S&S® Standard & Easy Start Gear Drive Camshafts
Instruction 106-6067
S&S Cycle, Inc
Copyright © 2008–2014
14025 Cty Hwy G, PO Box 215
Viola, Wisconsin 54664
01-10-14
by S&S® Cycle, Inc.
®
.
Phone: 608-627-1497 • Fax: 608-627-1488
All rights reserved.
Printed in the U.S.A.
Technical Service Phone: 608-627-TECH (8324)
Technical Service Email: [email protected]
Website: www.sscycle.com
Installation Instructions: S&S® Standard & Easy Start
Gear Drive Camshafts
for 2007–up Harley-Davidson® Big Twin and 2006 Dyna® Models
DISCLAIMER:
S&S parts are designed for high performance, closed course, racing
applications and are intended for the very experienced rider only. The
installation of S&S parts may void or adversely effect your factory warranty.
In addition such installation and use may violate certain federal, state, and
local laws, rules and ordinances as well as other laws when used on motor
vehicles used on public highways, especially in states where pollution laws
may apply. Always check federal, state, and local laws before modifying your
motorcycle. It is the sole and exclusive responsibility of the user to determine
the suitability of the product for his or her use, and the user shall assume all
legal, personal injury risk and liability and all other obligations, duties, and
risks associated therewith.
The words Harley®, Harley-Davidson®, H-D®, Sportster®, Evolution®, and all
H-D part numbers and model designations are used in reference only. S&S
Cycle is not associated with Harley-Davidson, Inc.
SAFE INSTALLATION AND OPERATION RULES:
Before installing your new S&S part it is your responsibility to read and follow
the installation and maintenance procedures in these instructions and
follow the basic rules below for your personal safety.
•• Gasoline is extremely flammable and explosive under certain conditions
and toxic when breathed. Do not smoke. Perform installation in a well
ventilated area away from open flames or sparks.
•• If motorcycle has been running, wait until engine and exhaust pipes
have cooled down to avoid getting burned before performing any
installation steps.
•• Before performing any installation steps disconnect battery to eliminate
potential sparks and inadvertent engagement of starter while working
on electrical components.
•• Read instructions thoroughly and carefully so all procedures are
completely understood before performing any installation steps.
Contact S&S with any questions you may have if any steps are unclear or
any abnormalities occur during installation or operation of motorcycle
with a S&S part on it.
•• Consult an appropriate service manual for your motorcycle for correct
disassembly and reassembly procedures for any parts that need to be
removed to facilitate installation.
•• Use good judgment when performing installation and operating
motorcycle. Good judgment begins with a clear head. Don’t let
alcohol, drugs or fatigue impair your judgment. Start installation when
you are fresh.
•• Be sure all federal, state and local laws are obeyed with the installation.
•• For optimum performance and safety and to minimize potential
damage to carb or other components, use all mounting hardware that is
provided and follow all installation instructions.
•• Motorcycle exhaust fumes are toxic and poisonous and must not be
breathed. Run motorcycle in a well ventilated area where fumes can
dissipate.
IMPORTANT NOTICE:
Statements in this instruction sheet preceded by the following words are of
special significance.
WARNING
Means there is the possibility of injury to yourself or others.
CAUTION
Means there is the possibility of damage to the part or motorcycle.
NOTE
Other information of particular importance has been placed in italic type.
S&S recommends you take special notice of these items.
WARRANTY:
All S&S parts are guaranteed to the original purchaser to be free of
manufacturing defects in materials and workmanship for a period of twelve
(12) months from the date of purchase. Merchandise that fails to conform to
these conditions will be repaired or replaced at S&S’s option if the parts are
returned to us by the purchaser within the 12 month warranty period or within
10 days thereafter.
In the event warranty service is required, the original purchaser must call or
write S&S immediately with the problem. Some problems can be rectified by a
telephone call and need no further course of action.
