Unbelievable!!!

[chad502ex]

cfm = cid x rpm x VE/3456

cfm = cubic feet per minute
cid = cubic inch of displacement
rpm = daaaa
VE = volumetic efficiency

(VE) volumetric efficiency is a ratio (or percentage) of what volume of fuel and air actually enters the cylinder during induction to the actual capacity of the cylinder under static conditions. Therefore, those engines that can create higher induction manifold pressures - above ambient - will have efficiencies greater than 100% [often found in turbos ;)].


My point to think was to evaluate my VE and CFM on my new build to see where things stand for improvements and compare to the flow on other builds, but then i ran across something interesting,...

[chad502ex]

ve= 3456 x cfm/cid x rpm

again- getting a naturally aspirated engine to breath and be 100% efficient is quite challenging, but to extend over 100% without forced induction is a huge accomplishment.

Also, notice how the loaded dyno works the engine a bit more and "forces" the engine to breath harder? Almost like when a jogger or runner needs to breath more oxygen during workout to intake more. Well, the engine does the same and is more typical of actual run conditions while on the trails.

When under load the cfm is higher, the VE is higher, and the HP is higher,....



BTW: if he only made a bigger HH for the bigger bore club then the limit on those ppl would be higher too! You would also think more customers would also be interested in the gains over shelf.... I see alot of ppl buying shelf and sending them to the machinist for changes...

[chad502ex]

does no-one here see the huge VE and cfm gains the HH is making with the in/ex combination?

com'on!

[ThumPIN_450R]

you just confused the sh*t out of me

[JDiablo]

AWESOME!!!!
I just think that most people have no clue what any of that means,i get it a lil bit :scary:

[chad502ex]

Originally posted by ThumPIN_450R
you just confused the sh*t out of me

read it again, and again, and again. Learn it, live it, love it! hehe!

seriously, see how hard it is to achieve these numbers and look what pops out the most.

[JDiablo]

so add more weight to the quad to put a heavier load on the engine to make it breath more ='s more power :devil:

[JDiablo]

your old 530 pops out alot more then the 550 :eek:

[chad502ex]

Originally posted by 300exrida
so add more weight to the quad to put a heavier load on the engine to make it breath more ='s more power :devil:

True, that was only a point i made comparing the difference in loaded dyno numbers to freewheel dyno numbers.

look at the stock bore yfz curve on both graphs and compare VE and cfm to every other build. VE is going to be highest where torque of the engine is maximum on the curve. In other words, the yfz makes peak power on the dyno at 8000rpm where the VE is maximum. Now, compare the 440cc yfz to the 450cc trx- see the huge difference? See how the yfz with HH is making more VE and cfm then all the other builds at 8000 rpm?

I'll give credit where credit is due. impressive to say the least.

[trick450r]

i understand lol...it took me like a half hour of staring at the results...but omg lol your 530 is more efficient than the 550...hey cad you wanna build a stock bore 450 ama legal 450r motor for me lol?

[JDiablo]

soo the YFZ is using its maximum VE and HH,while the 450r seizes off

Maybe you should do a yfz turbo,lol

[chad502ex]

Originally posted by trick450r
i understand lol...it took me like a half hour of staring at the results...but omg lol your 530 is more efficient than the 550...hey cad you wanna build a stock bore 450 ama legal 450r motor for me lol?

Oh no, I'm not saying that my ol' 530r is more efficient than my new 550- yet! My ol' 530 was tested on both a loaded and freewheel dyno, and performed better on the loaded because it has to "breath" a bit harder. Harder "breathing" is more cfm, more cfm, more power. You'll see when I put the new 550 on the loaded that my 550 will out perform and out breath my 530. I just havn't illustrated those numbers yet..... :macho

Assuming linearity, i've done a bit of pencil pushing and came up with 60hp on the 550 with the same setup. Admittingly, I think my porting is slightly overported from the results. If i were to get increased flow my numbers could be closer to 65 with 550. Maybe, I should find a master porter who could increase my cfm's and VE on the 550 better than what i have,...... :o

[onebad450r]

Wheres the YFZ stock graphs to compare with the addition of the HH?

