Thank you Sir for sharing your knowledge. With each of your videos that I watch I learn more about my engine and the critical engineering that is required to allow it to preform efficiently.
Kevin, sorry I couldn't watch whole video during the primere and participate in the live chat. Just watched it and as usual some good info, not covered in this detail anywhere else. Thanks for taking the time to make it for us.
Excellent, EXCELLENT way of explaining that to me. I know you explained this in a different video in the past, and I sort of got what you were saying then… well, now I can see EXACTLY what you were saying. Thank you for explaining and demo’ing it in a visual way.
Always great content and excellent information. Always get the best information from your videos. Great job as always Kevin. See you around the corner.
👍🏾 Great video as always. Informational without being too technical. Just did a 124" build on my Dyna. Anything that helps me understand how my engine runs is more than welcome. Thank, Kevin!
That was a great video. I'm a gear head but that really enlightened me. Excellent explanation, you should consider teaching (though it doesn't pay well).
That's a great choice. That's what "bolt in cam" means...it's confirmed it will work with no other changes required. It also means that the base circle of the cam is the same as stock...which means you can use solid stock pushrods. Keep in mind...in a twin cam, the lobes get close to each other. When you have a lot of lift, the lobes can hit, so the base circle has to be made smaller...then the lobe can get taller so the lift is there. When you make the base circle smaller, the pushrod has to be longer...which is why very big cams require custom length or adjustable pushrods.
I got through about 1/3 of it before being interrupted last night, & now it's locked-up 'til the premiere in 3 days. What I saw was addressing EXACTLY some questions I've been having, so now I'm eagerly anticipating the rest!
I just put a bran new 1340 thanks to a so called Harley Davidson tec I had them put a new top in I went to pick it up didn't even make it home rest pin hit cylinder they said it was my fault so I told them to break it down they found that there was no keepers on front or back cylinders they had to eat a new Evo 1999 heritage softail classic bought it new that was the first time I had any work on it I did my own service thank you for your videos
Are there any rules/guidelines about valve seating depth? How does one determine how far to sink them into the head? Does that part deal more with combustion chamber size/shape, than valve-to-valve clearance? It seems the latter is dealt with by valve stem length & spring pressure, as you showed. I’m sure I’m over complicating it, but you’ve got the gears turning in my head. 😉
I had my twin-cam 88 cam chest upgrade completed this past December with Feuling kit and S&S 510 cams. Everything else is stock Hope I am not in for a catastrophic failure. So far, so good
@@divine_swine9665 … thanks for asking. I thought as much since the 510’s was recommended by several reputable shops. As far as I am concerned, it’s a major and well worth it upgrade. It brought my old girl back to life and she runs like new actually. I also got the Feuling kit with new hydraulic plate, tensioner shoes, lifters and high flow oil pump. The rods are stock. Where I really notice the difference is at 3k RPM at 70 mph or so, which is about half throttle now, instead of full throttle trying to pass before the upgrade. I have all the torque and passing speed I need now. With this upgrade I have no desire to sell or trade her. On a side note, I have a very newbie GoPro short video of me riding the Harley and my GoldWing. Lots to learn on that front that you will see if your interested in viewing
As always.... YOU explain things in a way thats easier to understand 🤔!!! Haha Well done again... I love when I can gain more knowledge. I never would have thought about this... Now I hopefully will not destroy motor just for more is better 😅 😬...haha 😄 🤣!!! Thanks for this info !!!!
Thank you very much sir. Great to be back. That is a very good choice sir...we use those (as well as others) in stock engines and have even used them in built 124 or 128s. All depends on the rider and intended use.
went through all this with a hot sportster. my tdc lift is .244 in and .236 ex. Had a reputable shop set them up still had to have pistons flycut a little also had to use a little thicker MLS head gasket to give correct squish. Shes a runner now.
Great content as always. Learned something new with the side load on the valve stem protrusion and overlap clearance. The fixture holding the dial indicators is a must have with high lift cams with larger overlap for sure. What exactly do they call that tool ? Thanks for the great info and instruction.
Great video....another reason why we should leave our builds to the pros. What is the name of that tool, you used in your video and would you know where to find it?
Kevin, you stated at the end of the video that if you contemplate changing cams, you should talk to your mechanic to find out what headwork had been done to the bike. Would this still apply (talking to mechanic), if you wanted to go from a Screaming Eagle 266 cam, which has high lobes, to much milder cams in a twin cam motorcycle, in order to get ride of the noise? In other words...going from a high performance cam to a much milder cam.
Get as close as you are comfortable with on my build for the best performance while maintaining a safe distance. If I ever have to change cams I will replace it with the same cam you install during the build. I always wondered how to find the distance between valves when then were running, now I know, thanks.
Hey Kevin I appreciate your videos and sharing your knowledge, learned a lot from and love harleys! I have question if u don’t mind, I build a 10.5 compression 110 2008 roadking, heads, throttle body, injectors. Darkhorse bottom end complete service. Gonna be running woods 999s in with 590 lift, was on the fence on a set roller rockers. S&S recommends after 585 and a lot of others iv seen say after you crest the 600mark. I figured I’d ask because I’d trust your opinion or knowledge on it
I need this . I had a local guy build my 1990 evolution , he did not communicate with me and installed 10:5:1 compression , the original plan was 9:5:1 . when he got in he said he discovered there was over size piston , however he never stoped to call me at this point but just get going . So he just did his own thing and installed higher compression and this cam woods w9 cam and it won’t start well now. He ported the heads and and no compression reliefs . I’m passed and might go to litigation over this . He also kept the my original cam and pistons and said they got lost .
