The Complete Cycle-Rama Camshaft Buying Guide: Specs, Comparisons & Best Applications

Choosing the right camshaft is one of the most important decisions you can make when upgrading a Harley-Davidson engine. Whether you're looking for stronger low-end torque on a touring bike, more midrange acceleration on a Low Rider S, or maximum horsepower from a built big-bore motor, camshaft selection determines how—and where—your engine makes power.

Cycle-Rama has earned a reputation in the Harley performance world for developing camshaft profiles that emphasize usable power, strong torque curves, and carefully matched engine combinations.

But with names like CR480MT, CR483, CR484 Magnum, CR485, CR515, and CR557, figuring out which cam is best for your particular setup isn't always straightforward.

That's why we put together this comprehensive Cycle-Rama camshaft buying guide.

We'll cover the current Cycle-Rama lineup, published specifications, intended engine applications, compression considerations, power characteristics, and the differences between the most popular grinds.

Whether you're building a Milwaukee-Eight 107, 114, 117, 124, 128, 131, or 135, or upgrading an earlier Twin Cam engine, this guide will help you narrow down your options.

Looking to purchase? Shop Cycle-Rama Performance Parts at Get Lowered Cycles.

Technical reference: Updated October 2026. Lift values below are drawn from published product information and an earlier Cycle-Rama dealer specification chart. Because camshaft revisions and engine configurations can change, confirm the current grind's cam card and application requirements before installation.

What Makes Cycle-Rama Camshafts Different?

A performance camshaft changes when an engine's intake and exhaust valves open and close, how far they open, and how long they remain open.

These events influence cylinder filling, effective compression, exhaust scavenging, idle characteristics, and the engine's usable RPM range.

Cycle-Rama develops cams for specific combinations rather than simply chasing the highest valve lift or longest duration.

That approach produces several distinct types of camshafts:

• Torque-focused cams: Designed to build cylinder pressure and deliver strong acceleration early in the RPM range.
• Broad-power cams: Intended to balance low-speed response, midrange torque, and upper-RPM horsepower.
• High-performance cams: Developed for larger displacement, increased compression, improved cylinder heads, and greater airflow.
• Specialty cams: Intended for variable valve timing, turbocharged engines, or high-compression racing applications.

The best Cycle-Rama cam isn't necessarily the most aggressive one. It's the grind that matches your displacement, compression, cylinder heads, exhaust system, and riding style.

Cycle-Rama M8 Cam Comparison Chart

The following table covers Cycle-Rama's conventional Milwaukee-Eight camshaft lineup. Turbo and race-specific profiles are covered separately.

Valve lift figures are in inches, intake/exhaust. Where a full current specification has not been publicly verified, that information is identified rather than estimated.

Some numeric lift figures reflect an earlier dealer chart and should be reconfirmed for current production. The cam's name alone should not be used as proof of its exact intake and exhaust lift.

Which Cycle-Rama M8 Cam Is Best?

If you're starting with a mostly stock Milwaukee-Eight, these are the cams we'd consider first.

These are starting points, not universal rankings. A cam that produces excellent results in a 114ci Touring model may behave quite differently in a high-compression 128ci Softail.

Every Cycle-Rama Milwaukee-Eight Cam Explained

Cycle-Rama CR-TITAN TQ: Broad Torque and Strong Off-Idle Response

Best for: Riders wanting immediate throttle response, strong everyday torque, and a wide usable power delivery.

The CR-TITAN TQ is designed around an especially useful characteristic: pulling hard as soon as you roll into the throttle.

Cycle-Rama describes this profile as having a pronounced off-idle response while continuing to build power through a long, usable range.

Unlike an extremely aggressive high-RPM camshaft, its emphasis is on making the engine feel stronger during the type of acceleration riders use most often.

Key details: Reported .486-inch lift; Cycle-Rama specifies a drop-in application for suitable M8 engines up to 11.3:1 compression. Confirm generation-specific fitment and spring compatibility.

Our assessment: A compelling option for a street or touring motorcycle where immediate acceleration matters more than an extreme peak horsepower number.

