Hammer Performance - for All Your Harley Davidson XL Sportster and Big Twin Performance Needs
Hammer Performance Horizontal Bar



Dyno Room and Results for Harley Davidson and Buell Performance Products and Services from HAMMER PERFORMANCE


New Harley Davidson and Buell Performance Products from HAMMER PERFORMANCE


Garage Sale Products from HAMMER PERFORMANCE


Harley Davidson and Buell Performance Photo Gallery


Pictures of Harley Davidson and Buell Performance Cylinder Heads


Pictures of Custom Air Hammer Air Cleaners








CAMS & VALVE TRAIN

For Sportster & Buell


Quick Links:


XL Cams


Cams for Harley Davidson Sportster and Buell Models

Proper cam selection is critical to the performance of your XL engine. At HAMMER PERFORMANCE we have many years experience building XL engines and we've used literally every XL cam available at one time or another. We're proud to offer on this page the grinds that we've had the best success with, and that work the best with our head work.


Here's a quick guide for cam selection. The first spec to look at when selecting your cams is the intake close timing. What happens is that the piston is well on it's way up on the compression stroke before the intake valve closes. This is done to maximize cylinder fill, as the incoming fuel has inertia and the cylinder continues to fill for a little while even after the piston has started coming up. But the amount of time the cylinder fills stays pretty constant regardless of the rpm of the engine. So as the engine turns higher and higher rpm's, ideally you'd like to move the intake close timing out farther and farther. Since these motors don't have variable valve timing, you have to pick an intake close timing event based on the rpm that matters most to you. Street grinds typically close the intake valve anywhere from 35 to 55 degrees after bottom dead center (ABDC) Race grinds tend to close it anywhere from 55 to 70 degrees ABDC.


One other note on intake close timing: the later you close it, the higher compression ratio you need, since no compression takes place until the valve is closed. A high compression ratio with early intake close timing is a recipe for detonation. Likewise a low compression ratio with late intake close timing will sap power, especially on the bottom end. Download a copy of our Static and Corrected Compression Ratio Calculator to help decide how much compression you need with a specific set of cams.


The next important spec to look at is the overlap. Overlap is the sum of two of the timing numbers, exhaust close and intake open. Add these two numbers together. Overlap is the number of crankshaft degrees in which both valves are open at the same time. Why is this so critical? It happens as the exhaust cycle is finishing and the intake cycle is beginning, with the piston passing through top dead center. While both valves are open, the exhaust and intake are effectively connected together. If the exhaust pulls right then, it'll get the next intake charge moving before the piston even starts pulling on it, giving the cylinder fill a huge head start. But if the exhaust pushes back right then, it really messes up the cylinder fill and fuel mixture (we call it a "reversion"). So in a nutshell, more overlap turns over more control of your engine's powerband to the pipe. When using cams with a lot of overlap, your torque curve will essentially be a map of how the pipe behaves at different rpm's. Overlap with a good pipe really helps you. Overlap with a bad pipe really hurts you. If you've got a pipe with the sound or looks that you like, but it doesn't work well at the rpm you like to ride, choose cams with less overlap.


TDC lift figures are also very important, and closely related to overlap. These numbers tell how much the valves are open as the piston passes through top dead center during the overlap period. Why is this important? In a word, clearance. Contrary to popular misconception, valve to piston clearance has nothing to do with maximum lift, because maximum lift always occurs with the piston well down the bore. It's the valve lift as the piston passes through TDC on overlap that creates clearance problems. So if you're looking at cams with high TDC lift figures, plan on claying your motor to check your clearance. High TDC lift figures can also cause issues with valve to valve clearance, but if we set up your heads and you told us what cams you're using, we've checked it and set it for you.


Maximum valve lift should be chosen with an eye on the head's flow numbers. Many stock ports will "nose over", flow-wise, at lifts well under .500". That means the port is flowing all it can, and opening the valve farther doesn't make it flow more. After the heads have been properly prepared, however, this changes dramatically. So consult your head porter about how much lift your heads can make use of. If you're using stock heads, there's really not much point in going past about .500 lift with even the best factory heads.


One more point to consider: high maximum lift doesn't cause issues with valve to piston clearance, but there are a host of other clearance issues it can cause. With a high lift cam grind, the cam lobes may want to contact the underside of the tappet bosses and/or the pinion race, the tappets may want to run into their anti-rotation pins, rocker arms may want to contact the rocker box tops, springs may bottom out and bind, or your retainers might run into your valve guide seals. On top of that, high lifts put a lot of side loading on the valves which causes guide wear. The bottom line is that there's no benefit and many drawbacks to running more lift than your heads can make use of.


