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10mm DMX Testing


SlowerThanYou

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Brian, are you gonna still try to run a rev box (I'm sure you know you can buy a standalone unit), and are you possibly gonna try an MSD, which I believe K&T runs on some of theirs? I find it hard to believe that a good dyna with a decent curve could hurt performance??

 

I'm coming around to the rev box and clutch working together after reading about it with how cars use it, though I probably will not use it because the dirt is not at all consistent.

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OK, talked with Kim yesterday. The motor made x amount when it came in & is now making 55 more hp. Both him & Randy was surprised that the motor made the same power as theirs. Using the smaller PWKs & our pipes having silencers. Like I said before it was the Dyna CDI & coil that was the problem. It kind of explains why it went faster on race gas & lower compression.

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Did you use the dyna for a shift interrupt? It'll be interesting to see if it impresses you when you get it back.

 

I need to speak with Kim today. My DM is detonating and frying plugs on its first drive. He needs call waiting....hate dealing with the busy tone.

 

We use a separate box for the shift interrupt.

 

Brian, are you gonna still try to run a rev box (I'm sure you know you can buy a standalone unit), and are you possibly gonna try an MSD, which I believe K&T runs on some of theirs? I find it hard to believe that a good dyna with a decent curve could hurt performance??

 

I'm coming around to the rev box and clutch working together after reading about it with how cars use it, though I probably will not use it because the dirt is not at all consistent.

 

We are trying to decide what we are going to run ignition wise now. 1st time out with it will be with K&Ts basic tune-up. Kim said we need to change a few things from the dyno tune vs. track tune.

 

K&T runs a programmable PVL on their 643 DMX.

 

As for our Dyna set-up, it was proven with great numbers on our 443 Cub. I'm sure something went bad & I'm leaning toward the coil. That was the only thing that didn't get replaced at the track.

 

As for using the launch limiter, shift lights & timed devices. We use them on our drag cars with great success & finding the same trend with 300' also. 

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You mean dyna cdi and coil were the problem

 

Sorry, I made the correction in the post. It was the Dyna stuff.

 

Kims a good dude, he's helping me with a detonation problem my DM is having. He wants nothing more than for the customer to be happy. I'm sure with 55 extra HP you will be a little more happy...

 

That's the same thing I'm getting from both Kim & Randy. I'm happy they found the problem. Plus I wanted it dyno'd anyway.

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  • 3 weeks later...

Picked up the motor from K&T this past Tues. Randy & I discussed one change that he would like to see. The motor made peak HP at 9600 a little shy of theirs. He talked with Matt Shearer & they both think 10mm removed from the head pipe may be needed. We decided to wait until after we run it to make a decision.

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Could that be because you're running silencers? Or did you also test with K&Ts pipes? I can't remember.

 

There was negligible power difference between their pipes (unsilenced) & mine (silenced). The silenced pipes had a lower rpm peak. Plus the smaller carbs was part of the rpm discussion also. I would like the motor to peak around 9800. but would take more if possible. 

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take 10mm outta the head pipe, do it.

 

Like to hear a little more than "do it", but that's why I listen to K&T/Shearer.

 

The motor will be run on the track 1st, both 300' & asphalt before considering changes to the head pipe. If we decide to go that route, it will go back on the dyno.

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