FireHead

Wow, that actually makes Brooke look sane. :woot:

Mike Ryan is who is taking the Pike's Peak porject up the hill for my current employer. It's a modified Freightliner chassis with a Detroit Series 60 engine. My facility did some of the engine development, but I came in fairly late to that project. My facility at my previous employer did several of Rod Millen's engines (the 4 cylinder GP engines). I believe Rod still holds the all time record on the hill. Of coarse I was only involved with that going back about 5 years. Our mapping of the hill was done in several differents manners, but we were always looking for load vs. time vs. altitude or BP. The trick always was to control the turbo(s) in such a fashion that you could all but remove BP, temp., and air density from the equation. If you can come up with a copy of the CarSim software, I'd be happy to send you a non-cofidential copy of some stuff we did a couple years ago.

I disagree, I belive that a poor boy dyno is a fish scale hooked to a disc brake..........., but that's another story. The SAE correction factors are a way of standardizing data different days, time, locations, planets, but that doesn't help you much when the calibration of the dyno's flywheel is off (which really doesn't have anything to do with the SAE Correction Standards at all). The worst commercially available dyno's on the market in my opinion are made by Go-Power. The dyno's were originaly marketed to repair shops in the '60's, but for some reason people continue to buy them. They are typically inertia or friction brake pieces, and when you approached one, you could tell it was a pile of crap from about 35 yards away. :biggrin:

Past a certain point edumacation is overrated. My best engineer at my current facility took 6 six years and three colleges across three states to get his bachelors degree. He is still learning alot about the engineering profession on the "office" side of things, but when it comes to the actual development of engines and making quick decisions the guy makes a few of these 40 year old guys that work for me look like crap. Besides, when someone asks what I do for a living, I tell them I am this kind of engineer:

Yikes. Here is an award that can be won for being an ass clown. Maybe this will help the situation?

I just thought it was funny. I personally try to avoid talking about penis's in general. :biggrin:

An inertia brake dyno in general is only as accurate or repeatable as the the control of the temperature of it's environment. DynoJets are particularly crappy as all of there DAQ software is based around the factory calibration and balance numbers for the flywheel. If you are outside the temperture of which the calibration occurred (I belive is 20 degrees C) then you really don't know what you have as far as results go. Beyond that the temperature of the wheel changes during a run, thus leading to their inaccuracy and lack of ability to repeat (granted they are probably still better than a friction brake dyno, but atleast you can recalibrate it's load cell to compensate for the condition of it's clutch pack) which also leads to their infamous nick name as "DynoGuess." As I discussed earlier, a DynoJet dyno has it's niche in the industry and you can't argue with their revenue generatikon potential, but a serious person probably wouldn't bother with them. The serious person thing was part of something someone, who is a far greater name in my industry than I am, to a group of college engineering students. The parting shot was that he likened doing serious work with a DynoJet to playing the lottery as an investment. The idea being both can work, but you'll spend alot of time and effort having it not work and winning a little here and there. I'm not sure if that was worth sharing, but I kind of liked it. :biggrin:

I gathered that. I only said something about it as I thought Nate was comparing it to a "traditional" lockup setup in manner that might lead someone to believe the level ofadjustability was the same. Personally, I am of the opinion that if the design is sophisticated enough, then you only need to be adjustable enough to cover the uncontrollable variables (heat, humidity, etc.). :thumbsup:

Wow, this thread gained alot of content today! I'm impressed. Boston Racing, I have a few points to cover: 1.) I agree that you do not have to have an engineering degree to tell if some thing works or not. 2.) I was really interest in what Kevin had seen inside the Rekluse unit as I has wanted to look inside one of those since they came out. 3.) Kevin should feel free to share as much or as little as he wants to about his clutch design. It's his work, that's the way it should be. He has obviously put alot of thought into it. 4.)This particular repsonse on of yours is very Planet Sand'esque IMO. Past my initial rant, it is obvious that Kevin has something that works or he wouldn't sell it. My reservation was that "testing" is a term widely thrown around, especially in this industry and I was trying to figure out if there was data behind some of the claims Nate was making on Kevin's behalf or if it was "broken or not broken" sort of testing regime. Generally, broken are not broken sells parts, but as far as my interest went, I wanted to learn if there were numbers behind that or not. 5.) I didn't call Kevin just to bs about his stuff as I didn't want him to feel I was wasting his time, as I really wasn't in the market for such things at the moment and if he wasn't selling something to me, I didn't think it was worth his time. :geek:

I swear those are the Tiny Tachs I was thinking of. Maybe there are two Tiny Tach companys?

