T-Man .660 PS-2

[Hillside Motorcycle]

Just have to mention what a darn good cam that is.
We like to use those in our 110"/113" engines, and the numbers aren't really that far from a LC 124" crate.
Super-broad insta torque, that also produces a great hp number.
Finished another 110" yesterday for a Conn. client.
I believe the dyno report will be posted on our Facebook directly.

[838]

What's your lifter service recommendation for these >.650 lift cams?

[kd]

The earlier 660SM was the same in that it was seldom talked about and therefore not used as often as say the 662-2 (which is a close performer).  I ended up using it after many graph comparisons and statements about the better parking lot manners. I find it to be OEM quiet. I understand the 660 PS-2 is the same cam with some ramp work. The previous version was not at all noisy (to me) so the ramp changes may have had value to lifter life.  A well respected builder in the N/W recommended I schedule lifters at 35,000 miles with any cam of 650+ lift.  It's good advice I intend to follow.  TR hasn't really said anywhere that I've seen why the changes occurred.  I fully agree with the OP that the cams are real unsung heroes and performance is top shelf when supported with the right components. 

[Don D]

Have made 130hp sae with my 1.9 head at 110" with the low lift version,  tr577

[tdrglide]

How about in a 117.

Don't know what ramp changes were made with the 660ps2 but more exhaust duration was added. Same CL I believe.

[Hillside Motorcycle]

How about in a 117.

Don't know what ramp changes were made with the 660ps2 but more exhaust duration was added. Same CL I believe.

We generally use a Wood 9F, or T-Man 662-2 in our 117"-124"-131" Sport Touring combo's.
Fellow forum member from NH recently had us set him up with a 662-2 in his 117" recently,(pulled the anemic .585 from that engine) and the Thunderheader equipped engine went 135/143...sae....with a Borezilla, more yet could have been found.
I run the 662-2 in one of my personal bikes, 2013 FLHX 131".......162 ft/lbs at 3800....
Those cams of both Wood, and T-Man work well.
Setting up a client currently with a 107"/ .660-PS-2.

[kd]

This is the 660SM in a 120 with 2 different pipes on the same day.  I would expect from all reports the PS-2 would be similar.

[Hillside Motorcycle]

Gets up on the torque quick, and continues.

[kd]

Are you seeing the same or similar results from the PS-2 version?

[Don D]

I try to limit lift to .600 with touring builds that will see miles. There are many good choices in that range that will easily make 1.15:1 hp/cu in and more torque. These last and do not require frequent lifter maintenance.

[Hillside Motorcycle]

OUR methods do not require that type of lifter maintenance whatsoever.
No different than an S&S crate with a .640.

[Buglet]

   What's the lifter maintenance schedule

[N-gin]

Have made 130hp sae with my 1.9 head at 110" with the low lift version,  tr577

Yup I still have my old 107 making 127 with your heads 1.94 and a 660sm.
Love that combo. I can't see myself ever getting rid of the engine. Still in my homemade crate in the corner of the shop.

[Rob L]

Scott, how would those cams stack up to the 662-2 in the 124 you built for me?

[Hillside Motorcycle]

We'd need to pull compression out, and you'd loose power starting around 5k.

[m1marty]

Have made 130hp sae with my 1.9 head at 110" with the low lift version,  tr577

577 was a fantastic cam. Wish they were still around.

[Don D]

Intake 20/50 exhaust 46/18 .577 lift 38 overlap

[838]

Intake 20/50 exhaust 46/18 .577 lift 38 overlap

That HP103 might work as a replacement there... little more exhaust duration than the 577 though.

[Don D]

The LCs don't even match their specs on the S&S site. intake is 104.5 and exhaust 99.5 for a LSA of 102. 46 overlap. No thanks.
Only explanation for the LC discrepancy could be asymetric lobes or lobes that start slow then ramp up after a preload. FWIW you can also find LC by .050 down from maximum lift on either side, taught to me by Harold Brookshire 40 years ago. If I was looking for an available cam in that class I would go to the Mackie 598, assuming it suited the builds other components.

[roamason1]

Posted by: HD Street Performance
« on: March 20, 2021, 07:12:49 AM » FWIW you can also find LC by .050 down from maximum lift on either side, taught to me by Harold Brookshire 40 years ago.

that's how I been setting/checking LCs ever since building kz1000's, gs1100/1150s over 30 years ago...as long as lobes are symmetrical works great!  When building those engines you have seperate intake/ex cams (dohc) so you use slotted cam sprockets and get to "set" the lobe center where you want it (if it'll clear).  I sometimes still have to adjust my thought process when designing my builds since the most adjustment of cam timing is with an offset key since we can only advance/retard the cam timing as a whole being both intake/ex lobes are combined on a single cam.  I suppose that's part of what some of the big shops custom grinds entail—their own preferred cam timing among the other typical areas to play with (lift, duration, ramps)

[Hillside Motorcycle]

Engine "builders" these days don't even own a degree wheel.....

[Hossamania]

Engine "builders" these days don't even own a degree wheel.....

No need, everything these days is precision manufactured...     

[Buglet]

   Half of these so call engine builders probably wouldn't even know how to use a degree wheel. They tell you don't need that.

[itsafatboy]

i loved the 9FG with a +4 in a 11.3 comp 116" it was a beast , 

[Hillside Motorcycle]

Engine "builders" these days don't even own a degree wheel.....

No need, everything these days is precision manufactured...   

Yep, and Elvis is still alive.

[Clayton24]

I look at it as why rely on what should be if you check it on assemble then ya kno