Would you say the Freedom motor is superior to the xv1900a from Yamaha? being the Freedom a motor with outstanding power and torque and that it is an OHC motor vs the yamaha OHV engine; 'cause I believe it is definitely superior to the Indian thunderstroke, cheers! 🍻🍻😎😎
Howdy thanks for the info. I have a 14 Vision. Lloydz timing wheel 3° advanced. Lloydz filter along with a K&N in the front. I believe 505 cams and a PC V it was tuned in Az. at 200ft elevation by previous owner. I live at 4500 ft in Utah. Bike has Cary Foss pipes. I'm not convinced it's running as good as it could at my elevation. I also pull a bushtec trailer as I travel around the west working on a Railroad. I wonder if the 413 cam would make much difference. Perhaps the under drive pulley and lose the PCV for a maximus tune.... I don't know....
While I prefer 413s over the 505. I do not think that the little bit of bottom end you will gain would be worth the extra expense sir. Now if money is not a concern then I do think there will be some gains in the 2000-3500 rpm range.
Well I did the under drive pulley and a maximus tune by remote. Before the tune I wondered if I made a mistake with the UD. Howrver after the tune. I'm Loving it!
I have a 2007 Honda that the local dealers will not work on. The parts availability of Victory parts is a bit concerning, but Honda doesn’t make their parts forever either. I know nothing about Harley Davidson except that many of their parts were probably use soft a long time and people who like Evos or shovel heads are probably willing to pay for the parts.
Thanks for the videos!. I just bought my second 2014 victory vision tour. It gas 70,000 hard miles and pulled a tailer. Its tired for sure. I ride two up and like low rpm torque and cruising at about 80-90 mph on the highway. Would you recommend the Andrews 413a? My bike sounds like stage one exhaust on it..and has a little tapping sound when i cold start it up cold. Do i need to get the Loyd's trimming wheel and or a power comander to enjoy low rpm torque under 4000rpms? I appreciate any imput you can offer. Thanks from ft Lauderdale Florida!
So in this video I focused on the V472. However the is a video that I cover the 505 and 501 with dynos. Call the best Victory cam???? Anyways Lloyd does not publish cams specs for any of his cams. The 505 and the 501 has around .400 lift but no specs on duration sir.
I know that with Japanese 4 cylinder 4-strokes, 4 into 1 exausts were the pinnacle of racing exhaust systems.. but for V-twins is there a similar hard and fast rule?? (2-1-2/2-1/2-2)?? Edit: where is the stock exhaust numbers? Or am i just blind? (I'm as old as dirt and the eyesight is slipping)
I always thought that in the first three gears that shifting based on peak torque is key, and in the upper gears shift based on peak horsepower... (*just something i picked up from word-of-mouth in the pits from years of roadracing on tracks like Daytona etc...)
i enjoyed the learning i was impressed at the end when i saw the sf plack 3rd group Im old 10th here my self and i have been thinking of doing cams to my vic so lots of good info here ty my brother i will watch all
ty brother well i have a older 04 v92 love to get a wake up on her but i love that i just get on it really never have any problems always starts always runs@@coryackley944
Any recommendations on which cam would be "best" for my 2006 stock 100ci? 🤔 I just missed out on a 2005 Hammer with the upgraded Stage 4 106ci. I've shared here before. Currently Stage 1 K&N with upgraded intake cover, PC 5, and RPW Slash. 80 whp 103 wtq.
I would ask a few questions: How do you ride, meaning do you like cruising in the middle lower rpms say 2500-4500? Or are you always banging off the stock rev-limiter? Are you a smaller horse jockey sized man or full sized? Solo or two up riding mostly? If you're the cruiser style and full sized and possible two up rider. Than I would recommend the Andrews V413 cams and intake upgrade to Lloydz TTi or 3rd Gears Intake. Now if you cruise but also like are likely to get some stop like action or maybe go to the track once and a while then I would say Lloydz 501 cams. (Would also recommend having the ecm reflashed by Lloydz / Rob's Dyno Service to extend rpm to 6400). Now if your like me often riding 4500-7000 rpms back roads always riding down a gear or going to the track more often then I would say the Andrews V472 or Lloydz 495 cams (requires valve spring upgrade and ecm reflash too). Each cam upgrade moves peak torque higher in the rpm band and pushes peak hp closer to 6000-6200. V413 Peak HP 5400-5600 501 Peak HP 5600-5900 495 / V472 Peak HP 6000-6200
My 2006 Victory Hammer came back at 80 whp and 103 wtq. Wonder if he was off a bit on the hp number. Also, if I should have a run with someone else on a different dyno to see if there is a difference? 🤔 Stage 1 K&N Filter with intake cover upgrade RPW Slash exhaust Power Commander 5
Every dyno is a bit different, but generally yours sounds middile of rhe road. On my dyno i would say it would make similar tq and hp around 85. More important that peak numbers, does the bike run well, pulls cleaning theough the rpm range and good throttle response?
