ScuRoo

Thanks LP - yep, I'm up on Megacycle having bought Norris out aways back & the SS is now labelled the 620x11. Cy, Megacycle have them listed for sale - here's their MG specific list http://www.dpguzzi.com/megacams.pdf& see the duration/lift specs on it (also compare stock & 620x10). "Thomas" the SP1000 owner seems to be a lone voice in the desert in his recommendation…. Has anyone even considered it before finally choosing another - I'd even be interested to know why you chose to pass it over in favour of something else.

I've developed an unhealthy curiosity towards the Norris SS cam, the 620x11. Seeking any persuasive opinion and/or dissuasive discussion for enjoyable enlightenment. So, I'm putting it out there - as seems it's not a cam that V11 owners ever seem to install. True, I understand recommendations abound that the 620x10 is the go to usual suspect… However, an SP1000 owner is happily using it & I'm baffled as to why the Norris SS isn't one V11 owners haven't utilised…? SP1000 owner quote: "There are several good performance cams on the market. I fitted a Megacycle 620x11 to my wolf-in-sheeps-clothing SP1000 and in my opinion every streetbike should have one - not to mention racebikes. Why do I say this? My bike is a streetbike/commuter and I feel no loss of bottom-end performance and gains everywhere else. (I'm running LM2 heads - same valve sizes as the LM3 - and PHF36 carbs)." Btw, in the course of my travels I found this former published interview with Norris Barsumian which I include for those that might find it interesting as well. Interview: Norris Barsumian We Venture Into The World Of Camshaft Esoterica, Where A Little Means A Lot, If Going Faster Is The Goal. JODY NICHOLAS WITHIN THE SHORT SPAN of three years, Norris Performance Products has grown from a two-man operation to one of the most respected names in racing cams for both automotive and motorcycle engines. It's still not a large company, but it is growing steadily, and is constantly improving its products. Norris Barsumian is a motorcyclist who was previously involved with electronics, while Norris Baronian formerly held the position of general manager of Iskenderian Cams. Working together, they have produced cams for recordholding cars and motorcycles all over the U.S. Danny Macias, head of the Triumph-BSA racing effort in the U.S., has been using Norris cams fora couple of years, as has Harold Allison, the tuner of the Norton 750 which carried me to many victories at Ascot Park this past season. What, then, is the secret behind these fast machines? We feel that the cams played a very important part. One which we wanted to know more about. CAM LOBE DESIGN CW: Now Ilui! we know sonic oj the basic terminology regarding earns, could you explain a little more? Norris: Sure. On any cam there is an opening ramp and a closing ramp. They may be the same (symmetrical) or they may have different (asymmetrical) characteristics. Our cams for Triumph and Norton are symmetrical, but the Honda cams are asymmetrical, for a reason I’ll explain in a moment. Most of the actual lift occurs in the flank portion of any cam, but it’s important to have a good combination between the rates of lift of all three basic parts of the lobe. Eor example, a cam could be designed to have a rather quick-lifting ramp, and have the rate of lift slow down somewhat in the flank section. We’ve found that a maximum rate of lift of 0.007 in. per degree of crankshaft rotation works extremely well in the 650 Triumph. CW: What determines the amount of valve clearance, or "lash, "in any particular engine? HV know, for instance, that you set the valves for zero lift on a Royal ffnfield Single, but the figure for other machines is often in the region of 0.010 in. Norris: Valve lash is determined by the engine designer (or by the cam designer), and is directly related to the amount of “growth” experienced by the cylinder and valve train components when an engine gets up to operating temperatures. A Harley Sportster will run along with about 0.0 lb-in. valve lash when hot, but the clearance is nil when the engine is cold. Media Credit Media Caption Media Description Media Image Media Credit Media Caption Media Description Media Image One thing most people don't realize is that you can alter the characteristics of a cam merely by varying the amount of lash in the valves. You can squeeze down on the lash it you need a little more top end. or you can open up the clearance a little il the cam (like ours) has a long ramp area and gain a little mid-range power and torque. It s best not to overdo this, however, as too much lash will cause damage