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The Chef

Many folks have played with the majical mix of Cams and Carbs and Timing. While some claim moderate success most will never be satisfied with the outcome as the tunning for each engine series was a crtitical and involved all 3. Might want to check out Randall's tech tips about this. I am not saying that it can not be done, just that it may not be just a straight forward cam swap out. Changing any of the 3 components/adjustments would require compensation of the other aspects to maintain adequate performance.
http://www.randakks.com/TechTips.htm#32
WF

Whiskerfish wrote:The Chef

Many folks have played with the majical mix of Cams and Carbs and Timing. While some claim moderate success most will never be satisfied with the outcome as the tunning for each engine series was a crtitical and involved all 3. Might want to check out Randall's tech tips about this. I am not saying that it can not be done, just that it may not be just a straight forward cam swap out. Changing any of the 3 components/adjustments would require compensation of the other aspects to maintain adequate performance.
http://www.randakks.com/TechTips.htm#32
WF

dont they make an easy button for this one?

Come On Chef, Can't You Cook Something Up???

I wish they did make an "Easy button" for this. It is one of the first things I asked about when I got my first 78 a couple of years ago. I was looking for performance more like the 75 but there is no quick substitutions to fix it. Don't get me wrong I love my 78's but the idea of riding something that has been castrated bothers me a lot!! Sooner or later I will find the right 75 and add it to my stable.

RebelRouser wrote:Come On Chef, Can't You Cook Something Up???

Well if I had the dough I might start with one of those single carb kits, then add one of those drag pipes you were talking about ,then take the heads and have all the ports polished , find some good spark plugs and fillthe tank with some really good american racing gasoline. Nothing crazey just finely finished engine. 8)

RebelRouser wrote: By The Way Just An FYI The 1100 Is A Bored Out 1000, With Minor Diferences...

I've not been inside one to know, but I'm told on good authority (by someone who has been inside both 1000 & 1100), that everything is beefier inside the 1100 block--thicker cylinder walls, heavier bearing journals, heavier rods, etc. And, for instance, you couldn't OB a 1000 block & put in 1100 pistons because the walls are too thin. (Hence for supercharging, he recommended building up an 1100 block... not that I'm going to see that in the budget anytime soon...)

The early 1000 cams are the most aggressive (I'm not sure about the differences in years--if 75-77 were all the same or if possibly each year had it own grind). They should fit in an 1100 head--though for best aspiration, you may want to look at the valve sizes between the various years to get the best flow--I've not looked into that. If you do put the early cams in an 1100 you'll probably need to do some tuning on the timing and may find that GOOD WORKING 1000 carbs will breath better--unless you go single carb or something.

Dan
(who always dreams of a faster GL1000...)