| Author | Message | ||
     Gearheaderiko |
 Just thought I start putting dyno's into 1 thread. Consider this an unfinished start! | ||
| Ezblast |
 Susans Final - nhrs - N9, stage 3 everything & Force.  Susan's first - modded airbox & V&H - N9, Stage 3  Stock  Ray Germain's Blast Hack LSR final - using stock size,10.5 comp, custom exhaust,intake, N9 cam and ratio lifters, mikuni 42 carb, etc.  600 cc, B70, stage 1.5 head, V&H, Pro-series Intake  Cycle World  Jardine - stock  D&D - Stock  Ray's 1st year - LSR Dyno (Message edited by ezblast on May 05, 2008) | ||
| Ezblast |
 N9 cam - V&H, Stage 3 - V&H chokes another motor - its a crime - sigh...  Independant run on a stock bike using a Dynojet  B70, 515cc, stqge 2 head, Homemade Force type Exhaust  Stock VS Airbox off  B50, shimmed, 45/180  B50, shimmed,45,175 V&H, Pro-series  Jardine stock  Jardine stock  Stage 3 515 kit - complete with V&H and N9 and custom mapping of ignition - notice loss of torque but a respectfull gain in hp  Susan's middle run (Message edited by ezblast on May 05, 2008) | ||
| Ezblast |
 Kerker vs WB vs Stock  Rays middle group of runs.. That all I have without digging - there are others as well here that should be moved here will look into it some time or others can post them as well. GT - JBOTDS! EZ  (Message edited by ezblast on May 05, 2008) | ||
| Gearheaderiko |
LOL! WOW! YOUR ARE THE MAN EZ! Here I thought it was gonna take me awhile to pull it all together, and you did it overnight! THANK YOU. There are still some holes to fill in such as which dyno for which mods. I like the dyno from the stock ad type (Cycle World?). 7500rpm and 29 hp!!! Would like to get a bone stock Blast to run down here for comparison. I'll pay! Lastly, there is a crossover 'chart' that shows what each dyno reading would be on the different manufacturers dyno machines. In a perfect world they'd all be the same. | ||
| Ezblast |
I'll edit them later and fill in some specs - EZ | ||
| Buuueller |
Just curious what % is lost in the drive train of motorcycles. Just to see what is actually gained. Im more familiar with car dyno tests. Id love to see dyno results from individual mods. That would make it easier for us poor guys to decide on what to do next. Nice work guys. | ||
| Ezblast |
Well - 32 at the crank and 26 to the rear - so I'd say that gave you a ratio. EZ | ||
| Gearheaderiko |
I'm working on dyno and relevant mods. Its unlikely going to be very comprehensive as too much has been done already and I didnt previously have easy dyno access. Dyno charts are also subjective. A stock and modded bike can give the same reading on 2 different dynos on the same or different days. Invariably you can post a dyno reading and someone will pipe up and say "is that all?". But at a different dyno it can give different readings. In a perfect world you could start with a stock bike, dyno it, then do the mods and dyno it again as you go further. Too few parties have that kind of interest in the Blast or are willing to share it (for free). | ||
| Luckyduck |
If anyone is doing runs, I would like to see a stock Blast with the jetting done (45/175 with shimmed needle). So far all the ones that I see stock have that huge hole in the middle that shimming the needle should fill up. Just my wishes. Unfortunately I have to pay for dyno time, so am only going to do it post mods to get my air/fuel dialed in. Otherwise right now mine is stock with a re-jet. Maybe my stealership will have a customer appreciation day again this year, last year it included $20 dyno runs. Paul | ||
| Gearheaderiko |
 45/175-no shims 45/180-4 shims I think that fills in the hole you mentioned. This engine has ProSeries cams and air filter, 10.5:1 piston and V & H hybrid exhaust. Its a bit rich with the 180 and further needle and jet tuning is needed to get it in the ideal a/f ratio range. Dyno costs me money too and I ran out of both time and money that day! (Dyno runs started at 3000 rpm) (Message edited by Gearheaderiko on January 07, 2008) | ||
| Buellistic |
spend some more money and do it with a 48/180, needle 0.050" ... | ||
| Berkshire |
Were any of those with an Andrews B70 or N9, or stock XB front cams? | ||
| Gearheaderiko |
Yes. The 2 that say 'Winpep Dynojet' are XB cams. Unfortunately this thread is a work in progress. I havent had the time to add in and research all the details. | ||
| Luckyduck |
Here is my dyno run from today. The dealer is having customer appreciation days with a special on dyno runs. Thought a more stock bike might be interesting. The bike is set up as follows: - Stock motor. - K&N air filter in stock air box. - Jardine exhaust with quiet core. - 48/175 jets, 2 3/8 turns out on idle screw and .050" shims on stock needle. It really feels different from the stock muffler and 45/170 jets it had before. It seems like I am always going 10mph faster than before.  It does show fairly clearly why it runs up to the rev limiter now. Not sure if the rich part around 4k rpm is worth fussing with or not. Sorry the pic is so small. I'll try to edit it later. It was taking a long time to get it past the size filters and they seemed to not want it any bigger than this. Paul  | ||
| Ezblast |
Send it to me I'm allowed to post larger sizes. EZ | ||
| Ezblast |
Looking good! - especially when you consider its all to the rear wheel - not the factories drive shaft numbers - lol  EZ | ||
| Gearheaderiko |
The most recent dyno. I have a rich spot between 3500rpm and 5000rpm. If I could lean that out it'd have a better power band. I havent figured out how to do that without leaning out the top end (or installing fuel injection ). Installed a new needle (N27R) which helped balance it out, added 1 to the max hp and its sounds even better! Since it mostly runs between 4k-7.5k not that big of a deal...but better is still better.  XB top end (cams,piston,head). For a street set up comparing this to the B50's, I wonder if the B50's w/XB head would give a wider powerband and better fuel economy, but maybe lose a little more in the 6500 rpm+ range... | ||
| Gearheaderiko |