A part that is suspect of being defective must not be replaced by a Dealer
without prior authorization from S&S. If it is deemed necessary for S&S to
make an evaluation to determine whether the part was defective, a return
authorization number must be obtained from S&S. The parts must be packaged
properly so as to not cause further damage and be returned prepaid to S&S
with a copy of the original invoice of purchase and a detailed letter outlining
the nature of the problem, how the part was used and the circumstances at
the time of failure. If after an evaluation has been made by S&S and the part
was found to be defective, repair, replacement or refund will be granted.
ADDITIONAL WARRANTY PROVISIONS:
(1) S&S shall have no obligation in the event an S&S part is modified by any
other person or organization.
(2) S&S shall have no obligation if an S&S part becomes defective in whole or
in part as a result of improper installation, improper maintenance, improper
use, abnormal operation, or any other misuse or mistreatment of the S&S part.
(3) S&S shall not be liable for any consequential or incidental damages
resulting from the failure of an S&S part, the breach of any warranties, the
failure to deliver, delay in delivery, delivery in non-conforming condition, or
for any other breach of contract or duty between S&S and a customer.
(4) S&S parts are designed exclusively for use in Harley-Davidson® and other
American v-twin motorcycles. S&S shall have no warranty or liability obligation
if an S&S part is used in any other application.
Cam Name
510G
551 (E)
557
570 (E)
583 (E)
585 (E)
625 (E)
635
640 (E)
675 (E)
HP103
MR103
Timing
Lobe
Open
Close
Duration
Int
20°
38°
238°
Exh
52°
20°
252°
Int
17°
19°
216°
Exh
41°
17°
238°
Int
6°
27°
212°
Exh
39°
12°
231°
Int
20°
40°
240°
Exh
55°
20°
255°
Int
5°
18°
203°
Exh
58°
24°
262°
Int
20°
45°
245°
Exh
60°
20°
260°
Int
20°
55°
255°
Exh
60°
20°
260°
Int
19.5°
43.5°
243°
Exh
58.5°
37.5°
276°
Int
25°
60°
265°
Exh
65°
25°
270°
Int
25°
60°
269°
Exh
74°
25°
275°
Int
20°
49°
249°
Exh
26°
251°
45°
Int
13°
33°
226°
Exh
50°
22°
252°
Lift
Centerline
TDC Lift
99°
0.187"
106°
0.179"
91°
0.178"
102°
0.170"
100°
0.113"
103°
0.146"
0.510"
0.550"
0.557"
0.570"
0.583"
0.585"
0.625"
0.635"
0.640"
0.585"
0.187"
0.179"
96.5°
0.113"
107°
0.206"
102.5°
0.186"
110°
0.179"
107.5°
0.189"
110°
0.184"
102°
0.115"
100.5°
0.175"
107.5°
0.228"
110°
0.214"
109.5°
0.235''
112.5°
0.205"
102.7°
0.199"
101.5°
0.206"
0.675"
0.575"
100°
107.5°
100°
0.060"
104°
0.118"
05-UP Models works with
stock valve springs
works with
stock pushrods
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Chart 1
INTRODUCTION
The S&S® cam gear drive offers many advantages over the original cam
drive system:
•Reduced maintenance. There are no chain guides or shoes to wear or
replace and no debris from wearing guides or shoe in you engine.
•Consistent cam timing. Cam gears are keyed with a light press fit.
•Eliminating the chains and tensioners eliminates excessive side
loading of the cam support plate bearing surface.
•Critical sprocket alignment is unnecessary.
•Maintained accurate valve timing when using high performance
valve springs with higher spring forces.
•Higher cam lifts can be used without decreasing cam base circle. Gear
driven cams rotate in opposite direction from the chain driven cams.
Lobes on the front and rear cams never point towards each other,
allowing increased lobe height.
NOTES:
2004-up stock valve springs will handle camshafts with lift up to 0.585".
If a camshaft with higher lift is installed, high performance valve springs
capable of handling a greater lift must be used.
A cam with over 0.585" of lift will cause interference between the valve
spring top collar and the valve seal with stock cylinder heads.
