Preliminary head and cam testing
 

Hey guys! I have been working on the port work and some new cams that are geared toward smaller motors than we are used to seeing in the Raptor race world. The first test is a head change only from stock to a +1 valved CNC port. The blue line is a reference for a stock engine. The gold line shows the torque loss associated with a a Hotcam III, which will be important on the next test. And finally the red is a head change only. I am pretty happy with a near 7 hp improvement without torque loss down low.The first test is a head change only from stock to a +1 valved CNC port. http://i233.photobucket.com/albums/e...m/KDS1head.jpg

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Kenny.

Are you talking about a Raptor 700 engine or a XT 660 ?

If it is a 700, will it fit a 660 and what will it cost ??

I note you are from Floyd, VA where they do not sell the XT.

OGR

Here is a preliminary test of my new cam vs the HC III tested above. This cam has 20� less duration than the Hotcam. There are substantial design differences between these cams. You will notice the power flattening off above 6800 RPM on my cam.... This was due to valve float. We have since addressed the valvesprings with a much better design. I am also implementing some timing changes on this cam, such as advancing the cam intake centerline and reducing the lobe separation angle. Add those changes along with a more aggressive lobe and you are gonna see a big improvement across the entire range(especially at the bottom). The dyno chart doesn't tell the entire story here. With the lower duration numbers there is a HUGE improvement in response. Even with these less than expected results, when the cam is tested for HP vs time, my cam was 14hp up @ 1.5 seconds into the pull. I should be seeing some very nice improvements with the next grind.
Ideally I want to make way more power than the XT cam and kill the rev limiter. I already have valves and springs that are more reliable @9,000 RPM than the stockers are @ 7200. And of course the reliability of the rest of this engine is beyond reproach.
http://i233.photobucket.com/albums/e...m/HC3vsKDS.jpg

This is a Raptor 700 (686cc). I wish I could buy the XT here. Yes it is the same head with the exception of the air tube pad not being drilled and tapped. Not a big deal at all. Right now the cost is $500 US for the CNC port + $140 set for the custom ferrea valves (required). Then of course aftermarket valve springs are gonna run about $200.
I am in the process of trying to reduce the cost of some of the components......

nice work Kenny, thanks a lot!
Glad to have you on the XT660.com ;)

Nice work Kenny, nice bottom end HP & Torque & a good flat spreed of HP across the top end.

Do the rocker arms need to be machined to clear the cam lobes with your cam?

Hi Kenny.

Sorry, can I go back to the 1st dyno runs.

I am getting confused with the dyno runs. Can you explain to me what parts go where and which runs goes with what parts?

Hi Kev!
Yes they do. I am having a jig built to do this on the vertical mill at a low cost to the customer. I am steadily working to get the cost of the components down as much as possible.


Hi Freez! The engine specs are:

Blue= Reference line, stock engine equipped with Barker duals, Trinity fuel controller, and Velocity intake kit (tube). This engine was not tested the same day, and is only there to represent the power curve without the HC III

Gold= 11:1 piston, HC III, PC III controller, Dynatek ignition controller, HC III, shortened velocity intake and Barker duals.

Red= Same as gold with a head change only.

The second dyno chart is the same engine a couple of months later with the cam being the only change.

As an interesting side note; The Velocity intake tube (full length) that was used for the first test made big torque. When the intake tube was shortened a total of 3" (used for all but the stock engine test), There was a very pronounced "shelf" of power gained from 4800-8200 RPM. Subsequent testing on all different combos and sizes of builds have shown this intake to have the exact same "sweet spot". The full length intake would have shown more torque, with less overrev. I will post that test if I can find it.

Hi Kenny,

I am looking forward to your final 'power-up package' and pricing. For you to wave your wand over the 660 motor - what would the customer have to send you by way of origional engine parts?

I will need the head with rockers, and the TB for boring. I need to get a cam from the XT so I can have a dual pattern cam flange made to be compatible with both the Raptor and XT style timing gears.