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).