buddy
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posted January 30, 2006 07:20 PM
Doug,
I believe you mean the end of the rod connected to the crank. If so, it was perfect, with the remaining portion of the rod swinging on the crank at a touch. By the way, it was easy to touch the end of the rod through either hole in the cases. The crank was undamaged and is in my new motor.
The crank, head and starter motor was about all that was undamaged.
  
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entropy
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posted January 31, 2006 04:15 AM
 Edited By: entropy on 31 Jan 2006 04:18
quote:
Doug,
I believe you mean the end of the rod connected to the crank. If so, it was perfect, with the remaining portion of the rod swinging on the crank at a touch. By the way, it was easy to touch the end of the rod through either hole in the cases. The crank was undamaged and is in my new motor.
The crank, head and starter motor was about all that was undamaged.
The rider wasn't damaged 
BTW: Buddy you broke the rod on yr motor with the offset block, bossman too????
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gunner
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posted January 31, 2006 06:47 AM
Offset Block = Short ass life  Byron Hines stated this in 1983 when he offset the bores in that 1100F ProStocker that they built and Run one race. It Hauled ass BUT, HONDA screwed them over and didn't come thru with the sponser dollars as promised. Next Race Terry had his leg swung over a Kawasaki
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Y2KZX12R
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posted February 01, 2006 05:54 PM
The head is done as far as porting and chamber work. I'll get some pics up in a few days as well as some flow bench numbers. Gonna finish cc ing the chambers tomorrow night. Then I just need to check the balance on the rotating assembly and it can go back together for a final mockup.
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gunner
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posted February 03, 2006 10:02 PM
Bump! This thread must continue
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Y2KZX12R
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posted February 04, 2006 04:57 AM
Edited By: Y2KZX12R on 4 Feb 2006 05:14
I'm not liking what I'm seeing for cranking pressures in the model.
With the stock cams the cranking pressure is high even with the intake cam retarded to 107.
And that with lowering the compression to 13 to 1 from chamber mods. One good by-product of big cams is easyier cranking for starting. I can see why hard starting could be an issue, if the battery isnt 100%.
I'm curious as to what kind of cranking pressures and intake cam timing you guys with the strokers are seeing?
With forged pistons its going to be critical to let the engine warm up before reving it. As it is they are going to be noisey as hell, that is if you can hear it over the exhaust.
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entropy
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posted February 04, 2006 05:35 AM
Jim,
290-300psi cold cranking: plugs out, WOT,
cam timing = 107/110
15.2:1 CR (custom 87mm JE pistons, 4.6mm stroker, carillos, shaved head & block)
I use 24 v to start; no problem-o
Just fired up a new build, and motor is soooooooooo quiet, even with a stethyscope
I don't rev it until it warms up cause i'm concerned about blowing the oil filter off. Shim-ed relief valve and mobil 1 15/50 = 60psi at idle when cold.
Karl
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TRNorBRN6001
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posted February 04, 2006 07:29 AM
Nice Karl, can't wait till ShootOut. Should give ya a little seat time if
ya don't have to make them bussiness trips to Asia.
How is your bike running Buddy?
I do believe Bossman's cylinder block was just a thin wall not offset,
but I might be wrong.
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psycho1122
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posted February 04, 2006 09:44 AM
I have seen as high as 245 per hole with my 1270 kit, cams at 105.5 in / 100 ex, no base gasket.
Note: after 8,000 plus miles it settled in to @230 psi per hole.
All #'s are COLD
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osti33
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posted February 04, 2006 12:40 PM
Edited By: osti33 on 4 Feb 2006 12:41
My numbers on my 1375 were about 240-245 psi per hole COLD. Carpenter cams degreed at 107 int 109 exhaust.
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buddy
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posted February 04, 2006 02:17 PM
TRN
My bike was running very good the last time I took it out. It's amazing, however, how a bike can deteriorate while sitting on a lift for 3 weeks. I've began to go out and touch it and talk to it every now and then to see if it will not fall apart while sitting there.
There is an event at a local track tomorrow I want to participate in. I changed the gearing to 1/8 mile gears today and adjusted the clutch hoping to get a better 60 ft. time. The bottle is in the freezer right now so I can get enough difference between it and my big bottle to get a couple of pounds in it. If I do well, I'll post it. If not, I'll probably just sulk for a while.
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Y2KZX12R
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posted February 04, 2006 02:38 PM
Hey thanks for the input guys. Interesting numbers.
Good luck Buddy.
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Y2KZX12R
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posted February 04, 2006 05:47 PM
Edited By: Y2KZX12R on 6 Feb 2006 15:19
The chamber wall layed back unshrouding the intake valve.
The exhaust port. The floor is widened and the roof and sides opened up to the pipe size.
You only need to go in about 1/2"-5/8" just to remove the choking off of the port to match the pipe size.
As for flow increases, the intake picked up several percent at mid and higher lift numbers and a few percent at low lift numbers. It puts the intake flow in the 130 cfm area @ 10" of test pressure. The exhaust picked up several percent also. But the manometer was MUCH more steady indicating a large reduction in turbulence in the port. The higher lift flow rate saw the most improvement.