Shop the Cycle-Rama Titan Torque Cam

Cycle-Rama CR470: A Strong Midrange and High-RPM Street Cam

Best for: 117ci and larger Milwaukee-Eight engines where riders want a balance of torque, upper-RPM horsepower, and aggressive idle character.

The CR470 uses a relatively modest lift figure but is intended to perform beyond what that number might suggest.

Cycle-Rama identifies it as a compression-friendly grind with a strong balance between horsepower and torque, particularly in 117ci and larger engines.

Its performance emphasis is further up the RPM range than an all-out low-speed cam such as the CR480MT.

Published specifications: .470-inch intake lift and .461-inch exhaust lift from the dealer chart. Get Lowered's application information describes an approximate 2,800–6,200 RPM operating range and stock-to-11.5:1 compression applications.

Our assessment: An interesting option for performance-minded riders who want a hard-pulling engine without automatically moving to a high-lift cam.

Shop the Cycle-Rama CR470 Cam

Cycle-Rama CR480MT: Maximum Emphasis on Low-End Torque

Best for: Road Glide, Street Glide, Road King, Ultra Limited, heavy touring motorcycles, and riders who frequently carry passengers or luggage.

The CR480MT, commonly called the Monster Torque, is one of the most recognizable Cycle-Rama profiles.

Its design prioritizes strong torque production low in the RPM range, providing responsive passing power and acceleration without requiring the engine to be revved excessively.

A typical touring rider spends considerable time accelerating from low road speeds, rolling through the gears, and passing between approximately 2,000 and 4,500 RPM.

That's where the CR480MT's performance character is particularly appealing.

Published specifications: .480-inch intake lift, .470-inch exhaust lift. Get Lowered lists a roughly 1,500–5,000 RPM operating range for the application.

The CR480MT is particularly attractive for otherwise stock-displacement 107, 114, and 117 engines when paired with an appropriate intake, exhaust, and tune.

Our assessment: One of our first recommendations for riders who want a heavy Harley to feel noticeably stronger in normal street riding rather than primarily at high RPM.

Shop the Cycle-Rama CR480MT Cam

Cycle-Rama CR480OG: The Original Street Torque Grind

Best for: Riders seeking a classic low- and midrange-focused M8 camshaft for a stock-compression engine.

The CR480OG represents Cycle-Rama's original CR480-style approach.

Where the CR480MT emphasizes an especially strong torque hit, the CR480OG offers a broad, usable curve for everyday riding.

Alpha Performance Engines identifies the CR480OG as a drop-in design for factory-spring-height 107, 114, and 117 Milwaukee-Eight engines, with an approximate 2,000–5,000 RPM range.

It can be an excellent fit for a street-oriented Softail or Touring motorcycle that spends much of its time in the lower half of the tachometer.

Important: CR480OG and CR480MT are separate grinds; don't assume that dyno results or valve timing published for one apply to the other.

View the Cycle-Rama CR480OG Product Page

Cycle-Rama CR482: Built for Higher-Compression 124 and 128 Engines

Best for: 124ci and 128ci Milwaukee-Eight builds with higher-compression pistons and stock or mildly upgraded heads.

The CR482 targets a different combination than the entry-level bolt-in torque cams.

Rather than being designed primarily for a stock 114, it is intended to take advantage of the additional displacement and compression found in popular big-bore builds.

Cycle-Rama specifically highlights 124ci and 128ci motors with stock cylinder heads and higher-compression pistons.

This is worth understanding because increasing displacement and compression changes the way the engine responds to cam timing.

A profile that's ideal for stock compression may not be the best choice once the engine is modified.

Published specifications: Earlier dealer material lists .482-inch intake lift and .480-inch exhaust lift.

Our assessment: A strong candidate when building a 124 or 128 without extensive cylinder-head porting, provided the cam is matched to the finished compression and airflow combination.

View the Cycle-Rama CR482 Product Page

Cycle-Rama APE/CR483: Aggressive Idle and Hard-Hitting Midrange

Best for: Riders who want a noticeable performance increase, strong street acceleration, and an aggressive idle sound.

