Surpising, I would have thought easily 100ft/lbs and 95hp with your set-up. Any chance there's some parasitic loss due to clutch or something else? Guys like you are doing much of the experimentation that guys like me are able to learn from. Thanks!

 

Just something to consider....

Why is it that a Corvette with a 427, 475hp/500ftlbs torque would get its a** stomped by a turbo Mitsubishi Eclipse with 275hp/280tq in a quarter mile (and they weigh the same).

Why is it that everyone always judges the performace of their harley by dyno numbers alone? What about zero-60 time? Quarter mile time? Accel G-force? Who really cares about the numbers anyway? Is it faster, does it run right, then so what about a piece of paper.

 

A SERT in data mode will calculate g force--quantifying the butt dyno for us. A dyno sheet doesn't tell how fast thebike generates hp and torque to get tomax hp and torque--one of Pirateye's points.

A case in point: my buddy recently tuned an HQ 95" kit installed on an RK Classic. The installation was done by an HD dealer and tuned by an HD tech. The owner had a bike with a lot of pinging--his principle reason for further tuning. My buddy did a SERT data run upon delivery, tuned the bike, and delivered the bike to its owner after a final data run for the customer. The g force increased 25% over the drive-in tune of the bike and, in second gear, the bike reved from 2K to 5.5 K in 2.2 seconds. HP and torque did not increase 25%, but that owner left with a big smile on his face.

Although I am not familiar with the Dynojet software, any automated tuning program will tune to certain values and a good program will provide a good, rideable bike; but, not necessarily (almost certainly) a max hp/torque tune. In fact, the good rideable auto tune will probably leave useable hp/torque on the table because the a/f and timing have not been maximized for hp/torque that would be achieved witha more time intensive, manual tune. On MUC's bike, the a/f was set at 13.0 for 90/100 tps; but the motor would probably like 12.5 a/f and an increase in timing with that a/f.

Too bad MUC's money tree has fallen down; I would like to see a good SERT tune onhis bikeand compare it to the Dynojet autotune results.

 

The timing charts are from Head Quarters, I installed them into the PCIIIusb and told the tuner to work with them.

I'll get it on another dyno next month of the month after......Dr Dyno is coming to town for a gig I helped setup, so I'll have him play with it while he's here.

If I can get the Torque to maintain the peak for another 1500 rpms and get the HP up to around 95+......that would make me happy.

Steve

 

I have my name on a list to get a sert as soon asthey come off of backorder. But the tunemy builder put on my bike with the pc is real richand it's running cooler than ever and I like that but it makes it stumble off the bottom and I know I'm giving up hp. But you are right I think I'll just ride. (for a while anyway)

 

I would have liked to do the 39's, but I did not want to take the heads off again, did not want to have to use compression releases, and really didn't want to spend that much extra money on it. I could have used the 39's with my current build, but risking the stock valve springs with a .580 lift cam just didn't make me comfortable.

I've got some responses from others saying that my tune could be much better and that I left 5-10 on the table for each.

Oh well............we'll see what I do in the future......most likely I'll get on another dyno next month or so and see what that tuner says.

Steve

 

Hi, just my $0.02 cents, a few years ago i have a CBR 900 sport bike from Honda these bike have 110 rear wheel hp measured on the Dynojet 150 model dyno ( completely stock). I pay a race shop here in Quebec Canada to modify the motor, Cams,head work,jet kit,pipe....etc.. after work on the same Dyno: 140 hp.. a few week after go to another shop because the guy there make a Ram Air air intake..we discuss the mods to my bike , the foreman of the shop dynoed the bike...same model dyno,result 125 HP. Fit the new air box to the bike, bike run great all season,very fast ,and a lot faster at end of summer... return to talk to the guy that build the motor at the end of summer to see if we have some maintenance to do to the motor ( remember, the bike run really good at the end of summer, better and faster ) another run on the dyno ..and it show 115 HP. These dyno are supposed to give the same number because in Canadian Road Racing Association they have rules for maximum HP in each class ..just for examplethe numbers are wrong , but suppose it's 100 HP in the 600 class, the tuners in the country can't built 101 HP motors because after the race the bike must pass a tech inspection and if it's over 100HP the bike was disqualified, the tuner build his motor, dynoed the bike on the same dynojet model dyno to be sure it's not over or under giving 10 HP to the competition . He can build his motor in Quebec and 2 weeks after race it in Calgary....But i'm sure there is difference between each of them, and i'm sure the operators selling something can enter some data or wathever to influence the reading......I'm also sure it's a good toll if you go to the same dynofor comparisons but hopping from one to another, try 2-3 4- of them and you have 2-3-4 results.... just my $0.02 cents.. Pierre p.s. excuse my english i'm French Canadian

 

This is possibly an example of where the Canadian Road Racing Association did not set up any dyno diciplines such as dyno brand, model, software release,proceedures, what, if any, elevation andatmospheric correction factor standardsto be used, etc for such tests. Without such information, HP/TQ numbers could be meaningless. It'slike when our rocket missed Mars because one of the scientist was using C instead of F for tempsin his calculations.If this is the case and it usually is,don't blame the dyno.

 

I think you are best using a dyno to tune the bike. Trying to compare max numbers from dyno to dyno isn't a good idea, as I doubt any two are the same.

My indy has a brand new dyno and he swears it reads almost 10 low vs some of the dynos used in dealerships.

Other than mechanical and environmental reasons for number variation, there isclearly atemptation to show customers high numbers once performance work is done. YMMV.