CAUTION
Cams with more than .585" lift require that the stock valve
springs be replaced with high lift spring kits. Some high lift
spring kits require clearance checks and many require cylinder
head modifications to prevent contact between top color and
valve seal, and to achieve correct installed height. See the
instructions with your spring kit for exact specifications.
2
Piston to valve clearance will need to be confirmed when using a cam
with over 0.585" of lift. Clearance should be at least 0.060" intake and
.080" exhaust.
Valve to valve clearance will need to be confirmed when using a cam over
0.585" lift. Clearance should be a minimum of 0.060".
COMPATIBILITY NOTES:
S&S Cam Gear Drive is not compatible with camshafts designed for the
stock style chain cam drive. S&S Cam Gear Drive must be used with S&S
gear drive style camshafts.
2006-Up gear driven camshafts kits 510G, 551G, 570G, 583G and 585G
are compatible with stock 2006-Up valve springs. Due to the change
in lift from the cams, 570G and 585G require adjustable pushrods. S&S
adjustable pushrod kit 93-5095 is recommended for engines with stock
length cylinders. Longer pushrods are available for engines with longer
than stock cylinders. See the S&S Catalog for pushrods.
S&S camshaft installation Kit 106-6068 is strongly recommended when
installing S&S cam gear drive. This kit includes hardware, gaskets and
bearings required for cam installation, this kit includes oil pump o-rings.
OVERVIEW OF EASY START CAMSHAFTS (IF EQUIPPED):
S&S® has developed Easy Start cams to assist starting with a
compression release cam. The operation is simple: at cranking speeds
a spring loaded decompression lever holds the exhaust valve open
slightly. Once the engine fires and exceeds 750 RPM, centrifugal force
sends the lever to a retracted position, allowing the engine to run
normally.
Cam
Intended Displacement
Intended Compression Ratio
551
88–106
9.0–10.0
557
96-103
9.6-10.0
570
88–106
9.0–10.0
583
88–106
9.0–10.0
585
88–106
9.2–10.5
625
95+
10.0–10.75
635
106-124
10.2-10.8
640
95+
10.5–11.5
675
120+
11+
HP103
103
9.6-10.0
MR103
103
9.6-10.0
Important Notes Regarding Easy Start Camshafts:
•Stock EFI engines require a minimum of 80 PSI cranking
compression, checked with the throttle open, for the ECU to fire the
spark plugs.
•The easy start cams were designed to work with the compression
ratio and displacement combinations that the cam was intended
for. Due to a near infinite number of engine combinations,
manufacturing tolerances, or if the cam is used outside our
recommended compression ratios, occasionally an engine may not
build the required compression to start the bike. For these cases we
offer cams that do not release as much compression. Please call our
technical department at 1-608-627-8324.
•Cranking compression numbers are no longer a valid health check
of the engine. We recommend performing a leak down test.
• S&S recommends that you install new lifters when installing new
cams
•If any service work is performed and the lifters are not replaced, the
lifters must be installed in the original position and orientation.
•If the lifters have been disassembled or bled down for any purpose,
the starter may have difficulty with the initial start. Although the
decompression lobe lifts the lifter body, the lifter is not pumped up
and it will not lift the exhaust valve. You may need to remove the
spark plugs and crank the engine to get oil pressure to the lifters.
•There is no service required with these cams. If you ever have the
cams out for any reason, inspect the mechanism for wear and verify
that the lever operates smoothly.
while watching or feeling the pushrods move through their
travel. When BOTH pushrods are at the lowest point of their
travel and the piston for that cylinder is at TDC, the engine is at
TDCC. Rotate the pushrods to ensure there is no load on them.
If the pushrods will not rotate freely by hand, either the engine
is not on TDCC, or the lifters need to bleed down. It may be
necessary to let the lifters bleed down for a few minutes before
the pushrods will rotate freely.
b- I f S&S adjustable pushrods will be used for re-assembly, the
stock pushrods may be cut to remove them at this time. When
cutting pushrods, S&S recommends a bolt cutter be used as it
is the cleanest method. Be sure to only cut the pushrods that
are not loaded and rotate freely by hand.