Developed through the APE and Cycle-Rama collaboration, the CR483 is a popular choice for riders looking for an exciting street-oriented powerband.

The CR483 builds torque relatively early, pulls strongly through the middle of the RPM range, and has a distinctly aggressive idle character.

APE identifies a general operating range of approximately 2,200–5,700 RPM for its original stock-displacement applications.

Published specifications: .483-inch intake lift and .480-inch exhaust lift. Stock-spring compatibility is documented for specific original-generation M8 applications; Get Lowered lists applications through approximately 11.1:1 compression.

Our assessment: One of the most attractive choices for a rider who wants a 107, 114, or 117 to sound and feel substantially more aggressive.

The CR483's idle character is a bonus, but its broad torque curve is the real reason to consider it.

Shop the Cycle-Rama CR483 Cam

Cycle-Rama APE/CR484 Magnum: Broad Torque and Excellent Street Manners

Best for: Riders wanting a versatile street cam that combines low-speed response, broad torque, a pronounced idle, and good compatibility with different exhaust combinations.

The CR484 Magnum is often best understood as an alternative to the CR483 for riders seeking broader application flexibility.

Cycle-Rama specifically emphasizes the CR484's tolerance for exhaust combinations that may not be perfectly optimized.

This matters because exhaust design has a major influence on camshaft performance, especially in engines where overlap and scavenging are important.

The CR484 can be appealing for both stock-displacement and larger builds.

Published specifications: Get Lowered lists .484-inch lift and intake closing at 30 degrees. The manufacturer describes this as a drop-in profile for suitable applications. A complete current exhaust-lift and duration card should be confirmed before making technical comparisons.

Our assessment: An excellent all-around candidate when you're looking for a responsive, enjoyable street motor with strong pulling power throughout the range.

Shop the Cycle-Rama CR484 Magnum Cam

Cycle-Rama APE/CR485: More Horsepower Without Abandoning Street Torque

Best for: Riders who want stronger upper-RPM performance from a stock or moderately modified M8.

The CR485 is engineered to hold horsepower farther into the RPM range while preserving respectable low- and midrange torque.

APE describes this profile as carrying useful power beyond 6,000 RPM in appropriate combinations.

That makes it noticeably different in intent from cams designed to make their biggest impression between 2,000 and 4,000 RPM.

Published specifications: .485-inch intake and exhaust lift, with approximate operating emphasis from 2,500 to 6,000+ RPM.

The .485-inch lift was specifically selected by APE for compatibility with certain stock valve-spring arrangements. This should not be interpreted as universal approval for every later-generation engine or cylinder-head package.

Our assessment: A strong option for performance-oriented Softails and Touring bikes where the rider regularly uses more RPM and values horsepower as well as torque.

Shop the Cycle-Rama CR485 Cam

Cycle-Rama CR512: A Natural Choice for Screamin' Eagle 131 Builds

Best for: Compatible Screamin' Eagle 131ci engines and performance builds requiring a stronger midrange and upper-RPM camshaft.

The CR512 is designed to take advantage of the airflow and displacement available in a larger engine.

Cycle-Rama specifically identifies the Screamin' Eagle 131 as a key application and describes the cam as delivering strong midrange torque with upper-RPM horsepower and an aggressive idle.

Published specifications: .512-inch intake lift and .499-inch exhaust lift. Get Lowered lists approximately 2,500–6,300 RPM and 10.8:1–11.5:1 compression in its application guidance.

Valve-spring requirements depend on the exact heads and engine generation. Certain Screamin' Eagle 131 and Gen II applications differ from a standard Gen I M8.

Our assessment: Particularly worth considering if you already have an SE 131 and want to change the engine's power characteristics without redesigning the entire combination.

Shop the Cycle-Rama CR512 Cam

Cycle-Rama APE/CR515: Higher Lift for Improved Cylinder Heads

Best for: Higher-performance 128ci, 131ci, and larger engines with improved cylinder-head airflow.

The CR515 shares the CR485's timing events but uses an additional .030 inch of valve lift.

This is an important distinction.

The additional lift provides more valve opening, potentially improving cylinder filling when the heads can take advantage of it. However, simply increasing valve lift does not guarantee a horsepower increase.

Cylinder-head flow, spring control, valve geometry, and the overall engine combination must support the change.

Published specifications: .515-inch intake and exhaust lift. Cycle-Rama describes power delivery extending to approximately 6,000 RPM while retaining strong low-end torque.

Higher-lift valve springs may be needed depending on the engine generation and cylinder heads, especially on many Gen I combinations.

Our assessment: A logical step beyond the CR485 for a properly matched build with improved head flow and appropriate valvetrain components.

Shop the Cycle-Rama CR515 Cam

Cycle-Rama CR550 FAFO: High-Compression Big-Bore Performance

Best for: Serious high-compression Milwaukee-Eight builds where horsepower production is prioritized.

The CR550 FAFO is a much more specialized performance camshaft than the typical bolt-in street grind.

Cycle-Rama specifically targets big-bore motors with high-compression pistons, identifying 11.8:1 and higher compression as its intended range.

That requirement matters: a cam intended for a high-compression engine may perform poorly if installed in an otherwise stock, low-compression motor.

Published specifications: .550-inch intake and exhaust lift on the earlier dealer chart.

Our assessment: A candidate for a planned performance engine build, not a casual stock-motor cam swap.

Before using the CR550, verify the finished compression, valve springs, piston-to-valve clearance, cylinder-head flow, fuel requirements, and intended RPM range.

View the Cycle-Rama CR550 Product Page

Cycle-Rama CR557: High-Performance Big-Bore and Gen II Stage IV Applications

Best for: 124ci and larger M8 engines with improved cylinder heads, larger intake systems, and compatible Gen II 131/135 Stage IV builds.

The CR557 is aimed at combinations that can move significantly more air than a stock engine.

Cycle-Rama identifies 124ci-and-larger motors with ported heads and upgraded induction systems as a primary use case.

The manufacturer also specifically identifies compatible Gen II 131/135 Stage IV engines as a drop-in application.

Published specifications: .557-inch intake lift and .552-inch exhaust lift on the earlier dealer chart. Get Lowered provides a general application range of approximately 2,800–6,500 RPM.

The CR557 is often discussed as a newer alternative to earlier CR540-family grinds, but exact timing comparisons should be made using the applicable cam cards.

Our assessment: An excellent cam to investigate for an aggressively built Milwaukee-Eight where cylinder-head airflow, displacement, compression, and supporting components can make use of its profile.

Shop the Cycle-Rama CR557 Cam

Cycle-Rama CR574HL: Designed for Gen II Non-VVT Engines

Best for: Compatible Gen II 117ci and 121ci engines without variable valve timing.

The CR574HL addresses the cylinder-head and valvetrain differences of newer Milwaukee-Eight applications.

Cycle-Rama describes it as a drop-in cam for Gen II 117 and 121 non-VVT engines. The manufacturer also states that it shares the CR484's timing events.

For certain first-generation M8 builds, Cycle-Rama identifies it as an option when paired with cylinder-head modifications and around 11.0:1 compression.

Important fitment distinction: A Gen II 121 non-VVT engine and a 121 VVT engine do not automatically use the same camshaft.

Also, Get Lowered lists a CR574 product, while Cycle-Rama labels its current product CR574HL. Confirm the exact SKU/revision when ordering.

Shop the Cycle-Rama CR574 at Get Lowered

Cycle-Rama CR565VVT: The 121 VVT-Specific Camshaft

Best for: Compatible Harley-Davidson 121ci Milwaukee-Eight engines equipped with variable valve timing.

The CR565VVT is purpose-designed for VVT-equipped engines.

Unlike a traditional fixed-cam-timing installation, the VVT system changes cam phasing during engine operation. That makes the camshaft and calibration requirements fundamentally different.

Cycle-Rama designed the CR565VVT to improve torque distribution and throttle response in the 121 VVT application.

Our assessment: The correct category to investigate for a VVT-equipped 121 rather than assuming a popular non-VVT M8 grind will fit.

A complete engine-specific installation and calibration plan is essential.

Shop the Cycle-Rama CR565VVT Cam

Cycle-Rama Specialty Cams: Turbo and Racing Applications

Not every Cycle-Rama camshaft is intended for a naturally aspirated daily-ridden Harley.

The company also offers specialty grinds aimed at forced induction and very high compression.

CR219T: Turbo Cam for a Stock-Based Engine

The CR219T is intended for engines using an add-on turbocharger without extensive internal modifications.

Its design prioritizes low-end response and torque production, an important consideration in managing the behavior of a turbocharged V-twin before full boost develops.

Ideal application: A stock-based turbo installation where low-speed response and overall street drivability matter.

View the Cycle-Rama CR219T

CR555T: Turbo Cam for More Aggressive Forced-Induction Builds

The CR555T addresses engines with increased compression or higher boost levels.

Because turbocharged combinations are sensitive to cam overlap, backpressure, boost response, cylinder pressure, and exhaust temperature, camshaft choice should be based on the complete forced-induction system.

Ideal application: Custom turbo builds with more aggressive engine specifications.

View the Cycle-Rama CR555T

CR590STR: High-Compression Drag and Hot-Street Applications

The CR590STR is a specialty camshaft intended primarily for racing, with possible application in properly engineered hot-street builds.

Cycle-Rama specifies a minimum compression ratio of approximately 12.7:1.

This is not a typical bolt-in touring cam. It requires careful review of the engine family, displacement, induction system, cylinder heads, valve springs, and complete cam timing.

View the Cycle-Rama CR590STR

CR615: Extreme High-Compression Racing

The CR615 is one of Cycle-Rama's most aggressive currently listed race-oriented camshafts.

Cycle-Rama specifies 13.0:1 or greater compression, with drag racing as the principal intended use.

This is a build-specific performance component rather than a practical upgrade for a stock engine.

View the Cycle-Rama CR615

For the CR590STR and CR615, verify the exact engine-family version and manufacturer cam card before purchasing. Their public product descriptions do not provide enough engine-specific data to treat them as universal M8 or Twin Cam applications.

Complete Cycle-Rama Twin Cam Camshaft Guide

Cycle-Rama also offers camshafts for Harley-Davidson Twin Cam engines.

The Twin Cam product lineup is particularly relevant to riders with 2007–2017 applications, including performance-upgraded 96ci, 103ci, 110ci, and larger custom-displacement engines.

The manufacturer's current catalog includes the following seven Twin Cam-oriented grinds.

Cycle-Rama Twin Cam Comparison Chart

CR570-2: Strong Low-End Twin Cam Performance

The CR570-2 is particularly attractive for stock and mildly modified Twin Cam engines where low-speed torque is the priority.

Cycle-Rama positions it as a drop-in cam for appropriate 2007-and-later Twin Cam applications, including lower-compression motors.

It provides a broad operating range without requiring the rider to keep the engine near redline.

View the Cycle-Rama CR570-2

CR575: A Versatile Twin Cam Street Grind

The CR575 takes the general-purpose performance concept slightly farther into the RPM range.

It's designed to provide meaningful acceleration across normal street speeds while retaining strong midrange pull.

Cycle-Rama lists stock-to-10.2:1 compression applications, making it a candidate for many conventional Twin Cam upgrades.

View the Cycle-Rama CR575

CR595: Built for Stronger Twin Cam Performance

The CR595 moves into more serious performance territory.

Cycle-Rama cites applications such as ported-head CVO 110 engines and describes a broad 2,300–6,300 RPM operating range.

Its listed compression window is 9.6:1–10.6:1, but cylinder-head configuration and final engine specifications remain important.

View the Cycle-Rama CR595

CR630: Larger-Displacement Performance

The CR630 is designed for a wider range of modified Twin Cam displacement combinations, with Cycle-Rama identifying engines from approximately 95ci to 131ci.

