A dyno graph a day vol 1
Discussion
Just to keep the photo thread clear of graphs and discussions on the merits of 1 BHP more or less on our 180 BHP Superbikes.
Here is one of my old ones from my MV. The lowest number was from before we started modifying it, the highest number from after we finished and the middle number is from when I ran it again on another day just to check all was still ok and all my donkeys were still inside. I have subsequently run it elsewhere and again it ran 177.39 at the tyre which is within 1% of the original run so I am happy enough.
Here is one of my old ones from my MV. The lowest number was from before we started modifying it, the highest number from after we finished and the middle number is from when I ran it again on another day just to check all was still ok and all my donkeys were still inside. I have subsequently run it elsewhere and again it ran 177.39 at the tyre which is within 1% of the original run so I am happy enough.
This is my Ducati showing the before/after MotoRapido blueprinted the engine and did a few other bits and pieces. Wilf did a good job. Run on the dyno using a standard control tyre which was slipping hence the bumps at the top end. The bike is a monster and huge fun, but it doesn't take prisoners and you need to ride 'ready'. Weight wise, it's lost about 6kg taking it to around 158kg dry.
spareparts said:
This is my Ducati showing the before/after MotoRapido blueprinted the engine and did a few other bits and pieces. Wilf did a good job. Run on the dyno using a standard control tyre which was slipping hence the bumps at the top end. The bike is a monster and huge fun, but it doesn't take prisoners and you need to ride 'ready'. Weight wise, it's lost about 6kg taking it to around 158kg dry.
So what was the extent of the work put into the motor Ade ?And 6kgs, where did you find that?
bass gt3 said:
So what was the extent of the work put into the motor Ade ?
And 6kgs, where did you find that?
The weight was easy: battery, tank, zorst, Ti nuts/bolts. Heads, oilways, cams, stacks, Pistals, comp, and a long time on the dyno. The mechanicals can run more, but it was agreed to detune for reliability. The fueling is ace - you can bimble down to the shops pulling smoothly from very low rpms. The biggest issue is heat management. Big bang = big heat.And 6kgs, where did you find that?
spareparts said:
bass gt3 said:
So what was the extent of the work put into the motor Ade ?
And 6kgs, where did you find that?
The weight was easy: battery, tank, zorst, Ti nuts/bolts. Heads, oilways, cams, stacks, Pistals, comp, and a long time on the dyno. The mechanicals can run more, but it was agreed to detune for reliability. The fueling is ace - you can bimble down to the shops pulling smoothly from very low rpms. The biggest issue is heat management. Big bang = big heat.And 6kgs, where did you find that?
How did you modify the fuelling? PCV or a Microtec/ Nemesis? ?
spareparts said:
Original valve sizes. Remap is direct to the ECU. Although I'm sorely tempted to add the Nemesis for the TC. May well go back to standard gearing as she's a bit wild with the 1/4turn QAT
What gearing is she on now?? As for the Nemesis, I don't think the ECU is available anymore, although the Microtec is. But youcan fit the Nemesis TCS as a standalone system with the QS integrated
And have to ask, are those numbers rear wheel or corrected crank figures??
Edited by bass gt3 on Monday 2nd February 00:31
bass gt3 said:
What gearing is she on now??
As for the Nemesis, I don't think the ECU is available anymore, although the Microtec is. But youcan fit the Nemesis TCS as a standalone system with the QS integrated
And have to ask, are those numbers rear wheel or corrected crank figures??
She's still running with the standard 'swap' to a front 14T. Didn't know about the Nemesis availability. All at the wheel, although it's a little academic. She's an absolute monster compared to the pussy cat she was before! As for the Nemesis, I don't think the ECU is available anymore, although the Microtec is. But youcan fit the Nemesis TCS as a standalone system with the QS integrated
And have to ask, are those numbers rear wheel or corrected crank figures??
spareparts said:
bass gt3 said:
What gearing is she on now??
As for the Nemesis, I don't think the ECU is available anymore, although the Microtec is. But youcan fit the Nemesis TCS as a standalone system with the QS integrated
And have to ask, are those numbers rear wheel or corrected crank figures??
She's still running with the standard 'swap' to a front 14T. Didn't know about the Nemesis availability. All at the wheel, although it's a little academic. She's an absolute monster compared to the pussy cat she was before! As for the Nemesis, I don't think the ECU is available anymore, although the Microtec is. But youcan fit the Nemesis TCS as a standalone system with the QS integrated
And have to ask, are those numbers rear wheel or corrected crank figures??
As for the power numbers, I agree but the whole Dyno jet HP number is somewhat disingenuous. Dyno operators claiming more power at the wheel than the manufacturers claim at the crank is laughable. But people don't like the truth so silly numbers sell. And the bumps at the top end are not tyre slip
Maybe we should start a Dyno validity thread
bass gt3 said:
As an option, Nemesis make a module that recalibrates the standard DTC to allow the use of non standard tyres. It intercepts and adjusts the signal to cater for differing tyre circumferences. Couple of guys i know used it on their 1098r race bikes to run slicks and not skew the DTC.
As for the power numbers, I agree but the whole Dyno jet HP number is somewhat disingenuous. Dyno operators claiming more power at the wheel than the manufacturers claim at the crank is laughable. But people don't like the truth so silly numbers sell. And the bumps at the top end are not tyre slip
Maybe we should start a Dyno validity thread
Hence why I think the before/after plot is far more interesting than a straight plot. The delta is what you experience! As for the power numbers, I agree but the whole Dyno jet HP number is somewhat disingenuous. Dyno operators claiming more power at the wheel than the manufacturers claim at the crank is laughable. But people don't like the truth so silly numbers sell. And the bumps at the top end are not tyre slip
Maybe we should start a Dyno validity thread
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