Dyno Stuff

Started by koko64, August 26, 2016, 09:44:36 PM

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koko64

#15
Worked out what has been going on locally. I can compare dyno data from my most used dyno shop back about three years, but after that there is about a 10% difference. So there are two "eras" so to speak with this dyno where the data is comparable with 10% lower, more conservative readings starting around three years ago. It helps me make better sense of long term data.
2015 Scrambler 800

clubhousemotorsports

Any chance it is a dynojet and they switched to winpep-8 software?

koko64

#17
I think thats the case. The computers and software, etc are leased and would get upgrades while he owns the dyno. In your experience could that account for a dyno going from "fair to middling among local dynos to stingy" as the owner put it?
2015 Scrambler 800

clubhousemotorsports

When I bought my Dino it came with winpep-7, It was missing a computer to run so I updated it to winpep-8 as it waas the latest and greatest. Comparing the runs now to what I used to get on two different Dynos (dynojet 100 and 250i) at the dealership I used to work at, I am about 10% lower as well. The new software is much higher resolution but I also believe they worked to get "more real world numbers" not "Dynojet dyno" numbers.

In the end it is not a difference in the bikes just correction factors, I just compare before and after runs ad know there is about 10% difference to a older dynojet number. Now I am closer to the factory dyno numbers which they always claimed to be true hp  [roll].

On our old dyno my 750 was close to 65 now high 50's
900's low 70's  now was mid 70's before.
1000/1100 low 80's
800's mid to high 60's
620's mid to high 50's


koko64

Thanks heaps. That helps a great deal and explains a lot. It gives a reference point between the old and new numbers that will help me make sense of the dyno data over the years.
2015 Scrambler 800

ducpainter

My 900 dyno'd exactly the same on the 'new' dyno with flatslides as it had on the 'old' one with stock carbs.

Right at 75hp.
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clubhousemotorsports

Not that it truly matters I was tempted to dyno a bike and run down to the local harley shop to see how close they were.

koko64

Quote from: ducpainter on December 06, 2016, 09:07:39 AM
My 900 dyno'd exactly the same on the 'new' dyno with flatslides as it had on the 'old' one with stock carbs.

Right at 75hp.

Not bad ;)
2015 Scrambler 800

koko64

Quote from: clubhousemotorsports on December 06, 2016, 09:39:39 AM
Not that it truly matters I was tempted to dyno a bike and run down to the local harley shop to see how close they were.

There's a dyno I want to run my Hyper on for the big numbers.  Do a job and test it there and man, you are so good. [laugh]
2015 Scrambler 800

Truckedup

 My vintage race Triumphs have more time on the dyno than the track  ;D   My bikes are run on a Superflow, it functions as an eddy current or an inertia like a Dyno Jet.The shop owner wants the bike tuner to ride the machine on the dyno. some don't allow that.. On inertia ,the readings are about 6-8 percent higher than eddy current.. I use it for a tuning tool to compare before and after ....Bragging rights? Not so much....At any rate it's the best 100 bucks an hour I can spend to help tune the engine...And at the LSR track spend less time getting leaded race gas on my hands from changing jets.
Naked frame LSR..Riders dressed in animal hides clinging to oily vibrating machines propelled by fire

koko64

I hear you. I work on carbs alot, and since unleaded pump fuel is laced with benzine :o, I'm grateful how dynos streamline the jetting process. Fuel injection is so sanitary with jet changes just a flick of the keyboard away.
2015 Scrambler 800

clubhousemotorsports

Truckedup

Is he saying he gets different readings when he chooses to not use the eddy current?

Not superflow but our Dynojet 100 and 250i (eddy curent)were the same Hp numbers (1-2% off due mostly to age of the 100). The eddy current should be only acting as a break to add a load to the engine more than the inertia style. It should have little to no difference in a wide open throttle run as you do not have the break on for a full power run. They are used more for mapping, mid-throttle loads where the inertia type goes through the gears too fast with the break you can bog a motor down with excess load. It is not hard to get exhaust pipes white hot if you are not paying attention.

Bigger hp numbers can also be made by running in a room that is pressurized, playing with correction factors, on some dynos you can "adjust" settings and get wildly different readings.  i had a monster s4R customer show me her Dyno reading where she had 140 rwhp at about 5000 rpm!

koko64

2015 Scrambler 800

Truckedup

Quote from: koko64 on December 08, 2016, 07:11:32 AM
I hear you. I work on carbs alot, and since unleaded pump fuel is laced with benzine :o, I'm grateful how dynos streamline the jetting process. Fuel injection is so sanitary with jet changes just a flick of the keyboard away.

Yes, I see the car guys at the track with a the laptop making air fuel ratio changes.. But carbs and jets are much less expensive  ;D  And generally speaking for wot throttle racing that injection doesn't offer a power advantage..
I'll get my Ducati on the dyno this spring to check the main jets...I don't bother with air/fuel measurements for wot, simply jet for best power...

 If you wonder what an old 650 Triumph looks like on the dyno...Running the engine from 3800 to 7500 rpm..I was doing this for hours and getting a little goofy....Bragging rights,  55 rear wheel HP at 7100 rpm and 46 ft lbs of torque... ;)

     

   
Naked frame LSR..Riders dressed in animal hides clinging to oily vibrating machines propelled by fire

koko64

Is that a conical rear hub I spy? :D
2015 Scrambler 800