to certain of the valve train components, and too little could cause the valves to burn. Most people don’t realize that cams are “adjustable” like this, but it's best to get the information from the cam designer, or some authority, betöre making any radical changes. Another reason for valve lash is to allow the valve to sit on its seat and cool. There’s less you can do in this area with an overhead cam machine because of the lesser amount of variance between hot and cold clearances. Getting back to the asymmetrical lobe design of a Honda, it is because they use a finger-type follower that the lift ratio isn't the same on both sides. The cam rotates in only one direction, but the followers are on both sides of the cam. On one of the followers, the cam is picking it up from the back side of the lifter shoe, and on the other, it begins lifting on the front side. As the cam sweeps across the lifter either towards the central pivot point, or away from it. the ratio of lift is constantly varying. Hence, the cam lobe must be ground accordingly to obtain a symmetrical opening/closing rate for the valve. PROCESSING A CAM CW: What happens to a customer's earn w hen it comes in for a regrind? Norris: First, the cam bearings are checked to make sure they're not out of round, and I look to make sure there’s enough material on the lobes to permit a regrind. We then grind the cam and send it out for a special heat treating which doesn't distort it. After another check we send the cam back out for a double lubing. It’s first Parkerized (an acid and manganese iron high-temperature process which deposits a non-metallie lubricant into the pores of the metal) and then dry-lubed, using an aircraft process which involves baking. CW:7.v/;7 that like Microseal? Norris: It performs the same job as Microseal, but it’s not the same process. The main idea is to allow the cam lobe and lifter to “mate”; that is, to form a rubbing surface on each. Most cam lobe and lifter failures occur in the first few minutes of operation, before the rubbing surface is properly formed. We also include an assembly lube with our cams for the guys to use so that the parts stay lubed until oil pressure reaches them. It makes a big difference in the life of the parts. CW: What do you do when a cam has to he huilt up to get enough lift after regrinding? Norris: We use one of two processes, either heliare or acetylene welding. We use the heliare on most cams because the metal flows onto the lobe more densely. With acetylene, the cam has to be heated so high that controlling the flow of the rod is often difficult. It just runs all over. But we have to use acetylene on Honda cams because they have a form of graphite introduced into the lobes to alleviate the wear problems they used to have. Trying to hard-face over a lubricant like graphite is tough, but we now use a new rod which works very well. On the built-up cams, we grind a groove in the center which begins on the ramp, continues through the flank, up over the nose, and down the other side. The hard-face is then laid beginning in the center of the groove and is layered to a thickness of 1 /8 in. or so at the top of the nôse. Even after grinding, there is enough hard-face to keep from going into the original material, and with the groove full of the hard-face material, it doesn’t matter if you do grind a little below where the original material was. LIFTER DESIGN CW: What influences lifter design? We know that some machines use a radiused lifter, while others use a flat tappet, and a few use a roller tappet. Which is best, and why ? Norris: The lifter design is really an outgrowth of the engine’s design and the purpose for which the machine was originally designed. A roller tappet requires a larger base circle on the cam than a flat tappet with the same lift and duration characteristics, but is usually quieter in operation. A flat or radiused tappet can be made almost as silent through the use of quieting ramps on the cam lobe itself. A quieting ramp merely begins the lift pattern a little earlier and more gradually. With a racing engine, however, noise is of little consequence, and the most important considerations are to get the valve open as quickly as possible, hold it open a long time, and then get it closed. Media Credit Media Caption "Master" cams for the Norton (above) and Triumph (below). These devices are patterns for grinding a customer's cam and fit on the end of the cam grinding machine. Media Description Media Image Media Credit Media Caption Norris prefers double straight-wound valve springs with a third, flat-wound spring in between to cancel our harmonics. Media