300 for a .21 What are you buying
05-08-2008, 07:18 PM
#91
05-08-2008, 07:27 PM
#92
lemme find the X-Dyno info for ya.
05-08-2008, 07:29 PM
#93
heres the graph. sorry about the camera phone pic.
Peak HP was 1.87HP @ 27,200
Peak TQ was 70.77 @ 25,600
Peak RPM was 42,800
Pipe Used was MSR1005
Plug LRP R6
30% 12% oil fuel was used
Peak HP was 1.87HP @ 27,200
Peak TQ was 70.77 @ 25,600
Peak RPM was 42,800
Pipe Used was MSR1005
Plug LRP R6
30% 12% oil fuel was used
05-08-2008, 08:32 PM
#95
Tech Regular
iTrader: (4)
I would go RB. I have had a total of 5 RB .21 engines between S7s and WS7s. The only one that ever broke was Andrew Smolnik's fault, not the engines. 
They are awesome motors. Great life, great power and great fuel economy. I just broke in a new s7 for my new car yesterday.
They are awesome motors. Great life, great power and great fuel economy. I just broke in a new s7 for my new car yesterday.
05-08-2008, 08:42 PM
#96
those results are extremely optimistic..i guarantee its only 1.5 HP on Adams dyno.....
05-08-2008, 09:23 PM
#97
All I know is I have used dynoes to develop exhaust systems and camshaft designs for various products I sold in several niche market auto's.. I could not imagine trying to develop the fuel maps of the flash module for the camshafts without the use of a dyno....Dyno's are a wonderful tool if your smart enough to understand and use them.. And if any of you here are truly stupid enough to believe someone would buy an X-Dyno just for bragging rights needs to get their heads out of their ass....... That dyno is what will separate the men from the boys when it comes to engine development and modifications.....
But I also can tune a motor according to how it runs on a track... when I develop an engine series I usually start with a safe base timing and port cut I know works well ( Stage 1), from there I run the motor hard thru its paces and evaluate its overall performance and where I feel I can best add my touch to the engine........If a motor needs more low end I tweak the transfer timing, if it needs more top I alter boost angle or increase blowdown timing etc... But int he end I slowly push an engine and its timing to maximum limits, but I do do it slowly and in steps..and usually solely based off track and drag testing.......... from there I will send a motor to Adam at AB and have it dynoed, and from there Adam will add some tweaks using the dyno as reference.........In the end we have some dam nasty motors that amazingly enough get stellar fuel mileage....... But its a combination of both track,drag and dyno testing that creates the ultimate engines IMHO !!!
Blowpop just wait till you crack open the OS 28, its like unleashing the gates of hell !!!!!!!
But I also can tune a motor according to how it runs on a track... when I develop an engine series I usually start with a safe base timing and port cut I know works well ( Stage 1), from there I run the motor hard thru its paces and evaluate its overall performance and where I feel I can best add my touch to the engine........If a motor needs more low end I tweak the transfer timing, if it needs more top I alter boost angle or increase blowdown timing etc... But int he end I slowly push an engine and its timing to maximum limits, but I do do it slowly and in steps..and usually solely based off track and drag testing.......... from there I will send a motor to Adam at AB and have it dynoed, and from there Adam will add some tweaks using the dyno as reference.........In the end we have some dam nasty motors that amazingly enough get stellar fuel mileage....... But its a combination of both track,drag and dyno testing that creates the ultimate engines IMHO !!!
Blowpop just wait till you crack open the OS 28, its like unleashing the gates of hell !!!!!!!
05-08-2008, 09:48 PM
#98
Specs
Rated Horsepower: 2.62hp
RPM (at max power): 31,800
Practical RPM Range: 6,000 - 38,000
http://www.carolinasrc.com/Webstore/...idProduct=4397
05-08-2008, 10:01 PM
#99
05-08-2008, 10:07 PM
#100
Really, my engine is a .21 and is supposed to make a full 1hp more. Wonder what my engine actually would do on a dyno.
Specs
Rated Horsepower: 2.62hp
RPM (at max power): 31,800
Practical RPM Range: 6,000 - 38,000
http://www.carolinasrc.com/Webstore/...idProduct=4397
Specs
Rated Horsepower: 2.62hp
RPM (at max power): 31,800
Practical RPM Range: 6,000 - 38,000
http://www.carolinasrc.com/Webstore/...idProduct=4397
it would make about 1.2-1.3 HP and 53 oz/in aproxx
05-08-2008, 10:12 PM
#101
dyno's are not just bragging rights. I must ask, how do you set and develop you ignition curves on your marine motors if you dont use a dyno? by feel?
ignition curve
AF ratio (airfuel)
torque curve
clutch engagement or torque converter
varibles between different engine parts using previous set points includ AF ratio
these are just a couple things the dyno can do, which you can not by feel. you might think you can but you cant beat a computer doing the maths for you.
sorry to chime in but I have used and sometimes not used dyno's for years now and spent more money then most of big horsepower engines. I can say the dyno is very useful in developing the combinations. once its sorted, well yes then its just bragging rights... my 2c.
ignition curve
AF ratio (airfuel)
torque curve
clutch engagement or torque converter
varibles between different engine parts using previous set points includ AF ratio
these are just a couple things the dyno can do, which you can not by feel. you might think you can but you cant beat a computer doing the maths for you.
sorry to chime in but I have used and sometimes not used dyno's for years now and spent more money then most of big horsepower engines. I can say the dyno is very useful in developing the combinations. once its sorted, well yes then its just bragging rights... my 2c.
05-08-2008, 10:30 PM
#102
Lake testing, real world testing. Not sitting on a damn dyno. In no way shape or form can you recreate real world senarios on a dyno. We start off with what we know is a rich tune and a safe ignition advance timing. Then we use our ass dyno on the lake to obtain optimum performance. Hate to tell you guys that that is always the way top fuel dragsters are done as well as nascar and everyone else. 90% of the info they get is done on the track. Not on a dyno.
05-09-2008, 06:57 AM
#103
Well I must admit I did ask, but I would guess it to be more like 55-60% of rated power rather than 40%. If it were a GO engine or something I'd say 40%, but not the newest Nova's. 7 port (crankcase) over 5 port (sleeve) on the new Nova plus 21-5k rather than 5 port over 5 port on the old 21 plus.
05-09-2008, 09:38 AM
#104
Well I must admit I did ask, but I would guess it to be more like 55-60% of rated power rather than 40%. If it were a GO engine or something I'd say 40%, but not the newest Nova's. 7 port (crankcase) over 5 port (sleeve) on the new Nova plus 21-5k rather than 5 port over 5 port on the old 21 plus.
I own a 21-7 and its not an overly powerful motor compared to its competitors...
heres an overlay of a Picco P7R and 21-7 on the same dyno
Last edited by Maximo; 05-09-2008 at 10:59 AM.
05-09-2008, 12:08 PM
#105
Lake testing, real world testing. Not sitting on a damn dyno. In no way shape or form can you recreate real world senarios on a dyno. We start off with what we know is a rich tune and a safe ignition advance timing. Then we use our ass dyno on the lake to obtain optimum performance. Hate to tell you guys that that is always the way top fuel dragsters are done as well as nascar and everyone else. 90% of the info they get is done on the track. Not on a dyno.
I totally understand. I am a former ASE certified auto mechanic and I adjust timing by ear and have a torque wrench in my wrist, not. Sometimes the difference between a professional mechanic and a shade tree mechanic is more than just the shadetree. Professional mechanics will use the latest and greatest tools available to perfect the art of their craft, atleast thats how I did it.