07-28-2010, 04:13 PM #1
R&D Adjustable Cam Gear Set - Instructions
The R&D Pro Tune Cam Gears were designed and developed to allow the Lobe Centers on the intake and exhaust cams to be advanced or retarded individually to adjust the overall Lobe Separation Angle (LSA). Understanding how the LSA affects the type of power characteristics and overall peak horsepower is a complex subject. A brief summary of how wider or narrower LSA affects overall and peak horsepower are as follows.
A wide LSA will generally result in decreased valve overlap, later intake events, earlier exhaust events, and high intake manifold vacuum which produce great idle, smooth accelerating low end and mild top end power. A wide LSA generally has reduced cylinder pressure over a narrow LSA, and wide LSA’s usually will be less likely to have knock or detonation. Wide LSA’s are great for school buses, motor homes, or mini vans where smooth power and economy are required.
A narrower LSA will generate increased valve overlap, earlier intake events, later exhaust events (depending on the LC of the exhaust cam), and increased cylinder pressures which will result in snappier throttle response, increased mid range and top end power (when properly tuned). The R&D Tunable Cam Gear Kit offers four possible LSA combinations that allow the cams individual Lobe Centers and overall LSA to be tuned depending on the type of riding, or racing, and type of fuel.
Observe the R&D Cam Gears. Each gear is specifically marked identifying the intake (INT) and exhaust (EX) cam gear. Also engraved on each gear are marks indicating stock position (dot), 2° (2A) and 5° (5A) degree advanced, and 2° (2R) and 5° (5R) degree retarded. Listed below in the LSA suggested settings section are 4 suggested settings that have been extensively field tested and verified on a specific cam degreeing engine to insure timing accuracy and to ease the installation process. Examine the LSA setting chart and chose a setup group that matches the type of engine performance and type of fuel that will be used.
NOTE: For most 10-13 pound boost wheels and a 116 degree LSA, 91-93 octane fuel can safely be used as long as peak ignition timing is not over 20°-22° degrees. The peak ignition timing in the R&D R1, R2, and R3 ECU packages fall safely in this range of not being over 22° degrees. R&D suggests the use of 100LL Aviation fuel for 15 pound boost wheels and 115° degree LSA, and 110 octane racing fuel such as VP-C12 for LSA settings narrower than 112° degree LSA.
SUGGESTED LSA SETTING CHARTIntake Cam Lobe CenterExhaust Cam Lobe CenterLSA AverageST STOCK = 122.5° LCSTOCK = 117.5° LC120° LSAS1 2A = 120.5° LCSTOCK = 117.5° LC119° LSAS2 5A = 117.5° LCSTOCK = 117.5° LC117.5° LSAS3 5A = 117.5° LC2A = 115.5° LC116.5° LSAS4 5A = 117.5° LC5A = 112.5° LC115° LSA
S1, S2, S3, and S4 refer to a specific cam setup group which will result in a given overall LSA average on the chart above. ST will represent the O.E.M. stock Yamaha 2009-2011 FZR/SHO 1.8 Supercharged engines cam timing. R&D has observed that the O.E.M. cam gear has a hole size .015” larger than the shouldered bolt that positions the gear. This clearance can cause “Loose Cam Timing” that can vary as much as 2 degrees from engine to engine. R&D has measured various sets of stock cams from several engines and has collated the chart above to offer an average of what was found in Lobe Center and overall LSA. R&D has also used the R&D Cam Tensioner Tool Kit (612-92015) to observe the cam timing. As true timing is very difficult to achieve when the hydraulic timing chain tensioner does not have oil in it as the engine is not running to have oil pressure to keep the chain tight. The R&D Cam Tensioner Tool Kit utilizes mechanical spring tension to keep 65-80 pounds of pressure on the timing chain to keep the chain tight while either degree checking the cams, or verifying the cam timing position.