Description Media Image CW: Do you make any roller tappet conversions for the British and Japanese machines? Norris: No. We don’t feel that they’re necessary and they do have several disadvantages. First of all, they’re expensive, and they take up more room. The rollers also have a tendency to slide or skid over the lobe at high rpm, and the needle bearings inside the roller often fail under such conditions. They work well in large V-8 car engines because the cam lobes and roller diameters are large, but not in high-rpm motorcycle engines. The Triumph uses a radiused lifter that approximates a roller lifter’s shape, so we use a “roller profile” grind on the cam. CW: What about the ratio of the rocketarm on an overhead valve engine? Norris: Well, the ratio of the rocker arm is decided by the engine designer, and we haven’t found it necessary to change it on a motorcycle engine. If we want a valve lift of 0.400 in., and we know a rocker arm ratio is 1.2:1, we grind the cam to have a lift of 0.352 in. Most of our cams have higher lift and longer duration than our competitors’ cams, but we’ve been able to get good results because of other techniques we use. THE VALVE SPRING Norris: The valve spring’s function is to control positively the opening and closing of the valve. But the spring also has to force the valve, rocker arm, pushrod and tappet back into their relative positions after the cycle has completed itself so that another cycle can take place. But it’s not as simple as all that. At high rpm, stresses on the valve train are multiplied greatly, and therefore spring pressures are often as high as 400 psi when the valve is fully open. CW: We notice that you have a flat third spring between the inner and outer valve springs. Norris: Yes, it’s called a damper spring and it serves to reduce the harmonics that the valve springs set up during their operation at different rpm. The springs behave much like a quitar string in that they flex in the middle, setting up a harmonic vibration. This harmonic upsets the springs to such an extent that premature valve float often sets in, keeping the engine from developing its maximum power. And it can also cause damage to other components in the valve train. The idea of the damper, then, is to put in a stiff spring between the inner and outer valve springs which is coiled in the opposite direction. This damper actually touches the other springs when they begin to go into harmonics, and has a reverse effect, and a cancellation effect occurs. Any drag between the three springs is reduced to practically nothing shortly after the engine is started as they “lap” themselves in. Using this design, we can effectively use lower spring pressure for a given rpm limit. For example, all our springs are constant rate, but the pressure of the valve on its seat in a 050 Triumph is only 90 lb. I bis low pressure means less cam lobe wear, and eases the strain on all components. We use and believe in this, not because it’s something new, but because it works. I’ve had customers with both Nortons and Triumphs pick up 300-500 rpm just by changing to our springs. CW: You also advocate the use oj your titanium retainers with your cams? Norris: Yes, there is quite an advantage to using titanium for the retainers instead of steel or aluminum. Titanium is lighter than steel and almost as strong. Although aluminum is lighter than either of the other materials, it isn’t nearly as strong. Every ounce you can save in the valve train is worth its weight in gold. INTAKE AND EXHAUST TUNING CW: What about intake and exhaust tuning? Do you take that into consideration when designing a cam? Norris: Because we design cams for engines that are already in production, we know we have certain parameters within which we can work. We keep pretty close track of all our cams, and if we find that a certain type of intake or exhaust system works well, we publish it along with the cam’s specifications in our catalog. The only way to be really sure is to use a dynamometer. If it works on the dyno, it will work on the track. But actual track testing under racing conditions can further development. A subtle change to an intake or exhaust system can make a world of difference. Media Credit Media Caption 1) A standard Triumph 650 cam. 2) Grooves are ground into the lobes to accept the hard facing. 3) A cam which has been hard-faced, and is ready for grinding. 4) The finished product. Media Description Media Image http://bondiviewertest.azurewebsites.net/DataView/Article/CW?issueKey=19710601&articleKey=19710601068 So, back to the Norris SS for the V11, are there any owners who have tried?

