Відео

Terry is no longer making his intakes sir.

While I prefer 413s over the 505. I do not think that the little bit of bottom end you will gain would be worth the extra expense sir. Now if money is not a concern then I do think there will be some gains in the 2000-3500 rpm range.

Well I did the under drive pulley and a maximus tune by remote. Before the tune I wondered if I made a mistake with the UD. Howrver after the tune. I'm Loving it!

V413 have their place, 2000-5000 rpm cam, nice mid range torque production. I prefered the 501 and the v472 for my atyle of riding.

the 413 would be a great choice foe your set up. Might need to upgrage clutch to the Barnett pressure plate and spring and get the stock clutch pack

So in this video I focused on the V472. However the is a video that I cover the 505 and 501 with dynos. Call the best Victory cam???? Anyways Lloyd does not publish cams specs for any of his cams. The 505 and the 501 has around .400 lift but no specs on duration sir.

Cool man, I did 4 years 1-10 as well. Let me known if you have any questions regarding cam selection.

ty brother well i have a older 04 v92 love to get a wake up on her but i love that i just get on it really never have any problems always starts always runs@@coryackley944

I would ask a few questions: How do you ride, meaning do you like cruising in the middle lower rpms say 2500-4500? Or are you always banging off the stock rev-limiter? Are you a smaller horse jockey sized man or full sized? Solo or two up riding mostly? If you're the cruiser style and full sized and possible two up rider. Than I would recommend the Andrews V413 cams and intake upgrade to Lloydz TTi or 3rd Gears Intake. Now if you cruise but also like are likely to get some stop like action or maybe go to the track once and a while then I would say Lloydz 501 cams. (Would also recommend having the ecm reflashed by Lloydz / Rob's Dyno Service to extend rpm to 6400). Now if your like me often riding 4500-7000 rpms back roads always riding down a gear or going to the track more often then I would say the Andrews V472 or Lloydz 495 cams (requires valve spring upgrade and ecm reflash too). Each cam upgrade moves peak torque higher in the rpm band and pushes peak hp closer to 6000-6200. V413 Peak HP 5400-5600 501 Peak HP 5600-5900 495 / V472 Peak HP 6000-6200

Every dyno is a bit different, but generally yours sounds middile of rhe road. On my dyno i would say it would make similar tq and hp around 85. More important that peak numbers, does the bike run well, pulls cleaning theough the rpm range and good throttle response?

Glad you found it helpful.

Yeah pretty well known and documented issue with K&N. Even worse for off road vehicles.

It can be good to see some data when trying to make an informed decision.

@@coryackley944 agreed

It would be similar, the main difference is in the exhaust and how that effects performance. Meaning that there are multiple exhaust options for the 05-07 100" while the TC really only has muffler options.

Did you talk to Third Gear Customs Alan Flores. He just had a order made.

Third Gear Customs just had a run of intakes made. Believe TGC has some in hand.

Well, I do not know all of the details. However with Dynojet made the first dyno and supporting software, manufacturers were taking back because numbers were much lower that flywheel. So the software was adjusted to "display" more hp. Over the years, other dyno manufacturers started making dynos as well. Those use the more traditional software and usually showed less hp. I think that Dynojet, just eased back to more traditional software calibration. Again not hard facts stated here, but kinda close.

I need to check the gearing on the M8s. Good recommendation

Huge compliment, I appreciate your input!!

I have traded a couple of intakes, I'll take a look at what I still have.

@@coryackley944 your an absolute gentleman Cory, I really appreciate the reply. I have cams, fuel controller and msd coils waiting to go in once I can find an air intake to suit

Nice custom intake!

Solid bikes for sure, I love all five of my vics.

@@coryackley944 oh yes very dependable

Conquest Customs sir..

I know I should of, I did the comparison between stock and the 3rd years ago. But agree I should of made the included just for the info.