That is absolutely fantastic! Other than staging at a drag strip, that's really all a tach is good for, past that you would have to move up to a DAQ system. A memory is a great way to get the job done, especially if you have stop watched timing points for the track already mapped out. Idiot light or with respect to open wheel cars, a series of idiot lights are the way to go. One of the electronic guys from the TRD nerdery wrote a paper on reposne time ot a number vs. a light. The response to a bright, overwhelming light was much faster (were talking about .5Hz). It's interesting if you're into that sort of thing otherwise it's probably boring. :geek:

Why are you talking to your buddies women about penis size? I'm just can't see me ever talking to my firends women about my friends's wangs. :ermm:

I'll second that...................redhead with a mild souther accent is pretty hot. :biggrin:

..................Wow! Dave, where did you flush this guy out of? :ermm:

1.) Good website article! The thing is, there still isn't any grinding going on. You can call it cam grinding, but that term only comes from the unviversal grinder they used to grind cams with. All modern aluminum pistons that I can think of are turned on a some what specialized CNC lathe or for weirdo one off stuff they are some times milled. 2.) Sunnen makes a good hone. If we are talking about well recognized racing programs, you won't find a $400 Sunnen tool you can buy from Napa doing the work. You may find a Sunnen hot bore machine, but that is a $65k investment and you will really only find them in some of your more redneck NASCAR shops. Now, I am not saying there is really anything worng with either method, but I would hate to think that all the engines I have runnign around out there were victimized by $6k a piece ball hones. The thing of it is, on a generic cast iron bore with some taper in it, a Sunnen type hone may be the way to go, but if you do defect free machining, which is what most folks pay for then it is not the best thing to use, in fact, it's not even close. :thumbsup:

The question I posed is probably best answered by Kevin. FYI: a simple load profile for a chassis dynamometer is usually speed (road, rolls, engine, etc.) vs. torque (absorber, crankshaft, road, trans. output shaft, etc.) I would just assume not talk about DynoJet's inertia brake dyno's. You would be better off writing down a bunch of speed and torque numbers, cutting them up into separate pieces of paper in a hat, and everytime you wanted to test something on a the dyno, just grab a piece of paper out of that. That's about as accurate and repeatable as those things get (I exagerate a bit, but not much). :geek:

I have asked this very same question, atleast three times now, and still haven't gotten an answer. I think you can remove and replace the balls, but I am not sure if you can do that on the bike or not. Then, within reason how many different size balls are there that will work in the clutch and what is the max and min. effective weight and lockup time that this affords you? :geek:

For all of you that missed my typo, I meant .001MHz. :geek: Dave, I found you a shift light:

Was this on a dyno, asphalt, sand, concrete , formica, or other? I don't know much about the bike either. Other than what you stated previously, what is going on in it? :geek:

I am actually a metric guy all the way, but making Canadian jokes has to be done once in awhile. (You know I appreciate the signature thing.) (Also, thanks for making Dave's signature text look pink. I needed something to make fun of him for a bit. :biggrin: )

The pictures from Dunefest would be awesome. I believe the Sand Sports Super Show is September 15th - 17th. Correct me if I am wrong, I whipped those dates out of my ass. :ermm:

It does not appear that you are way off. It appears that I posted up a link without reading the page first. Tiny Tach makes a teach that looks just like those, but refreshes at .001Hz. That is not on their site anymore I guess. They were selling it has a Briggs & Stratton labeled racing instrument as well. Apparently I am not any help with the go kart style solution.

I'll take a picture of one of mine tonight. It's pretty awesome. :geek:

There is an output on your Dyna box for that. You can wire up pretty much any tach that matches it's output wave and/or pulse form. You can probably buy a tach from Dyna as well. :thumbsup: