Update!
Chumma has the B5, but he can't get to doing anything with it right away, because he has a few rebuild jobs to finish before he can start measuring it.
So, in the meantime, I have been trying to pull as much information together as I can.
I have gotten some very informative cam information from one of my friends in India.
And, one of our US members here has been so kind as to share a number of photos with me that he took during a repair operation on his C5.
I'll keep his name private unless he decides he wants to be known.
The basics look pretty good.
They have tuned this engine very mild. It has a lot more potential than what they are giving it from the factory.
No measurements on the ports yet, but they seem to be smaller than the Iron Barrel ports, and that would be helpful if they are. More meat to work with for shaping when the ports are small. I
The cams are very low lift. Shorter lift than the stock Iron Barrel by .010". I don't know why they use such low lift. Max lift is .302" That's pretty meager lift. But, we'll see what we can do. Rockers are the same 1:1 ratio as the Iron Barrel rockers. In fact, they look like the Iron Barrel rockers with different mounting blocks.
And the cam duration is very short. Like 50 degrees shorter than the Iron Barrel.! That's a huge amount less duration.
But the timing events and lobe centers seem to be pretty good.
Valves seem to be a little smaller than the Iron Barrel valves too. I can't measure them yet, because I don't have the head here, but they appear to be a little bit smaller.
From my point of view, these are all relatively good signs, because it gives me room to improve it.
From the dyno charts I've seen on the UCE, the torque curve is very flat from the lowest rpms up to about 4000 rpm, and then it trails off. The breathing is running short. So, I think I see room to bring that breathing up to par for the normal 5500rpm limit of this bike.
All in all, I'm pretty optimistic.
I feel like I can work with this engine.