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Cams in stock KZ1000 head...
- racer54
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1980 LTD (changed over the years), 1979 LTD (being rebuilt), 1977 KZ turbo and various KZ's in various states of build. KLX110
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- cavanaughracing
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There are exceptions though. The base circle size can allow for cams of up to .400" lift to be used but you have to order them with a small base circle.
Anything over .400" lift, it's advisable to install shorter guides.
I've had some of the new cores from Web where the sprocket boss is thicker and required some grinding to prevent it from rubbing the cam chain tunnel. Just another thing to be aware of.
J heads are a bit different story.
A great all around cam is the Web 118 grind for the old KZ motors. Also the Z2 from CM.
Larry C.
cavanaughracing.com
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- andy9802gt
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'78 KZ1075 LTD
stage 1 head by Larry Cavanaugh
race built crank by John Pearson
Mikuni rs34's
k410 cams
back cut tranny
8" over D&G swinger
proving once again that age and treachery is better than youth and enthusiasm
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- APE Jay
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- racer54
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1980 LTD (changed over the years), 1979 LTD (being rebuilt), 1977 KZ turbo and various KZ's in various states of build. KLX110
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- cavanaughracing
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racer54 wrote: What are good cam degree numbers? No idea what stock should be at...110*? Any suggestions for other cam grinds...Z2...3X...119...etc.? Do bigger cams require different igniton advance settings...I'm talking street cams here. What does advancing or retarding intake and/or exhaust cams do for the power curve and does igniton timing need to be retarded or advanced?
You can't compare cams like that. Those 3 grinds have very different characteristics. When in doubt, put them on 110 centers..... 'nuff said. If I start explaining why this or why that...someone will probably take that to be "tooting my horn"
OVER AND OUTTA HERE :dry:
Larry C.
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- racer54
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1980 LTD (changed over the years), 1979 LTD (being rebuilt), 1977 KZ turbo and various KZ's in various states of build. KLX110
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- cavanaughracing
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racer54 wrote: Figured so much. I'm just trying to gather some information that myself and others can refer to at a later date when something comes up they need to know. To get some of this stuff all in one place. Myself, I like to know this stuff. I know there are many variables to some stuff but not sure what can be considered "set in stone for this combination" type thing. For example...advancing intake cams will give more bottom end. Right? This sort of thing. Always looking for information that might come in handy someday and figured I'd pick some brains.
Well...funny you mention that. Hemi heads are a different animal than a wedge head and overlap lift is a double edge sword. A colleague in the same type of business did some extensive dyno testing on a Chrysler hemi head race engine.
On their Superflow Dyno, the Ve was over 140% :ohmy: He thought his Dyno was misreading. NOPE...it was correct and verified. Here's the kicker...
Spreading centers to 118/120 dropped Ve back to he mid 120's but picked up over 50HP and the car ran much quicker at the track. Reason being was over scavenging during he overlap event. [fresh charge going right out the exhaust valve].
Curing that by push the centers up picked up torque through the range because more charge was trapped an burned.
Mind you that was a serious engine with serious cam.
Only Andrews and Megacycle ever gave / give cam specs that are worth a dam to an engine builder or tuner. Go grab a Megacycle cam sheet for KZ's and see for yourself. Megacycle really put an effort into making good information available. They give overlap lifts on different centers for a number of their KZ cams. Really allows a guy to make enlightened decisions during the design process of the build
Larry C.
cavanaughracing.com
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- racer54
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1980 LTD (changed over the years), 1979 LTD (being rebuilt), 1977 KZ turbo and various KZ's in various states of build. KLX110
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- cavanaughracing
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racer54 wrote: Is that the reason on cams for turbo/blower engines that duration and/or overlap is kept shorter to keep the charge in the cylinder and not have the pressure blow it through the head without being used? Assuming advancing the intake gives more bottom end is right, then would retarding the intake move it towards the top of the rpm range? Or would that be handled by retarding the exhaust cam? In either case whichever is right, do you retard both cams or just one side?
There are just too many variables to make a generalized statement on that with accuracy that will cover every conceivable engine build. Web & Cam Motion have articles on their sites that give good explanations of overall cam timing scenarios.
A turbo engine is low compression to start with. If you put long duration cams in it, one of the effects would be to weaken it's performance when it's off boost.
An easy way to tell if you're cam timing on a hemi head engine is hurting you is to run it and then pull the pipe to look for fuel trails in the exhaust ports. If they are in fact there, something needs to be addressed because it's over scavenging the cylinder [fresh charge wasted out the exhaust].
The more overlap in the timing, the more likely that scenario can occur.
Never forget that events run concurrent in the engine. Exhaust and intake cycles share time & space. What one likes the other doesn't know or care about
Larry C.
cavanaughracing.com
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- turboking
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2005 Kawasaki mean streak
2000 325 H.P. mcXpress turbo Hayabusa
1979 kz 1000 mk II ATP turbo
1975 Z1 960 cc Mr. Turbo
1975 Z1 1428 big block ATP turbo
1976 Kz900 1103 cc ATP turbo
1985 GS 1150E
1983 GS 1100E
1997 Suzuki Bandit 1200S
2001 Kawasaki EX 500 Ninja
1972 Honda cb750 (836cc turbo)
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