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  #21  
Old 15th April 2017
Lia Lia is offline
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Hi, Four Speed -

Thanks so much for your advice! This gives me a lot of food for thought, and I'll definitely read through the total devastation thread to see what you mean about the v twin basket.

As for the V2, the chart Aaron at Hammer sent me showed about a 5 horsepower and almost 8 foot pounds of torque peak gain over the D cams (same bike with the Hammer basic 1250 conversion, dynoed with both cam sets), with higher HP and torque throughout the entire rpm range. They also dynoed the bike with W cams, and it was higher than the V2 in HP and torque until about 3500 rpm, which I would probably prefer, but I don't think there is a W cam for the four speeds?

Thanks again!
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  #22  
Old 18th April 2017
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Here is the devastation thread.
http://xlforum.net/forums/s....php?t=1976981
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  #23  
Old 18th April 2017
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Flame__ Flame__ is offline
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I have the Andrews V4 cams, and I'm really enjoying them. The Screaming Eagle heads seem to work well with them.
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  #24  
Old 21st April 2017
benton benton is offline
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Quote:
Originally Posted by Flame__ View Post
I have the Andrews V4 cams, and I'm really enjoying them. The Screaming Eagle heads seem to work well with them.
I really like the v4 cams too. Not much difference at low rpms, but I find myself riding at higher rpms because of them.

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  #25  
Old 22nd April 2017
Lia Lia is offline
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Wow, my main take-aways from reading through the 'Total Devastation' thread are:

1. I wish I had bought a 5-speed, and
2. If I do a big bore kit at all now, it will be a very, very, very tame one.

When I started this project, I chose an '88 as I wanted the lightest possible bike with the EVO engine. "Four-speed EVO it is!" I thought, lol.

I'm not very mechanically inclined beyond the basics, so the sorts of things being described here with replacing bearings, rebuilding and balancing clutch baskets, etc. seem like quantum physics to me, lol.

We'll see!
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  #26  
Old 22nd April 2017
Four Speed Four Speed is offline
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Hi Lia, it depends on how you look at it. It would cost a fortune to get a later Sportster down to the same weight. The first series Evos are the lightest, have
castings that don't grow fur, Torrington bearings to support the cams, chain drive and if you are lucky bathtub heads. Where you need to be careful as you
raise the power is the alternator and transmission, plus the the oil tank in the long term. Modifying the engine for a large increase in HP on any 25+ year old HD
is not going to be without some issues and expense. If you want drag race power, don't expect reliability without significant expense. Bear in mind that the
total devastation thread resulted from an aftermarket clutch shell that failed in a highly tuned engine. So choose the power, cost, reliability
parameters you are happy with.
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  #27  
Old 22nd April 2017
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WI_duker WI_duker is offline
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Quote:
Originally Posted by Lia View Post
Wow, my main take-aways from reading through the 'Total Devastation' thread are:

1. I wish I had bought a 5-speed, and
2. If I do a big bore kit at all now, it will be a very, very, very tame one.

When I started this project, I chose an '88 as I wanted the lightest possible bike with the EVO engine. "Four-speed EVO it is!" I thought, lol.

I'm not very mechanically inclined beyond the basics, so the sorts of things being described here with replacing bearings, rebuilding and balancing clutch baskets, etc. seem like quantum physics to me, lol.

We'll see!



Very enticing thought. Besides the inherent weakness's the worse part is having to source a lot of new parts from CHINA. F'ing junk. Yesterday I found out the reason I wasn't getting oil pressure was a little tiny retaining ring on the oil pump shaft let go allowing the shaft to ride up and down. I lucked out in two ways. One the oil pump gear drive made here in the USA was undamaged. And two my favorite indepedent shop here in Milwaukee had an old pump and he basically gave me the shaft for free

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  #28  
Old 22nd April 2017
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WI_duker WI_duker is offline
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If I were to have the chance to have a Do-Over. This is what I would do.

NOTHING.

I would leave it stock. It's a great bike as is.
The only problem I had with the original bike was 2nd gear chipped a tooth.
The real problems started when I wanted to up the horsepower by almost 100%
As to upgrades
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  #29  
Old 22nd April 2017
Four Speed Four Speed is offline
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Real glad you caught that oil pump before it did any damage.

Quote:
I would leave it stock. It's a great bike as is.
Absolutely, that is pretty much my conclusion, except for what I think are the two essential things to fix for reliability even with stock power:
1. The oil tank upgrade as they will eventually crack because it is a cr*p design
2. The clutch basket wobble/ loose magnets because it is a cr*p design
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  #30  
Old 22nd April 2017
Lia Lia is offline
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Quote:
Originally Posted by Four Speed View Post
Hi Lia, it depends on how you look at it. It would cost a fortune to get a later Sportster down to the same weight. The first series Evos are the lightest, have
castings that don't grow fur, Torrington bearings to support the cams, chain drive and if you are lucky bathtub heads. Where you need to be careful as you
raise the power is the alternator and transmission, plus the the oil tank in the long term. Modifying the engine for a large increase in HP on any 25+ year old HD
is not going to be without some issues and expense. If you want drag race power, don't expect reliability without significant expense. Bear in mind that the
total devastation thread resulted from an aftermarket clutch shell that failed in a highly tuned engine. So choose the power, cost, reliability
parameters you are happy with.
Thanks, Four Speed. I am just re-evaluating the engine mods I want now, based on all this information. I was targeting something around 85 hp and similar ft-lbs torque. Now I'm thinking I'll go one of two routes, which I had already been considering:

1. Keep it an 883, and spend the money I would have on a big-bore kit to shore up the clutch / transmission components. Sit back and enjoy the light weight, handling, great fuel economy, and fun performance levels with the performance mods done so far (Ness Big Sucker Stage 1 filter, Supertrapp 2:1 exhaust, rejetted carb); or

2. Add a simple big-bore kit to get up to the 65-70 horsepower range and stop there as far as performance goes - but budget for beefing up the drivetrain as well, and do that first.
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