Joe take it easy will you...
To me it looks like you dynoed the first engine to get the tune up
unfortunately the 5
mile pull on the dyno was too long because you could not see that the motor was
having a
problem.. Must of had one if it broke. So you used the data to tune the second
engine..same as anyone else would do on the dyno.
When engines break on a dyno or because of being on one it is generally the
dyno operator
not being on their toes. Mr. Turk is a great example of that. I saw the dyno
sheets from
his engine. The 'operator' was running the engine so lean as to be riduclous
and making
nearly full pulls to 9000 with the engine that lean to prove to Keith that his
carb was no
good and he ought to by one from their shop.. Some how Keiths carb managed to
get re
jetted 10 numbers lean on the primarys just before this so called test... So go
figure
what do you think hurt the engine? The dyno or the operator? Then there was
the issue of
the same person running the engine with wildly different coolant temps on the
front and
rear of the engine...They never ran the nitrous on the dyno either for that
matter with a
new setup. Five miles is too long a distance to 'test' an engine when I can get
the same
info in 5 or 6 seconds and not hurt the engine. I am willing to bet if you have
made a
couple of quick pulls of 5 or 6 seconds on the #1 bike engine you ran it would
still be in
one piece right now as you would have seen what needed to change to keep it
from blowing
up.
The other issue with Mr. Turks engine and it's failure is running part throttle
at over
200 due to handling. The carb was just too lean and too big for that nonsense,
but only
too lean at part throttle. We will be making some part throttle runs on the
dyno to make
sure that goes away. So Joe it is not the dyno it is the operator that kills
engines. Mike
Allen seemed to have no problem with his engine did he when he ran the
lakester. We made
about 30 pulls on that one to 11500 rpm to get it where we wanted it. It went
219 right
out of the box on 1500 cc's ..Set the H/GL record on the first 2 passes on the
car.. We
did have to go home after the third pass though broke the driveline, engine ran
just fine
though. John Goodman broke 1 engine that was on a dyno but also ran the same
engine for
years with no problems also after running it on the dyno..We have set 2 records
in 4
passes with that car in the past and the year it broke was the only time the
car ever made
a pass that was not a license pass that it was not qualifing for a record or
making the
return run for the record.
I would personally like to be sure that the fuel pumps and everything else is
working
right before I make a run and not have to discover it at the 3 mile mark when
the engine
breaks but hey maybe that makes me either cautious or results oriented.
Personally I use
Bonneville for the endurance testing and the dyno for the tune up..
Dyno Dave Dahlgren
jkamo wrote:
> and another thing :):):)
> why dont you ask how many people have
> logged dyno time before Bonneville, and how
> many of them had some kind of motor failure
> running on the salt, its a big list, with big names
> independent efforts and Corporate efforts
>
> by the way, the newly assembled motor qualified
> over the record, and ran over the record on the
> return run, in the wrong mile though, ran out of nitrous,
> the tuned motor lost a rod, the parking lot junk motor
> ran stronger, because I knew what basic tuneup it needed
>
> I am bull headed
>
> what in the heck does the tuneup sitting still
> in the pits tell you about what the motor is
> doing at speed, do you suppose that the
> rear wheel hp is different?
>
> I have watched countless efforts with big dollar
> backing, and all the dyno time in the world, come
> to Bonneville and promptly scatter the motor
>
> flame me, but not like Keiths dyno tuned pistons
> please
>
> love ya Keith, I have been holier than though at
> Bonn. too, and have the pistons to prove it
>
> Joe :)
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