The S1 cam stetting is designed for recreational offshore riders or racers with stock, C1, or C3 R&D Monster Supercharger Wheels, or any other wheel combination running in the 10-13 pound boost range, and in the 8300-8400 rpm range running the R&D R1 or R2 ECU. This LSA cam setting will add a noticeable power increase in mid range and top end speed will increase by adding approximately 50-75 rpms to existing RPM range. The S1 setting will work well for extreme long wide open riding conditions typically found in offshore racing. The S1 setting will change the LSA from 120° to 119° degrees by advancing the intake cam 2° degrees (opening the intake valve earlier). Suggested fuel octane range for the S1 setting is 89-91.
The S2 cam setting is designed for recreational offshore riders or racers with C1, or C3 R&D Monster Supercharger Wheels, or any other wheel combination running in the 10-13 pound boost range, and in the 8400-8500 rpm range running the R&D R1 or R2 ECU. The S2 cam setting will to add a noticeable increase in overall power with added mid range and top end increase over S1 by adding approximately 100 plus rpms to existing RPM range. The S2 setting will work well for long wide open riding conditions typically found in offshore racing. The S2 setting will change the LSA from 120° to 117.5° degrees by advancing the intake cam 5° degrees. Suggested fuel octane range for the S2 setting is 91-93. R&D suggests that if using setting S2 with a C5 Monster Supercharger wheel, it will require the use of the R3 ECU in order to safely utilize 91-93 octane fuel.
The S3 cam setting is designed for offshore or closed course racers with C3, or C5 R&D Monster Supercharger Wheels or any other wheel combination running in the 14-15 pound boost range, and in the 8500-8600 rpm range running the R&D R3 ECU. The S3 cam setting will add a noticeable boost in overall power over the S2 setting. Producing stronger bottom end, mid range, and top end increase by adding approximately 100-200 rpms to existing RPM range. The S3 setting will work well for offshore sprint racing and closed course riding conditions. The S3 setting will change the LSA from 120° to 116.5° degrees. Suggested fuel octane range will be 91-93 octane for C3 (10-13 pounds of boost), and 100 octane fuel such as 100LL Aviation fuel for C5 (15-16 pounds of boost). NOTE. R&D recommends the use of the R3 ECU with the S3 setting. The peak ignition timing in the R3 ECU has been set up to be 16 pound boost friendly.
The S4 cam setting is designed for recreational racers with C3, or C5 R&D Monster Supercharger Wheels, or any other wheel combination running in the 15-16 pound boost range and in the 8600-8700 rpm range running the R&D R3 ECU. The S4 cam setting will add a noticeable boost in power over the S3 with stronger bottom end and mid range, and top end increase by adding approximately 200 plus rpms to existing RPM range. The S4 setting will work well for closed course riding conditions. The S4 setting will change the LSA from 120° to 115° degrees. Suggested fuel octane range will be 100 octane fuel such as 100LL Aviation fuel for C3, and VP-C12 for C5 (15-16 pounds of boost). NOTE. R&D recommends the use of the R3 ECU with the S4 setting. The peak ignition timing in the R3 ECU has been set up to be 16 pound boost friendly.
NOTE: The narrower the LSA the closer you get to the detonation point. In general, narrower the LSA settings require higher octane fuels. If it is not desirable to run race fuel with narrow LSA settings, then don’t run narrower settings. Stick with the S1, S2, or S3 lower boost (10-13 lbs.) setting.
Required tools and supplies
8, 10, 12mm socket, 5mm Allen head socket
# 4 and # 6 flat blade screwdrivers
10mm boxed end 12 pt. wrench
Large pair of channel lock pliers (to rotate cams) or (camshaft wrench # 90890-067240)
Yamaha Tool #90890-06725 Gauge Stand*Yamaha Tool #YB-06585 (Dial Gauge Stand Set)
Yamaha Tool #YU-03097/90890-01252 Dial Gauge
Yamaha Tool 90890-06584 Dial Gauge Needle
Yamaha Tool 90890-067240 Camshaft Wrench
R&D Cam Tensioner Tool Kit # 612-92015 (utilizes a spring instead of hydraulic tensioner during camshaft and cam gear set ups)
Yamaha SHO Service Manual (section 5, for all cam and head information, supplied)
1. Remove all four spark plugs and disconnect the fuel injectors from the main harness.Installation Tips
This will prevent fuel from being injected when turning the engine over to verify TDC (Top Dead Center) and Cam Timing Alignment.