[trick450r]

wow i cant believe how much more ve and cfm the yfz is creating...and it doesn't even drop off... at closer to 9 and 10 k rpm's it is acually higher than the other big bore motors...amazing

[chad502ex]

Originally posted by 300exrida
soo the YFZ is using its maximum VE and HH,while the 450r seizes off

Maybe you should do a yfz turbo,lol

maybe i should,... but i'm not a yami fan and will only build them not own them... :D

You know that HH is the new HammerHeadz piston from VCP, right?

[JDiablo]

lol nope:blah:

[chad502ex]

Originally posted by onebad450r
Wheres the YFZ stock graphs to compare with the addition of the HH?

I have one stock yfz graph tested on the same dyno to compare, but i havn't pushed those VE and cfm numbers. maybe i do that when i get more time so you can compare the differences not in hp, but how much more the engine is "breathing" and how much more efficient (VE) the engine becomes,...

an apple to apple VE and cfm comparison

[JDiablo]

god i feel like im in a chemistry lab class,lmao

Thanks for the heads up Chad,lol i meant to say CFM instead of HH,lol

[chad502ex]

Originally posted by trick450r
wow i cant believe how much more ve and cfm the yfz is creating...and it doesn't even drop off... at closer to 9 and 10 k rpm's it is acually higher than the other big bore motors...amazing

exactly.

[onebad450r]

It only seems fair to compare the YFZ HH to a stocker. Since the YFZ is the only one using the HH....That why we can see how much of a difference in ve/cfm there is in just the HH install.

[29FTEX]

Originally posted by chad502ex
Maybe, I should find a master porter who could increase my cfm's and VE on the 550 better than what i have,...... :o

John is doing porting publicly now. :devil:

[BOONE450R]

One question.....where did you get the info on the HH??
Just wondering, since they just came out...

[Bad Habit]

Since we're on the subject, I thought I'd throw this comparisson up here. This is the same bike on the same dyno (although it was done a few months apart)


Blue line is JE 13:1 (sorry it's not closer to the HH compression)

Green line is HH 13.75:1
*Also had Dyna ign (.5hp) and Unlimited core (1hp)

Spread is 6.5 hp
minus 1.5hp for ign and core
minus typical 3% gain per 1 point of compression = 1 hp

That leaves 4hp increase due to piston design alone.

http://www.trx450r.org/forum/uploads/post-696-1123902910.jpg

[KILLAQuad]

I LOVE POWER.... :devil:

[chad502ex]

Boone, given a dyno sheet one can reverse engineer or backwards calculate just about everything there is to know about an engine.... You can not get around the math and physics... A dyno sheet is all i need. This is probally why engine builders who profit do not put out dyno plots to internet, ya know?

efficiency is efficiency no matter what kind of engine it is.
For example, take my VE from my 530R freewheel dyno run and compare against my 550R freewheel dyno run. See that the 550 freewheel dyno run is less effiecient (lower VE) than my 530R freewheel dyno run below 7400rpm, and the 550 is more efficient (more VE) above 7400rpm than my 530? What do you think would have happened to the efficiency if the cid is relatively the same? Well, it turns out that I changed the port shape a bit for higher RPM's, changed the head dome shape, went with flat top piston while keeping same compression ratio, added 45mm taper bore fcr. Now with all those changes to increase cfm- look back at the 550 VE and notice that ve falls where velocity slows and ve increases where mass is dominate. All expected outcomes in the VE function if you look hard enough.

BH, you want me to calculate you inefficiencies too? LOL

[TWISTED]

Chad, you're making my head hurt again!!!!

[Pappy]

Originally posted by TWISTED
Chad, you're making my head hurt again!!!!

lol....i can almost see that ear to ear grin as he posts:devil:

[Bad Habit]

Originally posted by chad502ex
BH, you want me to calculate you inefficiencies too? LOL

LOL, knock yourself out if you want to.

Just showing a comparison of the design concepts. I think that's a pretty dang efficient stock bore/stroke/valve combo there.;)

[chad502ex]

Originally posted by Bad Habit
LOL, knock yourself out if you want to.

Just showing a comparison of the design concepts. I think that's a pretty dang efficient stock bore/stroke/valve combo there.;)

dood-relax. i was only having a bit of fun with ya.

But if you want me too if will ??? tonight i will post the VE and cfm comparison on yfz. If only i had a 480cc HH bore dyno plot in rpm (hint, hint), then i'd do a VE cfm comparison there too!

