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[CVO2FIXUP]

  Hey guy's, I have a 2010 SE Ultra with stage 3 race heads which include port and polish, larger valves, stiffer bee hive springs, valve guides, and head resurfacing to bump up the compression, and a ported throttle body.  Doherty intake and a Rinehart true dual system.  Want to do cams, lifters, push rods and roller rockers this winter. The builder is recommending S&S 551 or 585 cams for the upgrade. What is the difference with these two cams,  and what do you think will work best. I would like the power and torque to start around 2500 build from there if poss. Any thoughts would be very welcomed. Cheers.


   Also wants to use SE push rods, SE rollers, and Fueling lifters.  Thanx.  

[HILLSIDECYCLE.COM]

Have yet to use the .551, but have used that .585 on many occasions here.
That .585 wants 10.5 or a tick more to be fullt effective.
Scott

[grc]

  Hey guy's, I have a 2010 SE Ultra with full head work, a Doherty intake and a Rinehart true dual system.  Want to do cams, lifters, push rods and roller rockers this winter. The builder is recommending S&S 551 or 585 cams for the upgrade. What is the difference with these two cams,  and what do you think will work best. I would like the power and torque to start around 2500 build from there if poss. Any thoughts would be very welcomed. Cheers.


   Also wants to use SE push rods, SE rollers, and Fueling lifters.  Thanx. 

Check the S&S website or catalog for details on the various grinds.  I've copied the basic comparison charts they have to give you a quick idea of the difference in the power characteristics.  Suffice to say the 551 pulls harder down low which is where most bagger riders would prefer, and the 585 moves the curves to the right for more top end horsepower with a loss of bottom end.  And the 585 really needs more compression unless you want to lose even more on the bottom, so in my opinion it's not truly a bolt-in in the strictest sense.  There again, I'm not the expert, so you will want to get input from the folks who actually do this stuff for a living.  Scott already chimed in (Hillside), perhaps a few more will as well.

Jerry

[HD Street Performance]

To answer the OP
Night and day difference
The 551 is a bolt in and a torquer
The 585 is a cam that responds to added compression and head work, a hot rod grind.

[HILLSIDECYCLE.COM]

A .570 will have traits of both, combined, and only needs 10.0 cr.
Scott

[prodrag1320]

ide be REALLY asking my builder this question (im thinking maybe he dosnt know,& thats pretty scary),the .551 and the .585 are at 2 ends of the spectrum and are not simular at all,as far as set up or power out put.we use alot of both here and both are VERY good cams for builds that warrant them.

[prodrag1320]

are you sure it wasnt .551`s or .583`s?this i could see and both would be good choices for a touring build

[Thermodyne]

Unless you're willing to bump the compression, it's 551 or 583.  And bumping the compression on a bagger that actually does tour, can be problematic.

The 551 has tons of low end, but it will lay down a little past 4000rpm.  It is a true bolt in and well within the limits of the oem valve train.  The 583 gives up a little bit of low end for a longer pull on top.  It also makes use of split duration.  The 551 could care less about head work and intakes, It's past it's prime before it makes full use of the oem parts. The 583 can actually benefit from breathing a little better on top.  All things being equal, I like the 583 a lot more than the 551.  And since you'll be addressing the rockers and springs, you don't need to worry about being at the limits of the oem hardware.  Any added compression and you won't be able to use either of these cams, so be sure to talk it over with your builder.  And if your looking for hp numbers above 100, then you'd be better off going with the 585 or 570 and adding some compression. 

[prodrag1320]

the 2010 will accept up to a .600" cam with stock springs (any beehive valve spring equipt bike will,`05-up)with our 1.9 street port headwork,we`re seeing 100+ hp/110+ with both the .551 & .583

[CVO2FIXUP]

    Hey, thank you all for the amazing reply.  The head work I have done includes the port and polish, larger intake valves stiffer springs ( bee hive shaped ) and head resurfacing to increase the comp. It is the stage 3 race head package from J precision. So, sounds to me I should be looking at the 585 or the 570 S&S cams. Would love to get some nice gains all across the range. What wold be the diff between the 585 and 570?

[HILLSIDECYCLE.COM]

The .585 is, as already said, a hot-rod cam with it's ability to show off in the mid-upper rpm ranges.
10.5 cr or just a tick more needed.
It can be used very effectively in larger engines.
The .570, with it's intake closing numbers lends itself to coming on sooner in the rpm band, but do not under-estimate it, as it WILL pull into the upper rpm ranges as well.
10.0 cr is where we call it quits with that cam, and btw, it may be the best/one of the best overall cams ever designed, in my opinion.
Scott

[prodrag1320]

your going to have to find out where your at,comression wise.ide also get a flow chart too.if your heads were not ported for YOUR riding style and are designed after a true "race head",they may be all hogged out and good for hi-rpm anyway,then ide go with the .585 set @ 10.5-1.if there contured more for a touring bike,go with the .570 (i agree about being the best "all around cam design" for milder builds) set at 9.8 to 10.0-1.this is the exact reason we dont have finished,ported heads sitting on the shelf.we ONLY do porting once a build has been established,so the heads can fit the build,not the other way around

[JKM]

Considering your bike I think the 570 may be better suited for a heavy by providing torq in the low end. 
What are you planning on setting the compression ratio at?
I just did installed Stage IIB heads from J Precision and a Woods 777 cam.  Compression set at about 10:1

[CVO2FIXUP]

Considering your bike I think the 570 may be better suited for a heavy by providing torq in the low end. 
What are you planning on setting the compression ratio at?
I just did installed Stage IIB heads from J Precision and a Woods 777 cam.  Compression set at about 10:1

   The compression is at 10:1 and the porting is a street type port.  Works so good right now, but doing the cams this winter for that extra kick.  Who is your builder? Is it Raph @ Aviation by any chance? 

[CVO2FIXUP]

your going to have to find out where your at,comression wise.ide also get a flow chart too.if your heads were not ported for YOUR riding style and are designed after a true "race head",they may be all hogged out and good for hi-rpm anyway,then ide go with the .585 set @ 10.5-1.if there contured more for a touring bike,go with the .570 (i agree about being the best "all around cam design" for milder builds) set at 9.8 to 10.0-1.this is the exact reason we dont have finished,ported heads sitting on the shelf.we ONLY do porting once a build has been established,so the heads can fit the build,not the other way around

   Man that makes so much sense it makes me abit mad that I did not get the proper counsel from my builder at the start of the engine build.  Don't get me wrong, I love my builder. He is awesome with the care of the bike and dealing with people. But I wish he tide it all together for me the way you describe your decision process when you get ready to do a build. Makes soooo much sense. He tells me the comp is at 10:1 so it looks like the 570 is the cam for me. Thank you very much.