Stock Camshaft Valve Event Specs??

[one2dmax]

make sure email me directly your wish list and i'll get the specs and parts rounded up.

Sean
[email protected]

 

[backfire]

Thanks Sean. I don't care what everyone else around here says about you behind your back...you're a swell guy! :biglaugh: :wink2:

I'll send ya an email.


- john

 

[one2dmax]

Carrillo "H" Rod Specs (The "A" rod and stock rod is similar but larger on the pin end width):

Length:
4.882 124.00

PE Width:
0.675 17.15

BE Width:
0.784 19.91

BE Bore:
1.6142 41.000

Pin Diameter:
19mm

 

[backfire]

Thanks Sean, I'll write them down in my notes.

BTW- I assume the Carillo Rod listed here isn't any special "long rod" or anything like that? Same length specs as stock I take it?

Thx!


- john

 

[one2dmax]

Yes, I didn't measure the pin end on the stock rod but that won't make a big diff for what you need anyway. I beleive the "Long" rod is only 1mm longer with the pin location in the piston shifted to compensate.

Sean

Sean

 

[lankeeyankee]

What useless drivle are you even talking about????? Your run-on sentences are difficult to even understand...

Who the hell is talking about secret cam specs????? I was merely gathering information so I can develop a cam for myself.

Who said I want to produce a cam that will blow the engine up?????

Who the hell says I'm producing cams for anyone else but myself???

Your stupid and grossly inaccurate pointless statements/assumptions are what poisons the internet with useless trash, effectively keeping someone from learning because they have to sift through this type of drivel to get to some useful information.

I could give two ***** less about you or anyone else wanting an aftermarket camshaft for their bike, as the questions I was asking we're asked because I was trying to gether information about the engine that someone might have known that I didn't.

As far as where I've been....I've been around since the inception of the bike and had a 1st. Gen model when it was released and now a 2nd. Gen model as well. You point there?????

There will *always* be the stocker group like you that think stock is good and you'd rather be wiping it with a diaper, than upgrading it to go faster. If the entire high performance industry was as closed minded about engine performance as you obviously are, than we would still be riding horses to work and performance technology would never have advanced.

It's ok if you're one of the "waxer" crowd that just likes to watch the tulips go by as you go for ice cream, because the world needs you to go around too. However, don't criticize someone else who thinks differently and wishes to go faster by upgrading his car, boat, bike, moped or whatever.


And just for your reference- the camshaft profiles, engines and vehicles we currently build here are vastly stronger/durable than any stock engine is on it's best day and they make more power doing it, with increased fuel economy to boot. In fact, our products were in a car last August during SpeedWeek at the Bonneville Salt Flats that set a land speed record of 236.664 MPH in their class (BGT- Blown Gas Touring) and our products were also along for a win in a customers car that just won Pinks All Out in Atlanta last week out of 473 cars in attandance.

I think we know what we're doing here....


If you don't have anything constructive (or useful) to add to the conversation, than don't be a part of the problem- be a part of the solution and shut the hell up. You never did take me up on that wager... How about it??


john

:clapping: I am glad I am not the onlyone that has trouble understanding SS most of the times I just give up trying to understand his grammar
SS highest achievement of modifying is changing the air psi in his tires 1-2 psi from factory specs:rofl_200:

 

[113s&s]

SS highest achievement of modifying is changing the air psi in his tires 1-2 psi from factory specs:rofl_200:

im sure theres a better way to do that also

 

[one2dmax]

OK john (backfire) send me an email with your address. [email protected]

I've got a care package for you,

Also, here's some specs from a couple of custom pistons we have had made:

2mm over bore (1261-1262cc). These are duplicates of the stock pistons (the valve relief I think is deeper). One of these will be in the care pack (it's bad so no return needed). These are a domed piston.

Displacement - 77.03mm
Finished Bore - 78.00mm
Stroke - 66mm
Rod length - 124mm
Comp Height - 27mm
Compression (11:1 estimated)
Pin Diam - 19mm
Top Groove - 1mm
2nd Groove - 1mm
Oil Groove - 2mm
Piston Weight - 241g

The second piston spec - 1500 piston - new design for us so we will see how it performs in June hopefully. This is a flat top with very deep valve reliefs for my big cams I will be using (and larger valved heads).

