Author Topic: Post your Dyno Graphs here. (Read 81753 times)

Jerry Rxman Griffin aka MuthaF'er · « **Reply #150 on:** June 01, 2015, 02:46:18 PM »

75 F or K ?

voxonda · « **Reply #151 on:** June 02, 2015, 12:17:34 AM »

Quote from: Jerry Rxman Griffin aka MuthaF'er on June 01, 2015, 02:46:18 PM

75 F or K ?

K-engine.

Jerry Rxman Griffin aka MuthaF'er · « **Reply #152 on:** June 02, 2015, 10:28:36 AM »

WOW!!

turboguzzi · « **Reply #153 on:** June 03, 2015, 05:09:51 AM »

pewe, rob, nice numbers indeed.

MEC, yes it's based on the 1991 5 valve head.

a nice anecdote, i manage to talk with one of the guys that in the 90's was working for yamaha belgarda, he built the engines for the italian championship winning BYRD machines as well as the "works" MZ Scorpions. He told me that in the five valve head the three inlet valves actually disturb the flow of each other, so not that good. The guys i brought the engine from in holland have now moved to a four valve Yamaha and said that immediately the hp numbers where much better, like in the mid 80s.....

voxonda · « **Reply #154 on:** June 03, 2015, 05:27:50 AM »

Touch the pic with mouse for a short movie.

One of the runs.

Rob

mec · « **Reply #155 on:** June 03, 2015, 01:40:15 PM »

Quote from: turboguzzi on June 03, 2015, 05:09:51 AM

pewe, rob, nice numbers indeed.

MEC, yes it's based on the 1991 5 valve head.

a nice anecdote, i manage to talk with one of the guys that in the 90's was working for yamaha belgarda, he built the engines for the italian championship winning BYRD machines as well as the "works" MZ Scorpions. He told me that in the five valve head the three inlet valves actually disturb the flow of each other, so not that good. The guys i brought the engine from in holland have now moved to a four valve Yamaha and said that immediately the hp numbers where much better, like in the mid 80s.....

does not make me wonder at all, considering the way 5valve heads have gone in formula 1 (yamaha, ferrari). nevertheless a courageous try from the point of view in mid 80ies.

mec

turboguzzi · « **Reply #156 on:** June 17, 2015, 06:26:53 AM »

Quote from: mec on June 03, 2015, 01:40:15 PM

Quote from: turboguzzi on June 03, 2015, 05:09:51 AM
pewe, rob, nice numbers indeed.

MEC, yes it's based on the 1991 5 valve head.

a nice anecdote, i manage to talk with one of the guys that in the 90's was working for yamaha belgarda, he built the engines for the italian championship winning BYRD machines as well as the "works" MZ Scorpions. He told me that in the five valve head the three inlet valves actually disturb the flow of each other, so not that good. The guys i brought the engine from in holland have now moved to a four valve Yamaha and said that immediately the hp numbers where much better, like in the mid 80s.....

does not make me wonder at all, considering the way 5valve heads have gone in formula 1 (yamaha, ferrari). nevertheless a courageous try from the point of view in mid 80ies.

mec

mec, check your pm's...

scottly · « **Reply #157 on:** June 29, 2015, 07:37:44 PM »

I've been doing some work on the "ditch pump" FT500 lately, like adding a mild White Bros cam and 36mm Mikuni from an XR, and an exhaust cobbled together from spare bits and tubes cut from a Kawi 550 aftermarket pipes. The exhaust was responsible for the greatest amount of increase, as the stock header is extremely restrictive.

simon#42 · « **Reply #158 on:** July 02, 2015, 12:53:01 PM »

it must have made less power than a lit fart before you started scotty

why oh why do people have these stupid projects , anyway must get back to the 100hp bmw r100 i have been working on .......... well it will make 100hp one day , possibly . although after 10 years i may be wrong .

Retro Rocket · « **Reply #159 on:** July 02, 2015, 03:58:04 PM »

Quote from: simon#42 on July 02, 2015, 12:53:01 PM

it must have made less power than a lit fart before you started scotty

why oh why do people have these stupid projects , anyway must get back to the 100hp bmw r100 i have been working on .......... well it will make 100hp one day , possibly . although after 10 years i may be wrong .

scottly · « **Reply #160 on:** July 02, 2015, 10:17:46 PM »

This has been a fun project, Simon, as well as an educational experience.

Between the restricted air intake and the restricted exhaust, Honda threw away a good portion of usable power. The FT now reminds me of a BMW RS 900; smooth pulsations of torque, without the annoying side-to-side rocking motion.

simon#42 · « **Reply #161 on:** July 03, 2015, 10:39:55 AM »

i love the side to side rocking motion scotty , if i can feel it it means i havnt blown another engine .

mrfish2 · « **Reply #162 on:** October 16, 2015, 08:08:39 PM »

Decided to dyno my mostly stock CB550 to get a baseline before planning a future big bore build. The only engine upgrades are a CB650 cam and MotoGP Werks exhaust, everything else is pretty much stock besides the jetting for the exhaust. It ended up putting down 37 HP and 25 ft/lbs of torque at the wheel.