[Bad Habit]

Me too, just saying if you want to, go ahead.

[Dynodn]

100 db, stock bore and stroke, FCR carb, CRF ignition

[chad502ex]

Originally posted by Bad Habit
Me too, just saying if you want to, go ahead.

ok i will, what was the displacement?

[Dynodn]

hope this is a better pic

[chad502ex]

Originally posted by Dynodn
hope this is a better pic

ouch! that's "Unbelievable"!!!! 62hp on stock bore/stroke 450cc Dan?

[Dynodn]

Originally posted by chad502ex
ouch! that's "Unbelievable"!!!! 62hp on stock bore/stroke 450cc Dan?

Still not my Loretta's engine. :-) Thnks for the pic adjustment I'm a rookie

[chad502ex]

hey, looks like your pk power is 8k too, just like the stock HH yfz i posted earlier in this thread. You either are twisting your cam back and/or have extremely high overlap. I hope you dont mind, but i want to put this into the spreadsheet and reverse engineer,.... snicker, snicker.. hehe

[Pappy]

Dan, what is the life expectancy on an engine like that? And thank you for sharing your info with all of us, I still dont understand all of it but some of it is sinking in:p

[Dynodn]

Originally posted by chad502ex
hey, looks like your pk power is 8k too, just like the stock HH yfz i posted earlier in this thread. You either are twisting your cam back and/or have extremely high overlap. I hope you dont mind, but i want to put this into the spreadsheet and reverse engineer,.... snicker, snicker.. hehe


Peak HP 10250
torque 8000

[chad502ex]

Originally posted by Dynodn
Peak HP 10250
torque 8000

sorry my bad i meant to say pk tq @ 8k

[Dynodn]

Originally posted by chad502ex
sorry my bad i meant to say pk tq @ 8k

Is it OK?

[chad502ex]

Originally posted by Dynodn
Is it OK?

I'm pushing a few numbers still, I should have up a plot in few minutes.... stay tuned. LOVE THAT POWER!

[chad502ex]

no comparison

[chad502ex]

yet another. WOW, and I thought I was doing something good. I quit!

[chad502ex]

Dan, I hope my calculations are correct. Please be sure to correct me if you see error in the data.

[Dynodn]

Chad this is still not my best 450R. I have better :-) To stop some questions now 450cc, race gas, crf ignition crf carb, special air filter adapter, k and n, my pipe design with 100dp, Web cam, dual valve springs, Ti valves, 94mm piston, alot of careful portwork.

[chad502ex]

Originally posted by Dynodn
Chad this is still not my best 450R. I have better :-) To stop some questions now 450cc, race gas, crf ignition crf carb, special air filter adapter, k and n, my pipe design with 100dp, Web cam, dual valve springs, Ti valves, 94mm piston, alot of careful portwork.

UNBELIEVABLE

OK what number am I for port work? bet your waiting list is long,....

[chad502ex]

i quit- i just can't stand it anymore... AHHHHHH

how can anyone compete with all those resources when i have trouble finding a tq wrench in my messy small garage. I'll just pretend when i ride my 60hp 550 that i had that power. And to think it's all on a 450 stock bore. Gary (aka 370kingR) your 550 should be a beast.


BTW Dan: I think my cam tower standoff milling trick and decking did the trick on getting the stock cam chain back into my engine from +2 link. This week I'll take it down and get to see (and post) the condition of the cam chain wear.

[chad502ex]

here's a stock 450R and stock yfz450 dyno sheet found on the net....

compare this dyno to Dan's (DASA) 62hp on a stock 36hp trx.

[chad502ex]

Originally posted by Bad Habit
Me too, just saying if you want to, go ahead.

here ya go bud.

[chad502ex]

....

[Dynodn]

Originally posted by Pappy
Dan, what is the life expectancy on an engine like that? And thank you for sharing your info with all of us, I still dont understand all of it but some of it is sinking in:p


What do you mean life expendancy. Life of a motor to me is when it loses 2 hp max. I never run it that long to get that bad. We freshen up the motor every 6 to 8 hours. It keeps the engine lasting longer.

[TWISTED]

Originally posted by Dynodn
What do you mean life expendancy. Life of a motor to me is when it loses 2 hp max. I never run it that long to get that bad. We freshen up the motor every 6 to 8 hours. It keeps the engine lasting longer.

