Dyno Schedule for September

9/1 Sat HTG ported F7 carb we’ve posted on dyno pages since stock, tweaked from 120 to 150 plus so far with single pipe, now trying some new single pipes and D&D twins. D&D F8 twins with can silencer added broad top end hp curve, about 160 for 400 revs on top. Greedy Tony will next add vforce3 reeds and ported carb boots.
9/2 Sun AM HTG 975 06 Fusion hooked up to dyno now, will cal Boondocker Sun but bewildered by high fuel pressure (120psi), if anyone knows if this is normal or not please email or call me. Yup 118psi is 06 fuel pressure setting! My five year old gates EFI fuel lines that redirect sled fuel into dyno fuel flowmeters and back were struggling with this record setting fuel pressure–the old hoses looked more like lawn sprinklers straining against nearly triple the fuel pressure they’re accustomed to. About an hour was spent repairing leaks, reclamping fittings etc (on my time). This 06 Fusion was much easier to dyno tune than all the 05’s that have come before it. The automotive fuel line connectors on the sled are now totally accessible instead of being buried on 05s, this 06 engine seemed much smoother, and the deto protection never once caused problems [most 05s couldn’t be tested here below ex valve opening, since apparently some vibration triggered the knock sensor at low revs]. On this 06 we could do transient tests from 5000 to beyond HP peak with perfect repeatability. Even with non-HTG aftermarket single this engine made close to 180hp at high .60s. HTG Rob says that 175plus should be typical even with HTG Ypipe, stock OEM single pipe and muffler. This 06 Fusion seems to be a totally different, better thing than the dozen or so 05s that have come here before it. This fellow has purschased the sled new at typical Fusion get-it-off-the-floorplan price, added the HTG big bore kit, Boondocker and has a bargain sleeper hotrod.      
9/4 Tuesday Full Power Perf stage 3 Apex turbo tuning for 400 hp (will have new larger dampened driveshaft by then). PM 2008 Yamaha Nitro for baseline testing/ airflow etc prior to Justin finalizing turbo system.cancelled
9/5-9/6 more pro race sled engine testing w/ cameras off.
9/7-9/8 Sean Ray finalizing SkiDoo PS1000 twin for Tim and Brian Tyler.cancelled
9/7 Jess Pych dyno tune D&D F7 Imp Stocker  This one was built by D&D, has the high rpm race pipes exiting on both sides of the sled, made incredible HP at 9000++rpm. Like other firecats, this one required different Boondocker settings to achieve max HP than another sled exactly like this campaigned by D&D. 

week of  9/10 getting ready for Woody’s monster scheduled below for 9/17.  New  1.75″ OD rubber dampened driveshaft made out of new Jeep front end driveshaft tubing/ spline and custom sled connector with 8-hole lord neoprene connector centered and aligned by a $250 helicopter spherical
bearing (all parts to connect this stuff are made on a lathe and mill, not ordered from any catalog). Also that 120psi 06 Fusion fuel pressure was an eye opener–Ive long ago converted the SF901 oil pressure channel to monitor fuel pressure to deal properly with EFI sleds and bikes. however, the blue SF901 dyno control console (seen on the homepage with Sean Ray at the controls) contains switching devices, computer boards, rheostats, transducers, gauges, ventilation fans, and many other mysterious  tiny things that create lots of  heat from electricity. Unfortunately  the pressure gauge and transducer inside the console that used to measure oil pressure now measure fuel pressure. I suspect that the 1/4″ plastic tubing from engine stand to console is filled mostly with air that compresses as oil (and now  gasoline) pressurizes the system during operation. However if there should be a leak in the pressure measuring transducer, the bourdon tube inside the analog gauge, or any of the tubing/ fittings connecting the two,  high pressure (up to 120psi) gasoline could be sprayed inside the hot control console with catastrophic results…and that ventilation opening beneath the console, in front of the operator’s testicles makes me cringe when I think about the fireball that might be created by a 120psi fuel leak!
So I’ve acquired a fuel pressure isolator from McQuillen Racing, which is basically a small cylinder with an oringed piston that contains fuel under pressure. On the opposite side of the piston is a 50/50 mix of h2o and ethylene glycol that will transfer the pressure into the console to the gauge/ transducer. Now, should a leak occur inside the console or control room, a few ounces of coolant will harmlessly be lost before the small isolator cylinder bottoms out, and pressure reading drops to zero. I plan to install this safety device on Monday/ Tuesday before Woody comes with methanol to pressurize my control console with. Methanol flames are invisible, and even scarier to think about. Isolator installed, finished Wednesday lots of work bleeding air out of  system, now only  antifreeze in line to console. Also finished machining/ pressing together new 1.75″ rubber shaft, will have welded  friday in time for woody to test on monday…
9/13 Thurs AM ShiDoo Rev600 trail port w/ CS twin pipes & head.Raceport improved stocker w/ 18-1 RKT head, “race” ECU w/ rev limiter removed, maxed out at 140 8800 rpm with jetting fresh C16 needed for compression, no way to roll timing need Jim Cooper to come with laptop to try retarding/ advancing timing, should be 150 plus in this engine maybe would be happier with closer to 16-1. Needs another session with lower compression/ jim Cooper to roll timing to max HP.
Thurs PM.Sunnyside Eric/ Cody Johncox finalizing dyno tune on Jason DiSalvo’s Yam 450 flattrack bike on Cycledyne. This one had awful carb calibration, tuned it with  needles/ main jets from 46 to 53 plus DJHP (DynoJetHorsepower which is a happy correction factor designed to match the numbers from a DynoJet roller dyno. More importantly picked up over 20 DJHP in midrange by optimizing A/F ratio. Cody won the last race with the bad calibration, will be fun to see how he fares with the engine dialed in properly.

