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  #11  
Old 11th March 2009
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Quote:
Originally Posted by roadtrip View Post
Why wont N4's fit..lift is .490 which is below .500 shouldn't be a problem with a stock head gasket. N8, N9, N6 are not bolt in's.
Dunno. I'm only repeating what it says on the Andrews site...

Quote:
Cylinder heads for 2004 and later engines are different from earlier Sportsters. For 2004 and later engines, N3
cams will bolt in. ALL OTHER GRINDS will require head modifications for installation.
Otherwise I would have thought N2s and N4s would work

Fox
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  #12  
Old 11th March 2009
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Same here,I have this sheet with most of the grinds and that's what it said..who knows any more...by the way did you find your switches?



Quote:
Originally Posted by FoxsterUK View Post
Dunno. I'm only repeating what it says on the Andrews site...

Otherwise I would have thought N2s and N4s would work

Fox
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  #13  
Old 11th March 2009
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Quote:
Originally Posted by roadtrip View Post
...by the way did you find your switches?
No. I keep plugging away at that one without getting a good solution. I was even looking at some ex-US airforce voice control kit but decided that was getting a bit silly

Fox
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  #14  
Old 11th March 2009
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the 'W' cams specs are: 215/230, .474/.475...
andrews site is messed up, they have no clue what fits what...
as far as "bolt-in" goes, its all based on the older heads which had springs only good for .500 lift, the new XB heads springs r good to about .550 lift, the only problem u have to watch out for is the piston to exh valve clearance, like with the SE536 cam and maybe the N6/N8 cams...
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  #15  
Old 12th March 2009
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Here is a little "guide" for the RPM at which the engine gets "on the cam" based on the intake closing angle.
This gives an indication of approximately where the engine begins to yield strong torque.

25* - 2000RPM ± W grind = 25*
30* - 2400RPM ± N3 grind = 33*
35* - 3000RPM ± N2 grind = 38*
40* - 3600RPM ± D grind = 41*
45* - 4000RPM ± N4 grind = 46*
50* - 4500RPM ± XR grind = 48*

Information taken from :
sportster.org, nhrsperformance.com, nightrider.com and andrews cams

I have taken the liberty to extrapolate for the lower end of the table and I have approximated to fit existing grinds into the given RPM ranges.

There are of course other influential factors such as :
- exhaust valve opening angle
- valve overlap
- valve durations
- valve valve lift
- lobe separation angle
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  #16  
Old 13th March 2009
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whats an "XR" cam? doesn't the XR use the "E" cam? the "E" cam has a 44 IC...
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  #17  
Old 13th March 2009
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Quote:
Originally Posted by aka_Matt View Post
whats an "XR" cam? doesn't the XR use the "E" cam? the "E" cam has a 44 IC...
Here are the specs on the XR1200 cams as per the recent article in American Iron Magazine :
Intake Valve ;
open - 25*, close - 48*, duration - 252*, lift - 0.550"
Exhaust Valve ;
open - 60*, close - 13*, duration - 252*, lift - 0.550"
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  #18  
Old 7th November 2009
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Great read but i think his view on LSA(;lobe separation angle) is contradictive and off. he states that lower lsa increases cranking pressure. how can that be if more overlap occurs(which it does) in turn bleeding off effective low speed pressure ie.. cams w/more overlap require higher static compression #s. this is done for better top end#s both in torque and hp but further up the rpm range I think this was explained correctly at some point in the post but gets mixed up in the section where he lists the general characteristics for Tight(more overlap) and Wide LSA (less overlap) The article is a very good tech info read other than the murky LSA info Getting the lsa right is as important as any cam spec in regards to intended application. Look at #s on chevy factory HP cams and you will see some(most) have large effectve duration#s(@.050) but have wider LSA angles to help drivability(more vacume smoother idle)as compared to after market performance which all have narrower LSA given equivalent duration#s when fuel injection first replaced carbs one of the key elements in designing performance cams was in wider LSA angles(less overlap) it is the overlap that is the issue More overlap = lower cranking pres to get better flling at higher engine speeds,less vacume at idle and less low end response(less signal at carb)for the gain at top end this is why higher staic ratios are used ,the opposite is true of Less overlap(larger LSA)will idle smother ,more vacume and generaly have a wider powerband but at the loss of some power up top. I can state some more LSA guidlines but i think the author or poster should re-read and edit the LSA section for the contradictive info or just possibly the wording. I am not an engineer but i do have a grip on four stroke engine theory and camshaft events for the pupose of maximizing out put for a specific use(tow,street,drag,marine ect) If i misread or misunderstand any of this please excuse my ignorance and let me know how LSA realy relates to engine dynamics Just a die hard motor head trying to get it right Thanks
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Old 13th April 2013
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Think I will have to read this thread about 10 times ... before it sticks. I am a novice putting my 1st HD together and trying to plan a successful completion. I appear to have some rare cams I got in a HD box marked 25633-86A 2/88 . I believe these to be SE .536 4-spd cams for 86-90. I dont have a spec sheet indicating specific timing events or even lift and duration particulars. They are to be used in 86 883 cases with 86 1100 heads and NOS 88 wheels with S+S pinion shaft installed and static balanced. I wanted to boost the CR and give the motor a wide range performance cam with NOS 1200 slugs. I'm learning about the sensitive relation between compression-cam size-head flow and exhaust flow hoping I dont make a serious boo-boo without having access to a flow bench. I really wish I had the cam sheet on these cams but they are outdated even tho NOS.

I also havent chosen my lifters yet and wondered if I might change my internal engine part strategy from "HD or S+S parts only" to "HD or S+S or Jims parts only". I see advertised various lifter types making me think they vary in duration like Rhoads lifters for cars. Since it appears my cam and heads will be stronger in the higher rpm range it would seem a little less lift and duration at lower rpm might help torque and throttle response down low. Was thinking "Jims Hydrosolids" might be the ticket vs S+S or S+S H2LT but havent seen anything explaining the real effects of each over the entire rpm range so I could make a good judgement. Wish I could find info on that as well.

Would be a nice addition to this thread that would help me. If I find them Ill post them on here for s___ts and giggles.
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  #20  
Old 14th July 2014
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geeeeeeee, now i'm totaly confused about what i need to do with my 09 1200 sporty. like to cruise on x-way between 70-80 and want some grunt when i twist the throttle open without having to down-shift, any advice for me?
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