it the cop ran outve brakes into the bend and hasn't been seen again .

:wink: :lol: :lol: :? :lol:

Er . . .

Click to expand...

Sounds like Phil Yates is back!!

Come on all you FA users... Proper feedback please... Send me a PM if you don't want to go public for whatever reason...

Matt Spencer said:

Before I fitted mine , I had to pass all the Hondas on the corners , could only hold them on the straights , and the cop bikes couldn't be shaken off .
Now itll even get the kawasakis on the straights , and the last time he tried it the cop ran outve brakes into the bend and hasn't been seen again .

:wink: :lol: :lol: :? :lol:

Er . . .

Click to expand...

Didnt see him again, you were not a real challange !! :lol: :lol: :lol: ............ FFS it was smoko..

Fasteddie
What do you mean exactly by feedback? As I am led to believe a fullauto head is merely a component that can be engineered to suit you requirements re porting ,big valves etc ,so many different combinations are possible.
No doubt it is a quality part,but it is still only one part and dependant on the quality of work carried out on it. Maybe phil Yates could give you some if his has been fitted yet!
Look forward to your comments cos I could very well be talking BS

J

auldblue said:

Fasteddie
What do you mean exactly by feedback? As I am led to believe a fullauto head is merely a component that can be engineered to suit you requirements re porting ,big valves etc ,so many different combinations are possible.
No doubt it is a quality part,but it is still only one part and dependant on the quality of work carried out on it. Maybe phil Yates could give you some if his has been fitted yet!
Look forward to your comments cos I could very well be talking BS

J

Click to expand...

The Fullauto head actually has some difference in the ports compared to stock. The inlet port has been shown by many to flow similar to a Steve Maney stage 3 tuned head on a flow bench. The exhaust port is radically different to stock and is a modern design, being a kind of D shape, with a raised floor. Then the combustion chambers and squish band areas are all accurately machined and balanced.

So, there are differences that absolutely should lead to tangible performance benefits.

There has been a lot posted on here about flow bench test results etc, which are all very interesting to read and I have total respect for those that put to
OEM and effort into such things. I'd just like to hear from first hand users as well, to back up the theory, so to speak.

There was a dyno chart posted some time ago of a FA equipped bike and a stock bike, same day, same dyno. The bike with the FA head made more power but may have had other modifications as well.

Glen

Still apples, oranges and watermelons when it comes to A) what the head is bolted onto, and B) what is bolted onto the head.

For those who are going to provide feedback, it will make more sense to include those details in context.

dyno-run-t17736.html?hilit=dyno#p221205

Unfortunately it doesn't tell you much as the non FA bike had a single Carb and the FA bike had twin FCRs.
Also, it was a dynojet dyno, famous for overly optimistic numbers, tho not so high in this case.

Glen

auldblue said:

Fasteddie
What do you mean exactly by feedback? As I am led to believe a fullauto head is merely a component that can be engineered to suit you requirements re porting ,big valves etc ,so many different combinations are possible.
No doubt it is a quality part,but it is still only one part and dependant on the quality of work carried out on it. Maybe phil Yates could give you some if his has been fitted yet!
Look forward to your comments cos I could very well be talking BS

J

Click to expand...

Not quite what I had in mind when starting this project. The philosophy was;

1. Far better quality than standard.
2. All standard Norton bits must bolt up with no issues.
3. No porosity, fin cracking, or other normal issues with Norton heads.
4. Modernise the port profiles to provide better performance right through the rev range.

It was proposed to make the heads as direct replacements with a performance gain. I had mine fitted without so much as a port cleanup. Jim tells me he has a number of heads waiting in his shop for big valve conversions. What you must realize is that to take advantage of the porting you will need to use different cams, possibly compression ratios and carbs. Inevitably, this will lead to moving the power band further up the rev range, which I am totally against for road going Commandos. I just find the performance of a standard Commando totally satisfying in normal use and moreso with a FA head fitted. It enhances the performance right through the rev range which is what I'm after.

Before reaching for the big valves and the porting tool just consider that for his first season with my head, Kenny Cummings used pretty much a standard FA head with standard valve sizes. Ask him. He'll tell you.

Fullauto said:

. Jim tells me he has a number of heads waiting in his shop for big valve conversions. ....... Inevitably, this will lead to moving the power band further up the rev range, which I am totally against for road going Commandos. I just find the performance of a standard Commando totally satisfying in normal use and moreso with a Fullauto head fitted. It enhances the performance right through the rev range which is what I'm after.

Before reaching for the big valves and the porting tool just consider that for his first season with my head, Kenny Cummings used pretty much a standard FA head with standard valve sizes. Ask him. He'll tell you.

Click to expand...

Your information above does not agree with this from Jim on the same subject, big valve conversion:

Re: Head flow testing.

by comnoz » Wed Nov 27, 2013 11:20 pmI really don't like raising the powerband of a Norton motor. It is really about as high as is practical on a longstroke motor as it is.The big valve conversion will be felt throughout the same powerband that you had before, if it is a stock or mild can then mainly from 4 to 6000 rpm. The cam and exhaust system will do more to influence the rpm range than the valve size will as long as the intake port diameter is not changed. Jim

I thought that I had covered this with Jim but I must have misunderstood. My mistake if this is so. Jim will have to beat it into me a bit harder.

No problem, I agree with you(and comnoz) that raising the powerband on a road going Commando is the wrong way to go, but easy to get sucked into.
For this reason I purchased a good RH10 head and plan to send it to Jim for the conversion. It is my understanding that from a performance standpoint,in the normal Commando powerband, a converted Full auto would be marginally better than a converted rh10, however the big valve RH10 comes close and should produce a little more oomph than an untouched Full auto,if I understand the info on the head thread correctly.
Of course the RH10 won't be as pretty as a Full auto is, which won't matter when I'm riding :mrgreen:

Glen

worntorn said:

No problem, I agree with you(and comnoz) that raising the power and on a road going Commando is the wrong way to go, but easy to get sucked into.
For this reason I purchased a good RH10 head and plan to send it to Jim for the conversion. It is my understanding that from a performance standpoint,in the normal Commando powerband, a converted Full auto would be marginally better than a converted rh10, however the big valve RH10 comes close and should produce a little more oomph than an untouched Full auto,if I understand the info on the head thread correctly.
Of course the RH10 won't be as pretty as a Full auto is, which won't matter when I'm riding :mrgreen:

Glen

Click to expand...

Which conversion are you going for Glen, he does a few different 'stages' ?

This one piqued my interest: