.png "Powered by vBulletin")
Yea I try to capture everyones best side. Videos never lie.
Yes, a text file is what I am looking for. Or just send me the files and I will handle the rest.
I get that the WG has an 8 lb spring and that you can add to this amount. What I want to know is what is the boost doing in those first 20 feet?
I have no idea what is really going on and am just tossing out ideas. Let me show you a couple of simple examples using the Martin dew factor....
Top plot is crank speed in RPM, center is boost in PSIG. There are two cursors, one set at 0.78 seconds, the other at 1.050. The graph starts when I release the bike. Notice that in this example I am not even making any boost until 0.1 seconds. We can see how the tire has started to spin and we are on the rev. limiter about a quarter second into the run. There is not much of a load so little heat and little boost. It flattens out to about 6PSI until the second cursor. This is when we grab second gear. I don't have auto (transmisssion) and my auto (controller) is smart about how to handle tire spin, so we shift.
This data was taken before I started using the Ward pickup so interesting that as the speed drops, the oil pressure cuts out as the oil moves from the back to the front of the motor. Crazy it gets air in the system this quick.
After the shift, the shaft speed drops and the tire starts to grip. Now we have some load and some heat and some more boost. We jump from 6 to 9 PSI. If you look very careful at the crank speed at the very end you can see it jump again as the tire lets loose and again the boost drops. If we continued down the graph, you would see me pull an E and abort the run.
I do not have all that fancy stuff you have to control the boost. I have a WG and that's it. For this run, I have the gate set close to 18 PSI but it never comes close to it.
/nTire spin example with shift and loss of oil pressure.
In this example, some mods have been done to the bike. The clutch is set soft, too soft.
Notice how the motor lugs down as the clutch is released. There is no tire spin up to the first shift. Notice how the boost is a nice slow rise to 8PSI. After the shift we have a bit more load and it starts to rise to 13 PSI. If you see where the second cursor is, the clutch is now at 90% lock and the boost at 10PSI when the tire does just a little hop. Again, the wastegate is not even coming into the picture yet. It's just slowly building boost as it moves down the track. Back then I would not make "full" boost until 3rd gear or so. It is almost like the wastegate is not linear with pressure. So it gets to 80% pretty fast, then slowly creeps the rest of the way.
/nslow clutch lock. some tire spin.
You may have a lot less lag and build more boost on the line but I wonder if the bike is really launching at 9PSIG or is really at 9 just past the tree where the front end starts to lift? I am guessing (pure guess with no data to back it up) that you are seeing the turbo reach its setpoint and the clutch reach 100% lock around that part of the track. The only cure I see is adjust the chassis or drop the boost just enough to keep it under control.
We were at the end of what could be done to the chassis adjustments, so I would change that spring out.
See what Nem has to say. Your guys are really the experts. I would like to hear what they have to say about it.
There is a DVD in the mail. You should have it by noon.
Yes, a text file is what I am looking for. Or just send me the files and I will handle the rest.
I get that the WG has an 8 lb spring and that you can add to this amount. What I want to know is what is the boost doing in those first 20 feet?
I have no idea what is really going on and am just tossing out ideas. Let me show you a couple of simple examples using the Martin dew factor....
Top plot is crank speed in RPM, center is boost in PSIG. There are two cursors, one set at 0.78 seconds, the other at 1.050. The graph starts when I release the bike. Notice that in this example I am not even making any boost until 0.1 seconds. We can see how the tire has started to spin and we are on the rev. limiter about a quarter second into the run. There is not much of a load so little heat and little boost. It flattens out to about 6PSI until the second cursor. This is when we grab second gear. I don't have auto (transmisssion) and my auto (controller) is smart about how to handle tire spin, so we shift.
This data was taken before I started using the Ward pickup so interesting that as the speed drops, the oil pressure cuts out as the oil moves from the back to the front of the motor. Crazy it gets air in the system this quick.
After the shift, the shaft speed drops and the tire starts to grip. Now we have some load and some heat and some more boost. We jump from 6 to 9 PSI. If you look very careful at the crank speed at the very end you can see it jump again as the tire lets loose and again the boost drops. If we continued down the graph, you would see me pull an E and abort the run.
I do not have all that fancy stuff you have to control the boost. I have a WG and that's it. For this run, I have the gate set close to 18 PSI but it never comes close to it.
/nTire spin example with shift and loss of oil pressure.In this example, some mods have been done to the bike. The clutch is set soft, too soft.
Notice how the motor lugs down as the clutch is released. There is no tire spin up to the first shift. Notice how the boost is a nice slow rise to 8PSI. After the shift we have a bit more load and it starts to rise to 13 PSI. If you see where the second cursor is, the clutch is now at 90% lock and the boost at 10PSI when the tire does just a little hop. Again, the wastegate is not even coming into the picture yet. It's just slowly building boost as it moves down the track. Back then I would not make "full" boost until 3rd gear or so. It is almost like the wastegate is not linear with pressure. So it gets to 80% pretty fast, then slowly creeps the rest of the way.
/nslow clutch lock. some tire spin.You may have a lot less lag and build more boost on the line but I wonder if the bike is really launching at 9PSIG or is really at 9 just past the tree where the front end starts to lift? I am guessing (pure guess with no data to back it up) that you are seeing the turbo reach its setpoint and the clutch reach 100% lock around that part of the track. The only cure I see is adjust the chassis or drop the boost just enough to keep it under control.
We were at the end of what could be done to the chassis adjustments, so I would change that spring out.
See what Nem has to say. Your guys are really the experts. I would like to hear what they have to say about it.
There is a DVD in the mail. You should have it by noon.
well Sat wasn't the greatest BUT Sunday def topped it off well 
Comment