CAM DEGREEING Removed...

OBJECTION
I see nothing phucking wrong with the title. I sometimes am called a dunda$$

THANK YOU MARK!
Thank you for your valueable input. Very nicely done! Thank you for sharing what you know. This info will be helpful to me and others,once again thank you so much.........

I just wanted to post the formula for finding (LSA) Lobe seperation angle. The formula is: intake lobe center + exhaust lobe center (divided)by 2 = LSA

when you lower the LSA number, overlap goes up.

OMR,

Seems to me that this pretty damn good thread has been gutted.

Say it ain't so Dave!

No follow up thread will fill the void, and while I've had several complaints about your misspellings, I personally wish you had just addressed that issue.

KZCSI

Sorry for upsetting some other members for my bad/warped sense of humor/language throughout the documentation but I can assure you, I didn't miss spell anything. I guess Freedom of Speech as the author meant nothing but hey, it is what it is...

I tried to keep it accurate as possible from what I learned throughout the whole process but at the same time provide some entertainment & keep it fun and amusing.

In the very first paragraph, I also included myself in the grouping of the title for I had no idea about any of this cam degreeing process and felt it only right to share with others my experience. Now I believe this was construed that I was calling everyone else a you know what....

As you have just stated, you had some complaints but I also received numerous PM's and e-mails loving the context but also thanking me for the good gut laughs.

Anyhoot, no big deal on my end but it would have been better handled if I would have been contacted via PM or e-mail with their concerns noting being offended by it all versus personally attacking, for we all knew where it was directed.

With that said, I deleted the document and any other offensive postings as well apologizing for I truly meant no harm to any of our members. If they still hold hard feelings, well be it, not much I can do about that now is there...

For those that became involved in this ugly matter, sorry brothers!

OMR

thanks for the help on stuff dave...you rock

OMR

Lets start a new thread if need be. Let it go! you know how things are nowdays. We are bike people, I think I was born alittle sick myself...........

Thanks for the info OMR. Glad I saved it to the hard drive last week. Your intentions were good, and you know what they say, " No good deed goes unpunished."

i liked it so much i printed it so that i could give it to some of my more advanced students the ones that are into performance tuning and building with your permission of course OMR, i await your answer sir.

all yours, just use the one I put a date code on the file naming for I had to correct some typo's... If you need a link, let me know (PM) and I'll get it ready for you....

Again, not miss spelled wording but typo's...

CoreyClough wrote:

Sure wish I had taken the measurements on these Megacycle Cams, with adjustable sprockets, before I sent them out for repair.

Intake Cam

Exhaust Cam

Intake cam looks to be dead center, but the exhaust looks to be advanced quite a bit. These cams were on a ported head, with a 615cc engine that came in one of my parts bikes.

What would the P.O. be gaining by setting the cams up like this? I didn't read this set up in the previous posts. I do understand the application I've listed from their site below. The engine was in a track only bike, not drag racing, but road racing. Form the looks of it the intake cam position is stock, and exhaust is advanced. Those cams have the following specs from Megacycle Cams Website for a Kawasaki 550 KZ/GPz (1980-1985):

Cam Number:
478-60

Valve Lift:
I .410"
E .410"

Duration at .040":
I 250°
E 250°

Lobe Centers:
I 105°
E 108°

**All timing is quoted at .040" lift at the valve with
zero checking clearance unless otherwise stated.

Description and Application:
Race profile. Where torque is needed. Must use modified pistons & springs. Great throttle control. Full power in mid-range, some added top-end.
Intake Open Close:
20 BTC/50 ABC
Exhaust Open Close:
53 BBC/17 ATC
Running Clearance:
I .007"
E .009"

I haven't degreed these yet, but almost have all the tools to do so, once the head has been rebuilt.

Thanks for any feedback. This subject is like Chemistry fo me. I hated it, until it was Lab Day, and I got to see it all work out.

Cory

I will take a GUESS!
The stock megacycle valve timing was (intake 20*-50*) and the (exhaust 53*-17*) You have a 105* intake lobe center & a 108* exhaust lobe center. This gives you a 106.5* lobe seperation angle, with 37* of overlap.

Now lets say you had for example (stock intake 20*-50*) and lets say the exhaust was advanced +5*s (exhaust 58*-12*) now you have a 105* intake lobe center & a 113* exhaust lobe center. This gives you a 109* lobe seperation angle & 29* of overlap.This timing would have an overlap differance of -8*s.

My GUESS would be that it was setup for more bottom end / mid range. Once again at the price of some power loss at higher RPM's.

It is hard to calculate for sure, because you don't know how much the exhaust cam was advanced. You don't know if they meant to time it that way or did the cam sprocket slip? Or were they just out of their tree. Who knows just my guess.......