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  #1  
Old 20th November 2016
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Default Dyno Test Results: W Cams versus D Cams

I thought this was an interesting result.



This was performed on our shop mule, which is an EFI bike. For this test, it was equipped with:The bike was independently mapped for each set of cams tested. The cams and the mapping were the only changes between these two pulls.

Carbureted bikes do not make this much, don't expect the same results from your carbureted bike. However, the percentage difference in the results between the two cam grinds should be the same.

Obviously I would have rather run the test on a carbureted conversion, since it's the guys with "D" cams who are considering upgrading to W's. But the EFI bike is what I have available.

While the bike is in this configuration, I'm thinking of also testing some other grinds, so that we have a nice chart showing how various cams perform when added to a basic conversion. I have a set of "B" cams handy, those will probably go in next - although they really push the piston to valve clearance when used with stock 883 heads and therefore I hesitate to recommend them no matter how they perform. Then I'll try to get my hands on some "E" cams and possibly some N2's, both of which are candidates for stock 883 heads (E cams are compatible with stock 04+ 883 heads only, not the pre-04's). That'll basically round out a guy's options when he's considering cams for his basic conversion.
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  #2  
Old 20th November 2016
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Very interesting; thank you for doing this testing and posting the results.
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  #3  
Old 20th November 2016
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Default

Heres an interesting build !
560 Hammer cams
Home ported 1200 Rubbermount heads
HSR 42 Mikuni using a Dan Norlin ported SE Manifold
Air Hammer 3" offset air cleaner
1250 Flat Top NRHS pistons
3.563 Hammer Barrels
Daytona TC88A with a Rico map
V&H Side Shots exhaust
She's a freak !
Better exhaust would help and I shut er down early.

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  #4  
Old 21st November 2016
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Quote:
Originally Posted by Folkie View Post
Very interesting; thank you for doing this testing and posting the results.
You're more than welcome. I'd be lying though if I said I did this just for the benefit of the forum. Truth be told, we're constantly getting asked about adding a cam change to a basic conversion. I'd like to have actual data to share when I answer that question.

Ideally I'd have a single chart showing the result from every candidate set of cams. That's not really possible within my time and budget constraints, but I should be able to hit the most popular cam grinds. I figured I'd start with W's and D's since those were sitting around handy. I'll do B's next (SE .497/Andrews N4) because I have a spare set of those, too. Although like I said, they're a bit risky with stock 883 heads.

If anyone has a set of SE "E" cams laying around (.551 lift) and wants to loan them to the cause, that's another set I'd like on the chart. I'd be happy to pay shipping both ways. Ditto Andrews N2's, Feuling 505/515's, basically any cam with TDC lifts lower than about .200 and max lift below about .570. Get above .200 TDC lift with stock 883 heads and you're taking a chance of piston to valve interference, because 883 heads have long valves that make them start out much closer to the pistons.

Quote:
Originally Posted by rocketmangb View Post
Heres an interesting build !
Better exhaust would help and I shut er down early.
Yes, it wasn't near nosing over when you shut it down, it has a lot more in it.
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Old 21st November 2016
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Default

I'd be curious about a comparison using the SE .497 cams.

I had a 1200 conversion on my 2005 XL, with Wiseco 9.5to1 pistons(just a few ounces heavier than HD 883s!), and .497 cams.

It was a different animal compared to my Stage I 1200 Nightster.

While my latest Sporty has the bigger 1200 valves and slightly more compression I'm thinking it is held back a bit due to the street legal SE slip-ons rather than the older louder units on my 2005.

Of course the gearing is different too, but even with 883 heads, the kick with those .497 cams was pretty hefty. After looking at the dyno results in this thread and not seeing much difference between D and W I would expect quite a bit more from the .497 (no clearance issues either).

Sometimes I miss the extra kick of those cams, but not the extra noise of the pipes. Have you got any idea if .497 cams would still be impressive with the "legal" SE slip-ons??? I'd hate to waste the $$$.
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Old 21st November 2016
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I use 536 cams on dished piston on a 2006. It is direct fit, no machining needed. I use hammer dished piston, they have huge pocket.
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Old 22nd November 2016
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Well, the SE .497's, aka "B" cams, N4's, whatever you want to call them, are next up to be tested.

But have you guys ever actually clayed your motor when using those cams, or the 536's, with stock 883 heads? My guess is it would scare you to death.
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Old 22nd November 2016
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Reps to aswracing/hammer for all the information that they share with us on this forum.
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Old 22nd November 2016
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Thats a cool test Aaron
Big TQ gain right where you need it !
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Old 22nd November 2016
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Quote:
Originally Posted by aswracing View Post
Well, the SE .497's, aka "B" cams, N4's, whatever you want to call them, are next up to be tested.

But have you guys ever actually clayed your motor when using those cams, or the 536's, with stock 883 heads? My guess is it would scare you to death.
Thickness of the clay: 07 intake and .09 exhaust. The pocket was huge around, some clay did not got squish on the side. The valves were cut 45 degrees around the exterior rim as per instruction in the cams package.
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