IN RETROSPECT THERE IS SOMETHING AMISS HERE SINCE I’VE DISCOVERED THE GLITCH IN MY DYNO NUMBERS…HERE’S MY POST BEFORE I FIGURED IT OUT… Just got another call from Jeff at Dakota Performance. Last week he track dyno tested his stock M1000 with new BMP single and ypipe, said he made 32 track HP more than same sled with Speedwerx Y and single. That equates to 40-50 HP at the engine. He was amazed as I was at bizarre HP.
Jeff had taken the clutches off of his turbo M1000 with four 82 gram weights, and the stock M1000 w/ BMP pipe pulled the weight on the dyno, then in the field accelerated like the turbo sled from a dead stop. But from a steady 40 mph cruise, valves closed, whacking the throttle resulted in poor response. So today he locked the ex valves open, tweaked his fuel controller to compensate and now his M1000 is a rocket on-off throttle like his turbo sled.
I still don’t get it.
Next wednesday HTG is coming to DTR with a lakeracer F1000 with a single pipe from BMP made with same dimensions as the single on the M1000. wrong, F7 chassis w/ F1000 engine, BMP pipe is same style used on M1000, but with outlet pipe rewelded to fit F7 chassis, cancelled test wed, reschedule for Fri or Sat.
After discovering the false high torque glitch in my prior testing, I’m bewildered by Dakota’s track dyno test that showed similar results.
Carl McQuillen Racing Engines in LeRoy, NY has remanufactured two circa
1906 Curtiss OXX6 V8 airplane engines which are scheduled on 9/13/08 to
lift off Keuka Lake in Hammondsport, N.Y. in a replicated Curtiss
America 1913 seaplane. www.seaplanehomecoming.org is where you can see
this amazing thing. Carl is an aviation aficionado and somehow the
Curtiss Museum found him and his capabilities. They had two right hand
rotation surplus OXX6 V8 engines that needed to be rebuilt, with one
converted to left hand rotation to drive the other propeller. Instead
of simply rebuilding, Carl redesigned the nearly century old engine
with some modern technology (pistons, camshafts, valves, magnetos, etc)
and instead of 90 HP as dyno tested in 1906 (and in 2006 on Carl’s
dyno) the rejuvinated OXX6 engines now make 140 HP, both right and left
hand rotation! It was delightful to watch this project unfold, using
modern-looking but century-old cast aluminum engine blocks and billet
crankshafts machined in 1906 on manual lathes driven by flapping
leather belts.
22 years ago, then young Carl McQuillen
accompanied me to SuperFlow headquarters in CO Springs to help me
assess this new computerized dyno testing equipment I saw in some Hot
Rod magazine. Carl was just then beginning his engine building
business, had his own dyno, and did performance stuff for street/ strip
dragracers. He convinced me it was wise to borrow $50,000 for this
then-new dynamometer technology “if I wanted to do it right” so I could
spend another $50,000 adapting it, and creating this test cell to dyno
test snowmobile and motorcycle engines. As young people are apt to
type, online, “WTF?”. But here we are.
Carl was helpful to me
while I created this fixture/ facility for testing and tuning. When I
began testing things an learning, Carl was one of many who helped me
understand what was happening that had bewildered me. If you look back
in the DTR archives–Volume 1 #4 Carl McQuillen explained for us, 
in
understandable terms, why the “Extrudehoned” 650 Wildcat engine failed
to make added HP even though airflow CFM was marginally higher.
Since
then Carl McQuillen Racing Engines has invested in millions of bucks
worth of equipment including CNC machining and EDM equipment, several
new fully instrumented dyno cels, and is capable of creating intricate,
useful things out of huge hunks of metal. This OXX6 engine project is a
great example of that capability. Tomorrow will be a good day, watching
the America Seaplane lift off from Keuka Lake in Hammondsport, N.Y. and
fly through the air. I’ll be watching with Carl, and my armpits will
surely be drier than his.