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week of 3/19

Thursday 3/23 3:00 pm, dyno tuning a troublesome XC700 stocker w/ SLP pipes Internet connection disabled by lightning, cameras should be running again tomorrow. XC700 was dialed in, jetted timed perfectly, plus took off loud can put on stock muffler added 3hp.
Friday 3/24 AM (tentative) dyno tuning Vince Logan's trail mod MachZ, Jimmy Cooper coming to tweak and maximize ignition timing.

Week of 1/16

This week will post dyno results Fusion 900 w/ SLP airbox/ ECU program, SLP single SLP can vs stock muffler, Dynoport Ypipe, Dynoport single, Dynoport can.

Monday AM Rob Schooping HTG Fusion (not sure if stock or otherwise) Boondocker N2O system tunup, if we have time a dyno pull on Rob's 1200 pump gas triple (as run at Shootout). 975 cc HTG Fusion with and w/o N2O will be posted this week with other Fusion dyno dumbers, also will post HTG 1200cc pump gas triple. Early PM dyno tune the same Bender RX1 turbo that made 400+ HP here, with some sort of tuning modifications spent 8 hours w/ Ted Jannetty and Casey Mulkin tweaking and tuning (394 HP), finished too late for Sean to dyno. Late PM, Sean Ray's Dad's Fusion 600 (now big bore), hoping Rob Schooping brings a set of HTG twins to test on this engine will dyno Tues after F7 imp stock.

Tuesday AM, trail port MachZ w/ Crankshop twins still lacking parts, will reschedule. Tues PM an F7 Imp Stock from Maine, Jaws pipes Severely Boondockered the imp stock ECU, made 178 HP at 9500 RPM.

Wed AM nothing scheduled spent all day posting dyno numbers of stock Fusion with single pipes and HTG's 975 both n.a. and with Boondocker N2O. Wed PM Sean dyno'd his dad's 660 Fusion with stock pipe--Dynoport sent over one of their new Fusion 600 pipes to dyno with, but delivery person hid the pipe out back in a trailer and we never found it until we were done testing. I will try to post Sean's results this weekend.

Thursday three MachZ's, various trail mods including Bikeman big bore, CS twins, Bikeman mod single, etc. Jimmy Cooper is helping out with his computer to dial timing on each sled to max HP.
Two MachZ's now sheduled for Thurs, Bikeman big bore w/ Bikeman mod stock single, and stock bore Bikeman trail port w/ Bikeman mod stock single. Jimmy C will be there at 10 AM. Richard Lavanant's 05 MachZ was here recently bone stock except domes and pipe mod, this time he came back to dyno w/ trail porting and added about 20 CFM but only one HP, even with timing rolled around. Then we dyno'd Richard's dealer Russ Horn's big bore MachZ w/ quiet CS twin pipes, only 10 CFM more than Richard's single pipe 1000 and only about 10 HP more. Turns out we had 1000cc CS pipes on the big bore, need larger stingers, pipes are being updated by Crankshop. Should be back to redyno in a few weeks.

Friday Boondocker tuning an F9 with 50 HP Boondocker N2O.one of our 518 area code pals, this was a return trip (he discovered after first tuning session the his EGvalves had been in backwards). Boondocker seems to shut the engines off with a pop at about 40% fuel flow increase. The 50 HP nozzles were too much (required a total of 50% more fuel) so we welded four N2O nozzle holes shut with hot screwdriver, added nearly 25 HP to NA with no Boondocker shutoff.

Wednesday before Shootout

We struggled again today with Boss Noss, added a restrictor to help cut down 45 psi fuel pressure. Made extra 25 HP on our first pull today .72 LB/HPHR BSFC, but gas solenoid began leaking fuel into the engine. Got my magnifying glass out, gas solenoid is good for low pressure only, Boss is red labeling out an EFI kit for delivery Wed AM. Despite these glitches customer service is great.
This surely will goof up Erich Bikeman who was planning to dyno his Shootout sleds tomorrow. I called him at 2pm expecting to catch him on his cel in, maybe, Chicago but he was still [probably on the dyno] at his shop. So tomorrow AM I will finish the Boss Noss ZR800 then blast off for Old Forge and 5 pm happy hours at Slickers.
Then talking to Erich plan B is to have him dyno Shootout sleds Sat PM/ Sunday, Mike Ziggy Zigmont will be dynoing Bikeman F8 Sun AM, we can do Bikeman's two sleds after that. I won't have time to post what the final plan will be, but check your dynocams this weekend.

wanted F7 for free dyno tuning 11/19--

I've got a good pal Don Schroeder in Alberta who wants to fly down to NY with his F8 cylinders/ pistons, F7 ECU, injectors to dyno tune here on Friday 11/19. But he needs a donor sled/ engine to fit his parts to for testing. The deal would be: free dyno time to dial in your F7 EFI to 140+ HP (or F8 to 150+ HP) (value $250-400). Then remove your cylinders, install Don's Pistons/ cylinders injectors ECU etc and dial him in, probably and extra five-six hours, reinstall your pistons/ cylinders and you're done Phone 585-993-2777 or. Email me info@dynotechresearch.com if interested.