At HAMMER PERFORMANCE, we carry XL Cams from HAMMER Performance, Andrews, Red Shift, Screamin Eagle, and Wood. Here are our favorites:

  • HAMMER Jackhammer 570 - Bolt-in grind for 2004-up 1200 models. Designed to give a boost in mid range and top end over the factory "W" cams with no loss in bottom end power. Ideal for the stock 9.7:1 compression ratio but can be used up to 10:1 with careful tuning. Also works well on SMASH prepared 883 heads. Smaller than stock base circle to simplify installation.
  • SE Bolt-Ins/Andrews N4 - Our favorite bolt-in grind for the 03 & older XL's. Original equipment on many Buells. Ideal compression ratio of 9.5:1 to 10.5:1. Broad powerband and can pull to 6800rpm with good heads and pipe. Easy on the valvetrain. An excellent match for our Impact head porting service on this generation of heads.
  • HAMMER Impact 560 - An amazingly versatile grind. Bolt-in for the late model 1200's. Proven to add as much as 14hp to a stage 1 EFI 1200. Also a part of the 100+hp 883-1250 conversion package. Similar intake timing as the N4 above but with additional lift to take advantage of the better hardware in the later heads and more overlap to take advantage of good exhaust systems. Ideal compression ratio of 10:1 to 10.5:1. Broad powerband and can pull to 7400rpm with good heads and pipe. Easy on the valvetrain and designed for quiet operation. Smaller than stock base circle to simplify installation. An excellent match for our Impact head porting service on the latest generation of heads.
  • Screamin Eagle .536 - Good hot street cam. Ideal compression ratio of 10:1 to 11:1. Keeps costs down because they do not require a large cast of supporting components. Watch the valve to piston clearance on the exhaust side when using stock pistons or pistons with smallish valve pockets. Works with stock late model beehive spring pack. Excellent choice for Smash head service with 7mm option. Broad powerband up to 7000+ rpm.
  • Screamin Eagle .575 - More top end than the SE .536, but needs better springs. 10:1 to 11:1 is where you want the compression ratio. Easy on the valvetrain. Use pistons with large valve pockets. Small base circle to avoid cam box and tappet pin clearance issues. Excellent match for Smash head service with heavy duty valvetrain pieces. Broad powerband up to 7000+ rpm.
  • Red Shift 585 - Great street cam for 88 inchers or race 1250's. 10.5:1 to 12:1 ideal compression ratio. Easy on the valvetrain. Low TDC lifts for easy setup. Cam box clearancing and long tappet flats are generally required, as well as lobe clearancing for pinion race. Excellent match for Smash or Sledge head service with heavy duty valvetrain pieces. Broad powerband up to 7400+ rpm.
  • HAMMER Crush 600 - Great street cam for 88 inchers or hot 1250's. 10.5:1 to 11:1 ideal compression ratio. Easy on the valvetrain and designed for quiet operation. Requires pistons with large valve pockets. Small base circle for easy installation. Excellent match for CRUSH head service but will work well with Smash or Sledge as well. Designed to be compatible with our PAC Alloy beehive spring pack when used with 7mm stems or our .650 lift Sledge Hammer spring pack with 5/16" stems.
  • HAMMER Sledge 660 - High lift grind for hot street or race applications in 88-100ci engines. Works best in big valve heads to take advantage of the lift. 10.5.:1 to 12:1 ideal compression ratio. Easy on the valvetrain. A lot of overlap makes it sensitive to the exhaust system. Roller rockers mandatory. Check valve to piston carefully. Cam box clearancing and long tappet flats are required, as well as lobe clearancing for pinion race on most motors. Excellent match for Sledge head service on street applications. Broad powerband up to 7200+ rpm.
  • Red Shift 729V2 - Race grind for 88 inches and bigger. Works best in big valve heads to take advantage of the lift. 12.:1 to 14:1 ideal compression ratio. A lot of overlap makes it sensitive to the exhaust system. Check valve to piston carefully. Roller rockers required. Cam box clearancing and long tappet flats are absolutely required, as well as lobe clearancing for pinion race on most motors. Excellent match for Sledge head service on race applications. Broad powerband up to 7500+ rpm.

Cam Gear Tooth Pitch Harley Davidson Sportster and Buell Models
The tooth pitch was changed on the pinion & #2 drive gears starting in 2000
91-99 style shown on left, 2000-Up shown on right


A note on pinion gears: Starting in 2000, HD went to a new, finer pitch on the pinion gear and the matching drive gear on the #2 cam. This change was then made on all the gear connections for 2001. Note that some cam grinds are only available in one series or the other. To retrofit 2000-up cams to 1991-1999 motors, update the pinion gear (available below). Likewise, to put 1991-1999 cams into 2000-Up models, back date the pinion gear. Alternatively, if you have a press, read this for instructions on how to move your drive gear from one set of cams to another.