I am looking a 02 TC that had the Victory 100" kit put on it, and had cams and intake (unknown on the cams, intake is Lloyds Torque Tubes). With the larger valves and now the same displacement as a 06-07 100", should it be comparable in torque and power?
It would be similar, the main difference is in the exhaust and how that effects performance. Meaning that there are multiple exhaust options for the 05-07 100" while the TC really only has muffler options.
Well, I do not know all of the details. However with Dynojet made the first dyno and supporting software, manufacturers were taking back because numbers were much lower that flywheel. So the software was adjusted to "display" more hp. Over the years, other dyno manufacturers started making dynos as well. Those use the more traditional software and usually showed less hp. I think that Dynojet, just eased back to more traditional software calibration. Again not hard facts stated here, but kinda close.
just put one on my 2014 hammer , everything happier , motor sounds alive and in the right rev range for cornering , 6th is actually getting used and at freeway speeds the motor is happy again. I have talk tubes timing wheel fuel controller and quarter turn throttle ring . with this gearing change you have a lot more punch on demand. It will put a smile on your dile.
Hi there, would you be willing to sell any of these air intakes? I've been searching for anything at all to upgrade my air intake with no avail as of yet
@@coryackley944 your an absolute gentleman Cory, I really appreciate the reply. I have cams, fuel controller and msd coils waiting to go in once I can find an air intake to suit
You should buy a victory I ride an 02 v92 very little work has to be done since I own same yr sporty Harley could have done this when I bought it 2yrs ago had 16k have 20k had after market faring hard bags touch screen radio for 3800 my sporty was not that cheap this motorcycle was their beginning ones came out 1998
This video covers the build of that bike, a parts list is at the 1.30 mark. If you have other questions let me know. If you need the specs of the S&S 495 cams, I can provide those as well. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-tGGJwTpNf5w.html
I'm new to Victory; what's a "gasser" (if I'm hearing that word right)? Whatever it is, maybe it explains why it's so close in output to the 106, which should have about 15 lb-ft more based on displacement. Also, does the torque really drop off that much in the low 2000's? I've seen dyno graphs of other big twins that do better at 1500rpm. edit: Looks like I should have left the video play longer, but given the similarity in HP and torque curves, my question remains. edit: But not so much since the difference is only 6 cu in.
The "Gasser" is my 2003 Victory V92. It was built with mostly used parts, have about $2900ish into the entire build, including the price of the bike. Runs mid 11s and 115 mph. Now this video and dyno graph is a bit old, I've made a good bit more power with it. Checkout 100 v 106 v 116/7 big bore. Victory's camshaft timing is pretty big ranging from 234* to 244* of intake duration. One is not going to make a ton of low rpm torque with a cam that big. The second point I would make about 1500 tq at wide open throttle. Most folk in real world riding conditions or even drag racing are not hammering wot at 1500, likely not below 2500-2700 rpms if they want to accelerate quickly. So while loading an engine down to 1500 and letting rip does have a cool factor and bragging rights from a dyno, just not real effective accelerating method. Just like any manual hot rod car/truck. I have never or even seen someone put the hammer down at 1500 rpms if they want to move quickly, down shift 1 or 2 gears get the rpms around 3000 and let her eat. Not sure if I addressed your thoughts or questions, but thank you for your comments.
@@coryackley944 Thanks for the clarification. Right, no one should be doing WOT at 1500rpm. My interest is just as a basis of comparison for how happy/efficient an engine will be rumbling around in a smooth and relaxed manner at low rpm and feeling that lovely V-twin throb :). The most interesting thing to me about the graphs is how the Torque Tubes boosted low end torque with no significant sacrifice at the top end. Any idea how long the intake tubes could be before losing power above 5000rpm? I'll have the space to do so because this is for a DIY trike with a mechanical layout like a Morgan 3 Wheeler; if you're not familiar, see www.bing.com/images/search?view=detailV2&ccid=r%2f1z%2b9jP&id=5D1FFA631DAF63A9ED2BA51692C50C1ED15A0368&thid=OIP.r_1z-9jPvc7BM8y1YCq0UQHaFj&mediaurl=https%3a%2f%2fccmarketplace.azureedge.net%2fcc-temp%2flisting%2f81%2f6671%2f192443-2014-morgan-3-wheeler-std-c.jpg&cdnurl=https%3a%2f%2fth.bing.com%2fth%2fid%2fR.affd73fbd8cfbdcec133ccb5602ab451%3frik%3daANa0R4MxZIWpQ%26pid%3dImgRaw%26r%3d0&exph=960&expw=1280&q=morgan+three+wheeler&simid=607990502948225838&FORM=IRPRST&ck=494240B90587DC00D696A7594E368EA8&selectedIndex=0&idpp=overlayview&ajaxhist=0&ajaxserp=0
Here is a video that talks about TTi intake runner length and the torque, in this application the crossover point was about 5200. If you are looking for additional low end / mid range torque for a heavy trike, I would look at the Andrews V413 cams and add about 4" of runner length. That should make killer torque and start rolling over at around 4800 ish. This is only speculation, as I have not tired this, but it may be on a future video, since it would be a cool test. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-oUTBYiCV0Uk.html
I have an old first year 92 inch kingpin I bought used. Had hacker true duals, & efi tuner on it, I gathered the tuner was made by Dobek. I put in a k&n filter of which I'm not a big fan of their dirt stopping ability but it's not so much of an issue on the pavement I guess and I got it for a great price. Found a factory vented cover for and further modified the airbox a bit, that felt like it helped too. I really like the bike and it runs great, although it took me a bit to get the tuner set right by the seat of the pants. But hey nobody can run away from me! But it would be nice to have one more cog up on the highway.