UPDATING DYNO ABSORBER 5/21

When I bought the SF901 dyno 20 years ago, stock and race sled engines were less than half the torque and HP of what we're seeing today. The Superflow 901 absorber is capable of controlling 1000 HP engines, but the 1986 sales literature described how the absorber could be used for engines as small as 12 HP. After Terry Paine, machinest extraordinaire Skip Saupe and I built the hydraulic chassis lift, framework and driveshaft system the first sled we had to test the dyno was a then-new 1987 Yamaha Exciter with those notoriously troublesome original butterfly carbs.

With dyno running directly off the crankshaft at engine speed, pull-starting the Exciter was brutal. The bronze absorber impeller acted like a 20 lb flywheel added to the mass of the engine's rotating mass. Once running, the Exciter 570 was unable to break idle and increase revs at all. The engine would sit there idling, and increasing opening the throttle would not cause RPM to rise at all--the engine would remain at maybe 1000 rpm going "whaaaaa" from added intake noise with no change in engine speed. This would only create excessive heat in the rubber Lord torsional vibration dampeners we had engineered into the driveshaft to protect the engine from the granite-like load of the dyno on fragile engine components.

Working with SuperFlow engineering people it was decided that I should disassemble the dyno absorber and machine the rotor (the internal spinning part of the torque convertor-like absorber) down to a smaller outside diameter. This would reduce low RPM drag on the engines, and reduce torque capacity to maybe half.

After reassembling the dyno with the cut rotor, pull starting the Exciter was a bit easier. But that awful 570 just sat there idling, and appying light throttle would only make more intake noise and Lord coupler heat, not more revs! A day later I got a call from local Yamaha dealer Sunnyside Cycle's tech Don Frasier who knew of my frustration with the Exciter on my new dyno. Don had been fiddling with the Exciter carbs and discovered that by popping out the softplugs and enlarging one fuel passage, a light throttle lean condition was improved.

I popped out those soft plugs, drilled the second metering hole as Don suggested, and JB Welded the plugs back in place. Unbelievably, now the Exciter ripped off of idle and ran up to 5000 RPM where the automatic control of the dyno took over and finally created the load necessary to hold the engine there at full throttle. HP and torque were displayed there, steady state. Pushing the "test" button allowed the engine to accelerate to the HP peak and beyond, and data was finally recorded. Now let's figure out what that data meant.

Since the SuperFlow dyno did not come with a manual that expained things like A/F ratio and BSFC etc I was totally clueless about info that the SuperFlow airflow and fuel flow meters would eventually provide us. All I wanted to see was torque and HP and go from there. But eventually, fuel flow numbers would be as improtant to us as HP numbers. This was a fun learningcurve.

Eventually, I would tire of pulling ropes with that 20 lb dyno flywheel adding to the load. So I acquired a huge 350 HP Cummins 12v starter, had rotation reversed, and bought a $500 german sprag clutch to alllow the starter to drive the engine to start , then idle down to zero RPM, as dyno data is recorded.

After obtaining dyno info on the Exciter, including those hard to understand airflow and fuel flow numbers, other sleds would follow. Small 340 and 440 race engines would still be difficult to test even with the cut down absorber rotor. We even resorted to blowing some N2O into the carbs to lift the race engines from idle to whatever RPM they came "on the pipes".

Reducing the dyno absorber speed with a toothed belt drive was the last modification that would allow easy testing of those low torque high RPM race engines. The belt drive would surely convert some of the engines' HP to heat before being measured by the computerized dyno. To determine that percentage I dyno tested an engine at 1/1 direct drive. Then I installed the toothed belt reduction, and dyno tested the same engine again. That lost HP was then programmed into the dyno computer, with engine speed considered since friction HP increases as the square of RPM.