9/17 Woody’s Performance big bore stroker Apex dragsled, Supercharged/ Alcohol. this was the first sled weve had here EFI “stand alone” controller for fuel and spark. This was Autotronics system from Australia, installed on Woody’s Stage3 MPI centrifugal SC big bore stroker Apex drag sled. Woody hired Enzo to do Methanol mapping at the dyno, but we spent most of our time hunting for missing cylinders, finally traced down to coils being wired out of sequence. After mapping midrange fuel/ spark (easy to do on the dyno), several full throttle runs finally produced 426hp before popping an oring out of cyl #4. I dont think this was deto related, but poor machining of oring grooves in head (cut too large). I will try to post dyno sheets/ more technical info on this interesting setup.

9/19 Steve Bennett from West Virginia and I think his ex-brother in law Boondocker tuning a Mach Z twin / CS pipes, asphalt racers. Steve’s pal WVa Jimmy Walker asphalt races a bone stock MZ with Bikeman chambers and CS twin pipes, Boondocker.  Came to dyno with  Billy Howard’s  (Jimmy’s skidoo dealer) Boondocker map, made 195 at .63.  Jimmy Cooper  dropped in the mid-altitude map into  the ECU,  went to  200 at  .58. Then Jim Cooper bumped timing back and forth with laptop, perfect timing dropped midrange a bit but added peak and broadened HP curve out.

9/20 Bikeman Erich, full day or more F8 trailport/ M1000,  Pol 700 EFI, all for independent verification. Cams may be off, not sure until 9/20. Bikeman trailport F8/ vforce/ D&D Ypipe/ stamped single tuned on local 93 octane, dandily made 178hp/ 119 lb/ft.  The M1000 was impossible to believe. Stock M1000 cyls w/ Vforce reeds, BMP 12.5-1 head, BMP Ypipe, BMP stamped SINGLE pipe, made 240 HP at .50  lb/hphr at 7500!!!  Checked all dyno calibrations, which were spot-on. But I still thought something might be wrong with the dyno–how could a head/ reeds/ single pipe add 70hp to a stock engine? So we pulled the M1000 off the table, and brought in Erich’s bone stock Polaris Dragon 700 EFI that he wanted to try a pipe mod on. Amazingly as we should have expected the dyno was perfect, 138hp stock  (and the pipe mod worked dandy). So at 8 pm we put the M1000 back on the dyno. We called Dead 1 Dave Craiglow (good friends with
HTG, D&D) to come see this, bring his CDI to compare, and to help “tech” the engine. 240 again, then added a pile of Boondocker numbers, “dropped” HP to about 230 at .60. Dave examined the engine ports, measured stroke. No N2O lines anywhere. I will post full dyno results on all three sleds.
9/21 Tripod Dan doing another dyno tune on his HTG Storm 1000impst cancelled

9/22 Going to Old Forge to meet w/ Geo Taylor and Old Forge dealers to make Shootout plans.

9/23 Maybe going to Holley NY to observe grass drags.

9/26 Tripod Dan 1000IS, water in mag cylinder.

9/27 Full Power Justin w/ two Apex Stage 3 turbos, Nitro stocker for baseline before turbo.

email from subscriber 9/19

lots of detailed info on dyno terminology is in archives-it’s
useful to spend time looking at those. Thanks for your interest, too
many are happy just to see HP and that’s it. Jim C