Testing: ORCA Transient Engine Dynamometer and Two Others
An engine dynamometer, not a chassis dynamometer, is the proper research tool. Smokey Yunick sought answers for questions no one thought to ask and he outsmarted and outran the best through his own research, on his own nickel. The innovations he came up with are often now the accepted standard like reverse flow cooling, longer connecting rods, raised deck blocks, 28" standard for airflow testing, and many others. Many of the questions he asked were answered in thousands of hours of testing on his dynamometer at "The Best Damn Garage in Town".
Whether it was Smokey's water brake dyno or his Spintron machine the engine development was always done directly on the engine. You are looking for that "unfair advantage" that will give you the power to win. We have, for the most part, always relied on actual riding and racing to develop our products. This is where the art comes in because single-minded focus on hp numbers on dynos and "dyno charts" does not guarantee results at the track. You have to deal with the total system running in the real world, be it at the track or on the road.
The difficulty comes in where, at RB Racing, we have to deal with high horsepower turbos that have such an extreme performance envelope that riding becomes more and more dangerous and less and less amusing (to the authorities) as time goes by. In the late 1980's we did over 5,000 miles of street testing on our Suzuki turbos with many runs over 200 mph. The bikes were very succesful at Bonneville, El Mirage, and umpteen dyno contests due to all the testing and never an engine failure. How we stayed out of jail is a mystery.
It's better to do
engine development on an engine dyno and use all of your
experience to tailor that development based on your experience
in actual real world, be it the Bonneville Salt Flats on
simply wound out through the gears in the middle of nowhere
racing yourself or the unfortunate fool that decides to take
you on.
Ask the Right Question
No money no honey...no honey no love. No Dyno no development...no development no win. You get the idea. If you don't have the tools you won't get the results whether you are in NASCAR, Formula 1, or NHRA or AHDRA drag racing. The first question in any endeavor is to figure out what questions to ask. You ask the wrong questions and even if you get the right answers they may be the wrong answers to your real problem whatever that is. If you're confused by all of this hang in a little longer and it will all become clearer as we go along.
What is the Right Question ?
Is an engine that produces 135 hp is better than an engine that produces 125 hp?..Well maybe it is and maybe it isn't. What is the definition of horsepower anyway? The common definition is HP = (Torque x RPM) / 5252. Everyone is so enamored of peak horsepower these days that they will trailer their hot rodded V-Twin from dyno contest to dyno contest searching for bragging rights as to who has the most peak horsepower.
We hate to burst their ego-filled bubble, but in the real world it's the rate of acceleration that wins races, not peak horsepower. Torque is the most important element of the equation and if you can't produce torque in the lower rpm ranges it will take forever to get to the upper rpm ranges where the dyno junkies worship the God of peak horsepower. Every time you grab the next gear your rpms fall and you have to climb that elusive mountain to get back to those so damn important peak power readings. The rate of acceleration from one point to the next is how we judge a vehicle's performance, not how much peak horsepower it makes. The right question isn't peak horsepower but is the search for maximum torque in the rpm band that produces the greatest transient acceleration.
The next time you need a definition of usable power take a look at all the diesels roaming the highways. They are out there for a good reason, they make a bunch of torque right now, not at the top of the rpm band. A typical diesel will crank out 90% of its torque by 2000rpm!
Chassis Dynos: Lies, Damn Lies, and Statistics
Put your bike on an inertial only
chassis dyno and spin up a 900 to 1200 lb steel drum and pick
up your dyno slip. This is a great method to impress your
friends and to develop motors that you are designing to spin steel drums. How many people have called us
that spent $10,000 on a "billet motor" that was slower than
their stock motor when they did roll ons against their
friends...Oh, the billet motor made a lot of peak power, and
as long as you left it on the trailer you didn't have to worry
about the pesky real world. The real world, however, is where
we live and it's not a simplistic world like accelerating 900
lb steel drums.
Racing stoplight to stoplight and passing semis at 70 mph or banging the next shift headed for the traps is where the rubber meets the road not where the rubber meets the steel drum. Chassis dynos are useless for development but a great way for people to gather and see who has the most peak horsepower.
As the people who sell them will tell you..."They are a great way to build traffic by organizing dyno contests!". If you ever pay close attention to the time these dyno runs take and compare the time to the way you ride or race in the real world you will see there is no 1:1 correlation. Often these "dyno runs" last only a few seconds, not exactly the way we ride motorcycles.
If you'd like a bit of an eye-opener look up a Hot Rod Magazine article that did a comprehensive back to back test of chassis dynamometers. Results were all over the place.
For a bit of Dynojet history we
suggest you read this
document.
Method 1: Superflow
CycleDyn...Testing a Running Motorcycle..Inertia and Load
If you are going to use a chassis dyno it has to be a tool and not a toy. At RB Racing we use the Superflow CycleDyn as it best emulates the real world. We use it for development and not for publishing "dyno charts". Most of our work is with Pectel SQ6M controllers which have extensive internal datalogging and playback capabilities up to 2000Hz sampling rates. With the Superflow we can program specific tests and transient sweeps with our turbocharger systems up 750 hp in inertial mode or 500 hp in Eddy Current controlled accelerations.
