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Discussion Starter · #1 ·
So, 5 weeks of having my new Warrior, and i have gotten the mod bug. I have added a RoadHouse Slip-on, Speed* right side intake cover, DC 2-1 coils and a PC3. I had the shop I use dyno tune the PC3. They have a Factory Proeddy current dyno. From what I have been told by the owner, the eddy currents read about 15% lower than the dyno jet type, and this has seemed to be about right on all the bikes that I have had tuned there and then dyno-runned on a dyno jet set up later on.


Anyway, after comming up with a map for my bike, she put down the following rwhp and tq numbers:


75.15 hp (eddy current) @ 4500 rpm - which is about 86.42 hp on a dyno jet.


95.49 ftlbs (eddy currnet) @ 3000 rpm - which is about 109.81 ftlbs on a dyno jet.


So she feels really healthy now. I have scanned the dyno print out, but I cant seem to get it to post up. If anyone would like to see it, or help out, I would gladly e-mail it to ya...Thanks





Sean
 

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Your numbers, bumped, make sense. This is what we have put together as far as HP and TQ are concerned (sourced from the popular mods topic):


Horsepower - Stock:
1. 80HP with 104 Ft/Lbs Torque according to Yamaha press releases.
2. ~77HP with ~100 Ft/Lbs Torque seems to be typical dyno result.
Horsepower - Intake/Exhaust:
1. ~88HP and ~106 Ft/Lbs with BAK, 2-1 Pipe, PC3USB, Dynojet dynotune.
2. http://www.5nolans.org/images/Nolan%20Dyno.jpg


Horsepower - Speedstar-IV 10.2:1 Compression: 100~102 HP 120~123 Ft/Lbs Torque typical dyno result.
Horsepower - Patrick Racing 10.5:1 Compression: http://rswarrior.com/forums/t/27094.aspx


Horsepower - 108ci 8.30:1 Compression: (not done yet or not made available for Warrior)
Horsepower - 110ci 8.30:1 Compression: (not done yet of not made available for Warrior)
Horsepower - 113ci 8.30:1 Compression: (not done yet or not made available for Warrior)
Horsepower - 122ci 8.30:1 Compression: (not done yet - all built are HC pistons)
Horsepower - 108ci 10.25:1 Compression: http://rswarrior.com/forums/t/9073.aspx
Horsepower - 108ci 10.50:1 Compression: http://rswarrior.com/forums/p/48743/687538.aspx#687538
Horsepower - 110ci 10.25:1 Compression: http://rswarrior.com/forums/t/25055.aspx
Horsepower - 110ci 10.50:1 Compression: http://rswarrior.com/forums/t/13895.aspx
Horsepower - 122ci 10.50:1 Compression: http://rswarrior.com/forums/t/26823.aspx


Horsepower - Results: http://rswarrior.com/forums/t/120968.aspx


You can chat with these members about their results by PM!
 

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Discussion Starter · #3 ·

  1. Hey thanks for the info. It seems Im right in the mix then, which makes me feel good about what I have been doing to the bike. I think the Hi-Comp pistons and cams and intake will be next in about 2 months..


Sean
 

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Mark Dobeck built his dyno (the original prototype for his company's production unit the DJ100) and was not happy with the numbers the software said the test mule produced. The test bike was the 1985 V-Max. When tested on a Superflow 901 water brake dyno the bike produced 119 hp. Dobeck had the software add a multiplication factor to the hp #s so his unit would also read 119 ponies on average.He forgot2 things:1= Inertia. Rotating parts like crankshaft, transmission gears, drive shaft and rear wheel/brake assembly all require hp to accelerate them. If this inertia is not compensated for, one will measure hp, but it will be different than using a step and hold eddy or water brake. When held stable, the eddy brake or water brake units will read actual torque available at the measured point (rear wheel, drive shaft/chain out put assy, or transmission output shaft. Since it takes power to accelerate a rotating assembly, A 119 hp bike might be losing 10 - 15 hp when measured on an inertia dyno such as Dobeck's first unit (thus his dyno was perhaps reading only 105 to 110 hp. (He didn't like that!!) It all depends in the inertia of the driveline.2= drive train parasitic losses. Frictional losses in gear interfaces account for about 2% loss per interface. Just changing from the V-Max's output shaft to the right angle shaft drive gears lost 2+ hp. Add in the right angle for the rear wheel and the inertia based rear wheel dyno was showing at least a 5% power loss. Add in the drag from the drive shaft bearings and rear hub and it's easy to see why his dyno read far lower than the Superflow water brake used by Kerker Exhaust Systems.Therefore, he told his softwaredevelopers to ad an inflationfactor to make the V-Max read 119 on his dyno. Now, when a braked dyno reads 100 hp (for example) one will find a Dynojet has a much higher reading. This is all because Mark wanted his inertia dyno to add a factor to eliminate parasitic losses on a V-max.I still have the article where Dobeck speaks about his silly mistakes when designing the Dynojet motorcycle dyno.It's also online here: http://www.hotrod.com/thehistoryof/113_0603_dynojet_chassis_dyno/company_creation.html


That's the long way of saying your Factory Pro #s make sense.
 
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