Part of the reason I won't mix and match parts. I know if I purchase a complete kit supplied by a manufacturer the parts were intended to work together. I say complete kit as in, a complete set, jugs, pistons, heads, cam, crank and all the rest in one purchased kit.
I have redshift 577 cams in 98 big bore S&S CNC and Ported the heads with bigger valves just not sure valve spring lift but my guess is they would of went with the 585 springs maybe 640 but I don't know and not going to mess with any of that I'm just going to build my crank with Darkhorse Crankworks and install S&S TC3 kit cause in just 12k miles i had outer cam bearing failure and the Screamin eagle cam plate oil pump was scoring up and just barley starting to seep past oil pump i checked run out multiple times .04 so Darkhorse it is with H beam rods
Hopefully the Revolution X enginr will be put in more motorcycles so Harley customers won't have to deal with this crap. The Rev X seems to be designed properly right out of the factory.
Interesting stuff, Kevin, great video. So many variables. You mentioned “claying the engine” and I’m envisioning putting a known amount of soft clay into a mocked up engine cylinder and turning it over by hand to mark the valve positions at TDC. Is that what “claying” refers to?
That is correct sir! A soft clay or playdoh works great. you flatten a piece of it across the pistons and cycle the engine thru. When we build ultra high performance stuff...huge valves, dome pistons, big cams with a lot of overlap...this is a MUST do for a professional engine builder. Great question. This also confirms piston to valve clearance with certainty.
I’m putting an ev13 in my 1340…..measurements seem to indicate I’m fine with stock stuff….albeit fresh lifters too….engine is built, just need to do primary case.
I wonder if there is any measurable advantage to just polishing heads on M8. I’m doing a Reaper 465. But were I live there’s no place for much more power.
Great vid Kevin. Explained a lot. I know it's an old vid but hopefully you see this comment. I've got a 103 HO Tourer. Stock catted headpipe with an SE Extreme Ventilator intake and RSD slip ons. I have a set of Woods 222 cams with a TDC lift of .156 and .156 ready to go in. I'm looking for the low to mid torque. Could I install Cometic 30 thou head gaskets for a couple of extra points of compression and still have enough valve clearance to reuse stock solid pushrods with the 222's TDC lift of .156? I had considered porting and skimming the heads, but the cams don't like more than 9.85:1 comp and I'm not chasing top end HP. Leaning more towards 2,000-4,500 rpm. Compression is better for torque and head porting is better for HP correct? I'm in Australia so your services are far away, but your knowledge is here. So stock catted headpipe, air cleaner, slip ons, cams, stock pushrods, thinner head gaskets and dyno tune for efficiency. Workable combination in your opinion?
I’m very new to all this just bought my first Harley 2018 sg and was thinking of doing cam oil pump and venting have a little experience with older cars now I’m not sure if I can lol. Very informative thank you
go slow, be diligent, follow instructions, use proper tools. If you are mechanically inclined, go for it. caution with adjusting your pushrods....i did a video on that too.
there are several great cams out there. we use cams from everyone. its a matter of choosing the right one for you. There is no BEST CAM out there for everyone. All the best to you.
I'm curious about something. If the intake and exhaust lifts are very different from each other, like RS 627 with a .033 difference, can the exhaust valve tuck under the intake valve without actually crashing into it? I'm imagining that the feeler gauge used perpendicular to the deck wouldn't fit, but if you tilted it you could still get it to slide between the valves. I am NOT saying you would want that though. No way I'm doing that to my ride. Just a theoretical question.
Yes it can. Valves can also be back cut slightly to allow more of that clearance you speak of. Those are things done in very tight fitting high performance engines. This is where the disclaimer and claying comes in for a dynamic clearance. The static method is great for demonstration and a good picture of what's going on...but not a defacto final measurement. TDC is also not always the point the valves are open most just before and just after TDC...so that has to be considered as well. great question.
Do you have any Evo Sportster or rubbermount Sportster videos, or will you do one? A rundown on regular issues, performance upgrades and just your regular knowledge?
Great vid as always. Thinking of a Woods 22xe, .470 lift, for my stock 107 M8. Do you think this is a safe cam to run in my stock motor? Will be swapping lifters, bearing and using adjustable push rods. Also chest plate and pump.
I seen an old post of It's that had U thinking of selling bikes. Have U started doing that yet an do U have a price list ?. Would like to find out , a big fan...
Not really...overlap is the time in degrees they are both off the seat. TDC lift is how far they are open only at TDC, clearance between valves is the resulting number.
@@KevinBaxter so overlap is measured in degrees of rotation and TDC lift is how much they lift off the seat. But since both are occuring at the same time and are just different measurements for the same "event" , because the fact both valves are ever so slightly open at the same time and their opening events happen to overlap. That is more precisely my question. Or have I misunderstood something?
