9/2/08 Honda VTX1800 with straight pipes, Edelbrock N2O and Power Commander street/ drag bike w/ 2.5 lb bottle bolted to sissy bar, 90 DJHP on motor, 148 with n2o, but recommended fuel/ n2o jet stagger is for carbs, not EFI…with n2o injection airflow through the carb/ throttle body drops (cylinder is partially filled by the n2o system)…so with a carbureted engine, airflow drops and fuel flow drops but with EFI engines like this VTX the airflow drops but fuel flow stays constant so we needed way less fuel from the n2o system meaning a backwards pill stagger was optimal. We tweaked the n2o system fuel down a bit, evened up pill sizes, added 4 hp to152 but still 10.8/1 wideband reading meant we could have dropped fuel pill way lower than n2o pill size. But since this bike is run only on 93 [sometimes 87 when he gets boned at the pump] we left it at 10.8/1
9/3/08 KTM SuperDuke 990 twin this fellow bought this bike used, was concerned that the original owner hadn’t done proper breakin and perhaps HP was low? I tried to allay those concerns describing to him the times we’ve done factory recommended dyno breakin on nickasil engines with no change in leakdown, blowby or HP…I believe they are ready to rumble out of the crate…as I predicted, HP was perfect, 104 DJRWHP.
05 bone stock F7 carbureted. this was the first bone stock 05 carbed F7 engine, turned out to be way, way better than the 03/04s, only needed jetting and two degrees of timing to be 140 plus (remember the 04 stock carbed F7 needed 9 degrees of added timing and John T Cowie’s airbox mod to make good HP).
9/4/08 YZ85 Yamaha flat track bike, carburetion and timing tweaking for max HP I enjoy tuning these on the CycleDyn eddy current roller dyno–easy to hook up and easy to max out HP–this one was typical getting jetting absolutely perfect and then rolling timing about, 1/16th of an inch at a time, to create the best midrange and peak HP without excessive drop past the peak. Net gain was only 2 HP but that equates to 10% HP increase. It’s all relative. I have several young racers who are national champions in 125 and 250cc class.
Tripod Dan, HTG Polaris PS800 triple, DynoPort pipes
9/5 Another flattracker, Yamaha 450cc 4stroke on the Cycledyne roller dyno picked up 8% more HP by jetting perfectly for max HP.
9/6 Sean Ray, PS1000 twin cameras off
9/8 Hayabusa dragbike, 1460 big bore, FBG ported cylinder, built by Sunnyside, Power Commander tuning. complete remap, starting from scratch since no PC download maps are available, spent 3 hours mostly midrange tuning, now it’s close enough for a dragbike. 180 DJRWHP on pump gas, 11/1 to stay safe.
9/9 Tripod Dan & Dan, PS800 setting up for Holley drags Dan and Dan had good dyno luck converting their HTG1200 from, rubber to solid mounts for 1/4 mile asphalt–fuel flow was smooth and even, tuning the lectrons was predictable. So when they put this prostack dragracer together, they tried solid motor mounts, this time with awful results…fuel flow lb/hr is all over the place, adjusting the lectron power jets is confusing–open the power jets and EGTs climb, close the jets and EGTs drop??!!we’re figuring that opening the power jets causes float bowl level to drop, since the milkshake-like emulsion in the bowls prevents the fuel pump from keeping up, and causing mixture to lean out as level drops, but if the dyno run is too long then HP drops.Once again, tie wrapping my five pound crowbar to the three lectron carbs cured the problem. With the added mass fuel flow smoothed out reasonably so we could adjust jetting, and fuel flow and EGTs responded appropriately. Since this engine is for five second runs, Dan and Dan will try to run the sled as is this weekend, 220 HP if there is fuel in the float bowls.
9/11 tripod Dan & Dan, one more grass drag sled a PS1000. Another solid mount engine. Hoping for smooth fuel flow. this one had horrible fuel flow, and inconsistent dyno numbers, varying wildly as float bowl levels changed from cylinder to cylinder, open up power jets fuel flow dropped, close them down fuel flow increased, then we discovered crank PTO TIR .005″ causing added vibes to goof up carburetion…stock rubber mounts usually cover up this sort of problem, but solid mount engines must have the most perfect balance to allow carbs to deliver proper fuel flow…back to Clark Spreigel for a new pto end and we’ll try again…
9/12 or later Casey Mulkin with his new Dragon 800. 1000’s of people are waiting for this one. 9/25 thursday
9/15 two F7 Improved stockers, cams off both D&D mods, both 180 plus with perfect max HP boondockering
9/19 Sean Ray PS1000 twin on engine plate cams off
9/20 Suzuki EFI quad, tuning Power Commander on the 901 shaft dyno. will
have to reshedule because the quad arrived for tuning Sat AM, the
splined dyno adaptor would not fit the frame, I have to fabricate a
smaller one, maybe next Saturday
9/21 Justin Fuller and Todd Parson (driving here from Newfoundland) trying for big RX1 turbo HP for dragracing on some hill, maybe trying to take Glenn Hall/ D&D HP record? Justin has the sled, rebuilding engine, rescheduled to Monday AM then rescheduled again for Tuesday 9/23, …fell well short of D&D record, 400 plus and probably more HP than he needs, but Justin is doing some reconfiguring, no problem with engine, perhaps needs some component alterations to hit 500 plus real HP…
9/25 Mel Severance/ Randy Cramer HTG660 Fusion Polaris twin trail mod w/ truckload of pipes after tuning, more HP than a dragon 800 stocker, single pipe with stock heat shield and stock muffler.
9/26 Casey Mulkin new production Dragon 800 w/ all those single pipes to test along with Power Commander fuel controller. still no sign of the trailer with 14 dragon 800s on it–Casey found it today, still sitting at the factory waiting for a tractor to pull the load to Jamestown, NY. Looks like next week.
9/30 Casey’s been promised delivery by 9/29 so we’re hoping for Tuesday…had Dr visit tuesday so now Wednesday 10/1