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Old 12-11-2012, 04:14 PM   #1
RACNRAY
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Default Miscellaneous Dyno Runs

Had a little time today to post this info that I have been wanting to for awhile.

First graph shows the power of two Vaquero's and a 2012 Street Glide we just did a few weeks ago. All engines are 1700cc. The Vulcans's have the Big 3, slip-ons, BAK and PCV. The blue run has V&H s/ons & a Thunder round BAK, the red run has Cobra s/ons and a Chuckster BAK.
The Street Glide has a PM/RSD BAK, a complete True Dual Exhaust and the PCV and is the green run.
This graph shows the advantage engines with four valve heads have over engines with two-valve heads.



The vertical black line is a floating cursor that is displaying power at 3000rpm so you can see the difference there. Peak power for the blue Vaq is 81.74, the red Vaq is 80.83 and the S/G is 77.36 H.P.

Here is the torque graph for the same skoots...



Peak torque for the blue Vaq is 100.8, 98.59 for the red Vaq and 94.08 for the S/G.

RACNRAY
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Last edited by RACNRAY; 12-11-2012 at 04:17 PM.
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Old 12-11-2012, 04:39 PM   #2
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I as many of you Vulcan 1700 owners have noticed a very noticeable power loss when the temp gauge needle gets way up there. The power loss is very noticeable whan taking off, poor acceleration till the needle drops down. I wanted to document on my dyno what was happening to see if it matches what we feel, so here it is...



Kawi is retarding the ignition timing when the coolant temp gets up there to theoretically reduce the chance of pinging when the engine is hot.

RACNRAY
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Old 12-11-2012, 04:46 PM   #3
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Great post! Thanks Ray.
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Old 12-11-2012, 08:28 PM   #4
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Sad looking performance curves after spending many hundreds of dollars on the big 3. I guess it is what it is. What is the performance curve for a stock bike with 30,000 miles on it?
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Old 12-12-2012, 12:45 PM   #5
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Default

Quote:
Originally Posted by RACNRAY View Post
I as many of you Vulcan 1700 owners have noticed a very noticeable power loss when the temp gauge needle gets way up there. The power loss is very noticeable whan taking off, poor acceleration till the needle drops down. I wanted to document on my dyno what was happening to see if it matches what we feel, so here it is...



Kawi is retarding the ignition timing when the coolant temp gets up there to theoretically reduce the chance of pinging when the engine is hot.

RACNRAY
Is the PCv with the ignition module able to overcome this?
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Old 01-06-2013, 10:50 PM   #6
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Smile Big Three on my vaquero

RACNRAY,

I have a 2011 Black Vaquero with black Freedom Performance Duals. What other two mods do I need with the pipes? I like what you did with your air intakes.

Thanks

Roger
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Old 01-08-2013, 09:47 AM   #7
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Quote:
Originally Posted by motomi1 View Post
Is the PCv with the ignition module able to overcome this?
Since the ignition retard is prgrammed into the ECU,only a reflash of the ECU with the appropriate changes to the programming can cancel out this retard.

Quote:
Originally Posted by RSWEAT View Post
RACNRAY,

I have a 2011 Black Vaquero with black Freedom Performance Duals. What other two mods do I need with the pipes? I like what you did with your air intakes.

Thanks

Roger
The "ONLY" mod the engine will "need" is to have the correct air/fuel ratio for you mods. That is having the fuel injection "tuned" to provide the engine with the proper air/fuel ratio using a fuel injection tuning device. I have used many types thru the years and the Dynojet Power Commander cannot be beat for it's flexibility in tuning.

Now, as far as other mods that are assets to performance but are not "needed", improving air flow into the intake with either a K&N air filter, or going to an aftermarket Big Air Kit will improve performance.

Also eliminating the throttle lag programmed into the ECU with my throttle mod will improve acceleration. I will pm you the details.

RACNRAY
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Old 05-17-2014, 12:52 PM   #8
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Default Our first Classic on the CRT Dyno

Did this a few weeks ago, a Classic with a Thunder BAK with the stock air box cover, Thunder intake gasket, Cobra full exhaust and fuel only PCV, the dyno tuning was done in the "advanced mode" so each cylinder could be mapped individually.



Nice gains but a few things I notice.

First, peak torque and H.P. occur at a lower rpm as compared to the Vaqueros/Nomads I have had on my dyno. Peak torque occurs at around 2600-2800 rpm vs 3000-3300 rpm for the others.

Peak H.P. occurs at about 4600 rpm vs 5000-5200 rpm for the others .

After the rpm where peak H.P. is produced there is a pronounced drop off of the power not typical of the Voyager/Vaquero/Nomads. We see this on the sportbikes and is usually indicative of the need to meet noise standards. Noise testing is performed at half the rpm where peak power is produced. The lower the rpm where the peak is the lower rpm where the noise testing is performed. Maybe due to the Classic's exhaust being entirely on one side of the skoot prolly has the biggest influence on getting the Classic to meet the sound regs. I checked part nmbrs for cams, cam sprockets and between all 4 models are the same. Throttle body part nmbrs are different but all are 42 mm so those won't be a factor.

More than likely Kawi has severely retarded the ignition timing starting at around the 4600 rpm, this is exactly how Honda does on the CBR1000RR's, unfortunately due to this PCV being "fuel only" I did not have the opportunity to play with timing.

Still nice sound and good gain in performance.

RACNRAY
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"WE LIVE OUR LIVES IN CHAINS NEVER KNOWING WE HAD THE KEY"
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