Members Birthdays
|
|
Main Menu
|
|
16th October 2006
|
 |
Know It All
|
|
Join Date: Jul 2005
Posts: 194
|
|
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.
__________________
Rothlisburgh PA
|
16th October 2006
|
 |
A Million Facts & Figures
|
|
Join Date: Jan 2005
Location: Sandpoint
Posts: 5,877 Sportster/Buell Model: XL883 Sportster/Buell Year: 2007 Sportster/Buell Model #2: Buell Cyclone Sportster/Buell Year #2: 1999
|
|
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.
|
16th October 2006
|
|
Know It All
|
|
Join Date: Jul 2005
Posts: 194
|
|
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. |
8th November 2006
|
 |
Master Mechanic
|
|
Join Date: Nov 2005
Location: The Big Island (Hawaii)
Posts: 257 Sportster/Buell Model: 1200 Roadster Sportster/Buell Year: 2006
Reputation: 151
|
|
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 $$$.
__________________
"Nobody made a greater mistake than he who did nothing because he could only do a little."
- Edmond Burke
[URL="http://xlforum.net/photopost/showgallery.php?cat=500&ppuser=4676"]View My Gallery[/URL]
[FONT="Palatino Linotype"]2006 Sportster Roadster (yellow pearl), Thunderheader, Forcewinder A/C, 48 slow jet w/2.5 turns out on the mix screw, 200 main jet, 1 brass shim under the needle, TwinTec tc88a igniton module and coil, Krankvents, ISO grips, and Progressive 412 shocks and fork springs, and a few other doo-dads.[/FONT]
|
8th November 2006
|
 |
Senior Chief Master Mechanic 1st Class
|
|
Join Date: Jan 2005
Location: Forney.Tx
Posts: 1,277 Sportster/Buell Model: NRHS 1250 C Sportster/Buell Year: 2004 Other Motorcycle Model: Road King Classic Other Motorcycle Year: 2004
|
|
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 ?
__________________
04 Road King Classic
[FONT="Arial Black"][SIZE="4"][/SIZE][/FONT]
04 NRHS 1250 Custom - Longhorns Orange
10.3-1 Flat tops, Stage 2 heads, Powdercoated black w/ highlighted fins, SE 497 cams, TC88A ignition w/ a custom Map, 2" HurricaneFlow intake, 1200 gearing, Energy One clutch, Progressive 418's and Progressive front springs, Mustang Vintage and loves oil.
aka " The Guzzler "
" A song needs to breathe. The rhythm needs to breathe. Sometimes the best way to get some punch out of something is to slow down right before you hit it. Kind of like a slingshot --- Pow "
SRV
|
11th November 2006
|
|
Master Mechanic
|
|
Join Date: Nov 2005
Location: The Big Island (Hawaii)
Posts: 257 Sportster/Buell Model: 1200 Roadster Sportster/Buell Year: 2006
Reputation: 151
|
|
Any takers on our cam questions??
|
23rd November 2006
|
 |
Chief Harley Engineer
|
|
Join Date: Apr 2006
Location: Central N.Y. (Fingerlakes)
Posts: 592 Sportster/Buell Model: XL883 w/ 88" Sportster/Buell Year: 2006 Sportster/Buell Model #2: wife's 883 Sportster/Buell Year #2: 2006
|
|
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.
__________________
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
'06 Chopper Blue XL883 Converted...... (88")
D&D 2-1 exhaust * Redshift 630/585's * Mikuni 45mm * Roller Rockers * Oil cooler * Thunderheart Digital ignition
Shrader valves on forks * 27"drag bars * 4.5" pullbacks w/ 1.5"risers * Xena mod Speedo * (2-up & pegs * Removable Back rest...for the kids)
In the works: 4" swingarm w/ 17 x 5.5 - 180 rear tire (to hold the front down.)
|
24th November 2006
|
 |
Land Speed Record
|
|
Join Date: Dec 2005
Location: Orange Park
Posts: 741 Sportster/Buell Model: 883 XLC, now 1212 Sportster/Buell Year: 2005
|
|
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.
__________________
883->1212 NRHS reverse dome, SE .497 cams, SE 1200 ICM 7000 rev limit, stock heads, Screamin Eagle SP Slash outs.
[SIGPIC]http://www.xlforum.net/vbportal/forums/signaturepics/sigpic4931_1.gif[/SIGPIC]
|
24th November 2006
|
|
Chief Harley Engineer
|
|
Join Date: Apr 2006
Location: Central N.Y. (Fingerlakes)
Posts: 592 Sportster/Buell Model: XL883 w/ 88" Sportster/Buell Year: 2006 Sportster/Buell Model #2: wife's 883 Sportster/Buell Year #2: 2006
|
|
Quote:
|
Originally Posted by jrazo
FYI...aswracing is NRHS. Aaron's answers and advice are sound and proven.
|
Thank you ..... knew that |
|
Currently Active Users Viewing This Thread: 1 (0 members and 1 guests)
|
|
|
| Thread Tools |
|
|
| Display Modes |
 Linear Mode
|
Posting Rules
|
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts
HTML code is Off
|
|
|
All times are GMT +1. The time now is 01:38.
|