PS The B50's dyno is at the top of the page. | ||
| Ezblast |
What intake and jetting and exhaust are you running? EZ | ||
| Gearheaderiko |
PS intake w/Uni filter. The filter setup (stack or PS w/Uni on or off) didnt make a difference. Jetting 45/150, no shims. Exhaust is the long WB w/o discs (straight through). I had planned on taking the exhaust off, but I ran out of time. I dont expect that to be or help the problem. I'm sure (think?) I'm trying to compensate for the cams...but. LuckyDuck shows the same rich drop in his dyno, but not to my extreme. | ||
| Berkshire |
Erik, regarding above dyno pull: Any port work, dual plugs, aftermarket valves and/or fancy valve job, or was the head just as if you'd pulled it off an XB and swapped it over untouched? Bore? OEM piston, 10.5:1 aftermarket, or...? Did you measure quench clearance? If so, anything needed to get it in range? SE advance curve number? Base timing set by OEM method? 150 main jet - holy cow!!! am I missing something? | ||
| Gearheaderiko |
Literally a stock XB top end and cams pulled of an XB. The only real difference it has a 515 cylinder with 10.5:1 piston (10.5 I think is stock XB). The cams are SE XL '04 cams which are XB spec cams. No reason to clay or measure the heads since it was just a 'stock' swap(yes it could have been 'blueprinted' but I saw no real reason to spend the time I didnt have). OEM timing, 1 degree retarded,#5 slope. We did have a problem with pre ignition after the 515 install. Yes 150, could probably go leaner at the track, which is 2400 more feet above sea level. The XB head has a much more efficient combustion chamber,which means you need leaner jetting and less spark advance than the Blast piston/head. I ran out of time to try different advance slopes since I ran into the over rich problem between appx 3500rpm and 5000rpm. The Blast piston/head with B50's or stock doesnt have this problem and is usually lean and can be solved with shimming the needle. This XB set up is the opposite. I found a needle which actually leaned that section out, but again time restraints forced me to leave it as is. (I really think the cam grind causes this problem). But at the track you rarely drop below 4500rpm so solving the problem is a street issue (and on the street its mostly noticeable as a nice punch when you hit 4500 rpm. Doesnt leave the bike unstreetable). I think adding a secondary main circuit could solve the problem or finding the right needle (or making one) and a custom timing curve could help. Does that answer all your questions? Any more? (Message edited by gearheaderiko on June 26, 2008) | ||
| Berkshire |
uhhh... will a regular spring compressor work OK on the 'lil beehive retainers? Got a p/n for the fat needle? XB head coming soon, still trying to decide between 515 kit on sale, or stock jug .015" over with 10.5:1 XB piston - difference in price is almost enough to add dial-a-jet, or a fancy valve job, or... According to BMC, stock XB compression is 10:1 for both 9's and 12's. | ||
| Gearheaderiko |
Regular spring compressor works fine provided it can handle the spring pressure. The Beehives were at the limit of mine and I needed to get a better one for the traditional style high pressure 'race' springs. Needle # N72R or HD pt#27094-88. Go with the Dial A Jet. The 515 will have a slightly higher compression and a little more horsepower. The DAJ should give you the ability to jet out the richness between about 3k-5k rpm potentially giving you a broader powerband. CP pistons were $150-$200. Maybe a stock Buell item is cheaper. Check with Revolution Performance if they'll do a price match on the 515, if you go that route (mention Badweb). Did you get a deal on the head? I received a nice email from Saro who also suggested the Dial A Jet or ThunderJet system to fix the rich problem. They would/should give the ability to run a leaner main jet without leaning out the top end, but still lean out the rich section. | ||
| Gearheaderiko |
PS the 515 kit may come with an XL jug meaning much more meat and fin area. | ||
| Berkshire |
Not a dirt-cheap deal, but... chicagoharley.com sells the front XB head for $230 - local dealer wanted $312. It's p/n 16872-02, comes with guides & seats, ready to assemble. It would've cost at least that much to get squish bands machined, 7mm guides and seats installed for larger valves, and then I still would've had to totally enlarge the ports by hand to blend with the larger seats. It would made more sense just to get the full "1.85" or "stage2 light" package done on the Blast head, but that's more money still, and also massive down time. | ||
| Gearheaderiko |
Did it come with valves? | ||
| Berkshire |
nope | ||
| Ezblast |
I really don't think the Pro-Series Intake has enough surface area to feed a modified Blast, let alone a stock one - to me it was just a bad answer for people always complaining about the stock airbox's look. I really don't think your getting enough air for your engine - could the exhaust length be choking you back at all. EZ (Message edited by ezblast on December 06, 2008) | ||
| Ezblast |
  I had similar results a long time ago - (which caused me to chuck the whole thing and go to a different dyno which showed similar zero load - no load was measured), now Fast has this as well. Question - why would the dyno show more under load? EZ | ||
| Gearheaderiko |
My guess would be that load restricts the ability of the engine to rev. An engine will rev out pretty quick without a load and at partial throttle. Add a load and you'll need more throttle which equals more gas spent which equals more power. | ||
| Ezblast |
Which is the common measurement that is reflected by the magazines, and such - I guess all of mine since then have been no load measurements - but is that the standard? Or is there a load standard? EZ | ||
| Blastro |
Let's get some more dyno sheets up guys! Some quarter mile information/top speed stories. We all love these bikes. I wonder what numbers we'd be looking at if you involved N20 into the mix! (Inb4blownmotor) Drop a gear and disappear!  |