Steve Cole (TTS MasterTune) who has spent untold thousands of hours on every dyno imagineable has this to say about CycleDyns:
Steve Cole: "In the
development side what I can say is the SuperFlow when setup
properly emulates the real world much better. As an example
the only way to get a DynoJet to give you HP and TQ is a WOT
unloaded run. The SuperFlow allows that plus just about any
other combination you like with real torque output. So what
does any of it buy you becomes the question. I can tell you
that if we tune to a DJ and get the best we can, then repeat
on the SuperFlow using real world acceleration rates for the
engine being tested the results are very different. Take the
final calibrations and run them in both dyno's unloaded and
the DJ developed type calibration will show the most HP and TQ
in those conditions, on both the SuperFlow in DJ mode and the
DJ. Then take the SuperFlow controlled condition calibration
and load it in the bike the power will go up when tested in
the SuperFlow mode again which can only be done on the
SuperFlow.
Now the hooker, take the bike and put one of the finished
calibrations in it and give it to the customer and say go ride
it and come back after you've ridden it well, to know how it
feels/runs. They come back after an hour or so then load the
other calibration and ask them to do the same riding over and
come back again. Each and everytime we have done this every
customer has picked the calibration that was done on the
SuperFlow under the controlled acceleration modes! So pick
what works for you but there is a difference. Does it take
longer, does it end with a measurable difference.............
YEP!"
Wind Tunnel Dyno
These optional
$5,900.00 internal "High Pressure Blowers" provide cool
airflow to match road speed 1:1 up to 200 mph. The CycleDyn is
calibrated at Superflow at the time of manufacture to measure
and account for this additional drag. Like tuning in a wind
tunnel. Far more accurate results this way.
Tuned by Shane T
Shane Tecklenburg
tuning a Motec M130 on Tom Bookhamer's 120 Inch Bonneville
bike on RB Racing's CycleDyn. We use 30 feet of 8" stainless
tubing for exhaust extraction with an 8" Blower. The blower
draws in 1725 CFM of free air mixed with the exhaust and
extracts it far away from the operators and the building.
Carbon Monoxide is not an issue with this evacuation. Shane
has more time on dynos in more places all over the world than
about anyone we have ever met. Shane is the "go to guy" when
you get serious about Motec electronics.
Shane stepped off the airplane after a 25 hour flight from Bahrain ...tuned a Harley and headed home. He lives close by so it was a tight but convenient schedule for Tom and Shane. Tom all the way from Florida and Shane all the way from EKanoo racing in Bahrain. Strange world of racers.
Dynamometer Exhaust
Exhaust extraction on a F1 engine.
Clean air is positively fed to the inlet and the exhaust is
extracted from the Dynamometer Cell. Figure millions of dollars
just for the test cell.
RB Racing's CycleDyn
2020 Road Glide 128 on RB
Racing's CycleDyn
Carbon Monoxide is a killer. It has to be positively scavenged and discharged away from the building. All exhaust fumes must be vented so the operator and the engine cannot re-breathe spent gases. Carbon Monoxide is odorless and flat-ass dangerous. We have a CO meter on the dyno operators console.
We have 8" diameter
stainless steel extraction ducts for both left side
turbocharger and right side LSR 2-1 exhaust development.
Two shops managed to make this 2020 bike unrideable
with the bike bucking violently at 2000-2500 rpm, forcing that
RPM range to be avoided. This ruined a trip, two up, fully
loaded.
Exasperated, the client who also has a 2023 Road Glide pulled
the 2020 bike and we asked him to bring both bikes to us...all
the way from Wyoming. We don't work on customer bikes.
We installed our RSR Dual AFR Gauge to check mixtures when
riding and rode the bike which showed the rear cyl going dead
lean despite TTS VE entries >100. Odd. We rode the
bike down to see Steve Cole (TTS) to see if he had an idea.
Steve said it made no sense and asked us to check for (1)
manifold leaks (2) compression check and (3) a possible broken
valve spring. We checked all three and it wasn't those.
Conventional Engine Dynamometers
Water brake Dynos (many manufacturers) like Superflow are routinely used in performance engine development. You program these dynos to hold or stabilize your engine for "x" number of seconds in a series of ascending rpm steps to measure the torque at wide open throttle at each step. These steps are then plotted to generate the "Dyno Curve" for the engine. Usually, depending on the software and flow controls, transient accelerations are not measured, only the torque the engine will produce at specific points while being artificially held there so measurements can be made.
Without going to million dollar AC Transient Dynamometers these dynos are the best type of dyno for both brief and extended testing. Water cooling and high rpm capabilities make them the engine developer's choice.
When was the last time you were racing that holding a particular rpm had anything to do with winning? A race vehicle is always accelerating not sitting at some particular rpm and the vehicle with the most torque will always beat the motor that sacrifices torque for peak horsepower...This is why an engine with 135hp is not necessarily a better motor than one with 125hp.
