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[TorqueInc]

 So no answer ?

[HILLSIDECYCLE.COM]

 

[dayne66]

WTF? Not exactly how I'd expect a vendor to respond. Might be just me, but, respectfully answering questions from those that are not as knowledgeable are a good sign of what one might expect when dealing with a vendor when parts, service and dollars are involved.

[porthole]

WTF? Not exactly how I'd expect a vendor to respond. Might be just me, but, respectfully answering questions from those that are not as knowledgeable are a good sign of what one might expect when dealing with a vendor when parts, service and dollars are involved.

Go back and look at all of TI's posts in this thread.
He apparently is very knowledgeable about the subject, just doesn't supply any facts to support the opinions.

[murphy]

A rose by any other name is still a spade.

[Steve Cole]

S&S has good stuff and not so good stuff. There racing parts are second to none in my book but there bolt in camshafts grinds are out of dated IMHO. If your looking at building big builds, high HP engines then I wouldn't second guess there stuff but if it's a street bike TC, bolt in cam engine there are better grinds available. So it's all about what your trying to get done. I've run most all of them and you would really be surprised at the separation from bolt in to anything goes, so you really need to match the right parts together.

flame suit on.

[HILLSIDECYCLE.COM]

WTF? Not exactly how I'd expect a vendor to respond. Might be just me, but, respectfully answering questions from those that are not as knowledgeable are a good sign of what one might expect when dealing with a vendor when parts, service and dollars are involved.

There is a history behind this, and I do not care to explain.............more to this than meets your eye, and I'll respectfully bow out at this point..............

[smiley1049]

Thank you or it would be more of the same !

[grc]

Btw, if you check the catalog of ANY of the cam companies that have been around for a long time you will find plenty of grinds that were first brought to market back in the EVO days.  Most of those old grinds have been retained not only for the old engines, but they've also been used on cams intended for use in the Twin Cam.  The only difference is in the two cams versus one and the cam drive system/bearing journals/etc.  If you want to indict S&S for reusing old grinds, you need to add Andrews and Wood and several others to your chit list as well. 

Jerry

[HD Street Performance]

The 570 and 585 still have their place. At the CR they are happy at the easy start feature is a bit on the cusp of bleeding too much at high altitudes so something to watch. There are sexier grinds but I still recommend those cams and the old standby TW37 which is the equivalent to the EV27 in terms of useful "pass a truck" performance. The TW37 gets called up any time someone mentions an Andrew 54 or 57. Another sleeper older grind that will get it done is the Redshift 575. Al of these grinds I mention worked well from my personal experiences but in 95-107" motors with my ported OEM heads.

[Razorback]

The 570 and 585 still have their place. At the CR they are happy at the easy start feature is a bit on the cusp of bleeding too much at high altitudes so something to watch. There are sexier grinds but I still recommend those cams and the old standby TW37 which is the equivalent to the EV27 in terms of useful "pass a truck" performance. The TW37 gets called up any time someone mentions an Andrew 54 or 57. Another sleeper older grind that will get it done is the Redshift 575. Al of these grinds I mention worked well from my personal experiences but in 95-107" motors with my ported OEM heads.

I agree and everyone wants the latest and greatest when in reality the old tried and true will still get it done, 570 is a cam I wish I had used more, building another 103 right now with them. 37 in a 95 for the street is still a hard cam to beat.

[porthole]

I don't see on the S&S site if the 570 easy start has a version for the SE oil pump and plate kit that used the hydraulic tensioners. Think it was referred to as a hybrid cam back then.

[Steve Cole]

It's like anything else, you learn as you go along. The newer camshaft designs for bolt in applications have gotten much better for the TC engine and the 570 is right at the edge of a bolt in camshaft. A nice cam that's for sure but it also likes more compression than stock. So you need to figure out what part of the market your going after and it appears that S&S is not looking too hard at the bolt in side of it. Could they? you bet but it hasn't happened yet from what I see. The Touring bikes run most of there live from idle to 3500 RPM and with a bolt in camshaft designed for that area along with a good exhaust and A/C the 96 - 110's can really come to life. If your going to do head then all bets are off since that really opens up what can be done at that point. So pick your poison.

[HILLSIDECYCLE.COM]

At 10.0 cr, I do not know of a cam that will generate the torque, or carry the hp like the .570 does.
We should have eyeballed that cam a bit closer a while back, as it is most certainly a home run, on each occasion of which we've used it.
Scott

[TorqueInc]

Local 103" owner used our Stage III Touring Heads/S&S .570/Fatcat, and once tuned it went 108 hp, 117 ft/lbs, while being set at only 10.0 cr.
Smooth, broad power.
Scott


  So not a bolt in cam then...and 108/117  ?