"Bolt-In" Cams: "Bolt-In" means that the cam manufacturer believes the cams will go into your motor with the rest of the parts all stock, and generally without any clearancing work as well. In other words, they install just like a set of the original cams. While bolt-in cams are convenient, if you restrict yourself to bolt-in cams you're leaving power on the table, particularly if you've done head work. Head porting allows the head to flow more air at lifts beyond what the stock cams provide. Bolt-in cams also typically don't have a lot of overlap, to keep TDC lifts and the associated issues down, so they generally can't reap the benefits of a high overlap grind the area of exhaust augmented intake flow.


XL Cams from HAMMER PERFORMANCE


HAMMER PERFORMANCE Sledge 660 Cams for Harley Davidson Sportster and Buell Models

HAMMER PERFORMANCE is proud to announce cams of our own design. We put a great deal of work into coming up with these cams, paying particular attention to torque and power production, ease of installation, and quiet operation. Although they're optimized for HAMMER PERFORMANCE CNC Head Porting, they work well in other applications too. See the description above for each grind. Click the thumbnails below for some of the dyno results from these cams.


Jackhammer 570 vs Stock W cams dyno chart
JACKHAMMER 570 vs. Stock "W" cams
Impact 560 vs SE 536 cams dyno chart
IMPACT 560 vs. SE .536 cams
Crush 600 vs SE 536 cams dyno chart
CRUSH 600 vs. SE .536 cams
Sledge 660 vs Wood & Red Shift
SLEDGE 660 vs. W68S&RS643


Note: the SLEDGE 660 cams are for installation in 1991-2005 motors only. Installation into a 2000-2005 motor requires backdating the pinion gear to the coarse tooth pitch, available below.
Note 2: SLEDGE 660 cams will be available approximately late March 2013



HAMMER PERFORMANCE Cams
Cam Grind Timing .053 Duration TDC Lift Max Lift Add to Cart
JACKHAMMER 570
Bolt-in for 04-up XL1200 models
I:28/32
E:42/28
I:240
E:250
I:.228
E:.220
I:.570
E:.570
Year
IMPACT 560
Bolt-in for 04-up XL1200 models
I:28/48
E:58/28
I:256
E:266
I:.228
E:.220
I:.560
E:.560
Year
CRUSH 600 I:30/54
E:60/30
I:264
E:270
I:.244
E:.236
I:.600
E:.600
Year
SLEDGE 660
for 1991-2005 models only
2000-2005 models require backdating to coarse tooth pinion gear
I:30/60
E:64/30
I:270
E:274
I:.248
E:.236
I:.660
E:.660
$350


XL Cams from Andrews

Andrews is the biggest name in XL cams and they offer the most grinds. We've had great success with both their street and race cams


Andrews Cams
Cam Grind Timing .053 Duration TDC Lift Max Lift Add to Cart
N2/V2
Bolt-in
I:22/38
E:46/18
I:240
E:244
I:.180
E:.155
I:.465
E:.440
N3
Bolt-in
I:17/33
E:43/11
I:230
E:234
I:.181
E:.134
I:.465
E:.482
N4/V4
Bolt-in
I:30/46
E:52/24
I:256
E:256
I:.216
E:.189
I:.490
E:.490
N6/V6 I:34/50
E:56/28
I:264
E:264
I:.241
E:.212
I:.500
E:.500
N8/V8 I:32/44
E:56/28
I:256
E:264
I:.226
E:.212
I:.490
E:.500
N9/V9 I:33/53
E:53/33
I:266
E:266
I:.240
E:.240
I:.555
E:.555
BV/NV I:35/59
E:59/35
I:274
E:274
I:.260
E:.260
I:.590
E:.590
N80/V80 I:32/60
E:626/30
I:272
E:276
I:.264
E:.244
I:.600
E:.600
N83/V83 I:32/64
E:70/30
I:276
E:280
I:.267
E:.248
I:.630
E:.630
N87/V87 I:34/70
E:76/32
I:284
E:288
I:.283
E:.269
I:.670
E:.670

XL Cams from Red Shift

Red Shift Cams have a unique feature: they can be made right on your existing cam gears. This is especially beneficial in 1991-1999 models which came from the factory with fitted cams to reduce noise. By having Red Shift lobes put on your cams, you maintain that factory fit and gear quietness.


