Lets Talk Cams

[TriumPhil]

Not meant as a tease, Nev, but this thread reads better than a Robert Ludlum novel...

 

[1olbull]

So another eleventy three pages of sidetracking for all and sundry. I still would like to see a dyno sheet showing the cams ONLY which take the 170hp stock engined R3 to 200. In fact 200 hp and 180ft UNDER 6800 was the claim, maybe more if Phil is correct!. To match Scorps graph, just with cams ( inlet and exhaust a given). Been done already apparently. There is no doubt we can all get more power than 200 with other parts and more rpm, no dispute at all from me. Or is that an inaccurate statement? Something which is about to happen. I do not expect to get a straight, answer really, but will ask the question again ART. Back to work for me, V Rod fortnight here. One blown and two turboed, tuning bikes with stupid exhausts........ Why do harley riders like so much fuc$ing noise?

I don't actually buy the 170 RWHP from only air and headers on a stock engine either.
Most Dynos I've seen depict increases from around 125 RWHP to around 150 RWHP.
Unless of course a dyno just reads everything higher than normal.

 

[Neville Lush]

I buy it. I have got over 165 many times, with exhaust and air filter and proper tune. Carpenters "brute" pipe may do a wee bit more at the expense of low end as it lets the stock bike mak more power above 7K. Anyway, thats a seperate issue.

 

[Neville Lush]

Ludlum is less convuluted....

 

[HansO]

You did not!
I screwed up - twas @TriumPhil that commented regarding roll on races and I mistakenly surmised all the rest.
My bad, I was away with the birds!

Thank You Steve I thought I might have gone Looopy there for na minute

 

[HansO]

So another eleventy three pages of sidetracking for all and sundry. I still would like to see a dyno sheet showing the cams ONLY which take the 170hp stock engined R3 to 200. In fact 200 hp and 180ft UNDER 6800 was the claim, maybe more if Phil is correct!. To match Scorps graph, just with cams ( inlet and exhaust a given). Been done already apparently. There is no doubt we can all get more power than 200 with other parts and more rpm, no dispute at all from me. Or is that an inaccurate statement? Something which is about to happen. I do not expect to get a straight, answer really, but will ask the question again ART. Back to work for me, V Rod fortnight here. One blown and two turboed, tuning bikes with stupid exhausts........ Why do harley riders like so much fuc$ing noise?

I Agree completely show us this magical cams dyno sheet

 

[steve59]

Really enjoying this thread.

 

[HansO]

I don't actually buy the 170 RWHP from only air and headers on a stock engine either.
Most Dynos I've seen depict increases from around 125 RWHP to around 150 RWHP.
Unless of course a dyno just reads everything higher than normal.

I was getting 150 with my old header set up and now the with the CES Headers with the very low restriction till the mufflers I am getting a fair bit more Torque and Power so we will see what I get once I can get a fine tune on a Dyno (Ignition tables as well as Fuel) and remember I am still running 3 mufflers so a single muffler (non restrictive) should be even better

 

[Scorp]

The graph I put up shows me getting nearly 160hp before the cam and pistons. I was also informed my fuel mix and tune (or lack of) made my bike run poorly as I never done any adjustments after the exhaust install (Rebands + Ramair) so with a good tune maybe I might have got closer to the 170hp?? It would be interesting what extra HP I could have got with just a set of cams, I will never know unless I see a similar setup minus the pistons.

 

[TriumPhil]

The product that comes out of Bob Carpenter's shop is the result of experienced, "old hand", champion racers and mechanics that have accrued their encyclopedic knowledge and know-how in real conditions, on all sorts of tracks, as well as by street riding/racing. In addition to all that there's a ton of trial and error bench testing, experimentation and analysis, which is required to come up not just with the best design-engineered, road and track proven components, but also with the optimal combination of components necessary to achieve specific results. There's much more here than what meets the casual eye and much of it is proprietary in nature due to the inordinate amount of time and effort that is required to make these things available to the general public.