The published operating range is 2,500–6,400 RPM, with 10.0:1–11.0:1 compression guidance.

View the Cycle-Rama CR630

CR651: High-Compression Twin Cam Power

The CR651 shifts the preferred compression range upward to approximately 10.5:1–11.5:1.

Cycle-Rama lists a 2,500–6,500 RPM range and applications extending from smaller Twin Cam builds to large-displacement custom engines.

It is best considered as part of a planned engine combination with properly matched supporting components.

View the Cycle-Rama CR651

CR660: Performance for High-Flow Cylinder Heads

The CR660 is aimed at engines with improved airflow and larger valves.

Cycle-Rama describes an approximately 3,300–6,400 RPM operating range and highlights relatively low valve lift at top dead center as a design characteristic.

That does not eliminate the need to check valve-to-valve or piston-to-valve clearance, especially when using larger valves.

View the Cycle-Rama CR660

CR660I-2: A Distinct CR660-Family Grind

The CR660I-2 is separately cataloged from the standard CR660.

Both are described as having a 3,300–6,400 RPM operating range and compatibility with appropriate high-flow, big-valve cylinder heads.

However, this does not mean the two cams have identical opening and closing events. The current cam cards should be compared before choosing between them.

View the Cycle-Rama CR660I-2

Published Twin Cam Technical Specifications

More detailed timing information is available for two of the most street-oriented Twin Cam grinds.

Confirm the timing checking height and current product revision before comparing these degrees against cam cards from another manufacturer.

A note about older Twin Cam specifications: Historical listings sometimes use designations such as CR595i and CR630i. Do not automatically assume those old suffix-designated profiles are identical to the currently listed CR595 and CR630. Obtain the current cam card when an exact duration, timing, or lift comparison matters.

How to Choose a Cycle-Rama Cam for Your Harley

1. Start With Your Engine's Displacement

Engine displacement changes the relationship between cam timing, airflow demand, and power delivery.

A cam designed to produce a broad torque curve in a 107 may react differently when installed in a 128 with significantly greater displacement.

For example, a larger motor can often tolerate camshaft timing that would make a smaller engine feel less responsive.

That doesn't mean a larger engine always needs a bigger cam. The target RPM range, compression, and cylinder-head capacity still determine the right choice.

2. Match the Cam to Your Compression Ratio

Compression is one of the most critical pieces of camshaft selection.

A cam with a later intake closing event can reduce effective cylinder pressure at lower RPM, which may make it more appropriate for a higher-compression motor.

Conversely, a torque-focused cam that closes the intake earlier can create excessive cylinder pressure in an already high-compression build.

Two engines with the same nominal static compression ratio can also behave differently because of cylinder-head design, combustion-chamber characteristics, fuel quality, temperature, cam timing, and tune.

Do not choose a cam solely because your compression ratio falls somewhere inside a published range. That range is a starting point for assessing the complete engine combination.

3. Consider How You Actually Ride

A touring bike that regularly carries a passenger benefits from a different power delivery than a lightweight Softail built for aggressive acceleration.

For heavy road use, strong torque between 2,000 and 4,500 RPM is often more valuable than an impressive horsepower number obtained at the top of the rev range.

For a performance-oriented rider who consistently uses 4,000–6,000 RPM, a cam with more upper-RPM capability may be the better match.

4. Understand What Your Cylinder Heads Can Support

A high-lift cam is most beneficial when the intake and exhaust ports, valve sizes, and valvetrain can take advantage of it.

A stock cylinder head may see diminishing improvements as lift increases.

If your engine has CNC-ported heads, larger valves, improved intake flow, and a suitable exhaust system, higher-lift grinds such as the CR515 or CR557 become more relevant.

The key measurements include valve-spring installed height, coil-bind clearance, retainer-to-seal clearance, spring pressure, piston-to-valve clearance, and valve-to-valve clearance where applicable.

5. Consider Your Exhaust System

Exhaust selection has a major influence on performance cam results.