@@coryackley944 do you remember the peak numbers for stock airbox?

m.facebook.com/story.php?story_fbid=pfbid0yuyewZUhxLe19xSFLZDcwisAN9Q3BKmwGrjTkJdGgArEVGFStuN3HFihfUncCCaFl&id=1698293253716997&sfnsn=mo&mibextid=6aamW6

@@hammeredsteelperformancehs1120 thanks!

Did you have the bike on a dyno with your set up? Have built two with that combination.

This video covers the build of that bike, a parts list is at the 1.30 mark. If you have other questions let me know. If you need the specs of the S&S 495 cams, I can provide those as well. ua-cam.com/video/tGGJwTpNf5w/v-deo.html

The "Gasser" is my 2003 Victory V92. It was built with mostly used parts, have about $2900ish into the entire build, including the price of the bike. Runs mid 11s and 115 mph. Now this video and dyno graph is a bit old, I've made a good bit more power with it. Checkout 100 v 106 v 116/7 big bore. Victory's camshaft timing is pretty big ranging from 234* to 244* of intake duration. One is not going to make a ton of low rpm torque with a cam that big. The second point I would make about 1500 tq at wide open throttle. Most folk in real world riding conditions or even drag racing are not hammering wot at 1500, likely not below 2500-2700 rpms if they want to accelerate quickly. So while loading an engine down to 1500 and letting rip does have a cool factor and bragging rights from a dyno, just not real effective accelerating method. Just like any manual hot rod car/truck. I have never or even seen someone put the hammer down at 1500 rpms if they want to move quickly, down shift 1 or 2 gears get the rpms around 3000 and let her eat. Not sure if I addressed your thoughts or questions, but thank you for your comments.

@@coryackley944 Thanks for the clarification. Right, no one should be doing WOT at 1500rpm. My interest is just as a basis of comparison for how happy/efficient an engine will be rumbling around in a smooth and relaxed manner at low rpm and feeling that lovely V-twin throb :). The most interesting thing to me about the graphs is how the Torque Tubes boosted low end torque with no significant sacrifice at the top end. Any idea how long the intake tubes could be before losing power above 5000rpm? I'll have the space to do so because this is for a DIY trike with a mechanical layout like a Morgan 3 Wheeler; if you're not familiar, see www.bing.com/images/search?view=detailV2&ccid=r%2f1z%2b9jP&id=5D1FFA631DAF63A9ED2BA51692C50C1ED15A0368&thid=OIP.r_1z-9jPvc7BM8y1YCq0UQHaFj&mediaurl=https%3a%2f%2fccmarketplace.azureedge.net%2fcc-temp%2flisting%2f81%2f6671%2f192443-2014-morgan-3-wheeler-std-c.jpg&cdnurl=https%3a%2f%2fth.bing.com%2fth%2fid%2fR.affd73fbd8cfbdcec133ccb5602ab451%3frik%3daANa0R4MxZIWpQ%26pid%3dImgRaw%26r%3d0&exph=960&expw=1280&q=morgan+three+wheeler&simid=607990502948225838&FORM=IRPRST&ck=494240B90587DC00D696A7594E368EA8&selectedIndex=0&idpp=overlayview&ajaxhist=0&ajaxserp=0

Here is a video that talks about TTi intake runner length and the torque, in this application the crossover point was about 5200. If you are looking for additional low end / mid range torque for a heavy trike, I would look at the Andrews V413 cams and add about 4" of runner length. That should make killer torque and start rolling over at around 4800 ish. This is only speculation, as I have not tired this, but it may be on a future video, since it would be a cool test. ua-cam.com/video/oUTBYiCV0Uk/v-deo.html

@@hammeredsteelperformancehs1120 That would be just what l'm looking for, thanks.

Sound like a nice set up! Should have any issues with the K&N, clean and oil ans recommended. The old V92s run pretty could with the simple mods you made.

@@coryackley944 yeah k&ns flow air good, but I ran them on my dirt track car some years ago and they let fine grit through. I could feel it when I put my fingers in the throat of the carbs! Not happy! What I didn't know then was they needed prefilters for extreme dusty dirty conditions, which I didn't have. I thought they restricted flow a lot too when they got dirty. Anyway I chucked them and put oiled foam filters on, much better!