WARNING
Cutting the pushrods with a saw may result in metal chips entering
the engine and causing extensive damage which will not be covered
under warranty.
CAUTION
Cutting pushrods without relieving valve spring force on the
pushrods may result in injury.
c- I f stock one piece pushrods are to be re-used, remove the gas
tank and rocker box covers. Remove the rocker arm support by
first removing the two smaller bolts which hold the breather
cover in place. Next break loose the four bolts holding the
rocker arm support plate in place with an alternating pattern.
Remove the four rocker arm support plate bolts, and then
the rocker arm support assembly. The pushrods may now
be removed by sliding them up into the head slightly and
then pulling the bottom of the pushrod towards you. Mark
the original pushrod location as it is removed to ensure it is
replaced in its original position. The intake pushrod is shorter
than the exhaust pushrod. Interchanging the intake and
exhaust pushrods upon reassembly, will cause the intake valve
to stay open on the compression stroke and the engine will not
run.
d- R
otate the engine so the other cylinder is on TDC compression
and repeat the above procedure.
2.Remove cam cover and gasket. Secure lifters with a magnetic lifter
tool or a tool made from a large binder clip spring. See Pictures 2
and 3 below.
3.Rotate rear wheel to align timing marks on the primary cam chain.
4.Remove the primary chain tensioner by removing the two
retaining bolts and install sprocket locking tool.
5.Remove the crank sprocket bolt and flat washer.
1- Disassembly
6.Remove rear cam sprocket bolt and flat washer.
1. Remove pushrods.
7.Remove sprocket locking tool.
a- Remove pushrod cover clips with a small screwdriver and
compress pushrod covers to expose pushrods. Lift rear tire of
motorcycle with a suitable jack. Rotate the engine until one
of the cylinders is on “top dead center compression stroke”
(TDCC). TDCC can be found by rolling the rear tire forward
8.Gently pry off crank sprocket and rear cam sprocket.
Grind points
on each end
Picture 2
Picture 3
3
3
CAUTION
6
5
2
4
B.Install the new hydraulic block off plates where the front and rear
chain tensioners were located, tighten fasteners to 100-120 in lbs.
See Picture 5 & 6 below.
2
1
4
1
3
Picture 4
Cam Support Plate and Cam Removal
1.Gradually loosen and remove the four oil pump bolts/washers
according to the sequence shown in Picture 4, next page.
2.Gradually loosen and remove the six support plate bolts/washers
according to the sequence shown in Picture 4, next page.
3.Remove spacer from rear cam, this spacer is thicker than the front
spacer.
4.Remove cam plate and cams from engine.
5.Remove retaining ring and spacer from front cam. This spacer is
0.100" thick.
6.Remove the secondary cam chain tensioner.
7.Remove the cams and cam chain.
8.Check pinion shaft runout. Place an indicator on the end of pinion
shaft at camsupport plate bushing surface and rotate engine;
reading must be .003" or less total indicated runout (TIR). If
reading is greater than .003" TIR the crankshaft must be repaired
or replaced to correctexcess runout before installing gear drive
cams.
CAUTION
If pinion shaft has more than .003" total indicated runout (TIR), the
crankshaft must be repaired or replaced to correct excess runout
before installing gear drive cams. Failure to correct excess runout
may lead to engine damage not covered under S&S warranty.
2- Installing the Cam Gear Drive
A.Install new needle bearings provided with the S&S® Camshaft
installation kit 106-6068 or with bearings from another source.
Cam bearings must be Torrington B-168 full complement bearing
or equivalent.
Picture 5
4
Using existing needle bearings may cause engine or cam damage
due to increased tolerances from wear and higher loading of cams.
Always replace cam bearings with the ones provided in this kit or
another source.
C.When using 551G, 570G, 583G, 585G, 625G, or 640G camshafts
clearance between the pinion bearing boss and the rear cam lobe
must be checked. See Pictures 7 & 8, top of next page. Remove
just enough material to provide .030" of clearance between
the top of the cam lobe and the pinion bearing boss when the
camshafts are rotated in the inner needle bearing. Also check
clearances between the cam lobe and the tappet guide bosses.