Red Shift Cams
Cam Grind Timing .053 Duration TDC Lift Max Lift Add to Cart
567V2 I:24/49
E:54/19
I:253
E:253
I:.211
E:.172
I:.567
E:.567
575V2
Bolt-in for 2004-Up
I:26/38
E:44/20
I:244
E:244
I:.204
E:.172
I:.575
E:.575
585V2 I:22/59
E:66/13
I:261
E:259
I:.183
E:.139
I:.583
E:.583
630/585V2 I:26/40
E:59/21
I:246
E:260
I:.224
E:.181
I:.630
E:.583
643V2 I:28/62
E:71/19
I:270
E:270
I:.235
E:.172
I:.643
E:.643
729V2 I:34/65
E:71/28
I:279
E:279
I:.279
E:.228
I:.729
E:.729
790V2 I:36/66
E:66/36
I:282
E:282
I:.282
E:.280
I:.790
E:.790

Note: Outright Red Shift cams are all 1991-1999 Style. To use in a 2000-Up motor, back date your pinion gear (available here)


XL Cams from Screamin Eagle

Screamin Eagle makes some of our favorite cams for street use. They are easy on the valvetrain and work well at streetable compression ratios.

Screamin Eagle Cams
Cam Grind Timing .053 Duration TDC Lift Max Lift Add to Cart
SE Bolt-Ins I:28/48
E:52/24
I:256
E:256
I:.211
E:.191
I:.497
E:.497
SE .536 I:26/50
E:55/30
I:256
E:266
I:.209
E:.236
I:.536
E:.536
SE .575 I:28/52
E:57/29
I:260
E:260
I:.228
E:.221
I:.575
E:.575

XL Cams from Wood

Bob Wood is known for his high lift, narrow grinds, which tends to deliver a broad power band. Extensive head work is really needed to take advantage of big lifts. We've had particularly good success with the W68S in race and very hot street applications.

Wood Cams
Cam Grind Timing .053 Duration TDC Lift Max Lift Add to Cart
W8S I:19/47
E:49/17
I:246
E:246
I:.183
E:.176
I:.590
E:.590
W9BS I:22/50
E:52/20
I:252
E:252
I:.208
E:.191
I:.630
E:.630
W68S I:30/58
E:62/26
I:268
E:268
I:.260
E:.226
I:.678
E:.678

Note: Wood cams are all 1991-1999 Style. To use in a 2000-Up motor, back date your pinion gear (available here)


Pinion Gears


Pinion Gear for Harley Davidson Sportster and Buell Models

Updating or backdating cams in your XL engine? Be sure to match your pinion gear to your cams. We carry both the 1991-1999 style in 5 different sizes as well as the 2000-Up style "high contact ratio". Either style will bolt right into a 1991-present engine, which allows you to use late model cams in earlier engines and vice-versa.


We also carry pinion gears for 1986-1987 models. These gears are splined and will not fit the pinion shaft of any other years.


Pinion gears for 1988-1990 models are no longer available, sorry.


If you're not sure what size to use, get the yellow (smallest) gear. A little clatter won't hurt anything but gears that are too tight will cause localized tooth heating and failure.


Tech Tip: Never tighten or loosen the pinion nut by holding the flywheel assembly on the opposite side, by any method, including holding the rear brake with the trans in gear. The flywheel assembly is not made to hold torque twisting through it's crankpin and you can easily knock it out of true, necessitating a full tear down to repair. Instead, use one of our pinion locking tools to properly hold the pinion shaft in place.


1991-Present XL Pinion Gear

Select Year & Size:

1986-1987 XL Pinion Gear
(Splined)

Size


Bronze Oil Pump Drive Gears


Bronze Oil Pump Drive Gears for Harley Davidson Sportster and Buell Models

Sportster and Buell engines are notorious for wearing the oil pump drive gear on the pinion shaft. Pinion shaft runout causes this. HAMMER PERFORMANCE has the solution, though, a bronze oil pump drive gear that greatly reduces wear in this critical area. Check your stock drive gear; if the teeth are getting sharp on one side, it's time to get one of these. If you're into the cam box anyway for a cam change, it's cheap insurance.


Tech Tip: Never tighten or loosen the pinion nut by holding the flywheel assembly on the opposite side, by any method, including holding the rear brake with the trans in gear. The flywheel assembly is not made to hold torque twisting through it's crankpin and you can easily knock it out of true, necessitating a full tear down to repair. Instead, use one of our pinion locking tools to properly hold the pinion shaft in place.


Bronze Oil Pump Drive Gear - $98
Fits 1988-Present Sportster and Buell

Pinion Gear Locking Tools


GrindLock Pinion Gear Locking Tool for Harley Davidson Sportster and Buell Models

If you're changing the pinion gear and/or the oil pump drive gear, you need this tool! If you hold the crank still from the other side of the assembly - the primary side, or by putting the bike in gear and holding the brake - you apply twisting force through the crank pin, and the crank pin is not designed to resist much twisting force. You run the very real risk of knocking the crank out of true, which requires a full tear-down to fix.