http://www.gpone.com/en/2016091032252/motogp/moto-guzzi-considers-a-return-to-racing.html Hehehe, I'd love to believe...

http://www.htmoto.de

http://www.amcn.com.au/news/interviews/1412/father-of-the-superbike-federico-martini/ Been checking in on the progress of liquid cooled Guzzi motor from time to time over & stumbled upon this sad news today... Maybe this is why nothing has yet eventuated on the indicated release of the new motor muted to have been unveiled in late 2015! Anybody know anymore…?

https://youtu.be/8fWHzX4hysU MPC Scighera

https://youtu.be/AH5inPviQLg …fun!

Oi, there's gotta be some industrial espionage going on here...!

Ouch, I bet Guzzi were a bit miffed... maybe a little concerned. No USP respect! http://www.returnofthecaferacers.com/2013/04/laverda-v6-racing-concept.html#more

Hi fella's If anybody has wondered about what that experimental Guzzi 4 Cilindri would've been, now seems would be a good way to find out for those with the skills. http://www.moto.it/static/upl/mot/0024/moto-guzzi-prototipo-v4--sfoglia-la-gallery.jpg http://www.italian.sakura.ne.jp/bad_toys/engine/multi_engine/guzzi_v7_quattro_cilindri.jpg Buy complete engine package, shoehorn in... and ride! http://thekneeslider.com/is-the-motus-v4-baby-block-crate-engine-the-future-of-old-school-hot-rodding/ Now that would be some project!! Whaddya reckon?

Good job on those hand guards! Thanx for the tip. That's a nice looking petrol blue colour on the tank you have there - or is that the lighting I guess?

...later when they reminisce about the mighty V11 in years from now around about the time the oil is running dry - they'll speak with awe of the legend that was the last of the V8 Interceptors ...er, sorry, the last of the V11's - the mighty Scura R. Music is suspect, but great bike action in this clip Whatever the number (how are you certain it's 18?), the fact that it is "the last of the V11's" is an element of its individuality and also being manufactured under Aprilia management seems to have improved the quality control issues. I'm not worried about my VIN as you are backstreets - after all, anybody can read when it's parked up, so for what it's worth mine is ZGUKTB0104M112037. In any event seems like I'll be in a club of "one" as I've just returned home to Oz and bought my Scura R and other bikes with me. I was a bit nervous about it all as I'd read previously Roper had problems getting permission for his earlier Scura and eventually left it in the States ending up selling it. How will I feel riding to the beach on the solitary Scura R in Australia...

...damn, that's bummer news. As a fellow enthusiast, it sure brings it closer to home... Never knew Slav the man but my respects to him and his close ones - he died in the pursuit of how he chose to live his life. Is there a better way to go, if go we must? Life is not a journey to the grave With the intention of Arriving safely in a pretty And well preserved body, But rather to skid in broadside, Thoroughly used up, Totally worn out, And loudly proclaiming, WOW !!!! What a ride! ... sounds like Slav would agree...

'Spose I'll take a shot on this... 1) Which one would say, a Honda badge look most at home on gracing it's tank? 2) What motor looks more unique bursting out from its frame? 3) On start-up, which one gives you grin inside? 4) Which piques even a good 'ol Harley boys curiosity? 5) ...I could go on, but it seems plenty enough.

Yeah, I've got one of those rare Scura R's, trying to keep it fairly low mileage too. Bought it sight unseen from dealer on the Isle of Man - one of only four to come to the UK. Can't get off my bike anywhere without someone coming up for a chat - I think its those red seats really! Last one I saw advertised was at Teo's in Holland a few months back - but it went quick. I'll sell it, yeah right! Make me an offer I can't refuse and I'll see just how much I love it...

As the man said, "*&£$ It's quiet here!" This year might be even quieter, speaking personally. I for one kinda like impassioned (argumentative) forum dudes. Ones that get so into it they write mini novels explaining their pov and stirring up a reaction from one or two takers - it puts a little soul into the party!! Arguments are better than deathly silence now.... don't you agree? It's 2012. Time to bring that old bastard back in from the cold...

just trying to work out how to cancel post...

