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September 6th, 2017, 02:09 AM   #11
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When I get a chance I'll check the profile of at least the 570 cam.

The specs of this bike in its current form was suggested by the builder of the 70 deg Bergs for the Australian Safaris.
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September 6th, 2017, 06:17 AM   #12
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I received info from Jens at Husaberg while researching for the 570 engine I tuned, difference between the cams is the 450 have shorter duration exhaust lobe else very very similar, Ive got the notes on another puta if you need the details.
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September 6th, 2017, 01:12 PM   #13
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Originally Posted by TomTom View Post
I received info from Jens at Husaberg while researching for the 570 engine I tuned, difference between the cams is the 450 have shorter duration exhaust lobe else very very similar, Ive got the notes on another puta if you need the details.
Yes I have heard the same, plus a little lift.
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September 6th, 2017, 01:41 PM   #14
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It is from the horses mouth, first hand info. Its mariginal lift difference, like 3 tenths of a mm, I would think dialling the cams differently will give more than each cam will. I do a lot of cam timing on other marks of bikes.
He also said the bottom end will take anything, just dont push the valvetrain further.
Info from Jens the developer of the 70 degree engine and his tech companion.

Originally Posted by Alan View Post
Yes I have heard the same, plus a little lift.
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Last edited by TomTom; September 6th, 2017 at 03:23 PM.
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September 6th, 2017, 07:34 PM   #15
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Originally Posted by TomTom View Post
It is from the horses mouth, first hand info. Its mariginal lift difference, like 3 tenths of a mm, I would think dialling the cams differently will give more than each cam will. I do a lot of cam timing on other marks of bikes.
He also said the bottom end will take anything, just dont push the valvetrain further.
Info from Jens the developer of the 70 degree engine and his tech companion.
Re dialling in the cams - I used to play with cam specs, dialling in etc back in my Chevy days. Still got some bits sitting around here somewhere.

How do you dial these cams with a fixed gear? Lower gear by woodruff key I suppose?

Dialling can shift the timing but not increase it, which you'd be aware of. Dialling the 570 cam would be better again with a fully specked cam the ultimate of course.

What I was trying to achieve was some improvement on the cheap. It was a cheap bike with hours on it and for this bike I only have a small budget. No high comp piston, just a std comp piston with 8 thou off the cyl base. A used 570 cam for $80 etc. modified original muffler, cut back seat and shrouds and a piggy back tuner. Between you and me I didn't even dissasemble the head. Didn't have time for that. 57.3 HP turned out ok for a cheap hopup.

The other thing with this setup is it's spread. It has beautiful power/torque across a broad band. Really is a nice motor.

My past experience has shown that you can get a lot out of some shift in cam specs without the need to be too radical in increasing duration/lift which is what is hard on the valve train. Efficiency by numbers.

I'd be more interested in increasing the efficiency of the 570 by cam rather than my 450 as this needs more attention. Specs that would bring up the top end without sacrificing the bottom.

Last edited by Alan; September 6th, 2017 at 07:36 PM.
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September 8th, 2017, 11:03 AM   #16
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Slotted screw holes is the common approach, or make a pattern of offset holes with known spread is the other, jungle jimmy approach is jumping a tooth You can use offset keys too yes.
I used to have a Honda CRF that I tuned and put a web camshaft in, and if you offset it a tooth it was spot on advertised
On the 570 head gas exchange is the bottleneck, had my heads ported and seats recut by Peter at FP tuning and it did an isolated 8hp, which is a lot from 565cc, but he knows exactly what to do on the other hand.

I put my 450 exc on the dyno just for fun, it has the same head as the husa 70 degree 450/570 and bone stock it spat out 50 sae on the rear wheel with a SM tyre on the DJ250 dyno I use, it was still dirty from riding and sparks flew from stones being chewed at the sprockets, good heads yes!
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Last edited by TomTom; September 8th, 2017 at 11:41 AM.
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September 8th, 2017, 12:39 PM   #17
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Tom, would you mind elaborating on the the 'gas exchange' please? Are you saying the head/ports are ok for the 450 but restricted for the 570?
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September 8th, 2017, 01:55 PM   #18
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I'm not answering for Tom, but as it's the same throttle body, exhaust and head on 390, 450 and 570 it makes sense that the 570 would like to breathe a bit more than it can.

If you read maKe's thread he also concludes that the intake is what restricts the 570 engine.
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September 8th, 2017, 08:54 PM   #19
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The 390 came later so the head was either developed for the 450 or 570. Well actually they were a KTM head so most likely the 450. It doesn't necessarily mean the head will be too restrictive, but is sounding like it maybe when we start ask more of it.
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September 9th, 2017, 12:12 AM   #20
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he didn't say the head, he said the intake. get a CRF throttle body and see what happens

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