Don't take the risk, get yourself one of our exclusive Grindlock pinion locking tools. We work on these bikes all the time, and frankly the other offerings on the market for this function frustrated us with weak teeth that liked to push away from the pinion gear. The Grindlock design solves that problem. It also engages for the full depth of the pinion gear for maximum strength.

Click Here for Instructions on Using this Tool


GrindLock Pinion Locking Tool for XL models
Also works on 1991-2002 Buell models except Blast
Year

Lifters

JIMS Tappets/Lifters for Harley Davidson Sportster and Buell Models


High lift cams and high rpm's place special demands on your lifters. At HAMMER PERFORMANCE, we carry quality lifters from Gaterman and JIMS.



Gaterman Lifters

High Quality Gaterman GP1023 Performance Lifters for Harley Davidson Sportster and Buell Models

Gaterman makes very high quality lifters for HD applications, that won't break the bank. Common features of Gaterman lifters include:

  • 3D CAD Designed and CNC Machined for Maximum Accuracy
  • Heat Treated Chrome Alloy Steel Lifter Body for High Strength
  • Precision Machined and Heat Treated Internal Components
  • Check-ball Metering for Precise Control and Low Noise
  • 100% Select-fit Components for Precise Leakdown Rate
  • 100% Flow Checked Pushrod Socket for Precise Oil Metering
  • Hardened, Tempered Certified 52100 Steel Roller, Axle, Needles
The four different versions available are:
  • GP1023:
    • High Performance for 00-05 Models
    • Triple Oil Feeds for Robust Oil Supply and Quiet Operation
    • Single Locator Flat for Proper Orientation to Oil Supply
    • Extended Body and Locator Flat for Higher Lift Capability
    • Oil Feed on Locator Flat to Lubricate Guide Pin
    • Oil Feed to Roller Bearing Needles
    • Slower Bleed Rate for Quiet Operation
  • GP1021:
    • Stock Replacement for 00-up Models
    • Precision Staked Axle for Maximum Retention
  • GP1022:
    • Stock Replacement for 91-99 Models
    • Full-floating Roller Axle for Durabality
  • GP1020:
    • High Performance for 86-90 Models
    • Inner Race Style Roller Bearing for Increased Reliability
    • Orbital Riveted Axle Clamps Inner Race to Roller Slot
    • Superior Durability Compared to “Big Axle” Designs
    • Surpasses OEM 18523-86 and S&S® No.33-5341

Gaterman Lifters
Lifter Type Select Year
High Performance (each)
Year
Stock Replacement (each)
Year



JIMS Lifters
Longer Anti-Rotation Tappet Flats on JIMS Lifters for Harley Davidson Sportster and Buell Models

All JIMS lifters are made in the USA from billet steel. They feature a large axle design to spread the load over more rollers, for the ultimate in durability when used with high pressure valve springs under brutal conditions. The bodies are finished to .0001 hydraulic clearance to ensure quiet operation and improved top end oiling. One of the most useful features is the extra long anti-rotation pin flats; 5-Speed XL's are notorious for tappet pin clearance issues when used with high lift cams, and JIMS lifters solve this problem nicely, accommodating up to .700 lift without issues (always check tappet pin clearance regardless).


As good as they are, JIMS recently came out with an improved version for 2000-present models, the PowerGlide II and Hydrosolid II. These new versions feature 30% higher dynamic load capacities due to an improved axle and wider roller, increased hydraulic lubrication capacity to send up to 10% more oil to the top end, and a doubling of the lubrication for the roller and cams.


Powerglides are a full self-adjusting hydraulic lifter similar to the factory piece in that they work over a wide range of lifter plunger preload, and therefore do not need adjustable pushrods. We recommend these for most street performance applications. Solid lifters of course are a solid piece of steel and require a lash adjustment. These are suitable for race applications only, where the tuner does not mind setting valve lash frequently. Hydrosolids are a combination of the two, they are designed to act as a self-adjusting hydraulic lifter below 5500rpm and then essentially become a solid lifter above 5500rpm. So they maintain a degree of the hydraulic lifter's ability to run quietly and automatically compensate for thermal expansion of the top end, while giving the high rpm advantages of a solid lifter, eliminating hydraulic pump-up and maintaining correct valve timing.


We recommend PowerGlide lifters for most street applications. For severe duty street or race applications, the Hydrosolids are our choice. We use Hydrosolids in all of our race motors as well as some of the more extreme street motors.


