It's going to be a couple weeks before I can pull and replace heads. Need to travel for work this week and waiting on a few parts to put everything back together.

 

Just a couple of thoughts on the posts since my last for txphatboy.

1. Of the cams you listed and assuming your compression calcs hold up, I would narrow cam choices down to TMan's 555 Torkster or the CR575. That is assuming as well that the heads are setup for .600" lift.

2. Doesn't really matter that the heads were "setup" for .510" lift cams; I am pretty sure that the flow sheet for your heads would show the same flow for higher lift cams.

3. Compression change with flat tops is achieved via bore diameter, chamber volume and head gasket thickness. Most flat tops have a negative dome volume due to the valve reliefs.

4. You could measure the dome volume easily if the cylinder, with piston installed, was flat on a bench. Not as easy with the motor in the bike but you could still take a crack at it with the cylinder in the bike. Get the piston near the top of the stroke, leaving a small void above the top of the piston; lock the brake so it can't move during the measuring process. Use some grease to seal the gap between the cylinder and piston above the top ring land. Do your best to make sure the grease seal stays flat with the top of the piston. Using a large syringe filled with ATF or motor oil, fill the void above the top of the piston up to the top of the cylinder; of course the "level" line of the fluid will be sloped from the top of the cylinder down to the lowest point on the opposite cylinder wall; note the measurement as V1 which includes the valve reliefs. Since the cylinder center line is on a 45* angle, the remaining void above the piston which we will call V2 would be half of the total volume of the space above the top of the piston with the exception that V2 will not include the volume of the valve reliefs. The difference between the two measurements will be the "dome" volume, or the volume of the valve reliefs. Pull the fluid from the cylinder, soak up what you can draw out with a syringe or turkey baster with paper towels. Release the brake and drop the piston down below the grease seal and clean the grease seal up. Done and now you know the dome volume or very close to it and if you have also measured chamber volume and deck height, you can move forward with a cam selection.

If the cylinder was not at a 45* angle, one would first have to measure and calculate the total volume above the top of the piston which would not include valve reliefs, only the void above the top of the piston; fill the cylinder with fluid and note that volume as V2; measure and calculate the remaining cylinder volume above the fluid as V1. Then V1 plus V2 would be the dome volume. You could also combine this approach with that outlined above and see how close the results are.

Dome volume will be a negative number since the valve relief volume is below the top of the piston.

Granted tedious work but unless you have another way to find the piston dome volume, that's all I got.

5. Specs for the TS100 cams follow. I don't know much about the cam but it is said to perform a lot like the SE255; great down low but not much going on above .500". However, like I said, not many are running the cam now but it seems to be a good option for two up and loaded touring. Not sure it would be to your liking but I don't know.

Exhaust Open: 49.5 BBDC
Exhaust Close: 3.5 ATDC
Exhaust Duration: 233 @ .053
Exhaust Lift: .522

Intake Open: 17.5 BTDC
Intake Close: 39.5 ABDC
Intake Duration: 237 @ .053
Intake Lift: .561

Advance: 6 degrees
Overlap: 21 degrees
Center Line: 101 degrees
Lobe Separation Angle: 107 degrees

6. Steve Cole is know for developing the SERT and the TTS mastertune; he is very sharp and the TTS100 cams are his performance cam offering. He is also offering a +/-6* advance sprocket, much like the one offered by Hemrick a few years back. That sprocket would allow a lot of flexibility with whatever cam you choose. Advance tor more CCP or retard for less.