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Y2KZX12R
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posted February 05, 2006 08:57 AM
Edited By: Y2KZX12R on 5 Feb 2006 10:28
ON FUEL:
So if the stock pump is minimum 83ml-3sec/99.6lph/26.31gph/165.78pph @41psi.
165.78 pph is the burn rate for about 331 hp. So with extra volume say 30% return rate it should support about 220 hp. No? So thats just getting into the upper end of the spectrum for the stock pump flow.
Is anyone having trouble keeping 41psi rail pressure on 1361/1375?
I couldnt see why anyone would need a gss-307 at 236lph/62gph@41psi. The fuel velocity thru the return line would be high. And I certainally couldnt see using a gss-3xx or any of the other high pressure pumps.
I have a 155lph pump from the 02SS camaro LS1 on the bench that will work excelent if I need the extra volume. It was too small for the 42lb injectors and blower on the camaro. It needed a 255lph@0psi (dont have the 58psi flow chart in front of me now)
But it would draw less amps than the gss-307. And wouldnt be pushing 5 times the volume back thru the regulator and tank wasting amps and useless volume.
I think if i had a several hundred hp turbobike then that gss-307 would be 1st choice.
???? anyone? Bueler? Bueler? Bueler?
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Y2KZX12R
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posted February 06, 2006 03:10 PM
Well, i checked the balance tonight on the rods. 1 rod was 1/2 a gram more than the other 3. Well within tolerance. The pistons were all within 1/2 a gram.
The crank without the flywheel was less than half (009) of the allowable tolerance of 025 and with the flywheel it zeroed out to 000. Excelent balance job. Didnt have to touch a thing.
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Y2KZX12R
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posted February 06, 2006 03:30 PM
I'm contemplating making a fixture so i can run this engine on the engine dyno and dial in best cam timing/fuel/ignition timing. It would be so much easier to make cam timing changes. But i'd have to make a fixture and a coupler. And remove the efi system from the bike and also the fuel tank and pump...
Also i'm not sure how the gear dogs would react to a waterbrake. They may rattle and chatter with light load due to the design and the engagement backlash.
This is also the busy season for dyno time for all the race guys. My buddys shop is flat out and the dyno runs every day all day. I'd be tieing up the dyno on paying customers. Not somthing i can or want to do.
I think its going to have to get dialed in on a dj250 and i'll settle on a cam timing for the season. Time will be running short in a month or so.
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entropy
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posted February 07, 2006 02:06 AM
Jim,
actually the 12 is "not that bad" to do cam tests while tied down on a conventional dyno, although it does take alot of the dyno time (do it a night???). JohnnyCheese spent a bunch of time doing cam tests on my bike changing the timing while still tied down on the dyno.
We did discover something interesting. The hp dropped 4-6 when the RAM air rubber connectors were off... i.e. he made a cam change and didn't put em back on, small cam change dropped the hp 4-6????WTF????, he fiddled with several subsequent cam changes to no avail, until we noticed that the rubbers were off. Put em back on and voila, the "missing" hp came back. Weird, huh??
BTW: he did NOT have big fans on the intake so the loss in hp seems due to an "airbox dynamics" thing???
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Y2KZX12R
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posted February 07, 2006 02:58 AM
Wow, thats interesting. The engine must see it as added air box volume.??? Much like the "resonators".
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entropy
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posted February 07, 2006 04:38 AM
quote:
Wow, thats interesting. The engine must see it as added air box volume.??? Much like the "resonators".
Not knowing shit about intake dynamics, I have no idea why the difference is so profound, but it induced me to put my resonators back on... Doug Meyer has thoughts on this (as you know).
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Y2KZX12R
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posted February 08, 2006 04:32 PM
Edited By: Y2KZX12R on 10 Feb 2006 10:09
Doug? Any input?
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Jason9R
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posted February 11, 2006 11:49 PM
Burp!
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TRNorBRN6001
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posted February 13, 2006 07:07 AM
Dang I have a hole in one of mine, I think I'll have to duct tape it.
I am an idiot on any kind of dynamics, but I wonder though if it was
sucking up a bunch of heat from the radiator/pipe/engine and not
drawing in cooler air. What is it? Something like an increase or
decrease of .5-1% of HP every 10F?
Just curious with that monster breather you have, have you
ever checked if it made any difference with the resonators
in or out? That would be kind of interesting. I have heard that
for top speed runs to have them removed, but now I am
possibly going to re-thinking that one.
A new thread on intake dynamics might be in order.
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Y2KZX12R
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posted February 13, 2006 01:13 PM
I decided on the Walbro GSS242. Its the190 lph version of the GSS307.
It pumps 40gph/151lph/248#hr@40psi.
It will support more than 2 times the HP the bike will be making and draws 5.8 amps at 13.5v at 40 psi. The 255lph GSS307 draws 3 more amps and can support over 600 hp and is dimensionally the same.
The gss-242 pump with electrical connector and screen can be had for $80.
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Y2KZX12R
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posted February 14, 2006 02:17 PM
Has anyone had thier injectors flow tested?
I'm wondering how balanced the flow rates are on them.
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blitzkrieg
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posted February 14, 2006 04:49 PM
This is a great thread Y2K.
Thanks for sharing as you go along (pics too!).
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