Note that like solid lifters, HydroSolids require the use of adjustable pushrods. This is due to the fact that the lifter plunger has very little travel compared to a standard hydraulic lifter and it's designed to be preloaded to a point very near the bottom. Even after removing and replacing your rocker boxes, you should always readjust your pushrods when using solid or Hydrosolid lifters, since the rocker box never goes back on in exactly the same place


JIMS Lifters
Lifter Type Select Year
PowerGlide/PowerGlide II (each)
HydroSolid/HydroSolid II (each)
Solid (each)

Sledge Hammer Pushrods


High Performance Pushrods for Harley Davidson Sportster and Buell Models

Strong, stiff pushrods are essential in a high performance engine. Sledge Hammer pushrods are the ultimate in heavy duty, featuring .065" or .083" wall heat treated chrome moly construction and "Mae West" ends for high lift cams. Available in adjustable or non-adjustable styles.


If you're planning to run more than 240lbs of valve spring seat pressure, choose the .083" wall pushrods. This much pressure is really only for all-out race motors though. High performance street applications and many race applications will be better off with the .065" wall pushrods.


Tip: a non-adjustable pushrod is stronger than an adjustable pushrod at a given weight. Ideally you should always use a non-adjustable pushrod when using standard hydraulic lifters and use adjustable pushrods when using HydroSolid or full solid lifters. Read our Tech Tips Article on Pushrod Length for more information. We stock fixed length pushrods in a length that's .050" shorter than stock because this is a typical value after head decking and optimizing squish clearance through thinner gaskets. However, if you need some other length, no problem, we custom make pushrods to your specifications as well.


Sledge Hammer Pushrods
Application Type
1991-2003 XL1200
1995-2002 Buell
(set)
2004-Up XL
2003-2010 Buell
(set)
Custom
(each)

Specify Collapsed Length:


High Performance Pushrods for Harley Davidson Sportster and Buell Models


Collapsible Pushrod Tube Kits


Collapsible Pushrod Tube Kit for Sportsters and Buells


Don't put up with cheap, leaky collapsible cover kits! Our kits use VW style conical seals at the base to ensure a leak-free connection. The bases themselves are CNC machined from billet aluminum and look as well as they work.


Note: Kits for 04-Up models utilize the stock pushrod bases and seal system.


Collapsible Pushrod Tube Kit
Replacement O-Ring and Seal Set


Billet Base Kits for Stock Pushrod Tubes


Billet Replacement Pushrod Tube Bases for 91-03 Sportster 91-02 Buell


The stock lower pushrod tube retainer on a 1991-2003 Sportster is a cheapo piece of pot metal that bends and distorts, causing leaks. Replace yours with our Billet Base Kit to solve this problem. They look great, too! Precision CNC machined in-house out of T6061 billet aluminum.


Billet Pushrod Tube Base Kit - $44.95
Fits 1991-2003 Sportster
or 1991-2002 Buell (except Blast)

Roller Rocker Arms

High Performance Rocker Arms for Harley Davidson Sportster and Buell Models


At HAMMER PERFORMANCE, we've seen just about every brand of roller rocker arms have a failure at one time or another, except for one in particular. So of course, those are the ones we carry! These rockers are forged from 8620 steel allow, heat treated and shot peened. They use 3/4" long bushings instead of the 1/2" bushings found in other rocker arms. The net result is the finest set of rocker arms on the market. We've subjected these rockers to some extreme abuse in our Bonneville motors, with spring pressures north of 270lbs on the seat, .785 lift cams, and 7500rpm, for miles at a time, over and over, and we've yet to break one. We highly recommend these roller rockers for any application with valve lifts over .575 and/or spring pressures greater than 180lbs on the seat. Available in stock 1.625 ratio or high lift 1.725 ratio. Note that high ratio rockers require proper setup of valvetrain geometry, they are not a bolt-on.


Roller Rocker Arms
all Evolution 80, XL, Buell, Twin Cam
Set of 4
Rocker Arm Shafts, Set of 4 - $32.00

Sledge Hammer Valves, Springs, Guides and Seals

For the Ultimate in Strength and Durability


High Performance Valves and Springs for Harley Davidson Sportster and Buell Models


The Sledge Hammer series of valvetrain components is our heavy-duty line. These are the parts that can take the extreme abuse of racing, and they're recommended for hot street applications as well.


Sledge Hammer Stainless Steel Valves

High Performance Stainless Steel Swirl Polished Valves for Harley Davidson Sportster and Buell Models

These valves were developed for the most extreme applications in NASCAR and other race venues where durability is the name of the game. They can withstand the punishment of high rpm, multiple stages of nitrous, turbocharged, and even blown fuel applications. We use these same valves in our 200+mph nitro burning Bonneville race bike. You simply cannot buy a better valve for your Harley Davidson performance engine. All valves use the most advanced stainless alloy and are swirl polished for maximum flow. 5/16" Stems.


