I understood this to be a rework of customer core. you'd have to call 'em and ask though...
I belive these guys make the bad ass-est cams around for these bikes.
I belive these guys make the bad ass-est cams around for these bikes.
Prostreet
Well-Known Member
Here is the Web Cams version. Look at the first 2 grings under the ZL900 section. In perticular the first 2 grinds. What you should be looking at is that the duration is at .50 lift , and the megacycle's is at .40 lift. What this means is that the mega cam will opt for more top end power , and the webb cam ( grind 228 ) leans towards the power curve of the ZL's oem curve BUT has increased power overall. Plus does NOT require any added components. A true bolt-in. I think its also less money. This is a nice cam. The second Web Cam more resembles the Megacycle base cam. I'm kinda leaning towards the Web Cam , myself.
For those who want their ZL's to get ever bit of power out of there ZL, the other cams would suit that goal, which is fine, but that may require bigger carbs , valve springs and pipes, which would basically change the characteristics of the bike totally.Essentially you would be turning it into a stronger Ninja 900 along with its peaky power. Nothing wrong with that, but for those who want to attain the factory good looks along with a shot of overall power, there must be key components chosen. I think a good stronger bolt-in camshaft without a bunch of added workable parts is a great addition to compliment what the ZL was made for. Just my 2 cents.
http://www.webcamshafts.com/
Phone: 951.369.5144
For those who want their ZL's to get ever bit of power out of there ZL, the other cams would suit that goal, which is fine, but that may require bigger carbs , valve springs and pipes, which would basically change the characteristics of the bike totally.Essentially you would be turning it into a stronger Ninja 900 along with its peaky power. Nothing wrong with that, but for those who want to attain the factory good looks along with a shot of overall power, there must be key components chosen. I think a good stronger bolt-in camshaft without a bunch of added workable parts is a great addition to compliment what the ZL was made for. Just my 2 cents.
http://www.webcamshafts.com/
Phone: 951.369.5144
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how do these cam sets compare to the stock zx1000r cams???
Prostreet
Well-Known Member
They are all more powerful, but as I mentioned , the Web Cam grind 228 is the true bolt-in.
my understanding is that the zx1000r cams are a drop in replacement for the zl cams.
paulfun
"King Of The 1/4mi (Internally Stock)"
Maybe this will help everyone understand cyl pressure in relation to rpm and duration/overlap
One by-product of larger overlap is to reduce cyl pressures at lower rpm. with a factory cam the valves are not held open at the same time for as long as they would be with a higher duration cam. As a result the pressure built up in the cyl on the compession stroke remains higher for the hole time the piston is traveling up the bore. engine RPM will have less affect on cyl pressure.-- However if a longer duration cam with more overlap is used in the same engine, the cyl pressure will be lower at lower RPMs what will happen is that both valves will both be open at the same time for longer periods allowing more of the pressure to bleed off making less power at lower RPMs. Only as the RPMs increase will the pressure increase and produce more power till other factors start to take affect (heads or exhaust cant flow any more,carbs are too small ect)
One way to understand this is to imagine placing your finger over the end of a bicycle hand pump, partialy cover the outlet, if you push the handle (piston) slowly, the air will escape past your finger (valve)and you will be able to push the handle all the way in without much effort. But if you push the handle real fast you will find the pump becomes very hard to push as the air can not escape fast enough hence the change in low end power being lost due to more overlap.
One by-product of larger overlap is to reduce cyl pressures at lower rpm. with a factory cam the valves are not held open at the same time for as long as they would be with a higher duration cam. As a result the pressure built up in the cyl on the compession stroke remains higher for the hole time the piston is traveling up the bore. engine RPM will have less affect on cyl pressure.-- However if a longer duration cam with more overlap is used in the same engine, the cyl pressure will be lower at lower RPMs what will happen is that both valves will both be open at the same time for longer periods allowing more of the pressure to bleed off making less power at lower RPMs. Only as the RPMs increase will the pressure increase and produce more power till other factors start to take affect (heads or exhaust cant flow any more,carbs are too small ect)
One way to understand this is to imagine placing your finger over the end of a bicycle hand pump, partialy cover the outlet, if you push the handle (piston) slowly, the air will escape past your finger (valve)and you will be able to push the handle all the way in without much effort. But if you push the handle real fast you will find the pump becomes very hard to push as the air can not escape fast enough hence the change in low end power being lost due to more overlap.
paulfun
"King Of The 1/4mi (Internally Stock)"
Some more cam basics
increasing valve lift will increase HP without any major effect on low end performance
in general an increase in duration will also bring an increase in power, but at the expense of bottom end performance
an increase in valve overlap-itself a result of increased duration-will cause the power band to be moved up the RPM band, again at a loss of low end performance and result in a ruffer idle
widening the lobe center angle will move the power band up the RPM range
while decreasing the center angle will give better mid and low range power
cams with steep opening and closing ramps will open and close the valves more quickly resulting in more power, but at the expense of increased valve train wear and a possibility of valve float if the springs are not up to the task
If ther is one rule for cam selection it is to err on the side of caution Do your homework on the rest of the engine to ensure its up to the task at hand
To a certain extent an increase in compression can compensate for lost bottom end due to increased duration and overlap
Also a cam that is just barely liveable can sometimes be made liveable by advancing or retarding the cam timing by using adjustable cam gears ( advancing the cam will generally improve bottom end slightly, while retarding the cam will generally improve top end)
increasing valve lift will increase HP without any major effect on low end performance
in general an increase in duration will also bring an increase in power, but at the expense of bottom end performance
an increase in valve overlap-itself a result of increased duration-will cause the power band to be moved up the RPM band, again at a loss of low end performance and result in a ruffer idle
widening the lobe center angle will move the power band up the RPM range
while decreasing the center angle will give better mid and low range power
cams with steep opening and closing ramps will open and close the valves more quickly resulting in more power, but at the expense of increased valve train wear and a possibility of valve float if the springs are not up to the task
If ther is one rule for cam selection it is to err on the side of caution Do your homework on the rest of the engine to ensure its up to the task at hand
To a certain extent an increase in compression can compensate for lost bottom end due to increased duration and overlap
Also a cam that is just barely liveable can sometimes be made liveable by advancing or retarding the cam timing by using adjustable cam gears ( advancing the cam will generally improve bottom end slightly, while retarding the cam will generally improve top end)
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