2. Install the dial indicator set in cylinder 1 and verify exact TDC on cylinder 1 and verify Cam Timing Marks before removing the cam chain tensioner or cam gear bolts.
3. Remove the hydraulic cam chain tensioner. When removing the banjo bolt take special precaution to not drop the inside seal washer.
4. Install the R&D Cam Chain Tensioner Tool while verifying TDC and cam timing. The R&D Tool Kit will save time and hassle as the hydraulic cam chain tensioner will not keep cam chain tension unless the engine is running.
5. Remove the main black PVC box, remove the main electrical box cover, remove the main electrical box from the white transom plate and lay it aside or up over the main transom plate, and remove the main black coupler cover. This will allow access to the main aluminum drive couplers. The easiest (and safest) way to turn the engine over without the starter is by turning the drive coupler with a pipe wrench clockwise. The engine will only turn over one way as the main starter clutch only allows the engine to turn clockwise. If TDC is passed up, the crank will have to be turned over twice to get back to TDC on Cylinder 1. Remember, the crank spins twice to the cams once. If you only spin once, you will be at TDC on cylinder 4.
If removing the cam towers to remove the cams (not necessary to install the R&D Cam Gear Kit) and gears, remove each tower in exact order if removing the towers. Mark them with a sharpie marking pen as they are not marked very well from the factory. Mark them INT 1, 2, and 3 with an arrow pointing towards the front of the engine. Mark the EX in the same manner. When removing the cams, refer to and mark the intake and exhaust cam. There is an alignment dot on each cam. The intake cam will have the dot on the intake lobes of Cylinder 2, and the exhaust cam will have the dot on the exhaust lobes on Cylinder3. The cam gears can be installed one cam at a time, however, one of the bolts on each cam will be hard to get to. Use a thin flat 10mm wrench to loosen the cam gear bolts. Move the chain and rotate the cam 180 to remove the bolts. If it’s your first time to change cam gears, follow the manual, if you are a pro, then you already know what to do. Get to it!
6. Refer to the O.E.M. Yamaha Service manual information in section 5, pages 51-78.
1. Disconnect and remove the lanyard from the craft. Disconnect the battery, until it is necessary to crank the engine over to verify or double check the cam timing marks and TDC.INSTALLATION INSTRUCTIONS
2. Remove the front and rear seats. Remove the main plastic engine cover.
3. Remove the coils, disconnect the coil wires, disconnect the fuel injectors, and disconnect the cam position sensor.
4. Remove the valve cover, disconnect the PVC and crankcase hoses.
5. Install a proper dial indicator and turn the engine over to verify TDC before removing any parts.
6. Refer to the Yamaha Service Section 5 for cam and gear removal/installation and proper torque specifications.
NOTE: R&D has determined that the O.E.M LSA is a WIDE 120° degrees stock, with an intake cam lobe center of between 121.5° and 122.5° degrees. Considering the LSA timing facts, using the R&D Pro Tune Cam Gears to tune the cams will generate huge performance power gains. R&D has found in testing that a 2.5° degree LSA change will act similar to a 1 pound boost addition. Tests have proven that a R&D C1 or C3 compressor wheel and a 7° degree LSA change can have the same performance advantages as a 15 pound compressor wheel. Call R&D for constant power upgrade information as we are constantly at work looking for more.
07-28-2010, 10:44 PM #2
07-29-2010, 02:15 AM #3
Hot fire! That is what I wanted to see. I hope to be ordering a set in the next couple weeks.
Nice job on the instructions R&D. Extremely detailed.
07-29-2010, 02:44 AM #4
- Join Date
- Oct 2007
- Brisbane, Australia
Thanks for posting Mr G.
Thanks for the GREAT write-up R&D.
More to learn for dumbsh-t
Gotta love this site.
08-09-2010, 09:27 PM #5
08-10-2010, 06:35 AM #6
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