+1 what Jaap said. And by the way Van, Tenni's are way too cool for anyone from B..b..Belfast!

It's official I can tell my wife...'MOST'

Aw shit, I feel for ya Mike. I hope they do hard-on cell time... Give us a bit of background on the theft - was it from home garage or street? What security did they get through on the bike? Any suggestions?

Any ride after so long would have to be sublime Mike! My piston's are in the possession of my guzzi-drug-mule British Airway's Captain's hands which he'll be dropping over reeeaaal soon (he lives in France). As you'd previously put out the call and I along with a few others answered - I can't wait anymore... "After a 2 plus year wait for the Mike Rich pistons"... ARE THEY WORTH IT? Still breaking them in I know but even at this stage, do you have any thoughts on 'em? Have you noticed any change? ScuRoo's just gotta know...

Good on ya furry - I applaud the 'Don't like it - change it!' can-do attitude. Here's another tricolor balls-out version - My link - Enzo might experiment with it!

You fella's raised some valid point so I just kinda rejigged it all into my email to him to see what the answers would be from the horses mouth. Davide of Dacar has responded in CAPITALS. Twin-turbo's in a turn-key kit is still gotta be an interesting mod - if it ultimately stacks up to scrutiny! What do you think? FIRST OF ALL I'M ATTACHING A COUPLE OF FILES: - A FILE OF OUR TEST WE MADE A COUPLE OF WEEKS AGO: YOU CAN SEE A LOW SPEED TEST (FROM 1ST TO 6TH GEAR) AND THE INCREASING OF SPEED. THIS FILE IS PART OF THE DATAS WE RECORDED THROUGH OUR DACAR DATA LOGGER - THE FILE OF THE BANNER WITH THE POWER CURVE I'LL ANSWER CLOSE TO YOUR QUESTION I'm interested - but - I have some candid questions for you. How does this really work then?? "the turbo kit gives to the bike more power but quite the same torque not to damage the transmission; the power curve is constant but not vertical. - especially with the bike at full load you can use the sixth gear at low speed and use the bike as a scooter; during the summer in altitude the engine is always full without poor intake power holes." Power is a product of torque and RPM. RIGHT, IF YOU ANALYSE THE POWER CURVE YOU COULD SEE THAT THE INCREASING OF THE POWER IS ALONG THE ORIGINAL POWER CURVE AND THE ORIGINAL RPM. YOU HAVE SOME HP MORE BETWEEN 3000 AND 4000 (IN ORDER TO HAVE POWER IN LOWER RANGE) THEN THE 2 CURVES ARE VERY SIMILAR UP TO 6000; THERE THE ORIGINAL ENGINE STOPS TO GIVE POWER AND THE CURVE BECOMES FLAT, THE TURBO STILL PUSH NO MODIFYING A LOT THE INCIDENCE OF THE ORIGINAL CURVE UP TO 8000 RPM; SO YOU CAN SEE THAT THE DEVELOPMENT OF THE POWER IS NOT VIOLENT OR BRUTAL (THE RATIO OF THE CURVE NOWHERE IS VERTICAL!). First question - Increasing power at constant torque implies increase of RPM. RPM is controlled by your wrist and, eventually, rev limiter. What is actually turbo doing here? THE SPEED LIMIT IS STILL CONTROLLED BY THE ORIGINAL ELECTRONIC CONTROL AND NO TRANSMISSION RATIO HAS BEEN CHANGED, SO THE MAX SPEED IS THE SAME, AS THE RPM Second question - sixth gear and low speed means low RPM. Again, constant torque, low RPM. What actually changed here? IN TRUTH, AS YOU COULD SEE, AT 3000 YOU HAVE SOME MORE HP AND SOME MORE TORQUE BUT WE ARE IN THE LOWEST