I've dyno tested thousands of engines in 20 years, and up until last year my reduced speed, cut down rotor SF901 has been up to the task. But now along comes new monster turbocharged RX1's and Apex' with over 300hp at reduced output shaft speed, and N2O injected sleds like Glenn Hall's D&D 1200 asphalt racer and my cut-rotor dyno absorber is now on the ragged edge of not being able to control the engine RPM.

The last straw was the Honda 450 four stroke quad owned by DeNoyer Chevrolet in Albany, overbored and modified to 50 HP plus brought here to tune the Lectron-like Edelbrock carb and N2O system to max HP. On motorcycles and quads, I use driveshaft adaptors to attach the dyno drive to the transmission output shaft (never call that a "countershaft"). The primary drive ratio is multiplied by the transmission gear ratio to get us engine RPM. In this case, the 50 plus HP engine was only creating 2300 output shaft RPM at 7000 RPM crank speed and the dyno could not properly control the engine to obtain meaningfull low RPM data.

So I recently called SuperFlow and ordered a new $1200 full size relacement bronze dyno absorber rotor, and all new bearings and seals for another $400. It required 20 hours of disassembling the dyno, pressing off old bearings, cleaning parts, reassembling and pressing new components together with my new full size rotor to be back to 1987 square one. Now I can control 1000 HP again, so I should be in good shape to handle all the full mod sleds have to offer for the next 20 years. But if you have a vintage 340cc race sled to tune, you must go elsewhere.

Updates

Of the 10 F7 Firecats dyno tuned so far this month, four have been hotrods, with way more HP than the average stocker. Three with offset keys made 145+ with no fuel tuning (those had stock fuel flow in the mid-high 90 lb/hr range!). Just observing the variance in F7 HP curves it appears as though not only do we have variation in fuel flow, but ignition timing as well. Firecats make more HP with advanced timing, but then overrev HP suffers (a box with more ignition retard at high revs would help). So I'm rethinking my standard recommendation that Firecat owners install offset keys before coming to dyno tune to save expensive dyno time. If you are one of the fortunate F7ers that has a good "box" with lean mixture and generous ignition timing, adding more timing with an offest key narrows the HP band (from 7200 Ex valve opening to where advanced timing causes HP to drop). This may be OK for savvy clutch tuners who can make adjustments to keep engine speed at max HP. But surely relaxed ignition timing allows for much greater overrev HP and ease of clutching. It might be worth spending an extra hour changing the key at the dyno if just fuel tuning leves HP short.

The fourth November F7 "hotrod" we encountered, a brand new 05 sled made 140 HP off the trailer. It had fuel flow that was in the low 100 lb/hr range (maybe 10% less than typical 03/04's), and probably programmed timing that was more generous that the more typical 03/04s that make closer to 130 HP. The owner of the sled opted to leave timing stock, and in this case by just leaning fuel flow a bit he was rewarded with 145 HP with a great, flat HP plateau, over 140 from just after valve opening to beyond 8000. And since the many 03/04s we tuned last season have proven totally reliable at 140-145 HP, obtaining that HP level without adding excessive timing will make this sled easy to clutch for good performance. After I get some non-cat stuff posted I will try to remember to post this latest 145 HP tuneup with that great, broad powerband.

On 11/28 my cousin-in-law is bringing his new Fusion to dyno test. Other dyno testers have reported difficulty with deto sensors being set off by dyno vibrations (remember we had that problem with the 800 Pol in last year's Shootout). Since we've all heard modest dyno numbers so far, I'm anxious to see if it's tuned lazily. If so we may be able to help that some.

update dynocam schedule

1/2 AM Tom Reynolds mod Viper [trail ported by Tom, bored carbs, pump gas, Hauck trail pipes 160 HP]
1/3 AM Dan Johnston 03 F7 [107 lb/hr stock, then he used his own $20 needle valve to choke down to 100 lb/hr and 145 HP]
1/4 Steve Orlaski 03 F7 10 AM
1/5 Jim Gonyea, FastEd and one other Italian lakes madman, two F7 EFI's one carbed
1/6 AM Rich Simonetti F7 of some sort
1/7 Paul Coleman 04 F7 am, Gary Claxston 04 F7 EFI, pm
1/9 Adam Bonner 04 F7 10 AM, Larry Bartlett 12pm 04 F7, maybe later a F5
1/12 Dan Roes- D&D Performance, bone stock 05 F7 then with new D&D twins. See it live on DTR webcam beginning at 10 AM. Also F8 top end w/ monster twins into STOCK MUFFLER [=stock dB].
1/12 HTG Racing, Fusion Big Bore with DP single pipe and/ or can [cancelled until production stamping of single pipe is available].
1/14 9AM, Robert Morris Bikeman F8 with D&D new monster twin pipes [some problems]. Then Patrick Ferland, Quebec EFI F8 12 PM or deux heurs [CANCELLED]..
1/15 9am Dave Craiglow, DD F8 twin pipe/ Boondocker EFI controller, Bill Looneytune DiFranco assisting. 1PM, two 1132 Cat D&D triple lakeracers, Dave & Jeff want to be anonymous.
1/17 9AM AJ Andre, ProX800 lakeracer mod, twin pipes and with Boondocker N2O system [CANCELLED] AJ is a snowplower in NJ, and there is snow on 1/17.