They do have known issues in dusty environments. Experienced that on dirt bikes as well. Not too concerned on street rides.

The only possible adverse affect is increased rpm at highway speeds as discussed in the video. This is not unique to cams, the rpm increase is the result of gear ratio change. No increase in slipping of the clutch, in fact the ratio change is easier on the clutch than stock pulley.

There are a few out there, but I haven't really watched them to see if there are any improvements that could be made.

I agree a walk thru of installing cams would be cool. I have 2 victories I'm thinking of swapping cams in.

Yes they are sir.

The math formula would be the same. If you mutiple the tq by the gear ratios in the charts in the video you can see the effective tq advantage.

I have not done the math, but the factory speed limter for X framed bikes is 120mph and in the new steel framed bikes the rpm limiter is 5000 in 5th gear. So in these cases the UD pulley will lose nothing. Now if the factory speed and rpm limiters removed, you might lose a bit 5 mph or so. But again I bet that you may not lose much because you might be able to carry higher in the rpm range due to the better gear will allow one to pull higher rpm in higher gears needed to fit wind resistant and such. The change with an UD is only 7%. It is not like goning from a 2:73 rear end to a 4:10 in a old muscle car where you are losing 30 mph on the top end.

The math formula would be in reverse. So the OD pulley is like 5%. So it would take the final drive from say 3.12 to 3.00ish x the transmission gear. But in this case the gain in highway cruise rpm reduction is a plus. I have an OD pulley on my 04 V92TC and the stock pulley on my 03V92CC. Tou can feel the difference in the two.

And now you know one of the reasons..

Thank you sir!

Yeah they are quick, I've heard from a buddy that his tuned Challenger out run a 117 Vic XC.

@@hammeredsteelperformancehs1120--> From a stop Blake's Challenger that the Lloyds ECM flash, Stage two air filter, my modified Indian mufflers leave me like I'm hardly moving from a stop up to 90 mph because his 108 engine gains RPM's so fast.

Yes they are quick, but also with your 140+ tq and 130+ hp on your 128 HD, got to turn the rpm up. You have plenty of power to leave him, but you would have to operate in that 5000-6500 rpm window.

@@hammeredsteelperformancehs1120---> I agree but like the five friends, I know that race on the street have all had to switch to a chain drive which is very costly on a Harley M8.

It does make since, Sorta have to use the data that I have. Have not done enough of the 504s (in 106s) to develop trends. Thanks for your comments and I'll look into your recommendations as more data is obtained.

I agree with this. Looks like the 413 stomps the snot out of the 505 from 2500-5000rpm. Looks like it stays above 110tq the entire time.. That said I'm not looking a tour model but a gunner or highball for me

Yes, I would like to see that comparison as well. I have a 2014 XC with the HPT 504 cams, ECM Flash, Adj Timing Gear, High flow AF & dyno tuned. The bike makes 121HP/112TQ w/Tri-Ovals I would like to add the UD Pulley because I'm about 250lbs plus my bike is a stereo monster so I need all the pwr I can get without breaking the bank. This was good info because I was on the fence about upgrading my cams to the 427's but I'm going to do the UD first. Also, with me having the carrier work done already would I need any other MODS for those 427 cams?

It is something to consider comparing the 504 to the V472. While I do not have the dyno numbers or the actual power curves from the dyno, I know that there was a 116 Vision with Star Racing ported heads. They tested both the S&S .495 cams and the 504s, I heard that the 504 made more power in thst application. Now what does more power mean, I do not know as I do not have the dyno comparing the two. But since the V472 and the 495 cam are very close in specs. And I do not know the specs on the 504s.

I do not know the cam specifications on the LSC cams so I do not know in that regard. Based on my exposure, the 413s seems to produce between low end torque up to 3500 rpms or so.

The 501 are really a good cam and I think you would be very happy with them.