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Sportster Motorcycle Engine Conversions Advice, questions, and tips for 1200, 1250, 1340, 1450 etc... for Sportster and Buell motorcycle engine conversions

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  #1  
Old 16th October 2006
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Default 497 vs. 536 with stage 2 883 heads.

I have an 05 1200 conversion using the SE reverse domes and SE jugs. Currently running the stock 883 heads with bolt in ..497 cams. Exhaust is the SE II but may opt for a Thunderheader later. I will also be upgrading to a Twin Tech Ignition module.

My 883 heads will soon be removed and on their way to NRHS for a Stage 2 job. The next consideration is cams. Should I continue to run the .497s or replace with the .536s? A friend of mine has the .536 new in the box that I can have very inexpensively. Any suggestions? Thanks for input.
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  #2  
Old 16th October 2006
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At Stage 2 the heads can definitely take advantage of the additional lift of the .536's. High lift flow increases dramatically with port work and bigger valves.

The .536's will work best with a little more compression than the 497's.

Both grinds have a fair bit of overlap so your result will be heavily influenced by the exhaust system, but more so with the 536's.

You'll likely have to clearance the exhaust pocket slightly to avoid piston to valve contact with the 536's.
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  #3  
Old 16th October 2006
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Default

Quote:
Originally Posted by aswracing
At Stage 2 the heads can definitely take advantage of the additional lift of the .536's. High lift flow increases dramatically with port work and bigger valves.

The .536's will work best with a little more compression than the 497's.

Both grinds have a fair bit of overlap so your result will be heavily influenced by the exhaust system, but more so with the 536's.

You'll likely have to clearance the exhaust pocket slightly to avoid piston to valve contact with the 536's.
Thanks for the advice. Wish I new about you guys and the other options 2 years ago when I went with SE conv. stuff. I may just start over and go with the 1250 kit and XB heads. I'll call you guys soon.
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  #4  
Old 8th November 2006
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Quote:
Originally Posted by aswracing
You'll likely have to clearance the exhaust pocket slightly to avoid piston to valve contact with the 536's.
Was there a problem with the 536's contacting the piston? Dan at NRHS has written me and said that the 536 would give me good performance with my stage one set-up (see below) and would really give great results with the stage two that's in the works. I was planning on installing them as soon as I had the spare $$$.
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Old 8th November 2006
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Quote:
Originally Posted by aswracing
At Stage 2 the heads can definitely take advantage of the additional lift of the .536's. High lift flow increases dramatically with port work and bigger valves.

The .536's will work best with a little more compression than the 497's.

Both grinds have a fair bit of overlap so your result will be heavily influenced by the exhaust system, but more so with the 536's.

You'll likely have to clearance the exhaust pocket slightly to avoid piston to valve contact with the 536's.
Is that because of the reverse dome pistons ?
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  #6  
Old 11th November 2006
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Default Any takers on our cam questions??

















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  #7  
Old 23rd November 2006
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Quote:
Originally Posted by MakuaKane
Was there a problem with the 536's contacting the piston? Dan at NRHS has written me and said that the 536 would give me good performance with my stage one set-up (see below) and would really give great results with the stage two that's in the works. I was planning on installing them as soon as I had the spare $$$.

I think that the 883's have longer valves that need the clearancing and your 1200 heads using a shorter valve stem may not be a problem in the same situation. To get a 100% answer call NHRS and ask for Dan.
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  #8  
Old 24th November 2006
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Quote:
Originally Posted by Mikel_NY
To get a 100% answer call NHRS and ask for Dan.
FYI...aswracing is NRHS. Aaron's answers and advice are sound and proven.

Quote:
Originally Posted by tonyhds
Is that because of the reverse dome pistons ?
Remember when you have increased lift at the cam, this causes the valve to open farther, and with longer duration, the chance of piston to valve contact increases as well. Clearancing of the exhaust pocket essentially deepens it to prevent this contact.

This is how I understand it, if it is off please correct me.
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  #9  
Old 24th November 2006
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Quote:
Originally Posted by jrazo
FYI...aswracing is NRHS. Aaron's answers and advice are sound and proven.



Thank you ..... knew that
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