To avoid contamination of the engine with chips, we recommend
that all holes in the gear case be taped off with duct tape and that
the gear case be thoroughly cleaned with parts cleaner or solvent
after clearancing is performed.
D.Apply assembly lube to the bearing bore of the support plate
and the outer races of the cam and the decompression lever, if
equipped. Slide the S&S® front cam into place.
E.Install the .110" washer on the other side of the support plate over
the front cam.
F. Install a new loaded retaining ring onto the end of the front cam
to secure it in place.
NOTE: Before reinstalling cam support plate, replace oil pump o-ring
(supplied in kit) even if the original appears to be in good condition. The
stock o-ring may have become brittle and provide a poor seal if reused.
G.Apply a thin layer of assembly lube to the rear cam journal, lobe
surfaces, inner bearing surfaces and decompression lever, if
equipped.
H.Slide the rear cam into place aligning the two timing marks on the
back of the cam gears. See Picture 9a, bottom, next page.
I. Align the camshafts with the needle bearings in the case and
carefully side the support plate over the crankcase dowels. See
Picture 10, page 6.
NOTE: The support plate assembly should slide into place without
resistance. If resistance is encountered, determine the cause and correct the
problem before proceeding. Do not force the support plate into position.
The camshafts must be installed into the cam support plate before
installation. Failure to due so could result in damage to the cam support
plate and bearing surface.
J. Recheck the cam timing by visually inspecting the timing marks
on the front of the camshafts. See Picture 9, bottom, next page.
Picture 6
Picture 7
Picture 8
CAUTION
Support plate screws that pass through alignment dowels can be
easily stripped (See Picture 4, page 4) when applying maximum
120 in-lbs torque as recommended by Harley-Davidson®.
K.Loosely install the support plate screws with a drop of threadlock
242 or 243 (blue). Alternately tighten the screws to 95 in-lbs.
torque following the sequence shown. See Picture 4, above.
L.Install the oil pump screws into locations in Picture 4, above,
with a drop of threadlock 242 or 243 (blue). Screw them into the oil
pump until they bottom out and then back them off ¼ turn. Rotate
the crankshaft allowing the pump to find its center and alternately
tighten the screws in order to 45 in-lbs. Torque the screws to 95 inlbs and then rotate the crankshaft again checking for any binding
in the oil pump gears.
M.Check the inner camshaft gears for proper backlash. Due to the
manufacturing tolerances of the cam support plate camshaft
alignment may cause the inner gears to bind or become too
loose. Check the rear cam for endplay by moving the camshaft in
and out of the cam support plate while rotating the cam in several
positions 360°. There should be no binding in any position when
rotated. If binding does occur replace the rear inner cam gear
with a undersized inner gear (PN 33-4277). Too much backlash
between gears can cause excessive wear and valve train noise use
the oversized inner gear (PN 33-4278) to decrease backlash. Over
and undersized inner gears are not supplied with this kit.
NOTE: Crankshaft and Outer cam drive gears have a light press fit on
their respective shafts. Start gears squarely on their shafts and use their
mounting bolts to pull them all the way into position.
N.Place the crankshaft gear on the crankshaft with the timing mark
outward. Apply a drop of red threadlock 262, 271, or 272 to threads of
5/16-18 x ¾" Grade 8 crankshaft gear bolt provided in kit (PN 33-5240)
or obtain one from another source. Apply a drop of clean 20W-50
engine oil under the bolt flange. Using the washer removed in
disassembly, install the crankshaft gear bolt and tighten to 25 ft-lbs
torque.
Picture 9
O.If necessary place the transmission in high gear and turn the
rear wheel to rotate the engine until the timing mark on the
crankshaft pinion gear is able to be aligned with the outer cam
gear timing mark.
P.Place the .188 x 150 x .57 key into the rear cam shaft keyway.
Position the outer drive gear on the rear camshaft with the timing
mark facing outward. Rotate the drive gear and camshafts until
the drive gear and crankshaft gear timing marks are aligned. See
Picture 11 next page.