When you say freshen it up, are you just talking about a piston and rings, or more??

[Bad Habit]

Thanks Chad.

I'm pretty content with that amount of efficiency from the Bad Habit Racing shop (my garage:p )

[Dynodn]

Originally posted by TWISTED
When you say freshen it up, are you just talking about a piston and rings, or more??

I usually give it a new cylinder, piston, rings, valve seals, Check the springs (replace if they lose tension) Inspect the valves and replace if nessasary, New cam chain, check rocker arm and camshaft. Clean slide in carb every 3-4 hours, new clutch every 2-4 hours. This is for keeping optimum performance so the bike always responds or feels the same. Nothing is worse than thinking that I didn't do my best.

[chad502ex]

Originally posted by Bad Habit
Thanks Chad.

I'm pretty content with that amount of efficiency from the Bad Habit Racing shop (my garage:p )

"content" an understatement... :rolleyes: :cool:

[chad502ex]

Originally posted by Dynodn
New cam chain

Speaking of new cam chains,... When you install the new chain, do you degree in the engine every time to the same degree as the engine before, or do you spend time to find the perfect timing for that build on the dyno?

Thanks for your input.

Respectfully,
chad

[BSTURDIVANT]

Volumetric effeciency that you are getting is calculated and not measured. In order to be accurate on comparisons, intake air cfm must be measured. Would be nice to put on a Superflow "loaded dyno and get actual readings with a 4" air turbine.

[chad502ex]

yes calculated, not measured....

[BSTURDIVANT]

But still very interesting to compare!

[chad502ex]

Originally posted by BSTURDIVANT
But still very interesting to compare!

yes, this is all caluated VE, not measured VE. There is a difference, but we are comparing a best case VE here guys.

Again, these comparisons are best case and are "RELATIVE" to each other.

hope this helps.


chad

[Dynodn]

Originally posted by chad502ex
Speaking of new cam chains,... When you install the new chain, do you degree in the engine every time to the same degree as the engine before, or do you spend time to find the perfect timing for that build on the dyno?

Thanks for your input.

Respectfully,
chad

I have to degree each one in again. If I am 2 degrees off I have Piston to valve problems. I have a base line that I look for in a motor. Depending on what type of power I am looking for I degree it for that type of power. So yes I degree each one on the dyno comparing to my basine test.

[Dynodn]

[i]

Again, these comparisons are best case and are "RELATIVE" to each other.

chad [/B]

So does that mean my motor isn't that good.

[dunebuggie66]

so basically no normal joe schmo can freshen his motor up "your way" every 8 hours, because that's a lot of damn money.

[Jersey450R]

Originally posted by Dynodn
I usually give it a new cylinder, piston, rings, valve seals, Check the springs (replace if they lose tension) Inspect the valves and replace if nessasary, New cam chain, check rocker arm and camshaft. Clean slide in carb every 3-4 hours, new clutch every 2-4 hours. This is for keeping optimum performance so the bike always responds or feels the same. Nothing is worse than thinking that I didn't do my best.

Wow, are you running pro? pro production?
thats at least a grand every 5 hours :eek:

[chad502ex]

Originally posted by Dynodn
I have to degree each one in again. If I am 2 degrees off I have Piston to valve problems. I have a base line that I look for in a motor. Depending on what type of power I am looking for I degree it for that type of power. So yes I degree each one on the dyno comparing to my basine test.

Ok kewl! I have the same issues with my tolerances too. I havn't quite found the extra cam timing on my new 550 with X2, but right now I'm running minus 15 degrees and my PV is about .060-0.08" or so... I was just wondering what you were doing too..

[chad502ex]

Originally posted by Dynodn
So does that mean my motor isn't that good.

Yea right, your build is da bomb!

All the graphs I posted were not measured VE just relative calculated VE. I'm sure you measure your VE cause you have the equipment to perform those measurements. I have to rely on theoretical calculated comparisons. Either way, I'm sure your engines flow many more cfm's that all the ones posted- that's for sure.


:D

[Dynodn]

Originally posted by dunebuggie66
so basically no normal joe schmo can freshen his motor up "your way" every 8 hours, because that's a lot of damn money.