A well-designed 2-into-1 exhaust can help scavenging and support a wider torque curve, but the ideal pipe depends on engine size, RPM range, and cam timing.

Poorly matched exhaust systems can create torque dips that won't necessarily be corrected by choosing a larger cam.

The CR484 Magnum is worth particular attention when exhaust tolerance and broad street performance are priorities.

6. Plan the Tune Before Choosing the Cam

Every meaningful camshaft change requires a compatible engine calibration.

Fuel delivery, ignition timing, idle speed, throttle behavior, and any applicable variable valve timing strategy must be matched to the new combination.

A dyno tune provides the opportunity to evaluate torque delivery under load, fuel control, and the performance of the finished setup.

A camshaft alone does not determine the final horsepower or torque number.

Cycle-Rama Dyno Results: What Can You Expect?

Real dyno results are useful, but only when viewed in the context of the complete engine build.

Cycle-Rama publishes a collection of customer and shop dyno results covering stock-displacement engines through large-displacement performance builds.

Here are several examples from the manufacturer's published results:

A particularly useful documented comparison comes from a 2022 CVO Road Glide 117 equipped with the CR480OG.

Cycle-Rama's published build record shows an initial baseline of approximately 100.5 HP / 118.6 lb-ft, increasing to 127.7 HP / 142.7 lb-ft after the performance work.

However, that motorcycle also received intake, exhaust, induction, and tuning changes. The difference cannot be attributed to the camshaft alone.

These examples also use varying dyno setups and correction factors, so the numbers are not a controlled camshaft shootout.

For accurate comparisons, prioritize back-to-back testing on the same engine with consistent exhaust, intake, calibration, operating conditions, and dyno correction methodology.

Explore Cycle-Rama's Published Dyno Results

What Parts Do You Need for a Cycle-Rama Cam Installation?

The camshaft is only one part of a successful installation.

For a typical Milwaukee-Eight cam upgrade, the installer should evaluate the cam bearing, hydraulic lifters, adjustable pushrods, gaskets, seals, oil pump, cam plate, and tappet guides.

Many installations use an upgraded set of lifters and fresh cam-chest consumables even when the factory components appear serviceable.

Additional work may include high-lift valve springs, rocker-arm and pushrod geometry checks, piston-to-valve clearance measurements, and upgrades to the intake or exhaust.

What Does "Bolt-In" Actually Mean?

When a camshaft is advertised as bolt-in, it generally means the profile is intended to work without major engine machining in the specific application for which it was designed.

It does not guarantee compatibility with every factory or aftermarket cylinder-head configuration.

A cam described as stock-spring-compatible in an original 2017-era Milwaukee-Eight should not automatically be considered stock-spring-compatible in every 2024–2026 Gen II M8.

Similarly, a cam suitable for a factory 131 package may have very different requirements when installed in another engine with aftermarket pistons and cylinder heads.

The same caution applies to the Twin Cam family, especially earlier cam-drive and engine-generation differences.

Always confirm the exact motorcycle, engine, camshaft version, spring package, and required installation hardware.

Cycle-Rama Cam FAQs

What is the best Cycle-Rama cam for a Harley 114?

For a stock-compression 114 Touring model, the CR480MT is an excellent option when low-end and midrange torque are the priorities.

The CR480OG and CR483 are also worth considering. The CR483 has a more aggressive idle character, while the CR485 is more attractive when upper-RPM horsepower matters.

What's the difference between the CR480MT and CR483?

The CR480MT is especially focused on strong early torque, making it attractive for heavier motorcycles and everyday passing power.

The CR483 offers aggressive idle character and broad midrange performance with a somewhat different upper-RPM emphasis.

Neither is universally better; the choice depends on where you want the strongest pull.

What's the difference between the CR483 and CR484 Magnum?

Both emphasize strong street torque and an aggressive idle character.

The CR484 is specifically promoted for its broad power delivery and ability to work well with a wider range of exhaust combinations.

The CR483 remains an appealing choice for riders prioritizing a pronounced idle and hard-hitting acceleration.