Q.Ensure that the gear is properly aligned with the timing mark on
the crank gear and the key on the rear camshaft. Start the outer
drive gear by hand and use the screw and washer, 50-0132 and 507056, provided in the installation kit to drive the outer gear onto
the rear camshaft.
R.Apply a drop of red threadlock 262, 272, or 271 to the threads of
the 3/8"-24 x 1.75" Grade 8 cam drive gear screw. Apply a drop of
clean 20W-50 engine oil under the bolt flange. Using the thick
washer provided, install the cam drive gear bolt and tighten to 34
ft-lbs torque.
NOTE: The axial thrust of the rear cam is controlled by the inner gear collar
and the outer gear collar. Check the outer gear to make sure that it is fully
seated against the rear cam shoulder. Failure to fully seat the outer gear
will cause needle bearing and cam support plate damage.
S. To check backlash in the outer drive gear set, rotate the 62 teeth cam
drive gear back and forth while keeping the pinion gear locked in
one place with the engine. The minimal required backlash for the
gear set should be between .0005" and .001" and no more than .002"
for cold gears. Both gear sets should roll freely with no radial or axial
binding. When checking backlash the gear mesh shows less than
.0005" of backlash then a smaller crankshaft gear size (PN33-4160X)
Picture 9a
5
Picture 11
Picture 10
should be used. Gear sets with less than .0005" of backlash may
whine when run and can cause tooth wear, excessive heat generation
with gear failure, resulting in engine damage. Gear backlash greater
than .002" can cause excessive gear noise or clicking caused by the
reversing of the forces applied by the lifter springs onto the cams, use
the oversized crankshaft gear (PN 33-4160Z) for this situation.
NOTE: Cam drive gears are slightly larger than the stock drive sprockets
and need to be checked for interference with the cam cover before
proceeding.
T. Press a small amount of kneadable clay or putty on the cam cover
mounting boss shown. See Figure 1 below. Carefully hold the
cover and cover gasket in the position against the crankcase.
Install mounting bolts (4) near the corners of the cover finger
tight. Push or tap the cam cover towards the engine.
U.Carefully remove the cam cover. Determine the cover to gear
clearance by measuring the impression left in the clay by the
gear at its thinnest point. Clearance should be .030" or more.
If clearance is less than .030", or if the cover contacts the gear,
remove only enough material from the cam cover to obtain the
correct clearance. Repeat Steps T and U if necessary.
CAUTION
Be careful not to grind too deeply and break through to the outside
of the cam cover. Damage to the cam cover caused by removing too
much material is not covered under warranty.
Figure 1
6
V.Use a new cam cover gasket and install the cam cover. Tighten the
cover bolts 90-120 in-lbs torque in sequence shown. See Figure 2
below.
W.Remove clips to release lifters. If using stock pushrods or S&S®
Quickee pushrods, tappet covers may be left in place, If using S&S
standard adjustable pushrods, tappet covers must be removed.
X.Place transmission in high gear and turn rear wheel to rotate
engine until both lifters for front cylinder are at lowest point in
their travel. The front piston is now at TDC of compression stroke.
If equipped with S&S Easy Start cams, you must use extra care
when adjusting pushrods. Because the decompression lobe
is near TDC, you must make sure that the tappet is not on the
lobe. This will cause incorrect exhaust pushrod adjustment. To
verify correct position, you can rotate the engine in the forward
direction and feel for the exhaust tappet to slightly lift (about
.030") and set back down on base circle. This is the proper point to
adjust the pushrods.
Y. Loosen locknuts on adjustable pushrods and turn adjusters to
make all rods as short as possible.
Z.When installing pushrods, note that longer S&S® pushrods are
for exhaust valves, and shorter ones are for intake. Pass one long
and one short pushrod through assembled pushrod covers. Place
pushrod and cover assemblies through lifter cover. Inner tappet
hole is for intake pushrod, and outer tappet hole is for exhaust
pushrod. If using S&S standard adjustable pushrods, hold a new
Figure 2
gasket under lifter cover and install push rod, pushrod cover,
lifter cover, and gasket as an assembly on crankcase. Tighten lifter
cover screws to 95 in-lbs. torque. Stock pushrods or S&S Quickee
pushrods, can be installed without removing tappet cover.
NOTE: If using unmodified original tappets, perform steps 3-A thru 3-D to
adjust pushrods, see below. If S&S HL2T kit has been installed in tappets,
proceed to steps 4-A thru 4-F - next page.
3- P
ushrod Adjustment Procedure - ForStock Tappets, and S&S
Tappets without HL2T Kit
A.Turn adjuster screw to lengthen exhaust pushrod until pushrod
has no vertical movement but still rotates with light finger
pressure. Extend pushrod by rotating adjuster screw an additional
24 flats and secure adjuster screw with locknut.
B.Repeat step 3A for intake pushrod.
C.Lifters should bleed down in 5-10 minutes, allowing pushrods to
be rotated with light finger pressure. Extend pushrod covers and
install cover clips.
CAUTION
Rotating engine before lifters have bled down may damage pushrods
and other components not covered under warranty.
D.Rotate engine until it is at TDC of compression stroke for rear
piston (following procedure outlined above). Repeat steps 3A-C
for rear pushrods.
4- P
ushrod Adjustment Procedure - For Tappets With HL2T Kit
Installed
A.Remove clips to release lifters. If necessary, place transmission in
high gear and turn rear wheel to rotate engine until both lifters
of front cylinder are at lowest point on camshaft. The engine is
now at TDC of compression stroke for front piston. If equipped
with Easy Start cams, you must use extra care when adjusting
pushrods. Because the decompression lobe is near TDC, it is
possible to adjust the pushrod while the tappet is on the lobe if
it is not exactly at TDC. This will cause incorrect exhaust pushrod
adjustment. To verify correct position, you can rotate the engine
in the forward direction and feel for the exhaust tappet to slightly
lift (about .030") and set back down on base circle. This is the
proper point to adjust the pushrods.
B.Extend pushrod adjustment, collapsing lifter until piston
assembly is in contact with HL2T spacer and pushrod is tight. If
tappets contain oil, as when pushrods are readjusted after engine
has been run, or if all oil was not removed during HL2T installation,
extend pushrod adjustment until valve is open (about five
additional turns of adjusting screw). Allow 5 minutes for hydraulic
unit to bleed down. If pushrod can be turned with fingers after
bleeding down, lifter is not completely collapsed, and this step
must be repeated.
D.Tighten lock nut and recheck pushrod adjustment to insure that it
is still correct.
E.Follow the same procedure for all four pushrods.
F. Replace any remaining parts removed to facilitate gear drive cams
installation. Check engine oil level. Start engine and check for
leaks.
NOTES:
After a few hundred miles it is a good idea to recheck pushrod adjustment
in a new engine as valve train may tighten up due to gasket compression
and valve seat wear.
Upon initial start up after modification, HL2T equipped lifters may be
somewhat noisy for 10-20 miles. If lifters are still noisy after 20 miles it is
recommended that pushrods be adjusted 1⁄2 turn looser.
Special notes on operation of motorcycle with Easy Start camshafts:
•Stock EFI engines require a minimum of 80 PSI cranking compression,
checked with the throttle open, for the ECU to fire the spark plugs.
• The easy start cams were designed to work with the compression
ratio and displacement combinations that the cam was intended
for. Due to a near infinite number of engine combinations,
manufacturing tolerances, or if the cam is used outside our
recommended compression ratios, occasionally an engine may not
build the required compression to start the bike. For these cases we
offer cams that do not release as much compression. Please call our
technical department at 1-608-627-8324
•The engine idle should be set at 1000-1100 RPM.
•If your bike is carbureted, the starting routine may be slightly
different, allow yourself time to experiment to find the best method.
•When the engine is turned off, you may hear a slight click. This is the
decompression lever resetting, and is normal. Occasionally this may
be quite loud but is still normal and does no harm.
