Quote:
Originally Posted by Miles
Extra torque is generally more useful than extra BHP.
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Only one thing Torque is directly related to BHP, to get more torque you must get more power...
Power (BHP) = Torque x revs (ft-lb) / 5252.
e.g. my bike 70ft-lb x 7000 / 5252 = 93.29BHP @ 7000RPM...
Quote:
Originally Posted by Miles
Generally if you can get more waste gasses out, you can put more fresh air and fuel in, allowing for better combustion.
Heads and Cam work both often require you to make a compromise. You might be able to make mild improvements to either, by improving the standard design or by removing casting glitches in the head.
But to make a big improvement you generally have to sacrifice low end power for top end power, this makes the car / bike less drivable but obviously faster if you spend your life at the top of the rev range.
Wild cams are going to give a lumpy bottom end, and if you open the head ports too much then you're going to reduce the air speed which will reduce torque and low end power.
Manufacturers design engines with a load of parimeters in mind, economy, cost of manufactuer, target power output, target power / torque curves, smoothness and emissions.
So any changes are going to alter the above.
Google it, you'll find everything you want to know, and a bloody lot more.
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All this is right.
TL1000 vs SV 1000 is a good example the SV creates more power/Torque till about 8000RPM then the TL with its bigger 40mm intake valves and other bits (SV has 36mm) takes over to create more peak power. Which makes the better road engine... Ill guess the SV since you spend more time at <8K RPM on the road.