PART OF THE POWER CURVE, SO THE MORE POWER AND TORQUE WE HAVE IS NOT DANGEROUS FOR THE MECHANIC. So, what you say must be badly phrased (if nothing else). The torque must change, but what you seem to be claiming, not over the max torque value. But then again, where do 70% power increase come from? 70% more RPM? I HOPE I HAVE EXPLAINED BEFORE AND LOOKING AT THE POWER CURVE. The above are the primary questions that require further full clarification. One last question: the efficiency of the whole process will stay nearly the same, means there'll still be about 70% losses dissipated as heat. WE HAVE SOME MORE HEAT AND WE SUPPLY ADDITIONAL SPARKS FOR WORKING AT HIGHER TEMPERATURE. THE ANALYSIS WE MADE ON THE DYNAMOMETER AND ON THE ROAD HAVE NOT GIVEN ANY BAD RESULT: THE AIR COOLING SYSTEM OF THE ENGINE CAN COOL DOWN ALSO THIS INCREASING If there are claims of 70% increase of power output there should roughly be 70% additional heat output - which probably isn't a big deal at >4000m altitude, as it seems to be what this kit is designed for. (Not to mention the extra petrol...) ABOUT THE EXTRA PATROL: WE HAVE NOT MADE ANY KIND OF CONSUMPTION TEST, BUT I CAN IMAGINE THAT THE RESULT COULD BE SIMILAR TO THE MODIFIED ECU FOR CARS TO HAVE MORE POWER: TO REACH THE SAME RPM YOU USE LESS GAS THEN WITH THE ORIGINAL ECU BECAUSE YOU HAVE MORE POWER. SO THE EXTRA PATROL USED IS COMPENSATED BY THE LESS USE OF THE GAS PEDAL. ON MY CAR I HAVE DECREASED THE CONSUMPTION. "A great challenge all Otto-Cycle engines suffer, is working on high altitudes. It is estimated that in a high altitude trip, as much as 50% power can be lost due to thinner air. With the twin turbo BMW GS1200 kit and it’s turbo pressure control, this loss is not existant as it is compensated by the Borg Warner custom turbochargers. The gains are translated when you travel through Chile with 170 bhp instead of the 50 you would have with the naturally aspirated bike." So, in summing up: "the main characteristics of the kit are: - auto installation at home - no modifications of the original bike (mechanical or electronical) - the kit completed of all: stainless steel exaust and intake manifolds, additional injectors, additional oil pump (for turbines), wastegate valve, exhaust till the terminal, additional lambda sensor, intercoolers, additional ECU, new sparks." Is that really it? No other mechanical (exhaust, manifolds, oil pump, ...) nor electronical (lambda sensor, ECU, ...) modifications? OF THE ORIGINAL PARTS NO: OF THE COMPLETE EXAUST SYSTEM YOU CAN KEEP YOUR TERMINAL PART, THE 2 ORIGINAL LAMBDA SENSORS ARE MOUNTED ON OUR EXAUST + 1 MORE LAMBDA SENSOR (ALL THE ORIGINAL SENSORS AND INJECTORS STILL WORK WITH THE ORIGINAL ECU); OUR ADDITIONAL ECU IS CONTROLLING THE ADDITIONAL INJECTOR, THE ADDITIONAL LAMBDA SENSOR, THE ADDITIONAL OIL PUMP FOR TURBINES LUBRICATING. I'LL SEND TO YOU BY WETRANSFER THE INSTALLATION MANUAL TO HAVE A LOOK OF IT. ON DECEMBER THE 16TH THE ITALIAN MOST KNOW BIKE MAGAZINE "MOTOCICLISMO" ASKED TO HAVE THE EXCLUSIVITY OF THE TEST IN MONZA CIRCUIT; I'LL SEND TO YOU THE ARTICLE AS SOON AS I HAVE IT. IN THE MEANWHILE YOU COULD SEE THE VIDEO WE MADE AT THE INTERNATIONAL MOTORBIKE SHOW IN MILAN THIS MONTH. dacar test_18nov20111.pdf

...o'kay, it deserves another...