1/19 D&D F8 w/ stock can twin pipes[CANCELLED] Dan has flu, [no flu germs allowed here]

1/21 9am Curt Allen [cancelled, waiting for D&D twins into stock muffler!]
12pm Tom Tyson, HTG 1080 pump gas triple, new Jaws pipes
1/22 2pm Patrick Ferland F8, dialin Boondocker EFI box
1/23 9AM D&D F9 !!!
possible problem with dyno electric starter sprag clutch, cancelled all dynos until fixed...
2/1/05 New GMN $480 sprag clutch installed, back to tuning
2/2/05 Bill Mead Bikeman F8, tuning Boondocker EFI box
2/4/05 AM, Jimmy Tanner, F7 dragracer tuning 500' and 1000' setups
2/4/05 PM Jarred F8 DD, tuning Boondocker box
2/7/05 AM Jim Gonyea and pals, Hooper 1400 triple [cancelled]
2/9/05 AM two Cat mods- 700cc & 1000cc
2/10/05 AM Jim Gonyea and pals, Hooper 1400 triple
2/11/05 AM F7 stocker w/ Boondocker box [cancelled]
2/22/05 Les Ferenczy F7 stocker, DTR style Boondocker box, Bikeman mod stock pipe [CANCELLED]
2/25/05 Jeff Sherlock, two troublesome ZR800 big bores to analyze
2/26/05 2pm Matt Bennett new D&D F7 757 big bore, maybe w/ new Boondocker if needed [boondocker was not needed]
3/2/05 9:00 AM DNE Perf, Don Emery (1) Mach Z twin w/ porting etc plus Bikeman stock pipe mod, (2) 1234cc 4 cyl radar run engine, made 280 HP here last year, shooting for 300, (3) Gonzo larger bore 4 cylinder radar engine, shooting for Bender's 359 HP DynoTechResearch HP record and 172 mph Ontario radar run record.
3/3/05 9:00 AM Mike Gross ProX800 trail port, SLP trail port single pipe, pump gas heads and race gas heads.

3/6/05 9am Dan Cross HTG 800 Storm Trail Mod

3/6/05 5pm Nascar's Buddy Parrot's 113ci H-D Softail turbo, Sean Ray tuning for 200hp. 3/23/05 Cooper's Sales & Service 05 SkiDoo 440 snoX sled w/ 800rev engine, baseline stock today then pull cylinders, have trailporting done 3/24 then redyno Friday 3/25
3/24/05 5:00pm CycleDyn Sean Ray supertuning Al Specter's 113 S&S Aerocharged bagger.
3/25/05 Finishing up Jim Cooper's SkiDoo, hoping that trail porting will get him 150 HP+ on pump gas.
3/25/05 afternoon, 3/26/05 afternoon, CycleDyn tuning 2 Yamaha flat track race bikes- one 80cc 2stroke, one 450cc 4stroke.
4/2/05 AM final dyno assessment of Blue Marble oil on Jim's XLT600 baseline dyno tested with Polaris oil, six dyno runs repeated within a few percent, then drained and switched to Blue Marble, trated cylinders twice per instructions, 100 miles on trail with Blue Marble, back to redyno in 4/2 AM.
4/6/05 Kevin Dellinger two Cat triple asphalt sleds
4/8/05 Dusty U's D&D F9 stroker with twin pipes and with new Giant Single and stock muffler, then in PM D&D's Dale Roes with a new F9 stock stroke, Giant Single stock muffler.
4/22/05 Fri AM Bill Looneytoon DiFranco dyno tuning his asphalt sled Boondocker box. I predict we will find him 3/10ths in the 1/8th mile.