Displacement - 91.45mm
Finished Bore - 85.00mm
Stroke - 66mm
Rod length - 124mm
Comp Height - 27.56mm
Compression (12:1 estimated)
Pin Diam - 19mm
Top Groove - 1mm
2nd Groove - 1.2mm
Oil Groove - 2.8mm
Piston Weight - 285g

I am also sending some stock pistons from:

1200 Venture - this is a flat top piston that has small valve reliefs. It is a much heavier piston then the 1300 Venture or the Vmax. The skirt and overall piston is much longer. It even has a pin that is an easy 20% longer if not more. A lot of extra weight here.

1300 Venture - Also a flat top but also appears to have the same valve relief size as the Vmax piston. The larger bore will make it have the same approx compression as the domed Vmax piston.

1200 Vmax - Stock piston with small dome. It looks like the venture 1300 is identical to the vmax piston except the dome is gone. Same overall dimensions except bore.

Stock Rod
Broken Stock Cam

Sean Morley

 

[backfire]

Thanks a bunch Sean, I'll put all of this in my notes and it will help a *LOT*. Anything you need back, just let me know in the email and send 'em back when I'm done. Also, I'll weigh all those different pistons for you so you can have the weight data from them too.

I also just called the cam company we use and they just received the 4 cams I sent them, (they were from a 1997 engine) so I should have the lobe profile results back for the intake and exhaust cams next week sometime.

I'll post up the data for you and/or send it to you via email- whichever is easier, as I'm not sure in what format they'll send the information to me in. (usually it's in Excell)

Here is my email address and I'll send you my home address/cell phone # in an email too. [email protected]

Have a nice Holiday weekend! :cheers:

- john

 

[backfire]

Oh...by the way, maybe Buster or one of the other Mods here can make all this technical engine information available in a "sticky", so if someone needed to know something, it could be easily accessed by everyone easily.

As far as I can tell from surfing around the web, this would be the only website of it's kind that would have such detailed info about the VMAX engine, which could really be a plus for Buster and website traffic.

Just a thought.


- john

 

[backfire]

Hey Sean~
I received your package of "goodies" today at home, so I'll take them to the shop tomorrow and get some measurements on the stuff, for which I'll post up for all. Interesting piston designs and geeez is this stock stuff heavy!!! No wonder the VMAX only has a 9500 RPM redline with all this weight swinging around...

Thanks for helping out, I really appreciate it and just let me know what you want back and when.


john

 

[one2dmax]

All I need back is the slotted cam sprockets. No rush. I just finished taking apart the block I broke last season if you want a complete bare short block to play with. It's junk since I blew the back out where the middle gear sits.

Sean

 

[backfire]

No problem.

With regards to those slotted cam sprockets~ Do you ever have a problem with the sprockets slipping on the fasteners at high RPM combined with high valve spring pressures and high lift camshafts?

The reason I ask is because we've used a similar adjustable camshaft sprocket in some of the automotive engines we've built in the past and in almost all instances of their use, they eventually slipped out of adjustment at some point where either the engine power went away from what we first built it at or the valves kissed the pistons due to the valve event going out of whack. It wasn't pretty....

Since then, we've altered our set-up a bit to when we use that sprocket type now, we machine small inserts that tightly fit into the adjustment slot of the cam sprocket where the insert is entirely captured by the fastener and the slot itself. Then the actual hole the fastener goes through in the insert is offset to the positive/negative to set valve timing adjustments.

Problem of slipping camshaft timing solved entirely...

Make sense?

 

[one2dmax]

They have not slipped on me but I personally don't use them that often. If I want to have the cam changed (advanced/retarded) we simply order them made with that change. Every one we have checked have always been in spec so most times dialing them in to verify is a waste of time (I suppose they may eventually mess up). Bolt them in place with stock sprockets, locktite the bolts, and line up the dots. So far we haven't had an issue. We could advance the cams but then we'd just shift the powerband. It works well as is.

Sean

 

[backfire]

We have the camshafts for our street engines ground the same way, because typically, the customer won't need or want to take the engine apart again once we put it together, so their won't be a need to alter valve timing once the engine is built.

However, our racer customers are always tinkering and they usually choose to have adjustable cam timing sprockets installed into their engine, so they can experiment with different settings to shift the powerband around for whatever reason.

