I sorta understand what you say Carlo. But this big engine is much better balanced with the ST2 cams, especially with the very tall first and second gears of the close ratio gear box. Their lift is a lot more, and I was able to put a 44mm intake valve in to replace the 42.5mm needed to fit (valve-to-valve clearance) the P cams. And I got higher compression readings than before. So that all helped. Maybe the P and NCR cams just work better in the shorter combustion chambers of the small engines? Anyway, the engine is much easier to live with now, and does pull more RPMs than before.

I will check timing and other things this winter. It may also be that the fixed-advance of the DYNA ignition is not the best system.

Good to hear from you again Carlo

Ciao, MikeV

Ciao Mike, yes, it's nice to talk to you, sometimes I would like to participate in technical discussions, but then I abandon the idea, since I don't speak English and I'm afraid of saying meaningless sentences.
I think your motivation and the need to fit bigger valves is the right solution.
I was telling you about my idea of a cam axle, given that I compete in the uphill championship, I have a Moretti chassis as you well know, with a hypermotard 1100 engine block with carburettors, I preferred the carburettors to injection, since they I managed to make an airbox of my construction work, and even if with the carburetors I lose about 10 hp, I can manage the jets, looking at the spark plugs.
I have checked the injection system in broad terms, and if I were able to put the cams of a monster 900 inside the hypermotard cylinder heads, I think I would acquire 10 hp, for the reason that I was telling you, the cams of aspirated engines are open for a long time, unlike injection engines.
I'm going to find a pattern that I should have somewhere and put it in this nice thread.
Hello Mike.

I don't know how true it is, see what you think.

an excellent racing camshaft must have the point of maximum lift of the intake valve, around 103-105 degrees.
Naturally Mike, I'm not telling you that you were wrong, I'm only referring to my thought to be implemented on my Moretti bike

Ciao Carlo

I do see lobe centers of 103 to 105 degrees on the older race cams. All long-duration grinds. And my F1 likes its NCR cams at 103 degrees.

But Steve Munro told me that dyno runs on engines using 900 ss and ie cams (high-lift grinds) showed the most HP at 109 degrees. More than once. So that is what I aim for.

I do not see the special 1993 Monster cams on the list Carlo. Never heard of them. Which ones are they?

MikeV

Ciao Mike, I think I learned something today, I didn't believe that the 900 injection camshafts developed more horsepower on the test bench, very good to know.
I have a pair of 900 monster 1993 camshafts, as soon as I have a minute I'll take a picture and show you.
Choosing 900 camshafts, for my purpose, and that is to replace hyper 1100 camshafts with two axles that have the necessary length to be able to tackle this project, the hyper camshaft is very different, but by making a modification I think can implement this project.
I'm just saying that the choice of this type of cam axle is the only one that can be adapted for this purpose.
I wonder..... if Walter Villa's TT1 motorcycle, a 750, has reached a power of 85hp and more, now I don't remember, my hyper 1100 with kehin carburettors, road camshaft, pistons road but modified to have more compression, I have a 93hp engine.
When I made an aluminum airbox, I mounted 54 (999R9) throttle bodies, the bike on the bench had an engine of 106hp, but it was not reliable, it had sudden power gaps.
I say, if a 750 with carburettors reaches almost 90 HP, a 1100, with the right camshaft, must give more.

Carlo, what ecu are you using with the injection?
There was a hyper using the dp ecu with ncr cams and a 3 into one pipe that made 106hp after cam timing and squish was set.
Paul

Ciao Paul, I use the hyper 1100 racing ECU with open exhausts, you can map it however you want, but I too had reached 106 HP, but it was discontinuous, on the dyno it was perfect, you arrived in the race and everything changed on the road, however I should show you what I had built , just hp a minute I'll make a post where I put a couple of photographs, and you can see where madness can get you to do unthinkable things

Carlo: Funny how things seem perfect in the garage, isn’t it? Still gotta know about what special Monster cam you know of.

Paul: Is there a 3-cylinder Ducati for that 3-into-1 exhaust?

Yesterday I got a 2000-on Monster gear box that has “normal” 1st and 2nd gears, and slight-lower (than all the other 900- and 916-case engines) 5th and 6th gears. Not really close ratio, but better than the transmissions through to 1990s put in to pass noise regulations, and made many owners put on a 14-tooth front sprocket for more top-end pull. If the lower rear sprocket I have just put on does not solve my problem with painfully-slow corners and chicanes being thrown onto tracks now then I may have a slightly-used CR trans for sale. We will see.

MikeV

Fat fingers Mike!
Maybe you should try monster primary gears as they are different, maybe a search is in order to help your problem?

Paul