No need for more fuel or a PCV. You actually need to remove fuel progressively through the rev range. Stock or modded, it only needs a bit more fuel at the low end, mostly near 2800 rpm, and especially if riding at low elevation above sea level.... Rotating main throttle sensor counterclockwise just a tad does the trick.
Versys inlet and exhaust cam lobes have less duration and lift than the 650R's... Versys inlet camshaft is however identical to 650R's exhaust camshaft.
Inlet- open 31° BTDC................Exhaust- open 50° BBDC
close 61° ABDC........................close 30° ATDC
duration 272°..........................duration 260°
cam height 36.6 +/- 0.057 mm... cam height 35.9 +/- 0.057 mm
Inlet- open 25° BTDC................Exhaust- open 47° BBDC
close 54° ABDC........................close 25° ATDC
duration 260°..........................duration 252°
cam height 35.9 +/- 0.057 mm... cam height 35.4 +/- 0.057 mm
Blue Ridge Performance
"We do not use high compression pistons. JE pistons weigh more than stock. Heavier parts move slower. We run stock pistons, with a milled head and cylinder... Depending on the track, we use different combos of Versys and 650R cams. (A cheap route, is to install a Versys intake cam in your 650R, and put the 650R intake cam in the exhaust.) We have billet cams ready to grind, but until we start getting some requests, they will stay in the unground form. Proper porting & compression nets the biggest gains.
Stock rods stretch a lot faster. Not a big problem, until you start getting over 75 hp. My engine builder is currently building some flat track engines. One is a 700cc, the other 750 using stock bore/rod length, with stroked crank and custom built pistons, with pin location moved. Those should be in the 90+ hp range."
Versys ignition timing ranges from 10° BTDC @ 1300 rpm, to 33° BTDC @ 5000+ rpm.
ER-6: From 10° BTDC @ 1300 rpm, to 35° BTDC @ 4800+ rpm.
Cylinder base gasket is about 0.25 mm thick. Head gasket is a 3-layer steel, about 0.75 mm thick... You can remove the center layer of the head gasket, using copper head gasket sealer to seal the outer layers together. Such is BRP's prefered method, instead of removing base gasket. Lowering the cylinder also lowers any wear ridge at top of stroke.
"I've been roadracing EX500s since 1999. Won a few natl twins titles, with a fast rider.. Johnny Staska. You guys can google up that stuff.
My 540cc EX engine makes about 70 dynojet HP. My 600cc EX motor makes 80. The 600 will break a crank in two, usually some time after 250-300 race miles. I've got a (stiffer) crank stroker 650cc EX500 in the works, which should make closer to 90HP... With a 32mm (in) valve head. Who ever said that these bikes don't respond to porting, should be discounted immediately. I've spent hundreds of hours porting and flow testing EXs. Stock heads flow just over 100CFM @ 10in H2O. A good 32mm head will flow 140. My stroker 500 mis on the back burner, since we built a Ninja 650 Racebike.
The Ninja 650 made 98HP with 12.6 to 1 compression. I just revised to a single ring piston and 13.8:1 compression. Haven't been back to the dyno yet.
BTW, I've got 3 complete racebikes for sale, including the championshp winner... With a fresh 600cc engine. Also have a couple of nice race engines for sale."