Sound like a nice set up! Should have any issues with the K&N, clean and oil ans recommended. The old V92s run pretty could with the simple mods you made.
@@coryackley944 yeah k&ns flow air good, but I ran them on my dirt track car some years ago and they let fine grit through. I could feel it when I put my fingers in the throat of the carbs! Not happy! What I didn't know then was they needed prefilters for extreme dusty dirty conditions, which I didn't have. I thought they restricted flow a lot too when they got dirty. Anyway I chucked them and put oiled foam filters on, much better!
The only possible adverse affect is increased rpm at highway speeds as discussed in the video. This is not unique to cams, the rpm increase is the result of gear ratio change. No increase in slipping of the clutch, in fact the ratio change is easier on the clutch than stock pulley.
I have not done the math, but the factory speed limter for X framed bikes is 120mph and in the new steel framed bikes the rpm limiter is 5000 in 5th gear. So in these cases the UD pulley will lose nothing. Now if the factory speed and rpm limiters removed, you might lose a bit 5 mph or so. But again I bet that you may not lose much because you might be able to carry higher in the rpm range due to the better gear will allow one to pull higher rpm in higher gears needed to fit wind resistant and such. The change with an UD is only 7%. It is not like goning from a 2:73 rear end to a 4:10 in a old muscle car where you are losing 30 mph on the top end.
The math formula would be in reverse. So the OD pulley is like 5%. So it would take the final drive from say 3.12 to 3.00ish x the transmission gear. But in this case the gain in highway cruise rpm reduction is a plus. I have an OD pulley on my 04 V92TC and the stock pulley on my 03V92CC. Tou can feel the difference in the two.
@@hammeredsteelperformancehs1120--> From a stop Blake's Challenger that the Lloyds ECM flash, Stage two air filter, my modified Indian mufflers leave me like I'm hardly moving from a stop up to 90 mph because his 108 engine gains RPM's so fast.
Yes they are quick, but also with your 140+ tq and 130+ hp on your 128 HD, got to turn the rpm up. You have plenty of power to leave him, but you would have to operate in that 5000-6500 rpm window.
@@hammeredsteelperformancehs1120---> I agree but like the five friends, I know that race on the street have all had to switch to a chain drive which is very costly on a Harley M8.
I feel like a trend chart between 501,505 and the 413 since they are the drop in cams. And do another with the 504 and 472 since they require lift spring and carrier group modifications. Not sure if that makes since.
It does make since, Sorta have to use the data that I have. Have not done enough of the 504s (in 106s) to develop trends. Thanks for your comments and I'll look into your recommendations as more data is obtained.
I agree with this. Looks like the 413 stomps the snot out of the 505 from 2500-5000rpm. Looks like it stays above 110tq the entire time.. That said I'm not looking a tour model but a gunner or highball for me
Yes, I would like to see that comparison as well. I have a 2014 XC with the HPT 504 cams, ECM Flash, Adj Timing Gear, High flow AF & dyno tuned. The bike makes 121HP/112TQ w/Tri-Ovals I would like to add the UD Pulley because I'm about 250lbs plus my bike is a stereo monster so I need all the pwr I can get without breaking the bank. This was good info because I was on the fence about upgrading my cams to the 427's but I'm going to do the UD first. Also, with me having the carrier work done already would I need any other MODS for those 427 cams?
It is something to consider comparing the 504 to the V472. While I do not have the dyno numbers or the actual power curves from the dyno, I know that there was a 116 Vision with Star Racing ported heads. They tested both the S&S .495 cams and the 504s, I heard that the 504 made more power in thst application. Now what does more power mean, I do not know as I do not have the dyno comparing the two. But since the V472 and the 495 cam are very close in specs. And I do not know the specs on the 504s.
I do not know the cam specifications on the LSC cams so I do not know in that regard. Based on my exposure, the 413s seems to produce between low end torque up to 3500 rpms or so.
Awesome video!! Have you seen where the hydraulic rocker has failed? I haven’t seen many, but it would concern me if I end up using these cams. I plan on riding my XC until the wheels fall off. I’ve been debating between the 501’s and the 472’s for a while now. It seems like the 472’s outperform the 501’s in every aspect. Most of my riding is done around 2800rpm or higher due to speed limits. I rarely go below 2500 and if so, I’m not looking for or expecting low rpm grunt. Mainly more power for passing when on road trips (one up) and to just have faster, more enjoyable bike.
