I'm thinking of having the cams on my NC29 degreed. I am wondering if anyone has done this and if you'd be willing to share specs.
My engine has RVF pistons and is ported FWIW.

thanks!

id be interested in hearing about this as well...ive oftern wondered
stimpy

FWIW ??

As Stimpy says i look forward to this too .

there is a shop here that will do the work, estimated total is $500 USD (involves putting on the adjustable gears, setting timing, before and after dyno runs. I will do the cam swap myself as it takes a while).

But they will set the cams at a "standard" timing. They will play with it and get it more optimal if I want, but they charge $100/ hr and I'd rather not get on the hook for that.

I just had them do my RVF400 (cost $810). It didn't particularly give it any more power, but it smoothed out the power curve immensely and made it wayyy easier (and hence more fun!!!) to ride!

interesting...
stimpy

I just had them do my RVF400 (cost $810). It didn't particularly give it any more power, but it smoothed out the power curve immensely and made it wayyy easier (and hence more fun!!!) to ride!

Yup, that's the idea.

Regardless of the engine, degreeing the cam (or cams) won't always increase peak power. Usually it affects peak power by less than 5%, as lift and duration often make far more difference than timing.

However, cam timing has a HUGE impact on powerband. There are several articles out there that explain the basic results of changing intake and exhaust events relative to TDC and relative to each other. In a DOHC engine, we get the ability to change all of those relationships. If you have variable valve timing (VTEC, VVTi, etc) your ECU is basically degreeing one or both of the cams on the fly, making the powerband fatter. It does not, however, change your poseur status.

So, when you degree your cams, the goal is not always to get the biggest peak numbers (unless all you care about are dyno numbers, but a scrip for Viagra or Cialis would be cheaper) but to get the most useable power where you want it. In theory, he with the most area under the curve wins. In practice, put the peak where you need it. And remember all your other basics about engine tuning - you can degree your cams any way you like and it's all for naught if your ignition or fueling isn't where it needs to be.