Snopczynski

Shane needed a different sized pilot because we baselined the bike rich for break in and leaned it up to sharpen the acceleration after riding it and getting it broken in. This was done way before we put the bike on the dyno yesterday (2 weeks ago). Shane rode the bike today for the first time since the dyno test and said it is way faster now, he made no changes to the jetting today before or after riding it. Don't worry, the bike was jetted correctly for the pipe runs. Everyone has to remember, this is not about dyno testing a 421 cub motor with crazy drag durations. It is about dyno testing a Serval which has low-mid durations. It is ok for the low mid pipe to work on it better than the mid-top pipes and drag pipes.

Andy, you cant compare numbers from your dyno to numbers on ours. It is still two entirely different dynos. You can compare the curve shapes, but numbers are not going to be exact. only way to do it is test smaller carbs, amd smaller carbs on your dyno, or big carbs and on the one we used. We are done doing testing with this serval now. It did exactly what I thought it would do, and it impressed everybody who was there. I am positive it will run with any other serval set up on pump gas, even if they run bigger carbs and them whiz bang topend pipes. I know we got this setup to accelerate fast and work well in the holes. I rode this before we dyno tested it, and it feels a lot faster than my 350 is. Shane had me got on, I rode for 5 minutes and told him to change the pilo. He did that and it got even faster off the bottom and rips. I have been dyno testing and tuning for a long time. I have experience with crank dynos, rear wheel inertia dynos, and rear wheel eddy current dynos. I have quite a bit of experience building low-mid setups, and this thing is one of the most impressive bikes I have been on yet. It isn't up to the hp of the re-sleeved cub 7mm motors yet, but it is in the ballpark. I think windy had commented on jetting for changing pipe numbers. we started ad 430 with the pc's, went down to 410, lost power and went up to 450, saw better numbers and went to 470, saw a loss and went to 460 where we saw the best numbers for the plug colors we wanted. Plug color wise this was a very conservative plug color, and would be borderline rich for what most people look for on a plug. even if we ran the cpi's and they wanted more fuel than that, running them lean would have squeeked even more hp out of them causing even higher numbers than if we ran them at optimal jet setting for a real world riding scenario, and real world plug color. you can change fueling adjustments on the dyno to chase after hp numbers, we wanted to do a plug chop and set this thing up closest to where it needed to be to ride and be jetted safely out of the lean range. Shane was very worried about running it lean and toasting the top end, so my main goal was to put him at ease and make sure we were in a safe zone for jetting.

You can't compare two differemt dynos for numbers.

So JD made me a custom grill from a custom design I had, and it turned out great. Fast shipping, and I got exactly what I wanted. Thanks JD!

I did post an unloaded run. It was 79.86 hp. It is a few replies up. You even qouted the hp reading from it in your post where I had the GIANT text. As far as carb numbers. We have a two 443cc 7mm cub motors that were re-sleeved and ported to specs similar to a serval. One ran one with twin 28mm mikuni tm's bored to 30mm and pro circuits on it. That motor put down 94hp on the crank dyno with the dynomite water brake. The other motor which was identical to the first in every way except pipe and carbs was ran next on the same dyno. We ran it with a single 38mm lectron and pt mids, it put down 87hp. We switched it over to pro circuits and it put down 92hp. Same dyno, same motor setups. Better results with the small twins over the 38mm lectron single. No one tests smaller carb setups, just like no one tests pro circuits, pt mids, or fmf gnarleys. So how do you know what a 421 needs. Especially one built to make low-mid power instead of being drag ported. Everyone said normal rules don't apply to this cylinder, we just proved they do apply. Low-mid cylinder with low-mid parts equals good results vs the mid-top parts which did not work as well. So tell me how you know what a 421 Serval needs if no one has ever tested these parts on them? I have a ported 350 that put out 66.76 hp on the crank dyno, and I have ridden this serval bike. It has a LOT more hp than my ported 350 does. The guy who ran these tests rubs elbows with guys like cameron at Redline Racing. He built a banshee called the sandbomber, and he is very active and competitve in drag racing on the Oregon coast. He knows what he is doing, and he tolds us going into this that the numbers were going to be lower than an inertia dyno because of the eddy current brake. He said these are strong numbers for his dyno, and he would run the same setup for what we were trying to do. That is not win drag races, but make a dune bike with usable power. This motor has 1,750 rpm of torque backup on it. That make us able to climb up a tree ridden hole, let of the throttle to dodge a tree and re-apply throtle and come right back up on the pipe.

HOLY SHIT, IT IS A DYNO WITH AN EDDY CURRENT BRAKE, THE RUNS ARE LOADED. IT WAS NOT A DRUM INERTIA DYNO. THE UNLOADED RUN WITH JUST THE DRUM INERTIA PUT OUT 79.86HP! MY bike as a ported 350 dynos at 66.76 hp on a crank dyno with a dynomite water brake, my specualtion as to what it would put down on this dyno is about 58-59hp. Pay attention to the number comparisons on the runs, not the dyno numbers compared to other builders numbers. They are not similar to other dyno graphs we have seen from other builders because it is not the same type of dyno. I have ridden the bike we dyno'ed today and it has A LOT MORE power than my 350 has.

reviews look mixed on the gamestop site. Did gameinformer rate it yet?

Cameron from Redline Racing. Sponsor, builds insanely fast shit.

You cant compare anyone else's numbers to this dyno because it is not the same dyno. This isn't even the same type of dyno the other builders have posted graphs from. You have to like at a pipe to pipe or part to part comparison on the charts. Not dyno to dyno numbers.

According to Dave at Rooster, he felt the bigger carbs would add hp up top, but take away hp and acceleration speed down low. That is not what 05 stroker wants on his motor, thats why we have 28mm carbs on it. The dyno tuner felt you gain about 1 hp on the top with a transition in the mid per every mm with the sizing up of the carbs. Dyno Sheets

This better. (unloaded run) You guys need to understand this was a very reputable dyno, from a very reputable company. It has an eddy current brake on it that loads the dyno down to a simulated real world load vs an inertia dyno which applies one laod the same way all the time. You also cant compare two dynos because no two ever read the same. You need to be looking at the differences between all the pipes ran on the same dyno, the same day, on the same bike. Thats were the answers are here. All 3 of these runs were with Pro Circuit pipes and 296 silencers.

Does cameron from redline know about it?

if it helps we were running a mikuni tm28mm flat on a 4mill with a clean up port at a 370-380 main, with a serval 4mm it wanted 460 main jets in it.

Shane will make a new thread tonight some time. We tested 3 different sets of pipes, and the dyno was a rear wheel with an eddy current brake on it. so we have loaded and unloaded run numbers for it.

Just got back from the dyno, all I can say is EPIC dyno session.

Anyone play it? What is the consensus?

ok, so what is going on here then? Is someone trolling accounts trying to rip people off? Is someone lying about porting the cylinders themselves?

You seem very obsessed with seeing videos of a bike with a Serval cylinder.

ok, real quick recap here. How wide is that exhaust port now with the addition of your "triple ports"?

That is interesting.

Mike does the port work there.

Sloryder, I dont want any of the info you share!

It is probably a bad plug or plug cap. swap caps to side or take them of and ohm test them.

The toluene is what washes the plug down and makes it so you can't read it. I have no clue why the 4 strokes are different, probably has something to do with the oil being in the gas on a 2 stroke.

He said this in the first post, did I miss somewhere in the later post where he said he had switched it over to straight pump gas? C16 is 117 octane leaded fuel.