This Nascar Type Setup produced by Perry Kime and ... · This Nascar Type Setup produced by Perry...

1150 Pike Lane #2 • Oceano, CA 93445 • 805-481-6300 • www.floheadworks.com

This Nascar Type Setup produced by Perry Kime

and perfected by “The Master”

High Performance Begins Here

After many hours of Dyno testing and thousands of dollars in R&D we have figured out how to make a massive amount of horsepower and torque in the lower RPM range without loosing the “Fun to Ride” factor for street driven Harley-Davidson motorcycles using pump gasoline.

The information in this file is provided for your inspection and education. The contents represent the products and technical insights involved with the FLO Headworks Twin Cam High-Performance Kit.

We are excited about sharing this information with you for your riding pleasure.

After you have read and digested the info, please call or E-mail with any questions. I am easy to reach during business hours. Thanks for your interest in our products.

Sincerely,

Perry Kime, CEO

Research and Development ofFLO Headworks High Performance Engine Kit

for Harley-Davidson Twin Cam 88/95

R&D on the heads started in April 1999. Theporting process was meticulously documentedstep by step all the way through. The exhaustport was the biggest challenge because the flowwas quite low at around 89 cfm at .600 lift. Theexhaust ports actually went flat at .400 lift.That’s real bad! The intake was flowing around109 cfm at .600. The exhaust to intake ratio afterrounding all figures was 77%.

The CFM target is controlled by the exhaust tointake ratio. Ideal numbers are 90 to 92 percent.Evacuation of the gas is the key to making theTwin Cam engine happy.

Atomization of the incoming fuel andevacuation of the burnt gas will noticeablyreduce engine vibration. Many of our tunershave reported this along with improved gasmileage, longer spark plug life, and of coursea lot more horse power and torque.

We make the combustion chambershemispherical because the shape and sizecombined with the dual plug increasesatomization and burning efficiency of the fuelover the entire piston top.

Up to now we have made recommendationson compatible components to compliment ourheads by using Dyno Test data and tunersreports to get the complete picture. After manyyears of experience I found a way to incorporateall the main factors into a computer programthat would give analysis on specific informationrequested from the owner/rider of theparticular motorcycle. Such as, model, type ofriding, average packing weight, geographicallocation, with short list of things you requirein performance. List any and all modificationsthat have been done. This information wasvaluable to us because now we can design otherproducts to meet their needs.

This TC88/95 project bike engine was designedwith careful consideration for the owner’s needsand his desire to have excessive horsepower athis command, with absolutely no side effectsor adverse reactions of any kind.

We like some of the Screamin’ Eagle® parts. Theirignition system is good, their Keihin 44mm CVcarburetor is good after we blueprint it. Our BigBore Kit and JE 9.5:1 pistons are a superb combo.However, other areas need special attention.

of 2

High Performance Kitfor Twin Cam Harley-Davidson

manufactured & installed by:Perry Kime, CEO, FLO Headworks

1150 Pike Lane #2, Oceano, CA 93445Telephone: (805) 481-6300www.HarleyHeads.com

After graduating from Harvey Crane’s CamSchool in March of 1998, I was ready to useinformation from “The Master” himself for thecam design.

The exhaust system in a lot of cases is a choicemade by the owner, however, looks aredeceiving. Our Dyno test results indicate onlya handful of options will be considered for thisproject. What we actually used will now berevealed.

We begin with disassembly, of course, but verycarefully. This is a different animal. Now theboring but necessary part, reading the factorymanuals. Once that part passes we actuallystart looking inside. The top end was prettystraight forward but this Twin Cam stuff is lotdifferent. We meticulously remove and replacethe cams, bearings, etc. by the book.

The rest of the top end goes back together bythe numbers, pretty much uneventful.

Now its Dual Plug Wire Kit time. Everyfabrication is different and this TC88/95 is nodisappointment. This Screamin’ Eagle® coiltakes a special terminal and boot. The dual plugside is so tight we decide to use deeper bootsand remove a little rubber on the sides.

The carburetor goes on followed by mybulletproof 700 cfm air filter kit. This 95 cubicincher is going to need it.

A lot more Dyno testing helped us blueprintthe carburetor and we ended up with somevery impressive numbers, especially in thelower RPM range. The Thunderheader™Exhaust System made the most horsepowerand torque by 5% over exhaust systems thatwe tested.

Our High Performance Engine Kit now joinsthe FLO Headworks line of the finest productsavailable for your Harley-Davidson.

You Want How Much Horsepower and How Many Foot-pounds of Torqueat the Rear Wheel? Are We Talking About a “Street Bike on Pump Gas?”

Well, I don’t know what magazine ads you’ve been reading, but that’s just not goingto happen in real life. In my 25 years experience working with Harleys, the mostyou’re going to get on a street bike running unleaded gas is about “1 per.” What Imean by “1 per” is 1 horsepower and 1 foot pound of torque per cubic inch ofengine displacement. That is without sacrificing low end performance and lifeexpectancy which equals “street ability” and means “fun to ride!”

Simply put, you can’t get performance at both ends of the power spectrum. Lowend power, low end torque is what your engine was designed to produce. Take thataway and you destroy the “fun to ride” factor.

For many years it has been common knowledge that companies specializing inhigh-performance products will build an engine specifically for Dynomometer use.We know Dynos are used to measure horsepower and torque. What theseadvertisements don’t tell you is just exactly how they got their figures. Mostcommonly the engine will have cam timing that is not acceptable for pump gasolineor street use. The next trick is to bump up the compression and select a compatiblegasoline. Racing gas at 98 octane with lead works good up to about 10.5:1. 104octane is good up to 12.5:1. And 108 octane is good up to 15:1. Keep in mind eachtime compression and octane are raised it decreases engine life by 15% to 20%.With 10.5:1 compression, a good engine builder can get a Twin Cam 95 cubic inchup to about 1.1 ratio giving 105 HP and torque in the upper RPM range. 12.5:1compression at 1.15 ratio will give 110 HP and torque. 15:1 compression at 1.2should give you about 114 HP and torque.

The point I’m trying to make here is to the average Harley rider, pump gas is therule, not the exception. Don’t be mislead by the advertisements you read in themagazines. Most high performance companies place those ads to get your moneynot for their credibility. So, buyer beware and don’t believe everything you read.

Our philosophy at FLO Headworks is to “accentuate the positive” and improve thecharacteristics that were inherently designed into the HD engine.

What can you expect? Starting at 2000 rpm on the Dyno Curve, our PerformanceKit can give you more horsepower and foot pounds of torque per cubic inch ofengine displacement than any other high performance kit. The focus is on thepotential improvement on the lower RPM range where the Harley Davidson enginewas designed to perform.

To quote the owner of our first R&D project bike, “I can pull the front wheel offthe ground at 70 MPH in 3rd gear!” Now that’s “Fun to Ride.”


Fun to Ride Guide

Harley Davidson

FLO Headworks

Dyno Specific

Fun to Ride GuideA Power Band Comparision of RPM, Horsepower and Torque

for Harley-Davidson Twin Cam 88/95

0 rpm

1000

rpm

2000rp

m

3000rpm

4000rpm

5000rpm

6000rpm

7000

rpm

3000

Dyno Specific

6500

1200

Harley Davidson – Factory Specs

4500

1800

FLO Headworks

5800

L ocationand

Length ofPower Band

150

140

130

120

110

100

90

80

70

60

50

40

30

20

130

120

110

100

90

80

70

60

50

40

30

20

10

0

140

150

1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0

FLO Headworks Twin Cam CarburetorPerformance Kit Dyno Test Results

SA

E T

orq

ue

(ft-

lbs) S

AE

Ho

rsepo

wer

RPM (x1000)

ROWE 037 99 FXDX (A) 8/04/00 8:37:56 AMFLOJE 95 C.I. Kit, FLO Heads, FLO Cam Kit #525, S/E 44CV, FLO Air Filter Kit,S/E 7000 Ign. Kit, FLO Dual Plug Wire Kit, Thunderheader Exhaust System

Maximum Torque = 106 Maximum Power = 104

150

140

130

120

110

100

90

80

70

60

50

40

30

20

130

120

110

100

90

80

70

60

50

40

30

20

10

0

140

150

1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0

FLO Headworks Twin Cam EFIPerformance Kit Dyno Test Results

SA

E T

orq

ue

(ft-

lbs) S

AE

Ho

rsepo

wer

RPM (x1000)Dennis Morelli 2005 FLTRI 2/2/08 12:04 PMJE 95 C.I. Hemi Bore Kit; Heads CNC Port Flow, Tooled Intake Ports, Dual PluggedFLOMASTER Cam Kit #525; Dual Coil Kit; Power CommanderCycle Shack True Dual Exhaust System (baffels in)

Maximum Torque = 110 Maximum Power = 98


CNC Port Flow Cylinder HeadsFor Harley-Davidson

Twin Cam 88

After much time and flow testingwe are pleased to offer a major

breakthrough in the High Techworld ofVolumetricEfficiency.Our op-tional"TooledFinish" inthe portshas effec-tivelydoubled theatomizationfactor overthe polishedsurfaceused byother headportingcompanies.

Anotherinterestingdiscovery that applies to the HDV-twin engine is the exhaust tointake ratio of the air flowingthrough the ports. Generally speak-ing they like a fairly high ratioaround 90 to 92 percent at .650"lift. The Twin Cam 88 C.I. castings

stock tested at 82 percent at .650"lift.

The pro-cess ofeventsthat leadto a sig-nificantincreasein theflow char-acteristicsthrough-out theentirerange ofvalve liftis lengthyand trickyto say theleast. Ourflowbenchtechnics

have enabled us to improve the lowlift flow of both the intake andexhaust ports arriving at exhaust tointake ratio of 92 percent at .650"lift. This will give the engine asmoothly tuned effect even withsome of the more radical cams. The

high lift flow at .650" lift has beenincreased in the intake port by 25percent and in the exhaust port by33 percent.

During this process a large amountof metal isremoved fromthe ports andcombustionchamber area.The seat pock-ets arepolished witha radius up tothe valveseating area.Our hemi-sphericalcombustionchambers arematched tothe bore sizeand polished to give the most effec-tive flame travel. The dual spark plugoption is the finishing touch to giveyour engine its full potential.

The valves are hand made in-housefrom 21-4N stainless steel with pol-ished tuliped heads. The backside ismachined with a .750" radius toincrease the flow characteristics andnitrided along with the stem to mini-mize wear. The valve seating areameasures .060" wide on the exhaustvalves and .045" on the intake

valves. The head diameter has beenincreased from 1.574" on the ex-haust to 1.690" and from 1.841 onintake to 1.940". Valve stem clear-ance is fit to .001" on the intake and.002" on the exhaust.

This highperformancecylinder headmodificationpackage in-cludes:• Hand lap-ping the headgasket surfaceon theMicroflat.• Glass bead-ing and painttouch-up.• Testing valvesprings.

• Assembly with our all Teflon valvestem seals to the specificationrequired by manufacturer of yourparticular cam.

Additional information is availablefrom FLO Headworks CustomerService Hotline at 805-481-6300.

These heads, like all FLO Headworksproducts, are guaranteed for oneyear on street driven motorcycles.

Photos by Perry

Description ____________________________________________________________________________________

Intake Valve Make & Size _________________________ Exhaust Valve Make & Size __________________________

Inch Flow __________________ Combustion Chamber Volume CC_______________________________________

# MODIFICATION FRONT INTAKE Lift 1 2 3 4 5 6.100".200".300".400".500".550".600".650"

Total CFMs# MODIFICATION REAR INTAKE Lift 1 2 3 4 5 6

.100"

.200"

.300"

.400"

.500"

.550"

.600"

.650"Total CFMs

# MODIFICATION REAR EXHAUST Lift 1 2 3 4 5 6.100".200".300".400".500".550".600".650"

Total CFMsGain INTAKE Port @ .650 Lift CFM % Gain Average from .100 to .650 Lift CFM %Gain EXHAUST Port @ .650 Lift CFM % Gain Average from .100 to .650 Lift CFM %Exhaust to Intake Ratio Before @ .650 LiftExhaust to Intake Ratio After @ .650 LiftExhaust to Intake Ratio Average from .100 to .650 LiftTest Notes:

Flow Test Data Sheet

# MODIFICATION FRONT EXHAUST Lift 1 2 3 4 5 6.100".200".300".400".500".550".600".650"

Total CFMs

1 Stock 34

74

103.6

116.4

115

115.2

115.5

115.5

1 Stock 33.8 38.5

2 CNC Port Flow 76.3 80.9

Open Chambers to 100 CC 102.3 111.9

FLO Valves 1.940" 113.5 133.9

Radius and Polish Seats 110.5 140.2

109.1 141.1

109 143

109 144.5

763.5 934

1 Stock 29.1

59.9

81.9

89.1

91.8

92.4

93.1

93.1

1 Stock 27.3 36.6

2 CNC Port Flow 58.5 55

Open Chambers to 100 CC 79.9 77.2

FLO Valves 1.690" 86.7 99.9

Radius and Polish Seats 88.5 119.3

89 126.2

89.5 132.1

88.5 132.8

608.9 779.1

HD Twin Cam 88 C.I.HD 1.841" HD 1.574"

10" 85

35.5 24.6 170.5 18.343.3 33.7 170.2 21.9

82.1%91.9%

83.4%

Intake BeforeIntake AfterExhaust BeforeExhaust After

180

160

140

120

100

80

60

40

20

00 .100 .200 .300 .400 .500 .600

Air F

low

CFM

Test Head _______________________________________

Valve Lift "

HD Twin Cam 88 C.I.

IntakeAfter

IntakeBefore

ExhaustAfter

ExhaustBefore


Super Port Flow Cylinder Headsfor Screamin Eagle

Twin Cam 120

Our Flow Bench Techniques have enabled us to offer some big CFM numbers whilemaintaining OEM size valves. These Stock heads have a big problem in the ExhaustPorts, averaging only 88 CFM at .650" lift. Intake Ports average 145 CFM at .650" lift.Exhaust to Intake Ratio is extremely low, 60% at .650" lift. Needless to say, “We hadour work cut out.” After all is said and done, with our Patented “Tooled Finish” thenumbers look like this:

Intake Gain is 7.4 CFM at .650" lift.Exhaust Gain is 44.1 CFM at .650" lift.Intake to Exhaust Ratio is 86% at .650" lift.

We offer these SE 120 heads exchange or just do yours PDQ. Satisfaction guaranteed.

Photos by Perry Kime

Recontoured andSwirl-Polished Valves

Ported and Tooled FinishIntake Manifold

Dual Plugged Combustion ChamberAssembled Head, Ready-to-Install

Exhaust Port and Polished SeatIntake Port and Polished Seat

Description ____________________________________________________________________________________

Intake Valve Make & Size _________________________ Exhaust Valve Make & Size __________________________

Inch Flow __________________ Combustion Chamber Volume CC_______________________________________

# MODIFICATION FRONT INTAKE Lift 1 2 3 4 5 6.100".200".300".400".500".550".600".650"

Total CFMs# MODIFICATION REAR INTAKE Lift 1 2 3 4 5 6

.100"

.200"

.300"

.400"

.500"

.550"

.600"

.650"Total CFMs

# MODIFICATION REAR EXHAUST Lift 1 2 3 4 5 6.100".200".300".400".500".550".600".650"

Total CFMsGain INTAKE Port @ .650 Lift CFM % Gain Average from .100 to .650 Lift CFM %Gain EXHAUST Port @ .650 Lift CFM % Gain Average from .100 to .650 Lift CFM %Exhaust to Intake Ratio Before @ .650 LiftExhaust to Intake Ratio After @ .650 LiftExhaust to Intake Ratio Average from .100 to .650 LiftTest Notes:

Flow Test Data Sheet

# MODIFICATION FRONT EXHAUST Lift 1 2 3 4 5 6.100".200".300".400".500".550".600".650"

Total CFMs

1 Stock 37.8

79.4

112.5

130

138.3

140.2

142

142.8

1 Stock 37 40

2 Super Port Flow with“Tooled Finish” 78 82.3

Short Radius Seats 112.5 115.2

Recoutour Valves 131.9 136

140.3 145.3

143.4 148.2

145.6 151

146.6 154

935.3 972

1 Stock 26.8

49.9

68.1

79.5

85.1

86.2

86.8

87.2

1 Stock 27 37.1

2 Super Port Flow with“Tooled Finish” 51.1 56.4

Long Radius Seats 70.2 81.9

Recontour Valves 81.5 103

87.6 119.1

88 124.1

88.6 129

88.9 133

582.9 783.6

7.4 4.9 36.7 3.844.1 33.2 200.7 25.7

60%86%

80.6%

Screamin’ Eagle™ Twin Cam 120 C.I.SE 2.080" SE 1.625"

10" 100

180

160

140

120

100

80

60

40

20

00 .100 .200 .300 .400 .500 .600

Air F

low

CFM

Test Head _______________________________________

Valve Lift "

Screamin’ Eagle™ Twin Cam 120 C.I.

ExhaustBefore

IntakeBefore

IntakeAfter

ExhaustAfter

For the mostpart detonation isinvisible. Youcan’t feel it, youcant see it, andmost of the timeyou cant hear it.But for 99.44percent of thepeople who rideHarleys on pumpgas, it could begoing on rightnow inside yourengine.

Now that I’vegot your attentionwe will discuss indetail the cure.The key wordsare Atomization,Flame travel, andComplete burn.Its like taking a trip to thecenter of your combustionchamber where VolumetricEfficiency is the final judgeof how you live or how youdie.

In 1985 the EPA passeda new law that has drasti-cally changed therequirements of pumpgasoline. Prior to this newlaw premium leaded gas was

rated at 98 octane with 4grams of lead per gallon.Today the best gas availablehas 92 octane with no lead.As a result your cylinderheads have become themost important part of yourengine. Detonation andextremely high temperatureswhich were previously noproblem are now causingwarpage and cracks, valve

Graphics by Erick Photos by Perry

TROUBLE IN PARADISEseats and guidescoming loose,burnt valves andseats, bronzevalve guidesseizing, valvestems gauledand excessivelyworn, holesburned rightthrough pistons,rings that havebeen so hot thatall the springtension is gone.The bottom lineis your cylinderheads are seri-ous Hi-Techbusiness. Theuse of space agematerials andtechnology is

now absolutely necessaryfor the survival of yourengine. Solutions to theseproblems haven’t come easy.Many years of effort andextensive research anddevelopment have paid offand now its time to give youthe hottest Tech Tips everreleased to the public.

Atomization of the in-coming fuel is achieved inthe intake port and mani-fold, primarily by the roughsurface of the casting. If youare one of the unfortunatepeople who has sent yourheads to a personor company whoclaims to be knowl-edgeable in the areaof flow characteris-tics and your headscome back with theports polished youhave a problem. Notonly will your motorgo slower but it willrun hotter anddetonation will bemuch more appar-ent, considerablyshortening the lifeexpectancy of yourtop end.

The next key wordis Flame travel. YourHD engine has onespark plug located onthe left side of thecombustion chamber.This chamber is deeplyconcave in shape andpartially filled with thepiston dome at thepoint of ignition. Be-cause of the location ofthis single spark plugand the piston domethe flame travel ispartially blocked anddoes not cover thepiston evenly. Highcompression pistonsincrease this problemconsiderably. In 1970Warner Riley set a newland speed record atBonneville of 202 MPHwith a HarleyDavidson. In 1972 hewent faster with lower

compression pistons and itwas later discovered thatthe flame front was partiallyblocked by the piston dome.Flame travel notches wereused in the later 1970s by

many knowledgeable enginebuilders.

Last but not least is theComplete burn. This isachieved by simply addinganother spark plug to the

opposite side of thecombustion cham-ber and increasingthe voltage at theplugs to at least15,000 volts each.Dual pluggingalone of a stockmotor will elimi-nate mostdetonation, stopplug fowling andhard starting,increase horse-power by 5 percentor more, increasegas mileage, doublespark plug life, and

lower emissions. Sometuners have reported 6to 8 percent increasein gas mileage. Dualplugging is nothingnew. In the USA it wasfirst used by LibertyAircraft in 1917. Alittle later by Conti-nental and Lycomingin the 1920s and 30s.Primarily used as asafety factor it alsoreduced spark plugfowling and detonationand increased RPM by6 percent.

Well Bros nowyou’ve got the straightanswers to all thosequestions you beenaskin’. For more infoon your particularapplication, call theFLO Headworks cus-tomer service hotline,805-481-6300

Super Port DesignR&R Specialties the leadingmanufacturer of carbide cutters,has t eamed up w i th FLOHeadworks to perfect a “TooledFinish” that will effectively doublethe atomization of the incomingfuel. Many other improvementshave been well documented.Reduced engine temperature,detonation, spark plug fowling, andemissions. Improved horsepowerand gas mileage. Especiallyeffective with Hi-Performance camsand high compression pistons. Formore Info and a flow chart on yourmodel Harley Davidson contactPerry at FLO Headworks 1150 PikeLane #2, Oceano California 93445.Or call 805-481-6300.

FLO Headworks isnow Dual Plugging allHarley Davidson modelsfrom Knuckleheadthrough Twin Cam.

Dual Plugging in theU.S. was first used inaircraft engines in 1917by Liberty Aircraft. Inthe 1920s and ’30s,Continental andLycoming used dualplugging as a safetyfactor because it consid-erably reduced sparkplug fowling and deto-nation. RPM was alsoincreased by 6% per-cent.

In 1970 Warner Rileyset a new Land SpeedRecord at Bonneville of202 MPH with HarleyDavidson. In 1972 he

went faster with lowercompression pistonsand it was later discov-ered that the flame frontwas partially blocked bythe piston dome. Flametravel notches wereused in the late 1970sby some knowledgeableengine builders.

We began Dual Plug-ging Harleys in 1982and have since come tosome amazing conclu-sions. The deeply con-cave combustion cham-ber in HD heads hascreated a large lack ofcombustion efficiency.That problem combinedwith the gasoline avail-able today makes DualPlugs an absolute must.

The test results areimpressive. With 15,000Volts output from thecoil, using our Dual PlugWire Kit we guarantee itwill stop spark plug fowl-ing and hard starting,eliminate detonation,increase horsepower byat least 5% percent,increase gas mileage,double the life of yourspark plugs, and loweremissions. Some tunershave reported 6% to 8%increase in gas mileage.Also, especially effectivewith most Hi Performancecams.

Steel thread insertsare used on Panhead,Shovelhead and Evolu-tion 1340 and Twin Cam.

Dual Plugging

KnuckleheadTwin Cam

1150 Pike Lane #2 � Oceano, CA 93445 � 805-481-6300 � www.floheadworks.com

Dual Spark Plug Wire Kitfor Harley Davidson Twin Cam

Single Fire Ignition System

Manufactured and tested byFLO Headworks, this wire kit

is designed especially for the TC88.The kit allows the stock single fireelectronic ignition system to firedual plugs. The very highest qualityBelden Black High Temperature7mm GZ with Supression CoreIRS/350 is used. Designed to fit allHarley Davidson models, this wirekit measures 23 inches long and

comes with special terminals andboots to fit the coil. Sparky brandneoprene watertight spark plugboots and easy-to-install terminalsare used for the plugs.

For more info, contact the FLOHeadworks Customer ServiceHotline at 805-481-6300,fax 805-481-6341 or [email protected].

Dual Plugging the Twin Cam

Dual Plug Wire Kit installed


Twin Cam Big Bore Kitfor 95 Cubic Inch

Harley-Davidson Engines

We are proud to offer a 98%percent seal of piston rings.

These cylinders look exactly looklike Screamin Eagle™ with one bigdifference. Our cylinders are ma-chined to precision tolerance with“Torque Plates” at 38 ft. pounds.This increases the percentage ofleak-down from the factory averageof 90% percent to our minimumacceptable average of 98% percent.

The pistons are manufactured by

J.E. exclusively for our High Perfor-mance kit with valve pocketclearance for 1.940 intake valvesand 1.690 exhaust valves at valvelift of .600 thousandths. Utilizinghigh-tech CNC based manufactur-ing and purpose designed forgings,J.E. is able to maintain exactingspecifications on each and everypiston. They are forged and comecomplete with pins, clips and rings.The compression ratio is 9.5:1 withour Super Port Flow cylinder heads.

Camshaft Designfor the Harley Davidson

We asked HarveyCrane, the world

famous cam designer andhis answer was, “what-ever works,” or WEW, hispatented one-liner.

There are so manyfactors to consider. For

How to Pick the Right One the First Time

example, our three daycrammed cam schoolshould have taken threeweeks to digest, and nowwe have officiallyscratched the surface ofcam design. Computerprograms are high-tech

sophisticated, top secretstuff in the camshaftbusiness. And seems justlike overnight, everyonehas one. So where do yougo from here?

In addition to thecorrect cam profile, other

compatible componentsmust be used, such asIntake, Exhaust, andIgnition Systems. Headswith good flow character-istics including a highexhaust to intake ratioare also necessary. Otherimportant factors thatmust be taken into con-sideration are many. Justto mention a few; CubicInch displacement, Boreand Stroke configuration,RPM, Piston speed, Cylin-der Head Port Flow CFMchart; Weight of the mo-torcycle, Gear ratio, etc.Also terminology used todescribe important fac-tors currently required todesign cam lobe profilesproperly. Valve lift, Valvetiming, Duration degrees,overlap, lobe centers,Cam base circle diameter,Cam lift, Rocker arm

ratio, Valve train weight,valve springs pressure,Lifter type, Roller diam-eter, Hydraulic lifter leakdown rate, Hydraulicintensity, Major intensity,Minor intensity, Rampacceleration, OpeningRamp type and velocity,Closing Ramp type andvelocity, JERK, andSmoothing.

So, what does all thistechnical jargon mean toa person who is buying acam(s)? the short answeris to be sure the cammanufacturer knows howto use it, and The Masterdefinitely does. Our camsare specially designed foruse with EPA formulatedpump gasoline in Califor-nia and other stateswhere air pollution re-quirements are stringent.Our cams are especially

designed to create maxi-mum Horsepower andTorque across a broadpower band from 1800 to5800 rpm. Our cams areespecially designed to becompatible with allScreamin Eagle highperformance parts avail-able for the Twin Cam 88and 95 cubic inch en-gines.

Now the design andtesting process is com-plete and we are proud toannounce to HarleyDavidson owners aroundthe world the release ofour new Cam Kit for theTwin Cam 88 and 95 C.I.

Technical Informationis available from the FLOHeadworks CustomerService Hotline at 805-481-6300, or [email protected].

Camshaftsfor the Harley DavidsonHow to Pick the Right One the First Time


Pushrod Cover Kit Included (not pictured)

FLOMASTER™ Cam Kitfor The Harley-Davidson Twin CamFLOMASTER™ Cam Kitfor The Harley-Davidson Twin Cam

Valve Setting: Hydraulic Rocker Arm Ratio 1.628

Valve Timing Duration at .053 Valve Lift Lift @ TDC

Intake 22/42 244° .525 .218

Exhaust 44/22 248° .525 .176

Valve Spring Requirements (FLO Spring Kit)

On the Seat 1.840" 120 lbs.

Open @ Lift .525" 280 lbs.


FLOMASTERCams

Application: Engine I.D. Harley-Davidson Twin Cam 1999 up 88-95 C.I.

Grind #525 FH

Application Information

Designed by The Master for the Harley-Davidson Twin Cam engine.

Bolt In, Street Driven, Pump Gasoline. Compatible with all Screamin’ Eagle parts.

Broad Power Band 1800 to 5800 RPM.



FLOMASTERCams

Application InformationDesigned by The Master for the Harley-Davidson Twin Cam engine.

Broad Power Band 2400 to 6400 RPM.Street Driven, Pump Gasoline. FLO Valve Spring Kit clearance required.

Valve to Piston clearance required. Cam Case clearance required.



Intake 22/54 256° .575 .218

Exhaust 58/22 260° .600 .176





FLOMASTERCams

Grind #600 FH1150 Pike Lane #2 • Oceano, CA 93445 • 805-481-6300 • www.floheadworks.com

FLOMASTERCams






Intake 22/50 252° .550 .218

Exhaust 54/22 256° .575 .176




Application: Engine I.D. Harley-Davidson Twin Cam 1999 up 95 C.I.

Grind #575 FH


FLOMASTERCams






Intake 22/46 248° .525 .218

Exhaust 50/22 252° .550 .176





FLOMASTERCams

Grind #550 FH

FLOMASTER™ Camsfor the Harley-Davidson Twin CamFLOMASTER™ Cams

for the Harley-Davidson Twin Cam

Cam installation

Remove and replace cams


Blueprinting Keihin40 and 44 mm CV Carburetors

A fter much time and testing,FLO Headworks is pleased to

announce to Harley-Davidson own-ers everywhere. We have finally fin-ished designing a Computer Pro-gram that will allow us to Blueprintthe Keihin CV Carburetor on thebench, guaranteed to work perfect-ly for your specific engine.

All Constant Velocity Carburetorsare designed to conpensate forchanges in altitude and barometricpressure, however, the slightestmodification to increase engine per-formance will require a carburetortuning. One of the biggest problemsoccurs in the design of the air filter

chamber and the air filter element.Most air velocity problems arecaused by a restrictive air filter.

Many factors are considered suchas Engine Displacement in CubicInches, Bore and Stroke configura-tion, Compression Ratio, FlowChart with CFM figures on theports, Ignition System informationif other than stock, Exhaust Sys-tem type, and most important CamSpecifications.

For more info and tuning tips, con-tact the FLO Headworks CustomerService Hotline at 805-481-6300.


High Flow Air Filter KitFor Keihin CV Carburetors

We are pleased to offer thehighest flow Air Filter Kit ever

manufactured for Harley-DavidsonMotorcycles. K&N Engineering hasbeen helpful in the development ofthe filter element that will flow inexcess of 700 CFM. A must for bigcubic inch engines.

Maintained properly, this filter hasa lifetime guarantee. The air filterbacking plate is made of .125 inchthick steel with welded mounting

fixtures for all Harley-Davidson V-Twin models from 1937 to present,including the Twin Cam 88. Thiskit comes complete with all mount-ing hardware including a radiusventuri ring. Detailed installationinstructions with photos alsocomes with the kit to make thismodification easy.

Catalog and price list is availablefrom the FLO Headworks CustomerService Hotline at 805-481-6300.

700 CFM Air Filter Kit installed

Blueprinted Keihin 44mm Carburetor

We get a lot of questionsabout exhaust systemsfor Harleys and I mustsay to all you guys outthere, Its like choosinga woman. The right sizeand shape or just theright sound to satisfyyour personal taste.

Technically speaking ina High Performanceapplication, the properfunction of the exhaustsystem is to evacuate orscavenge exhaust pulsesby keeping themconnected together.Imagine, if you will, arailroad train with all thecars connected together.They actually pull each

other down the track.This is the sameobjective that we wantto create in the exhaustpipe. The diameter andlength of this pipe isdetermined by the sizeand frequency of thepulses coming out ofyour engine. Someengines require a littleback pressure to runproperly because ofpoorly designed ports inthe head giving a lowexhaust to intake ratioor cam timing designedto comply with EPAEmissions Standards.

All I can tell you for sureis what works the best

with our Hot Setup. The basicInfo is to use a 1˚3/4 inchdiameter pipe 36 to 40 incheslong, straight through with noobstructions or baffles of anykind. Dyno testing tells us thatsome exhaust systems areconsistently better at makinghorsepower and torque likethe Thunderheader with itspatented anti-reversionsystem. Cycle Shack trueduals are even better formaking torque.

More info is available at theFLO Headworks CustomerService Hotline,(805) 481-6300.

Exhaust Systemsfor the Harley-Davidson

Which is the right one for you?

Exhaust Systemsfor the Harley-Davidson

Which is the right one for you?

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