An in depth video on installing lifters in a Sportster/ Buell. Covers the different year anti rotation pin styles. As well as some of the major checks when using high lift cams.
This videos are music to my ears. I am about to start my own build from Hammer Performance 110+ and I enjoy seeing this videos make me feel like a pro hahahaha 🔥❤️❤️❤️ awesome videos explaining everything. Thanks Dan
Funny how Dan says "bam" every time he drops in a lifter, I catch myself doing that too sometimes. Bam... its what you say when it all comes together nicely.
Sir, I recently had a chance to change out lifters on my 2000 Heritage Springer. I used Johnson-Hylift lifters. I noticed that inside each of the bores, it has a cavity, which according to the service manual, allows oil to flow into the bore. A second hole allows the oil to flow out of the bore. The manual states that the oil hole on the lifters should face inboard. A lot of people disagree and say that it does not matter what direction the lifter faces. I would rather follow what the manual says and I agree with you that the oil hole on the lifter should face inboard, but most importantly, I feel that it should face the oil cavity on the bore, so that oil comes in directly into the lifter oil hole. What is your opinion on this?
How do you make sure lives are in right spot on came without removing cover to install like you did in video . I’d assume they can be removed with magnet to change new ones but if there not working right or jamming up wouldn’t you want to check lobe on cam before adding new lifters?
thanks for the sharing your experience. Do you have recommendations on oils/ grades for XB engines? Mine seems to "drink" the lighter (low "w") grades! thx.
HELP!!! I got my lifters in, i go to rotate the engine using the shaft and it seems that when everything is spinning I do not see the lifters going up & down???? Idk if I am missing something. When I performed all my checks everything seemed fine. But once I put the cam case on and torqued it down, put the lifters in and the anti rotation plastic piece, i can no longer see them move. Any clues?
A couple of years ago I installed some Andrews N4 grind cams, S&S quickie pushrods and Feuling HP lifters but didn't know about checking the cup clearance. Did I just grenade my sporty?! I guess the cups would have blown up by now as I'm not a genlte rider... :/
Hi Nolan We can get to 100HP with all the Sportster or Buell lines. With that being said, it kinda comes down to personal preference on which bike you like as a starting platform.
That's what I was thinking. A problem in need of a solution and they are not on top of that? Outsource manufacturing if they are not capable of doing it in house? There are solutions. Even grinding a bit from the factory plastic bits within reason...
@@HAMMERPERFORMANCE this is a tragedy, really ! This means that upgrading the XR 1200 ( beside the fact that 95 bhp should be enough for anybody ), could be an issue at higher rev. I'll stick with my '83 FXR Shovel ( old guy - old bike ) ... nothing fancy, but dependable . By the way ... have you guys at HP ever thought about a XR 750 head kit for sportsters ? I mean with the two exhaust exit ports on the left side ... like the legendary XR 750 ... if there is someone who has the know how , that would be you, guys at HP ... Beside that , right now , people are asking as much as a couple of grands, for a pair of torn down XR 750 heads, with bent and/or broken cooling fins, that needs machining ! it just doesn't cut it ... I guess there is enough people out there who are willing to swap heads on their lame ass sporty , and turn them into a nice looking XR 750 style racer ... It doesn't necessarily have to be a 750 cc. , could be 1200 or even 1275 cc. ... You guys at HP are doing a great job, thanks for the honesty ... we all appreciate that ... that's a fact ! God bless !
I converted my stock 883 Sportster to a 1250. No head work was done but I put N6 Andrews cams in it. Can i use my stock starter for the bike or do i have to upgrade it as well. My worry is the compression will be to great for it to handle and wear out over a period of time.
Stock Sportster starters will easily handle that compression and much more and do so for the life of the bike. However, N6's will almost certainly cause piston to valve contact when used with stock 883 heads. Watch this video to understand why: www.hammerperf.com/ttvideos.shtml#highpowerconversion . Also, the intake close timing of the N6 cams is not a particularly good match for the 10:1 compression ratio of most 1250 basic conversions. Watch this video to understand why: www.hammerperf.com/ttvideos.shtml#compressionratio . If it was my bike, I'd swap those cams out. Read this for more information on cam swaps with stock 883 heads: www.hammerperf.com/883conversions.shtml#faq1
Just wondering,What are the biggest drop in cams that I could drop in my 05 1200. I’m just looking to do cams and lifters. I Already have a Mikuni 42 and 2 into 1 exhaust installed.
That would be either our IMPACT 560 or JACKHAMMER 570 cams. These cams are designed specifically to be a good match for the stock 2004+ hardware, taking advantage of their higher lift ceiling to make more power, run more quietly, and be easier on the valve train, as compared to cams like the N2/N4/N6/N8 which are designed around the limits of the 91-03 hardware. Go here to see dyno sheets for each and a list of all the pieces you need for installation: www.hammerperf.com/tthoppingup1200.shtml#camsalone . These motors use roller lifters, which don't wear-in to the specific cam lobe the way a flat tappet lifter does. So changing lifters is not necessary as part of a cam swap, you can mix and match roller lifters with different cams all you want. However, if you want an upgrade, we offer and recommend S&S Premium lifters. They're pricey, but they truly do run more quietly than any other lifters we've used, it's not just hype. You can find them here: www.hammerperf.com/xlvalvetrain.shtml#Lifters
listen carefully at 11:31, what harley did ... well thanks to some butt heads at cost cutting department, they basically build in a flaw ... now ... sportster engines are the gem of all Harley engines ... or better said , they used to ... it's a shame ... this really pisses me off ! thanks for the very informative video ... I definitely had to subscribe ... I think the guys at HP deserve it ! Well done ! I think that if guys with good will disclosure the bullshit at Harley, and go public , well ... eventually , the butt heads at Harley might wanna rethink their jackass policy, and stop trying to screw up their loyal customers ... which, on the other hand , are the ones who are supposed to buy their bikes ... this is cost cutting at the wrong spot ... unfortunately , this happens in ALL big companies , where the decisions on numbers are put in front of the good common sense ...
The vertical line indicates TDC, sure, but it doesn't tell you whether it's overlap TDC or compression TDC, and that's an incredibly important distinction. Being a four-stroke motor, the motor makes two complete revolutions to go through all four strokes. That means it passes through TDC twice. One of those TDC's is during overlap, when both valves are slightly open. The other is at the top of the compression stroke, when both valves are closed. Many procedures rely on being at compression TDC and will get screwed up if you do them at overlap TDC instead, for example pushrod adjustments, static timing adjustments, and the installation of rocker boxes.