You see when ever a person asks life exptancy of an engine. It is a loaded question. depending on type of use, conditions, and concern for personally saftey. Some people consider engine life as till it blows up or smokes like a diesel. So if you want to know normal JOE SCHMO I will let you know that way if you want. I was letting you know what we do on a Pro level racing with rider saftey in mind!

[chad502ex]

Dan,

That second moto holeshot crash looked fatal. Did anything happen to that rider? Do you know how all the sudden he flipped forward?

[Dynodn]

Originally posted by chad502ex
Ok kewl! I have the same issues with my tolerances too. I havn't quite found the extra cam timing on my new 550 with X2, but right now I'm running minus 15 degrees and my PV is about .060-0.08" or so... I was just wondering what you were doing too..

I don't retard my cams that much because of my cam being larger and ports being more efficient as shown by you ve calculations. I run alot tighter than that after a few races. the piston rock causes PV probems.

[Dynodn]

Originally posted by Jersey450R
Wow, are you running pro? pro production?
thats at least a grand every 5 hours :eek:

My rider is Joe Byrd Pro rider. You must consider alot of it is for Joe's saftey!!!

[Dynodn]

Originally posted by chad502ex
Dan,

That second moto holeshot crash looked fatal. Did anything happen to that rider? Do you know how all the sudden he flipped forward?

I would say from watching it he ran up un someones rear tire to cause that sudden of a flip. He was knocked out for a lap. No broken bones though. Study it and let me know what you think. To help analize what happened

[Dynodn]

Originally posted by chad502ex
Dan,

That second moto holeshot crash looked fatal. Did anything happen to that rider? Do you know how all the sudden he flipped forward?

Not a bad start for caring an extra 30 - 40 LBS. We have hole shoted the last 7 out of 8 starts.

[Jersey450R]

Originally posted by Dynodn
My rider is Joe Byrd Pro rider. You must consider alot of it is for Joe's saftey!!!

So your saying your Joe Byrd's mechanic?! Wow, if you are thats great and i guess i take back what i said about the money. Of course, i really dont beleive it. Then again anythings possible, so keep rebuildin!!

[red2004 TRX450R]

Originally posted by chad502ex
yes calculated, not measured....

The formula cfm = cid x rpm x VE/3456 is just a guide line "suggested starting point" for find what CFM carburetor u need for your application! You can not get VE for this formula because it is an unknown!

Example

I have a 350cid and I run it at 7000rpm so u take 350 * 7000 and u get what cubic feet the motor can pump every stroke. Then u take EV/3456 (3456 because its the mathmadicly number because v-8s are 4 strokes and all the cylinders don’t fire every stroke) and over that is the efficiency because most motors are not 100% efficient!

So what size carb should I run (witch is the reason for the formula)

cfm= (350*7000*.8/3456) = 576cfm

Now lets say that I have a 750 cfm carb I want to know my VE

VE = (CFM x 3456) / CID x RPM
(750*3456)/350 X 7000 = 1.05.....

Does that make scene because I know my motor has a VE of .8 and from the calculation I get 1.05....

U can’t get the real VE or the real CFM form the calculation because u can’t solve an equation with 2 unknowns.
U can use the formula if u put the motor on a flow bench and test the real CFM or the real VE at every given RPM.


RIGHT!!

[Dynodn]

Originally posted by Jersey450R
So your saying your Joe Byrd's mechanic?! Wow, if you are thats great and i guess i take back what i said about the money. Of course, i really dont beleive it. Then again anythings possible, so keep rebuildin!!

What Don't you believe???? I have honest about everything.

[chad502ex]

Originally posted by red2004 TRX450R
The formula cfm = cid x rpm x VE/3456 is just a guide line "suggested starting point" for find what CFM carburetor u need for your application! You can not get VE for this formula because it is an unknown!

Example

I have a 350cid and I run it at 7000rpm so u take 350 * 7000 and u get what cubic feet the motor can pump every stroke. Then u take EV/3456 (3456 because its the mathmadicly number because v-8s are 4 strokes and all the cylinders don’t fire every stroke) and over that is the efficiency because most motors are not 100% efficient!

So what size carb should I run (witch is the reason for the formula)

cfm= (350*7000*.8/3456) = 576cfm

Now lets say that I have a 750 cfm carb I want to know my VE

VE = (CFM x 3456) / CID x RPM
(750*3456)/350 X 7000 = 1.05.....

