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Engine Mechanical TopicsDiscussion for motor builds, cams, head work, stripped bolts and other engine related issues. The good and the bad. If it goes round and around or up and down, post it here.
How are you liking it so far?I was thinking of going with the Barnett Scorpion on a big bore build that will hopefully be pushing 150+ in torque. I'm hearing that the AIM would easily handle this.
How are you liking it so far?I was thinking of going with the Barnett Scorpion on a big bore build that will hopefully be pushing 150+ in torque. I'm hearing that the AIM would easily handle this.
I like it but 124TQ is the most either bike puts down. The only issue I have with the AIM unit is difficulty power shifting. Solved that problem on one bike with the Pingel electronic shifter. High rpms and the weights are in "clamp" mode so you are fighting it for a high rpm power shift. Heard nothing but good about the Scorpion but have never used one so I know nothing.
If you are just talking touring they are great. I had one on my 2011 stage 2 RGU. I loved it. Best thing since sliced bread. If you are talking racing then I can't help....
I have it with the heavy springs. I feared the worst for around town, but got used to it quickly. On the hammer you will have a very hard clutch pull. I'm going to install the AIM slave cylinder soon and will hopefully reduce the pull pressure. It holds every bit of my power with no issue.
We did the tune on my new bike today with the AIM VPC, the clutch slips at 2500 - 2600 then takes off we got 145 HP/151 TQ. Trying to figure out how to correct the slip. I had the same clutch on a CVO with 129 HP/139 TQ, no issues and power-shifted no problem. That bike had 15,000 miles no issues. I wouldn't think 13 more FT pounds of torque would be a problem, but we will figure it out.
Thank you this is good to know. I like the clamping power;but, I don't want to be fighting it in the high rpms.
Not matter what anyone might tell you, the AIM VPC will definitely reduce lever pull but any centrifugal clutch will be a challenge to power shift at high rpms. The clutch that is engineered to increase clamping pressure as rpms increase so power shifting, i.e., shifting at high rpms presents heavy lever pull and not so smooth gear engagement. Drop the rpms and shifting is much easier but that's not power shifting. Having said that, how often do you power shift? Don't let the power shifting challenge keep you from buying a good clutch.
