You can also find information here if you dig around a bit, there are a few guys with that model along with myself: https://sportsterpedia.com/doku.php/...cal_categories



1996 1st year of the Sportster Sport

• MoCo notes:
  • Jan 22nd, sale of the Holiday Rambler Recreational Vehicle Division to the Monaco Coach Corp. for $50 million.
  • Feb 5th, Initial attempt to trademark the 'Harley' (Potato-Potato) sound. Company spokeman Steve Piehl “We don't want the sound of our motorcycles to become the generic sound of motorcycles”.
  • A new, state-of-the-art Parts and Accessories Distribution Center opens in Franklin, WI. By the beginning of 1997, all inventory is moved from the original warehouse at Juneau Avenue to the new 250,000 sq. ft. facility. 471)
  • August 24, HD breaks ground for a new production center in Kansas City, Missouri.
  • Service notes:
    • All OEM oil filters are interchangeable between models (however we recommend that you use the appropriate filter for the model). 472)
    • All 1996 motorcycles should have the ignition timing checked with the vehicle at idle (950- 1050 rpm) 473)
      (not at 1650-1950 rpm as with earlier models)
    • A shortened the oil tank dipstick (62634-84A,) allowed for communized use between Sportster and Softail models.
      The location of the lower level mark is the same. The upper fill mark (not previously on Softails) is applicable to all models. 474)
    • Have difficulty removing stubborn Allen fasteners from the clutch and brake levers housings?
      A 4mm Allen wrench is a slightly tighter fit than a 5/32” Allen. The tighter fit makes it less likely to strip the head during removal. 475)
    • The latest turn signal module (68537-89F) does not incorporate the 10 second delay feature found in earlier modules (required for 1990 and earlier models with self-cancelling turn signal kit (91860-88B). 476)
    • Warmer weather will bring some motorcycles out of storage with a black spot in the odometer display.
      Apparently the cold temperatures cause this. Running the vehicle in warmer temperatures will cause the spot to disappear. 477)
    • Older mirrors sometimes get wobbly due to rust build-up on the pivot ball.
      Loosen the screws and spray WD-40 into the pivot and rock the mirror for a minute or so, then retighten the screws. 478)

• Production Information:
  • XLH 883 $5,095
  • XLH Hugger 883 $5,760
  • XLH 1200 $7,360
  • XLH 1200C Custom $7,910
  • XLH 1200S Sport $8,360

• All model changes include:
  • New larger gas tank now 3.3 gal w/rounded bottom edge on 1200 models
  • Cast Wheels upgraded to 13-spokes
  • New oil tank dipstick (see Service Notes above)
  • Improved adhesive for reflectors
  • The spoke nipple is a new style, as a running change, which requires a special Torx Plus driver for installation 479)
  • New outer clutch release ramp (25409-94A) has the coupler on the inside of the ramp.
• XL 1200S:
  • Fully adjustable damping front forks and rear shocks with a slight power increase
  • Dual front floating disc brakes

1998 New "W" cams

• MoCo notes:
  • HD celebrates its 95th Anniversary. 140,000 plus riders are warmly received by Milwaukee to help with the celebration. 491)
  • A new assembly facility opens in Manaus, Brazil, the first operations outside of the U.S.492)
  • HD buys a remaining 49% interest in Buell Motorcycle Company. Erik Buell is named Chairman of Buell operations. 493)
  • Service notes:
    • XL batteries cracks in the case is being caused by over tightening the battery hold down strap.
      The strap nut should be tightened only until the assembly is secure, not to the end of the threads. 494)
    • When replacing a speedometer on 883’s, label one of the black ground wires on the harness before cutting to ensure it's located on the new speedo correctly.
      If the 2 black wires are switched, the unit will not power-up and function. 495)
    • There was a minor change to the rocker box head gaskets (16778-84B) and (16779-84C)
      The color changed from Gray to Green. The material is still the same, just a different color. 496)
    • A process change for powder coat fluoride levels will cause the inside of the crankcase to look stained or burnt up. This change will allow the powder coat to bond better. 497)
    • If you encounter a speedometer cable boot that is damaged at the drive end from contact with the brake rotor

screws, you should place silicone in the boot to seal against water entry and reinstall. 498)

• Production Information:
  • XL 883
  • XL 883C 'Custom'
  • XL 883 ‘Hugger’
  • XL 1200
  • XL 1200C ’Custom’
  • XL 1200S ’Sport’

• All model changes include:
  • Jiffy Stand gets replaceable bushings
  • New ignition module (still dual-fire) - All in nosecone (except 1200S)
  • First year for Bank Angle Sensor (BAS) (External - All models)
• XL883C:
  • Standard 883 powertrain on a 1200C chassis.499)
• XL1200S changes include:
  • Engine compression increased to 10:1
  • Single-fire ignition module (underseat) & quad-output coil
  • Dual-plug Buell Lightning heads (with hotter 'W' cams)
  • Manifold Air Pressure (MAP) Sensor (NO VOES)

 

Great information!!!

 

W cams or 497 chickens? Are they the same ? I always thought it was 497s in the sport model

 

W cams starting in 1998. They are not the same as 497s

http://xlforum.net/forums/showthread.php?t=1185664

aswracing
A Million Facts & Figures

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The N4 and the SE .497 are the same grind, despite the minor differences in their specs.

In the "bolt-in" cam world, that grind is as good as it gets, IMO.

Any better grind you'll find for your bike will require, at a minimum, better valve springs, which means pulling the heads. Some will require even much more extensive changes. Years ago I wrote an article that covers all the various considerations when installing bigger cams. But almost none of that applies to bolt-in cams like the N4/SE .497.

Most of the better grinds will also require porting work and/or larger valves to take advantage of them as well. Again, the N4 and SE .497 work pretty well with stock heads.

The .497's are broader than your stock "W" cams and close the intake valve much later, which will give more top end power. I wouldn't expect much change except toward the upper end of the powerband.

 

Gotcha, thanks! Maybe I’m thinking thunderstorm Buell set ups had the 497’s

pretty much explains why the 1200 sport is the most overrated engine ever. Thing made a few ponies more than a stock 1200. Maybe 65 ish

 

1998 1200S came with W grind cams. I have a set I took out of mine when I went to SE536 cams

 

Did you change the valve springs? Did you port the heads? How did the 536’s work for you?

 

Biggest joke on a stock 1200S is the 5500 rpm ignition module. Go to 6800 SE or 7500SE and you can get it to do what it is supposed to do. The W cams give out about 6400 rpms. Still safe for the stock heads. My 1200s with XLXBhorsepower heads,SE536 cams,S&S Super with Thunderjet would hit the 7500rpm limit with no problem and turn in the 11s in 1/4 and 7.40 in the 1/8th.

 

solid!

 

I had the complete heads redone with bigger valves and BeeHive springs and a full port job. Done by Chard Hart of XLXBhorsepower. That bike would hit the 7500rpm limiter with no problem. Ran 5 race seasons and the guy that bought it will get another couple seasons out of it. Ran great with 536 cam once I got the jetting dialed in