Races are won, not on one factor, like peak power, but on a myriad of variables like traction, driveability, a wide torque curve etc....and if you don't believe this then why did Honda struggle so hard in Class C AMA racing against the archaic XR 750 Harley-Davidsons and finally had to take out horsepower in their search for traction and driveability. Honda won the Championship 1984-1987. It's all XR's now.
Multi-million dollar dyno cells are pretty much going to AC style water-cooled dynamometers. The accurately control the rpm and load at lightning speed and pump power back into the power grid.
Eddy Current Dynos
RB Racing uses Eddy-Current Dynos to do load testing. It's the cheapest form of accurate control of load and rpm but still has variables. These type of dynos can perform automated tests such as roll-on times from one rpm band to another, quarter mile et and mph as well as other tests since rpm and load is all under computer control. We have our Dynos set up to do engine direct as well as chassis-mounted testing. Companies like Superflow use Telma retarders.
Eddy Current brakes or retarders were originally developed to provide frictionless braking on trucks and industrial equipment. They have been adapted for dynamometer use in both air cooled and water-cooled (vastly more expensive) variations.
With Chassis mounted testing you still end up
with all the variables of gearbox, tire pressures, etc. but it
still is the best way to do in-chassis testing. All those
variables such as brake heating, tire heating etc are still
present. It does afford you computer control of engine rpm and
load. This allows you to examine specific areas. Without
expensive water cooling these aircooled units rapidly lose
effectiveness as the brakes heat up.
Companies like Dynojet use Frenelsa retarders in
their eddy current dynamometers. Some companies re-badge
Mustang Dynos as sell them under different names. There are
some things that are pretty well defined, however, like roller
diameter. Smaller rollers like 12" are only good up for brief
tests into the low to mid 100mph range. The people who rebadge
Mustang motorcycle dynos use a small roller under the guise
that it has "low inertia". The fact is you need to get up to
about a 20" diameter roller for 200 mph brief
accelerations...smaller rollers place too much strain on your
tire.
Rollers are round and you race on a flat road
surface. No matter what you do any roller is a compromise, and
don't forget you are dealing with gearbox loses, tire pressure
variances, tie strap tension, and techniques of the operator.
Lots of variables between the crankshaft and the roller.
When you get into serious high speed testing and the tire-roller contact surface area needs to be accurately modeled, rollers about 10 feet in diameter are called for. Like most things, the science and engineering was done a long time ago, now the compromises are the norm.
1980's Eliminate the Tires
We can run the engines
direct to a 250hp Mustang Dyno Eddy Current Controller though
a transmission without having to deal with the tires etc. Good
way to run-in an engine befoe it gets stuffed into a chassis
Real World Testing, The Old Way
We spent thousands of hours measuring rates of
acceleration trying to develop carburetion in the 1980's
endlessly recording 40 to 60 and 60 to 80 mph times as well as
quarter mile e.t. and mph readings. If we couldn't get three
tenths to half a second improvement in these "roll-on" tests
and six tenths and six mph gains in the quarter mile we
wouldn't sell the carb and pipe packages we were developing.
We took stock engined 750's and put them in the tens and took
stock 1100's and put them in the nines with no internal engine
work. As they say..wasted days and wasted nights and pie
a la mode and coffee at 2 AM at the long gone "Ships Diner".
When the Harley-Davidson Evo motors came out in
1985 we took a dead stock 4 speed California spec big twin and
with only a RB Racing 2-1 and a 38mm "PowerMaster" flat slide
carb we developed ran a 12.90 @ 104.37 quarter mile. We didn't
use any dynos because we found the early chassis dynos like
the Patraco and even the early Superflow SF-900 series to be
useless for carburetion development...Our only recourse was to
instrument the bikes and ride them to measure the transient
accelerations to see if we were making progress. If you spend
2500 hours doing this, sooner or later you stumble on workable
solutions and formulate approaches to tuning...like recording
all the temperatures, barometric pressures, relative humidity
readings and changes in altitude. It was an expensive and
stupid way to insure we always had three to sixth tenths of a
second advantage when we went hunting whether it was on the
street or at the track. Real World.
It was also a process that had a lot of
variables that were difficult to sort out like rider technique
and road conditions and gradients. It was also dangerous
because you were instrumented to high heaven and taking your
eyes off the road made life interesting. Then there were the
cops who took a dim view of 120 mph passes past Donut shops
while trying to get exhaust gas readings with a tube stuffed
up the exhaust. These days you have cameras and cell phones to
worry about...
What are you measuring?
Take an inertial dyno that everyone is searching
for bragging rights on. Take the oil out of your transmission.
Put on the lightest rear wheel than you can. Put on a chain
and can the belt drive. Regear the mother. Shave the rear
tire. Put on a set of 20" stepped drag pipes. Shave the
flywheels. You win. Do you really? Not in the real world.