upcoming dyno stuff

The SnoX session lasted longer than planned, no finished, Sean Ray is planing to bring the ProX800 (notXC) this weekend to dial in with the latest SLP twin pipes. Hoping we have time to install new SuperFlow Windyne software. Sean also has an 04 F6 carbed, when we have time we will dyno stock, with improved airbox carb boots, jetting, key, D&D Ypipe, Bikeman mod single, and Supreme tool mechanical exhaust valves.
Monday AM Chuck Hammrah (sorry about your last name spelling Chuck, you should have a last name as easy as mine) and Casey Mulkin are bringing in an 05 MachZ trail ported by Chuck, with twin Crankshop pipes for dyno tuning. Chuck told me he's done a bunch of these, run good enough on pump gas that he's contemlating bringing one to this year's SW/DTR Adirondack Shootout. We'll find out Monday how the dyno numbers look. Tune in.

Tuning today

Today we're dyno tuning a couple of SkiDoos--one MXZ800 trail mod big bore 827, and one 670HO. Starting at 9am. Jimmy Cooper is coming over with his computer to roll the timing on the MXZ to see where it is happiest with.

This week's Dyno schedule update

Finally some more non-cat stuff on the schedule.

Thurs AM we finished off the 800 SkiDoo twin. Jimmy Cooper spent a few hours dialing in timing, added timing could not keep the race twins away from rev limiter. Larry put the stock pipe back on, Jimmy rolled the timing up and down, adding timing helped miidrange but lost on top. With added compression, stock was best.

Thursday PM Greg P. brought in a boondockered (with suggested settings) F9 with twins that they were having trouble getting to run decently, came with 142 left with a 170 HP trail map and 175 HP lakerace map on his boondocker.

Fri AM I goofed, SRX is coming in spring.

Monday 1/2/06 is a big HP day I hope. This afternoon Terry Paine is dropping off my monster driveshaft (he borrowed to dyno a stage 3 RX1 on Bender's SuperFlow dyno). First some Central NY Racing guys are dialing in a big load of Boondocker nitrous, shooting for 275 in the AM?
In the PM, Thousand Island Goose Bay radar run madman Stanley Parker is coming to dial in his stage 3 Bender RX1 turbo with MSD. I'm hoping that he's not hoping for 400. Preliminary results: within an hour after Terry Paine returned the monster shaft to us it got twisted like a piece of black licorice (it had been dented and weakened by an earlier hydraulic lift mishap and just came off Bender's dyno on a 390 hp turbo with no problem) while we were dialing in MachZ stocker w/ Boondocker & Boondocker N2O. Since we were having trouble achieving the expected monster torque we went back to standard shaft. NA the Boondocker was perfect in enabling us to match the improvement we saw with the Shootout MachZ racebox. After that we struggled to add 20 hp with what was supposed to be a 100 hp four-nozzle kit. We tuned in what we could, we will try to get some assistance from Boondocker tomorrow to enable us to increase N2O and fuel flow to create more meaningful improvement. With no monster shaft, I had to cancel Gooose Bay Madman Stanley until a replacemnt monster shaft is built.

Tuesday we'll put another few hours testing Race Tools' muffler packing on our Cycledyne. The eddy current absorption unit maintains constant speed load, and we dial in enough throttle to maintain a desired HP level. In the PM my pal Big Joe DiSpirito is coming with Mike Gross to tune a ZR900 with twin pipes that Joe built. Then if we make 180+ we're going to eat Joe's favorite low carb best in the world ribs at Alex' Place. Joe didn't make it, but Mike and pals came, made 180 plus and I bet they ate ribs without Joe.

Wed AM Jay from Sun and Snow someplace in Central NY is bringing in an F8 with Boondocker nitrous to dial in. PM I'm Mr Mom (my wife works Wed's and Fri's as a Court Reporter those days I pick up our 7 yr onld son at school so only one fairly local AM sled on those days).

Thursday Richard is bringing in TWO MACHZs, one ported with Boondocker and CS pipes, the other I think with Bikeman domes and stock pipe mod.Richard also wants to dyno tune a third sled, either an 800doo twin or a Fusion, can't remember which.

Fri AM is reserved for an F9 twin piper that needs tuning if I can find a tech wrench to help out, I should know by wed.

Sat and Sun are open (weekends are $25/hr more).

Week of 1/8 Tues and Thursday are full (on those days 3 MachZs and one Fusion 900 to try Fusion single pipes on!), have Monday all day, wed AM HTG Rob Schooping is coming to dyno a Boondocker N2O fusion and Friday AM open. next weekend looks full unless we get cancellations.

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