Does that make scene because I know my motor has a VE of .8 and from the calculation I get 1.05....

U can’t get the real VE or the real CFM form the calculation because u can’t solve an equation with 2 unknowns.
U can use the formula if u put the motor on a flow bench and test the real CFM or the real VE at every given RPM.


RIGHT!!

ahh, all true. "cfm" is a theoretical approach to evaluate the size of the carburation that's needed for the theoretical throughput the engine has. So, assuming that the engine is flowing to theoretical, which is extremely tough to do ask Dan (DASA), you can compare all builds with the same philosophy and see how they perform across the board relative to each other. It's just an idea to see how things are performing against others- not to be characterized against realistic cfm/ve performance or actual cfm/VE numbers. Extremely complicated computer modeling with test equipment is involved to obtain cfm/ve measurements.

All things equal, reverse calculating from dyno hp #'s is a way to normalize to theoretical to obtain difficiencies of the build under investigation.

hope this helps clarify the intention of the thread. this thread was not intended to display "actual" data, but more for respresentation of the performance of the build under investigation relative to others. I thought i may have made this clear early into the discussion. :confused:

[Dynodn]

Could we use BMEP for comparing???

[chad502ex]

Originally posted by Dynodn
Could we use BMEP for comparing???

goggle search:

Brake Mean Effective Pressure (BMEP)
The work accomplished during one engine cycle divided by the engine swept volume. It is essentially the engine torque normalized by the engine displacement. The word “brake” denotes the actual torque/power available at the engine flywheel as measured on a dynamometer. Thus, BMEP is a measure of the useful power output of the engine.

[chad502ex]

BMEP is simply a multiple of the torque per cubic inch of displacement. In fact, a BMEP of 150.8 psi is equivalent to 1.0 ft-lb of torque per cubic inch of displacement. So a very practical way to calculate BMEP is:

BMEP = 150.8 x TORQUE ÷ DISPLACEMENT

This tool is extremely handy to evaluate the performance which is claimed for any particular engine.

[duncan440ex]

hey chad you seem to know crap real good. Not to get you off subject but what size valve stems would you use for a mx 450r and what cam? Do you have to put shortened guides in it for cam? thanks for the help

[chad502ex]

Originally posted by duncan440ex
hey chad you seem to know crap real good. Not to get you off subject but what size valve stems would you use for a mx 450r and what cam? Do you have to put shortened guides in it for cam? thanks for the help

yea- i've been told by alot of ppl "i know crap"! How am I to take that statement? LOL.

Yea, i believe the crf uses the 5mm valves and the trx uses the 5.5mm stems. Personally, I would not change the trx valves for the crf stems to try to gain up. If anything by changing to a smaller diameter crf stems you stand a chance of exhaust fork side load pressures too great on the smaller diameter stems- especially with stiffened spring force. IMO

cam wise- a mid to top is my preference. Personally, I like the megacycle X2- it's basically the same cam timing as the HRC with only bigger max lift. Honestly though, I've only looked over the specs of other cams and not tested them with ride time (yet). Since my x2 installation, I've really enjoyed the aggressive nature of the cam and the hit out of the turns it gives me, but since then Dan (DASA) has shed light on other profiles that may be better for that type of application and some other issues not talked about yet hmmm. Shortened guides are required for Mega X2 cause of lift, but HRC is considered drop in.

[wvspeedfreak]

How do I take my main jet out?:D :D :D Just kidding,keep up the discussion guys.I am learning alot here.:macho

[chad502ex]

Originally posted by Dynodn
Could we use BMEP for comparing???

ok, ok- you got me me curious now Dan. Maybe since I have all the numbers in my spreadsheet already with this compariosn, I'll plug away for BMEP to see what we get, then post a few graphs for everyone to ewww and ahhhh over. Then its someone elses turn,...

[chad502ex]

Originally posted by wvspeedfreak
How do I take my main jet out?:D :D :D Just kidding,keep up the discussion guys.I am learning alot here.:macho

Ahh cant wait till next week. I'll be Hatfield for the big event there and some incredible riding. Taking the 550 and the backup 502. Waaaaahooooooooooo WV!