Sledge Hammer 5/16" Stem Competition Valves
Application Choose Size
Intake - 86-03 XL1200, 99-04 Twin Cam,
& all Evo Big Twin (sold each)
Exhaust- 86-03 XL1200, 99-04 Twin Cam,
& all Evo Big Twin (sold each)
Intake - KPMI
86-03 XL883
(sold each)
Exhaust - KPMI
86-03 XL883
(sold each)

Sledge Hammer Competition Valve Springs

High Performance Valve Springs for Harley Davidson Sportster and Buell Models

Sledge Hammer valve springs are manufactured on state-of-the-art equipment out of the finest grade chrome silicon steel. They are then heat treated and stress relieved, which dramatically improves valve spring life. All springs are subject to strict quality screenings including cycle testing to ensure consistency from batch to batch. The bottom line is that these springs provide the stability needed for high lift, high rpm applications and the durability you need for years of trouble free service. We use these springs in our all-out race motors as well as our hot street motors.


Each Sledge Hammer valve spring is a dual spring assembly with a damper to control harmonics


Each kit includes four springs, four titanium retainers, eight 10 degree valve locks, and four spring seat locaters.


Sledge Hammer Competition Valve Springs
Specifications
Application O.D. Seat Pressure Coil Bind
Height
Rate
lbs/inch
Up to .600 Lift 1.530" 150lbs. @1.850" 1.160" 400
Up to .650 Lift 1.550" 200lbs. @1.875" 1.150" 475
Up to .700 Lift 1.550" 225lbs. @1.925" 1.170" 460

Sledge Hammer Competition Valve Spring Kit
Includes Springs, Ti Retainers, Keepers,
& Seat Locaters for 4 Valves
Sledge Hammer 10 Degree Valve Keepers
for 5/16 Valve Stems - Set of 8 for 4 Valves
Compatible with the retainers in the above kits

Note: HAMMER PERFORMANCE recommends using only new keepers whenever a cylinder head is assembled.


Sledge Hammer Valve Guides & Seals

High Performance Valve Guides for Harley Davidson Sportster and Buell Models

Being cylinder head porters, we're very opinionated about the parts that go into a cylinder head. We've used valve guides from every major manufacturer, and these pieces from AV&V are the best we've ever found. They feature:

  • A viton o-ring to prevent oil from passing between the guide and the head

  • A step to ensure positive depth placement

  • They're shorter on the top side to give room for high lift cams

  • A .531 diameter seal area with grooves to prevent the seals from falling off

  • Aerodynamically shaped ends for maximum flow, optimized separately for intake and exhaust

  • The best bronze alloy that allows a tight fit without fear of sticking

Please note that all of these guides come unfinished and must be reamed or honed to fit

High Performance Valve Guide Seals for Harley Davidson Sportster and Buell Models

Equally important to the guide is the guide seal itself.


AV&V viton guide seals resist temperatures 50 degrees higher than most viton seals. These seals work great and eliminate one more potential source of issues. That's the kind of parts we like to use!


We offer 5/16 stem diameter guide seals both in the .531 diameter to match the guides we sell, as well as in the .421 diameter to fit the stock guides as found on 86-03 XL's, 99-04 Twin Cams, and all Evo Big Twins.

Intake Guide
5/16 Stem for 86-03 XL, 99-04 Twin Cam,
& all Evo Big Twin (sold each)
Can be fitted to later heads as well
Exhaust Guide
5/16 Stem for 86-03 XL, 99-04 Twin Cam,
& all Evo Big Twin (sold each)
Can be fitted to later heads as well
Guide Seal
5/16 Stem - Set of 4

Striker Valves, Springs, Guides and Seals

Strong & Lightweight Valvetrain Pieces for Street Performance


High Performance Valve Train Components for Harley Davidson Sportster and Buell Models


The Striker series of valvetrain components is for street performance applications. They feature ultra light weight 7mm stem valves and beehive springs.


Striker 7mm Stem Stainless Steel Valves

High Performance Stainless Steel 7mm Stem Valves for Harley Davidson Sportster and Buell Models

These top quality valves feature the same advanced alloys as out Sledge Hammer valves above, but are made with ultra lightweight 7mm stems.


Strong, durable, and high flowing, these valves are perfectly suited to street performance applications with up to .600 valve lift and 175lbs spring pressure on the seat. For more demanding applications, use Sledge Hammer valves.


All of the 7mm Stem Striker valves below have triple grooves compatible with factory keepers and retainers, except part numbers F0320, F0320M, and F0318 which require keepers K10062 sold below.


