Discussion in 'Dyno Stuff' started by rottenronnie, Jun 13, 2016.
No need to ask bro.
You guys should do a track day in Mission BC (Vancouver Canada) and I might consider heading out to do video for my fellow snowbacks!
Great video Brad!! I'll be watching that over and over and over. Thanks!
The power gains at those sea-level tracks is remarkable. I would like to go in the Fall and maybe catch a negative DA.
Mission is also a really well prepped track.
That green 2012 ZX-14R Kwikasaki in your video is a twin to mine. I'm actually out riding on it now.. Enjoying the 100 frost free days we get around here (some might call it Summer).
You are welcome.
Did you up grade the oil system? Stock is good for 6,000.
Engine break-in was less than 100 miles on the brand-new engine and it was full-throttle from there (6550)... I like to seat rings very early, especially with a smooth bore finish.
I bought a high-resolution mechanical oil pressure gauge and watched it religiously during high(er) rpm sessions.
The Gen IV bearing design forces more oil between the crank and bearings
and the crank has been hardened and polished.
The pump relief has been upgraded and these engines have a big-ass oil pump mounted directly to the crank; it should be fine as far as I'm concerned.
I'm not road racing so no side-slosh or oil pickup concerns and the trucks have a nice deep-sump design.
Large capacity oil pan (stock) and an oil cooler (stock).
No metal materials in the oil either so...so far, so good.
I've heard about that 6,000 rpm "barrier" for a stock oiling system but it isn't up there for extended periods of time anyway and so far (several thousand miles later), the engine has been ignoring it.
I think what has been done to the oiling "system" is significant but I don't consider mine to be a high-output race engine by any stretch and I have no concerns about it.
If something blows because of oil starvation, I'd be very surprised but I will keep an eye on it;
Thanks for the tip though!!
Ronnie, When I redid my motor with Clevite main bearings they also had a larger oil slot in the bearing, is this like the Gen 4 bearing?
The Gen IV has a 160 degree slot design using an oil entrance and exit ramp instead of being fully-grooved.
They seem to work well.
It seems like I put my photos in a "special folder" so i wouldn't lose them...
I'm curious about the 13:1 A/F ratio on the tune by Chris. Good for power on pump, how about detonation concerns? Have the piston tops been treated or addressed for "hot spots"? Do the Striker heads improve combustion efficiency dramatically to allow for a leaner tune?
Just curious. I like the combination here :rock:
speaking of roadracing
i had a baffled pan, swinging pickup and crank scrapper on my big block Charger. was planning on doing some amatuer road racing. was thinking of doing the same with the 10. will a basically stock motor (bolt ons only) survive under the oil sloshing left and right??
The trucks won't create nearly the lateral g-force of the viper cars, however that was a common failure on the cars in long, sweeping turns. I don't think it would be a problem on the truck, but I also wouldn't bet my engine's life on it either.
Strikers do have a fast-burn/high swirl chamber and larger cooling passages.
I'm not a big fan of coated domes and did the sides only with this particular piston dome design.
Piston tops were Zero-Decked and 8 degrees duration (later Intake closing point) was added to try to scrub some early cylinder pressure until the vehicle weight is on the move a bit more; particularly because of the auto.
Also dropped (1) heat range so that alone drops chamber temp by 200F.
The 3-4 shift winds WAY out and doesn't force the engine to lug at a critical time when our 32+ square foot frontal trucks are trying to punch through the air.
Added safety measure with 69 pound injectors and thorough tuning.
With all of those steps, at 11:1 it IS making the 94 octane work pretty hard. I'd likely go with Torco at the track.
I'm also using a really good catch can with (2) sources of vacuum to keep vapours away from combustion as much as possible.
Headers are ceramic coated as well.
It would have been easier/safer to run the combination with a stick or definitely in a lighter (and lower) car.
Spark plugs look aokay and there are no nasties sticking to the ceramic.
I could also use waterless coolant if needed and use a cooler 'stat (but I'm not a fan of those either in an aluminum engine).
'could also port the intake to drop early cylinder pressure some more.
I have no concerns about the 13:1 A/F.
Coolant/Oil temps are where they've always been.
If something blows, it was all in the name of science but I don't really have any concerns about things the way they are..
I really DID think the mileage would have been a bit better but, oh well.
will a car baffled pan fit the truck?? i assume someone makes such a pan for cars does someone make one for a truck? crank scrapper available since i will be taking the pan off? swinging pickup available for cars ? would it work on a truck??
does someone offer a deeper sump with pickup like they do for older cars?
The pickup is low inside of a pretty deep sump with the stock setup on the trucks.
I'm going to Van in August , if you guys are down for track day keep me posted . If I'm on days off I'll drive down . Maybe ever have a convoy from Edmonton and Calgary to Van .
Great. Let me know when you nail down some dates in August and we could maybe coordinate a drive.
Ok , I just got to work . I'll know by end of a week .
Good time at the Edmonton track a week or so ago.
A couple of brave souls in their Mercedes AMGs running (mid-13s) and a Jeep SRT-8 doing the same. A best of 13.55 for the modded Jeep SRT-8 so...not a lot of air around.
I like using the SRT-8 Jeeps as a gauge as wheel spin for them isn't much of an issue.
But that's high altitude for ya...kicks the crap out of power production.
Still muggy from months of rain..
Density Altitude was 3600 feet. when we were racing.
I had a string of mid 12s with my truck at and around 110 m.p.h.
A few street tire passes too..
One was a 3.0201 60 foot that generated a 14.65 at 108 MPH so it has an "ambitious" top-end charge. That was interesting; and then we drove to Red Deer and STILL managed 14.99 miles per (Imperial) gallon.. Funny shit..
Hope it doesn't rain in Mission at their sea-level track. I would really like to nail down a high 11 the way it sits, before the snow flies around here. We are already down to single digits at night!
Race Weight: 5597 pounds
**Error on my cam specs in original post (this thread) 226/228 @ .050" is wrong. It is actually 234/236 @ .050" (if anybody cares)
Maybe talk to Justin about a 100 shot over the Winter..
I'd be happy to set you up with giggle juice Ronnie. We have one of the best systems on the market. Plate system with great atomization and digital
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