•If you allow engine speed to go below 900 RPM, you may hear
clicking as the decompression lever starts engaging. Your engine may
stall if this happens. If this happens frequently, the idle speed should
be adjusted higher
•If the lifters have been disassembled or bled down for any purpose,
the starter may have difficulty with the initial start. Although the
decompression lobe lifts the lifter body, the lifter is not pumped up
and it will not lift the exhaust valve. You may need to remove the
spark plugs and crank the engine to get the oil pressure to the lifters.
NOTE: Perform this operation on one cylinder at a time. Do not turn
engine until pushrod adjustment is complete.
CAUTION
Turning engine while valve is held off the seat could result in valve to
valve or valve to piston contact and serious valve train damage.
C.Loosen pushrod adjustment until pushrod can be rotated with
the fingers with slight drag. Pushrod now has zero lash.
NOTES:
Shortening pushrod adjuster an additional six flats or one full turn
from zero lash often results in quieter pushrod operation. This provides
additional travel for the hydraulic piston assembly, which can improve the
ability of the hydraulic unit to maintain zero lash under normal operating
conditions.
S&S does not offer an HL2T kit for 1999–’02 stock tappets. If HL2T kit is
required a 2003–later stock tappet or S&S tappet is recommended.
7
S&S® GEAR DRIVE CAM REPLACEMENT PARTS FOR 2007-UP BIG TWIN AND 2006-UP HARLEY-DAVIDSON® DYNA®
1- Pinion Gear............................................................................. 33-4160
19- Outer Cam Drive Gear Kit ................................................. 33-4268
Pinion Gear, Undersized................................................... 33-4160X
Pinion Gear, Oversized...................................................... 33-4160Z
2- Outer Cam Gear ................................................................... 33-4269
3- Cover,Outer,Oil Hole ........................................................... 33-4264
4- Cover,Top,Oil Hole ............................................................... 33-4265
5- Screw HHC 5/16-18 x ¾" ........................................................ 50-0100
6- Screw BHTS ¼-20 x ¾" .................................................... 50-0288-S
7- Washer, Flat 3/8" x 11/8" x .225" ............................................ 50-7056
8- Thrust Washer, .110" ............................................................ 50-8279
9- Retaining Ring, Bowed #78 .......................................... 50-8286-S
10- Key, Woodruff .125 x .5 ................................................... 50-8223-S
11- Key, .188 x .150 x .57 (5 Pack).............................................. 106-1348
12- Gasket, Cam Cover (10 Pack)............................................. 31-2032-S
13- Front Inner Gear.................................................................... 33-4273
14- Rear Inner Gear...................................................................... 33-4274
Rear Inner Gear, Undersized............................................. 33-4277
Rear Inner Gear, Oversized................................................ 33-4278
15- Screw SHCS 3/8-24 x 13/4" ..................................................... 50-0132
16- Needle Bearing (2 Pack)........................................................ 31-4499
17- O-ring........................................................................................ 50-8039
18- Cam Installation Kit........................................................... 106-6068
(Includes #3, 4, 5, 6, 8, 9, 12, 16)
(Includes #1, 2, 7, 11, 15)
20- Cam Gear Kit........................................................................... 33-4285
(Includes #1, 2, 7, 11, 13, 14, 15)
21- Outer Gear Hardware Pack.............................................. 33-4271P
(Includes # 7, 11, 15)
22- Camshaft Kits with Inner Gears (N/S)
510G Kit.................................................................................... 33-5246
570G Kit.................................................................................... 33-5247
585G Kit.................................................................................... 33-5248
625G Kit.................................................................................... 33-5249
640G Kit.................................................................................... 33-5250
Easy Start Cams with Inner Gears (N/S)
551.........................................................................................................106-5736
557*.................................................................................................... 330-0056
570........................................................................................................106-5220
583.......................................................................................................106-5810
585.......................................................................................................106-5224
625.......................................................................................................106-5228
640..................................................................................................... 106-4849
675.......................................................................................................106-5740
*For Tri-glide® models
16
14
6
4
10
3
2
12
11
6
7
9
15
5
17
8
13
1
8
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