7mm Stem Performance Valves
Application Choose Size
Intake - 04-Up XL1200, 05-Up Twin Cam
& all Buell XB (sold each)
Exhaust- 04-Up XL1200, 05-Up Twin Cam
& all Buell XB (sold each)
Intake - 04-Up XL883
(sold each)
See Note 2 Below
Size
Exhaust - 04-Up XL883
(sold each)
See Note 2 Below
Size

Note: Part numbers F0320, F0320M, and F0318 use a single keeper groove that is not compatible with the factory 7mm locks. Use locks K10062 sold below
Note 2: Proper installation of conversion valves F0300M and F0302M requires the enlarging of the 883 combustion chambers. When using these valves, Hammer Performance recommends using flat top pistons for proper compression ratio. For 7mm conversion valves that work with dished pistons, use valves #20-20550 and #20-20555

Striker Beehive Valve Springs for 7mm Stem Valves

High Performance Beehive Valve Springs for Harley Davidson Sportster and Buell Models

Beehive (or conical) springs offer certain advantages over conventional dual or triple spring assemblies, particularly in the area of reduced weight at the top end (which has the most movement) and improved harmonics. They also eliminate the need for rocker box clearancing for the springs in HD applications.


The downside to a beehive is that for a given combination of seat pressure and installed height, less travel is available. Essentially, since there's only one spring, the spring wire has to be made thicker to achieve a given seat pressure, and that sacrifices travel. Therefore, in HD applications the beehive style springs are best suited for moderate lift and pressure applications. This makes them a perfect match for 7mm stem valves.


Our base level beehive spring is very well priced and has been proven suitable for most cam grinds up to .550 lift and rpm's up to 6900. This spring pack uses lightweight steel retainers.


For higher lifts and rpm we also offer a high end beehive spring pack made from premium quality PAC Alloy that's been heat treated, stress relieved, multi-stage shot peened, and nitrided. These springs have the highest level of fatigue resistance available and are suitable for the toughest endurance racing applications. They work terrific in street bikes as well. They come complete with Titanium retainers.


Both kits are available with either triple groove keepers (locks) or single groove keepers, choose the keepers to match your valves. Both styles of keepers are compatible with the factory 7mm retainers as well. The springs are all designed to work with the factory style 7mm guide seal/locater assembly.


Striker Performance Valve Springs
Specifications
Application Seat Pressure Coil Bind
Height
Rate
lbs/inch
Up to .550 Lift 130lbs. @1.850"
Up to .600 Lift
Premium Endurance Spring
175lbs. @1.850" 1.165" 370

Striker Performance Valve Spring Kit
Includes Beehive Springs, Retainers,
& Keepers for 4 Valves
Striker Performance Valve Keepers
for 7mm Valve Stems - Set of 8 for 4 Valves
Compatible with the retainers in the above kits
as well as the stock retainers

Note: HAMMER PERFORMANCE recommends using only new keepers whenever a cylinder head is assembled.


Striker Valve Guides & Seals

High Performance 7mm Valve Guides for Harley Davidson Sportster and Buell Models

As with the 5/16 Sledge Hammer series, we've found the AV&V guides to be the best available, for most of the same reasons:

  • A viton o-ring to prevent oil from passing between the guide and the head

  • A step to ensure positive depth placement

  • Aerodynamically shaped ends for maximum flow, optimized separately for intake and exhaust

  • The best bronze alloy that allows a tight fit without fear of sticking

The only real difference between these and the 5/16 pieces, other than the stem diameter, is the way the top is done. These guides use a .562" diameter top like the factory guides on 2004-Up XL's and 2005-Up Twin Cams, which means the seals for these guides are fully compatible with the stock guides as well.


Please note that all of these guides come unfinished and must be reamed or honed to fit

High Performance 7mm Valve Guide Seals for Harley Davidson Sportster and Buell Models

The 7mm stem guide seals feature the same high-temperature viton material found on the 5/16 stem guide seals. They are also compatible with both the AV&V guides above as well as the OEM guides.


This larger .562 i.d. 7mm guide seal, which HD introduced in 2004 on XL's and 2005 on Twin Cams, was a design improvement on their previous generation of .431 i.d. 5/16 stem guide seals. The larger diameter adds stability, plus the way the guide seal is held in place by the spring seat locater is a nice design that keeps the guide seal in place and stable.


The design has a downside, however, in that shimming the valve springs moves the seal upward, which reduces retainer to seal clearance and pushes the seal up on the guide. The tall guide protrusion above the head surface also limits maximum lift. Applications above .600 of valve lift should use the Sledge Hammer series of parts.

Intake Guide
7mm Stem for 04-Up XL, 05-Up Twin Cam
(sold each)
Can be fitted to earlier heads as well
Exhaust Guide
7mm Stem for 04-Up XL, 05-Up Twin Cam
(sold each)
Can be fitted to earlier heads as well
Guide Seal
7mm Stem - Set of 4

Free Web Counter