American Iron Magazine December 2017

the bike’s ECM. This screen doesn’t
stay on the bike. It’s provided to give
you access to the ECM, so you can alter
the ECM’s fuel maps, etc. without a
computer. We’ve used a Power Vision
tuner on many American Iron Magazine
projects and have always gotten excellent
results.
As always, the accompanying dyno
chart shows two sets of horsepower and
torque readings. The baseline set show
what we had after we installed a S&S
Stealth air cleaner (as shown in our last
issue) and a S&S header package and
that we’ll show you how to install in the
January/February 2018 issue of American
Iron Garage. The second set of power
readings show the power increases we
got after installing the new 465C cam
and resetting the fuel mixtures using a
Power Vision tuner.
As he did for our Stealth air cleaner
install and test, Chris Cowden at Bayside
Harley-Davidson in Portsmouth,
Virginia, will be bolting on the parts,
tuning the engine, and running the
dyno for this article. Longtime readers
know we’ve done several projects with
Chris and the crew at Bayside over the
years. Bayside H-D is an excellent shop
with service techs that know their way
around Harley-Davidsons.
7
Chris reinstalls the stock cam support plate using the
four stock short bolts and the oil pump using the four
stock long bolts, some S&S-supplied threadlocker, and a
3/16" Allen. He torques the bolts to 90-120 in-lbs.
4
After checking that the bearing is at the same depth as
the stock one with a micrometer, Chris slips the new
S&S 465 camshaft into the new bearing.
8
Chris then reinstalls the stock cam sprocket spacer onto
the end of the camshaft.
2
To measure how deep the inner cam bearing is in the
right case, Chris places a steel straightedge across
the case’s gasket surface and uses a dial indicator to
measure the distance to the inner cam bearing.
5
Chris then checks that the stock cam support plate is
perfectly flat using a steel straightedge.
9
Chris positions both sprockets onto their shafts and,
using the stock bolts and washers, secures them to
their shafts. Using a sprocket locking tool, he torques
the pinion bolt to 24 ft-lbs. and the cam sprocket bolt
to 34 ft-lbs.
3
After Chris removes the stock inner bearing and coats
the outer wall and rollers of the new S&S bearing with
oil, he installs the new bearing (number side facing
out) using a H-D removal and installation tool.
6
If you didn’t remove the oil pump, this is the only S&Ssupplied
O-ring you need to replace. If you did remove
it for some reason, replace all of the O-rings now
exposed by the oil pump. Then reinstall the pump.
10
With a steel straightedge across the tooth section of
both sprockets, Chris uses a flat feeler gauge to check
if the sprockets are aligned. Our gap is 0.006"; the
maximum is 0.009", so we’re good.
AIMag.com Issue #358 / American Iron / 83