We do *always* degree a camshaft in an engine though no matter what, as we've caught cams that were ground backwards where the intake lobe design was on the exhaust side and vice-versa. Had we not pro-actively done that, the engine wouldn't have made the power it was supposed to and we would have had to spend *A LOT* of extra work to capital to correct the issue that could have been caught up front easily when the cam was first removed from the package. That's just standard of what we do here for engine blueprinting accuracy.

What company grinds your stuff? We use Competition Cams or LSM (GM Racing supplier) here and have for the better part of a decade.


john

 

[one2dmax]

I tried to get comp cams to work with me on these but they didn't seem to want to play. I typically use Megacycle which has always done me right. There is another cycle cam company out there that I have not tried yet which is WebCams. Shawk Kloker has used thiers so far.

In our cars at home I have always use Comp but I do have a massive roller cam (billet i think) from another company (can't recall) that I would like to trade for something a bit more street freindly. You feel like playing with some big chevy stuff? I have a 540 I need to finish building late this year. I can almost box the thing up and crate it to you! The heads are disassembled (2.30/190 valves - could be bigger I don't remember). The block is almost ready to assemble. Lots of cool parts but no rods or pistons yet. I want a "streetable" engine for my 68 chevelle to replace the 427 that's in it now. I swapped out the 4800 stall for a 3800 Art Carr version and the 4.88 gears to 4.56's (if I even remember that right). I just don't have time to mess with it much.

Sean Morley

 

[Jayhawk]

There will *always* be the stocker group like you that think stock is good and you'd rather be wiping it with a diaper, than upgrading it to go faster.

BTW, I resemble that remark. I am, though, happy to live vicariously through your exploits, and expect plenty of updates on what you get accomplished. Pretty cool stuff.

As far as the diapers go, I've got a good supply in the cabinet. I'll probably be wearing them one of these days. :confused2:

 

[backfire]

I tried to get comp cams to work with me on these but they didn't seem to want to play. I typically use Megacycle which has always done me right. There is another cycle cam company out there that I have not tried yet which is WebCams. Shawk Kloker has used thiers so far.

In our cars at home I have always use Comp but I do have a massive roller cam (billet i think) from another company (can't recall) that I would like to trade for something a bit more street freindly. You feel like playing with some big chevy stuff? I have a 540 I need to finish building late this year. I can almost box the thing up and crate it to you! The heads are disassembled (2.30/190 valves - could be bigger I don't remember). The block is almost ready to assemble. Lots of cool parts but no rods or pistons yet. I want a "streetable" engine for my 68 chevelle to replace the 427 that's in it now. I swapped out the 4800 stall for a 3800 Art Carr version and the 4.88 gears to 4.56's (if I even remember that right). I just don't have time to mess with it much.

Sean Morley

Sounds like a cool project! Let me give it some thought on building your engine and the only reason I pause is because we don't typically build engines (any engine for anyone) using their supplied parts, due to the liability we're faced with if one of those parts pre-maturely let's go for whatever reason- which ultimately causes a lot of finger pointing afterward that is un-constructive for everyone involved. Engines we build to our specs with our stuff is fully warranted for the customer because we know what parts we use, how well they work together and there are never any "guesses" when it's done. Let me set on that one for a bit to mull it over.

As far as Comp Cams go- since we do so much business with them, they elected to take a look at what I had to see what they could do, as I know a few of the engineering guys over there that take interest in this motorcycle stuff. I also had a hand in building the owner's (Scooter Brothers) 1969 Chevy Camaro EFI/420ci. when I was formerly with Lingenfelter Performance Engineering back in the day when J.L. (John Lingenfelter) was still alive, so that helps in greasing the wheels of progress also. I haven't heard back from them yet regarding the stock cam profiles they are rolling for us, but when I do, I'll post it up for ya.


john

 

[backfire]

BTW, I resemble that remark. I am, though, happy to live vicariously through your exploits, and expect plenty of updates on what you get accomplished. Pretty cool stuff.

As far as the diapers go, I've got a good supply in the cabinet. I'll probably be wearing them one of these days. :confused2:

I'll bet a lot of guys will be wearing diapers (and filling them) when they first twist the grip of the new Max!!!! :biglaugh:

john

 

[backfire]

I had a chance to measure the stock V Max piston today while waiting on some other stuff, so I bead-blasted all the grease and oil off everything so they were clean for weight accuracy.

Stock V Max Piston, both pin circlips, piston pin and the ring set: 272.40 grams

- john