In a couple of weeks my bike is getting tore down and I'll be putting the 1200 kit in. While doing so I am planning on putting new cams and ignition in as well. I am just wondering what brands some of you recommend for the cams and ignition. Links and prices would be helpful as well, but not needed. Thanks
Nate

 

You might want to mention what year your bike is...I'm planning on getting the Andrews N4's. Says they're a bolt in cam and give you a more powerful midrange from 2000-6000 rpms. Ignition wise I don't know for sure.

 

dont get cams that only make power at redline! get something streetable

 

I talked with my HD mechanic friend before swapping out the cams on my 2005 1200C, as he has a lot of experience on dyno tuning the Sportsters with various types of cam upgrades.

He recommend (and we installed) the Screamin' Eagle "E" cams (duration of 249, lift of .551) for best all around street performance, from idle up to 6,000 RPM. Unlike many 'race only cams' that give peak performance in a very narrow RPM range, the SE "E" cams are designed to work in the RPM range normally experienced on the street.

From his experience on the dyno the Screamin' Eagle "E" cams will provide an addition 8 to 10 horsepower over the stock 2004+ 1200 cams.

We kept the 'stock 1200C ignition' as it worked fine, redlined at 6,000 RPM, and unless you are running cams that are ground for narrow band high RPM performance you are falling out of the peak powerband above 6,000 PRM anyway.

Once the SE "E" cams were installed there was a very noticeable increase in performance across the powerband.

Here is some additional information from the NRHS webpage;

SCREAMING EAGLE EVOLUTION SPORTSTER GRINDS

In milder Sportster/Buell engines, we have tremendous success with Screaming Eagle cams. The Screaming Eagle bolt-ins (stock in many Buells) are the best bolt-in grind we've ever tested in these engines. Moving up the scale, we have repeatedly made 104-107hp with SE .536's and Stage 3 headwork in 1250 kits. Both of these cams work fine with stock pushrods, lifters, and rockers, too, keeping the costs down. All things considered, these cams perform well and are a terrific value.

The new SE "E" grind is a terrific high-torque grind, relatively narrow with high lift and exceptional valvetrain dynamics. Note that this grind is a bolt-in for 2004 models but in 2003 and earlier models, better springs are required. Also note that it has a .050 smaller base circle than the 2003 and earlier grinds, consider this when calculating ideal pushrod length. This is the same cam grind (but not the same set of cams) that comes in new Buell XB models.

New for 2005 is the SE .575 lift cam set for XL's. Our testing has shown this to be an excellent grind for street performance use, with the potential for the same or more power across the rpm range as compared to the SE 536, but like the SE 536, it's valvetrain dynamics are good enough for an everyday street motor, without the need for excessively high spring pressures and the expensive supporting cast of valvetrain components that goes with it.

 

I knew I forgot something...my Sportster is an 04. Thanks for the help so far.

 

It's the headwork making the big power, the cams just move the power around. All good head porters will tell you go ahead put cams in, all you are doing is stealing 10-15 HP from the bottom of the RPM range and adding it to the top.
It really comes down to weather you want a very fun street bike to ride or are being sucked into the HP # game.
My bike puts 85HP to the ground with the stock 2000 cams and it runs like a raped ape.
Head work is where all the power is so if you aren't doing head work you are throwing money down the crapper.

 

Except that in 04, the 1200 got the Buell Thunderstorm heads which flow much better than the pre 04 models. Sure there is still room for some flow improvement, but not much when compared to the earlier models.

 

Sometimes I don't think some people realize that the 2004+ 1200 engines were completely redesigned, and when 'stock' produce at least 15% more power than the 2003 and earlier 1200 EVO's.

Here is information from HD detailing some of the improvements made with the upgraded 2004 (and later) 883 and 1200 Sportster EVO engines:

"The XL Evolution V-Twin, that has powered the Sportster since 1986, is completely redesigned for 2004. The engine retains its traditional 45-degree cylinders, and the bore and stroke of the two engine models is unchanged, at 3.0 inches x 3.8 inches for the XL Evolution 883 and 3.5 inches x 3.8 inches for the XL Evolution 1200.

To enhance engine cooling, new cylinders and heads have larger fins while new oil jets are directed at the bottom of both pistons. New pistons have an improved high-speed ring pack designed to help extend upper-end life. Lighter pistons and connecting rods boost the Evolution 1200 redline from 5500 rpm to 6000 rpm. Many engine covers and gaskets have been changed to improve sealing. A new timing system uses the flywheel to determine engine speed timing, reducing engine complexity and enhancing calibration and spark delivery. The traditional XL Evolution timing cover is retained for styling purposes.

The XL Evolution 1200 engine has high-flow cylinder heads with an oil drain-back feature. The XL Evolution 1200 engine is also fitted with high-performance cams for enhanced torque output. Compression ratio is 9.7:1.

The XL Evolution engines have also been restyled, with a new look for the primary, sprocket and derby covers and a new shape for the classic oval air cleaner cover. New two-piece rocker box covers set the Evolution engines apart. The exhaust cross-over pipe is now hidden behind the mufflers to provide an uninhibited view of this beautiful engine.

The XL Evolution 883 engine is rated at 53 peak horsepower at 6000 rpm and 51 ft. lbs. of torque at 4300 rpm. The XL Evolution 1200 engine is rated at 70 peak horsepower at 6000 rpm and 79 ft. lbs. of torque at 3500 rpm, an increase of more than 15 percent over the previous XL Evolution 1200 engine."