CR485 vs. CR515: Which is better?

The CR485 and CR515 share timing events, but the CR515 provides an additional .030 inch of valve lift.

That makes the CR515 particularly interesting in an engine with cylinder heads and a valvetrain designed to use that extra lift.

For a stock-spring application where the CR485 has confirmed compatibility, it may be the more straightforward choice.

What's the best Cycle-Rama cam for a 117 Low Rider S?

For a street-oriented 117, consider the CR470, CR483, CR484, or CR485 depending on whether you prefer early torque, aggressive idle, a broad powerband, or greater upper-RPM horsepower.

Gen II model-year differences and VVT status must be checked before selecting a specific part number.

What's the best Cycle-Rama cam for a 128?

A stock-head, higher-compression 128 is a good reason to investigate the CR482.

For a 128 with ported heads, the CR515, CR550, or CR557 could become more relevant depending on compression, airflow, and intended RPM range.

A larger displacement alone is not enough to choose the cam.

Do Cycle-Rama cams require valve-spring upgrades?

Some do and some don't.

For example, original applications of the CR480MT, CR483, and CR485 have documented compatibility with stock valve springs, while higher-lift combinations may require spring changes.

Always verify compatibility for the exact engine generation and cylinder-head package.

Do Cycle-Rama cams need a tune?

Yes. A performance cam changes engine breathing and should be paired with compatible calibration.

For best results, have the finished combination tuned and evaluated by someone experienced with Harley-Davidson performance engines.

Which Cycle-Rama cam has the choppiest idle?

The CR483 is well known for its pronounced choppy idle, while the CR470 and CR484 also have aggressive idle characteristics.

Idle sound depends on engine size, exhaust, idle calibration, and the rest of the combination. It should not be the sole basis for choosing a camshaft.

Can I install a non-VVT Cycle-Rama cam in a Harley with VVT?

You should not assume compatibility.

The CR565VVT is specifically designed for the 121 VVT application. Use the correct VVT-specific components and calibration rather than selecting a conventional cam solely on engine displacement.

Are Cycle-Rama cams street legal?

Street-use legality depends on the specific camshaft, motorcycle, model year, location, and applicable emissions requirements.

Performance fitment does not establish emissions compliance. Check current manufacturer documentation and local requirements before installing emissions-related performance parts on a road-registered motorcycle.

Which Cycle-Rama Cam Would We Choose?

For a primarily stock 107, 114, or 117 Touring motorcycle, we'd start by comparing the CR480MT, CR483, and CR484 Magnum.

For a performance-oriented Softail where upper-RPM power matters, we'd put the CR470 and CR485 higher on the list.

For a built 124 or 128, we'd first look at the compression ratio and cylinder-head specifications before deciding between the CR482 and more aggressive options such as the CR515 or CR557.

For a compatible Screamin' Eagle 131, the CR512 deserves serious consideration.

And for the newer 121 VVT and Gen II non-VVT engines, the CR565VVT and CR574HL provide options developed around those particular engine architectures.

The important point is that the best cam is the one that matches the complete engine combination and your actual riding goals.

Shop Cycle-Rama Cams at Get Lowered Cycles

At Get Lowered Cycles, we're passionate about Harley-Davidson performance and helping riders put together combinations that work—not just collecting impressive parts on a spec sheet.

Whether you're planning a simple bolt-in cam upgrade or building a high-compression big-bore motor, start with the engine you have, the riding you do, and the power delivery you want.

Explore our available Cycle-Rama camshafts and performance components, and contact our team if you need help narrowing down your options.

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Technical Reference and Publication Notes

This guide covers the 25 camshaft grinds in Cycle-Rama's publicly listed October 2026 catalog. It also distinguishes several historical designations that may appear on older cam charts or retailer listings.

Older Cycle-Rama grinds, including certain CR540-family, suffix-designated Twin Cam, and Evolution-engine profiles, may be found in archived specifications but are not represented here as currently available production products without confirmation.

Manufacturer specifications, fitment, availability, and part revisions should always be checked against the actual product and current installation documentation.