[duncan440ex]

all i can say is WOW. and my wife thinks i'm an addict

[BOONE450R]

HP = Atmos. Press. x CR x VE x CID x RPM ÷ 5252 ÷ 150.8



Since you have HP from a dyno graph, just arrange this formula a little differently to come up with VE, and go from there...

[chad502ex]

Originally posted by BOONE450R
HP = Atmos. Press. x CR x VE x CID x RPM ÷ 5252 ÷ 150.8



Since you have HP from a dyno graph, just arrange this formula a little differently to come up with VE, and go from there...

Boone your an addict too!! LOL! you crack me up! hehe.

good thing your not pulling out a differential equation, then i'd have to yank the textbook of the shelp to integrate again.... LOL!

[Dynodn]

Originally posted by chad502ex
Boone your an addict too!! LOL! you crack me up! hehe.

good thing your not pulling out a differential equation, then i'd have to yank the textbook of the shelp to integrate again.... LOL!

Chad I will lend you some of my note books if you want. I'm not sure you would like them. Enjoyed the talk.

[BOONE450R]

Originally posted by chad502ex
Boone your an addict too!! LOL! you crack me up! hehe.

good thing your not pulling out a differential equation, then i'd have to yank the textbook of the shelp to integrate again.... LOL!

Boone> :devil:

[370kingR]

Whoa, great stuff Chad, Dan. Boy i sure need to stick to bangin nails in cause you boys are in way over my dome! Glad i paid Dan to do all this thinking :cool:

The 2-4 hour servicing is scaring me, i chose to "breeze" past those posts :eek2:

BTW Dan, i couldnt resist trying the 44mm Lectron on this monster. Im hooking up with Matt @ Modil Dyno to get it dialed in and we can see if it runs good on there or not.

2 Questions Dan:

I have some VP MR9 fresh in unopened 5 gallon containers. Would you suggest i run that in the new motor or something else?

I also got the Meth setup for this carb, would you have any concerns or suggestions about me trying to dial it in on Meth.

[chad502ex]

Originally posted by Dynodn
Chad I will lend you some of my note books if you want. I'm not sure you would like them. Enjoyed the talk.


As I did..

Of coarse, I would be honored to see Obi-1-kanobi's master words of wisdom... Wahoooooo!

[chad502ex]

Originally posted by 370kingR
I also got the Meth setup for this carb, would you have any concerns or suggestions about me trying to dial it in on Meth.

Here's two concerns for you dial'n in on meth:

1. hold your breath.

2. hold on for dear life!!!


Wahhhooooo!


that monster should easily crack 70 on meth.

[Dynodn]

Originally posted by 370kingR
Whoa, great stuff Chad, Dan. Boy i sure need to stick to bangin nails in cause you boys are in way over my dome! Glad i paid Dan to do all this thinking :cool:

The 2-4 hour servicing is scaring me, i chose to "breeze" past those posts :eek2:

BTW Dan, i couldnt resist trying the 44mm Lectron on this monster. Im hooking up with Matt @ Modil Dyno to get it dialed in and we can see if it runs good on there or not.

2 Questions Dan:

I have some VP MR9 fresh in unopened 5 gallon containers. Would you suggest i run that in the new motor or something else?

I also got the Meth setup for this carb, would you have any concerns or suggestions about me trying to dial it in on Meth.

Most of you missed the part about 2-4 hour sevicing. I explained this to Chad last night. The main reason is for Joe's safety. He doesn't need to worry when going off a 100 ft triple. Every time that he hits the throttle the bike HAS to respond the same. It gives him faith in me and his equipment not having to worry if it will bog or not have the same drive out of the corner.

I hope that the carb works for you. No Accel pump will not work in Mx racing.

MR9 fuel is really good fuel. Keep it close though. Don't want those free radicals escaping into the atmosphere.

[Dynodn]

Originally posted by 370kingR


2 Questions Dan:

I have some VP MR9 fresh in unopened 5 gallon containers. Would you suggest i run that in the new motor or something else?

I also got the Meth setup for this carb, would you have any concerns or suggestions about me trying to dial it in on Meth.

I forgot to add MR 9 works great when the combustion chamber is set up for that type of fuel.
Meth works wonders for great throttle response. Just don't lift the head from being to lean. Start it out rich and then lean it down.