Thursday, July 21, 2005
As we can see on our dynocams, the sled lift and framework have been stripped, sanded, primed and painted a lighter blue eurethane. The frame is now bolted to the lift, and this weekend I'll have the 901 absorber and its black framework and engine cooling tower bolted in place.
The toilet that is seemingly relocated to the seating area for use by [nervous] sledowners while they observe in the control room is actually just sitting there temporarily. It was removed for the ceramic tile installation, but now is waiting for me to somehow remove the blue overspray from the white ceramic before it is reinstalled in the head to the right of the control room cam.. Like a jerk I had left it sitting in the driveway outside the overhead door while Paul Cross spraypainted the dyno (I'm bartering his labor for a 150hp drag tuneup on the 04 F7 he's buying in August).
After the sled dyno is back together and operating again, Sean Ray is going to do all the SuperFlow upgrades on our CycleDyn eddy current bike roller dyno.
Then later on we'll upgrade the software on the sled dyno as well.
Before we do that I have an improved stock F6 mod to tune this Tuesday. I want to dial him in with our tried and true existing software. Then I can put one of our local sleds on the dyno, establish baseline and then switch software/ computer boards etc to make sure there are no surprises.
Today I looked at the dynoroom cam, and it looks blurry. If that camera is not out of focus, then I have blue eurethane overspray on it that will need to be dealt with.
Another project I'm working on is creating a dyno drive shaft to RELIABLY deal with the monster torque and HP of some of these new four stroke turbo sleds, and gonzo displacement drag and radar run two strokes. I'm doing this in conjunction with Terry at Bender Racing who's got a bunch of 350-400HP turbo sleds waiting to dyno. We can easily build strong conventional driveshafts to connect crank taper to dyno, maybe a few hundred bucks gets you there. But that offers zero protection for the violent torsional vibrations created by singing stroker/ multi cylinder engines. Solid steel shafts can hold up to these engines, but they also can wreak havoc on the engines--twisting welded cranks out of phase is a too common problem when you deal with high output engines with solid metal connections! By next month, Bender and I will each have $1000 dyno driveshafts that will handle 400 HP, and with built in rubber dampening media that will accomodate steady stae 200 lb/ft torque and spikes to 2000 lb/ft (that many 200 lb/ft strokers create).