MCRider · « **Reply #163 on:** June 04, 2016, 05:32:32 PM »

Link to my post:
http://forums.sohc4.net/index.php/topic,158219.0.html

Bill/BentON Racing · « **Reply #164 on:** June 17, 2016, 01:33:59 PM »

A couple of runs from last week. Going do better.Bill

754 · « **Reply #165 on:** June 17, 2016, 01:37:40 PM »

Looking good Bill..

Jerry Rxman Griffin aka MuthaF'er · « **Reply #166 on:** June 17, 2016, 05:27:37 PM »

More 750 records for Brian!

flatlander · « **Reply #167 on:** June 18, 2016, 03:48:13 AM »

mrfish2, good idea to do a before/after!

here's my CB550F with the below works.
graph is from about 400km after assembly.

pistons: wiseco 59mm 10:1 CR
cylinder top decked -0.004in

MLS head gasket 0.030in

head:
mike rieck porting stage 2+
-0.004in decked
serdi cut valve seats
+1mm intake valves
tapered guides
kibblewhite valves/springs/ti retainers

camshaft: megacycle hardweld 126-00

intake manifolds matched to ports

carbs: stock 069A

original airbox, with stock airfilter

exhaust: original 4-into-1

ignition: boyer-bransden micro power

MRieck · « **Reply #168 on:** June 18, 2016, 05:44:14 PM »

If you has some cam in there Jan that would have kept climbing. Notice how the power doesn't drop off.

flatlander · « **Reply #169 on:** June 18, 2016, 11:42:49 PM »

mike, are you talking to me (attila) or some guy called jan?
if it's me: no doubt with a 126-20 you could get more out of it but i did not want to sacrifice torque as it's for a street/touring bike. we had quite a discussion about this last year if you remember.

Ilja · « **Reply #170 on:** June 26, 2016, 02:24:21 PM »

Here's a graph of my cb with the hair dryer on at 0.7bar. (10psi)

I had some detonation issues before as the compression was too high and squish was off, so above 8k you can see that the engine is misfiring (or detonating).
Didn't hear a thing in the dyno room, but could be that one piston already had blown ringlands from the first few rides I did with a 1bar stock wastegate and failing boost gauge...

Working to get that fixed now and then it's back to the dyno with 1bar & an intercooler to see what she really has to offer.

Bill/BentON Racing · « **Reply #171 on:** June 26, 2016, 05:18:29 PM »

Nice numbers, gotta love forced induction!

scottly · « **Reply #172 on:** July 23, 2016, 01:55:42 PM »

Quote from: scottly on June 02, 2014, 10:08:09 PM

Quote from: bwaller on March 30, 2012, 03:42:46 AM
Thanks guys. Previously I had to unstrap to get outside to bump start, then idle it to get back in and strap the front down. Finally finished my roller starter which will save all that fooling.

Lard ass isn't an issue Mike, I'm the one sitting on it. I may try a few pulls with the rear synched down some.

The only thing I notice is it seems to polish the rear tire which I thought might be traction loss, but I suppose that is likely not the case.
Evidently my lack of a lard ass is an issue. Note the bobbles in the torque curve at the top end; finally realized the tire had been spinning on the drum when I noticed a build-up of rubber dust on the deck behind the drum.
TRW 836, mystery regrind cam (about .320" lift at the valve), stock K1 head, Weber carbs, and Gerex ignition.

Bump for Ron...

MCRider · « **Reply #173 on:** July 23, 2016, 04:15:46 PM »

Comparing yesterday to June runs. I did a little ignition timing corrections and went to 125 from 122.5 mains. Picked up a little HP on the way up, with a bit more peak. And a little bit more torque on the way up, lowered the peak RPM a skosh. I'm just happy it didn't go backwards. It's a little rich, but the Mikuni manual says that's about right. A little rich will help it run cooler if that's a concern.

MRieck · « **Reply #174 on:** July 23, 2016, 05:42:11 PM »

Quote from: flatlander on June 18, 2016, 11:42:49 PM

mike, are you talking to me (attila) or some guy called jan?
if it's me: no doubt with a 126-20 you could get more out of it but i did not want to sacrifice torque as it's for a street/touring bike. we had quite a discussion about this last year if you remember.

Attila.....I was speaking to you. I forget names sometimes.

I do remember corresponding with you about torque etc and that was your goal. Larger cams will always change torque etc unless you pump more static compression into the engine. I just would have liked the engine to make 7 or 8 more HP. On the other hand....the power just comes on early and stays. I am just an HP junkie.

News:

Author Topic: Post your Dyno Graphs here. (Read 81753 times)