Norton unplugged

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comnoz

comnoz

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I recorded another video now that the injection is dialed in pretty well.
This time I did it without the exhaust extraction system so you can hear the music. Unfortunately it's hard to get real good audio when there is a 80mph cooling breeze.
I started with a first start for the day and then paused the recording when the oil temp was 75 degrees.
I resumed the recording after cruising at 60 to 70 mph for 20 minutes when the oil temp reached 144 degrees and then I did a couple full throttle pulls to 115mph. This time the dyno is reading the correct rear wheel horsepower. Jim

[video]http://youtu.be/QeJYCdjRFiQ[/video]
 
Looking good, Jim. Now you just need some decent riding weather.

Ken
 
lcrken said:
Looking good, Jim. Now you just need some decent riding weather.

Ken
Click to expand...

Unfortunately it has been snowing lightly all day. No break in sight... :x
 
I love to watch your videos. I noticed the EGTs were 1400F at cruise, but I didn't see them at 6000rpm. What did they get up to under a big load? I'd also like to see your A/F ratios.
Thanks,
Jaydee
 
jaydee75 said:
I love to watch your videos. I noticed the EGTs were 1400F at cruise, but I didn't see them at 6000rpm. What did they get up to under a big load? I'd also like to see your A/F ratios.
Thanks,
Jaydee
Click to expand...

The EGT maxed out at about 1675F at 6000 rpm.

Here is my mixture table. At my air pressure of 85 KPH the mixture will follow the line between 80 and 90 KPH at full throttle. It will be leaner at less load.
There is a little power to be gained by going a little leaner on the mixture but the EGT gets a little too scary for extended full throttle use.

Norton unplugged
 
I get better fidelity of those big volume silencers by holding my hands against headfones for some bone conduction.
Don't need a fan on near the beginning run ups - if ya care to give us even better fidelity to savor.

Are EGT what you'are aiming for? Peel only got to 1375' maxed out for a few seconds. Aircraft can hit 1600 safely.

Your CHT tended to 400's maxing, like Peel but took a while to hit 425'F and then ran like 100' F cooler than your soon as WOT back off some, mostly in 325'f range. Idle would only hit 225.

What is the coolant 300's range montioring, exiting oil temp?

Seems a hint of miss fire to clean up? Interesting whirlling sound that could be engine or dyno or both.
 
Nice. I was watching that fuel mix and it was pretty much rock solid and right on when on camera. Chart pretty much shows that.

Even with the poor audio sounds smooth as silk Jim.

Love these videos.
 
hobot said:
I get better fidelity of those big volume silencers by holding my hands against headfones for some bone conduction.
Don't need a fan on near the beginning run ups - if ya care to give us even better fidelity to savor.

Are EGT what you'are aiming for? Peel only got to 1375' maxed out for a few seconds. Aircraft can hit 1600 safely.

Your CHT tended to 400's maxing, like Peel but took a while to hit 425'F and then ran like 100' F cooler than your soon as WOT back off some, mostly in 325'f range. Idle would only hit 225.

What is the coolant 300's range montioring, exiting oil temp?

Seems a hint of miss fire to clean up? Interesting whirlling sound that could be engine or dyno or both.
Click to expand...

The cylinder head temp stays pretty low on the dyno as the big fan is concentrated on the cylinder head. Higher temps are normal on the road.

The coolant temp is actually the barrel temperature. It is the temp used by the engine control for warmup.

The whirling sound and exhaust roughness is only heard on the video. It's some kind of interaction between the bike ,the fan and the vintage tape video camera. {which still does the best job with all the electrical noise present] Jim
 
needing said:
comnoz said:
Unfortunately it has been snowing lightly all day. No break in sight... :x
Click to expand...

Thanks for the video. I've been converting all the temps. to °C for comparison but am wondering what the ambient temperature was during the trial given that it is snowing weather where you are? The barometer reading is around 84 kPa - is that accurate?
Click to expand...

The temperature in the shop was about 65 degrees F when I started. The garage door was open a couple foot to let some fresh air in and the temp outside was in the mid teens.

My ambient pressure is between 84 and 85 Kph . Jim
 
Are ya still in dialing in calibrating the complexty before really nailing down your power band? I saw 60's torque flashing, was that pretty correct? Need a db sound pressure meter to objectify the shop volume.
 
ludwig said:
Impressive , altough slightly boring video .
That engine sounds fantastic ! .
Now , put it on the road where it belongs , and show us what it can do .
Or better : bring it overhere .
It would be fun to have a potent Commando for a riding partner , instead of " corner cripple moderns " , like someone here likes to call them,
and see how it mesures up to an old fashioned , Amal carburetted bike :
https://www.youtube.com/watch?v=iVWFlaIcjzU
Click to expand...

I suspect that with the weight difference between your bike and mine it will take all the tricks to keep up with you -but I would love to give it a try. :D
 
hobot said:
Are ya still in dialing in calibrating the complexty before really nailing down your power band? I saw 60's torque flashing, was that pretty correct? Need a db sound pressure meter to objectify the shop volume.
Click to expand...

As of now there is a lot of correction still being applied by the O2 sensor. The bike needs to spend some time on the road. With extended operation the ECM will learn the correct settings and the temporary correction will become less.

What this means is the throttle response will become better with time as the mixture will be correct immediately instead of waiting a few MS for the correction factor to be applied.

The torque and horsepower reading would be correct.

The power reading is corrected for altitude and humidity but not for drivetrain losses. So the reading indicates what the horsepower at the rear wheel would be at sea level on a day with ideal ambient conditions.

The torque reading would be crankshaft torque without adding in the drivetrain loss.

Recent memory loss in my dyno caused me to loose the the curve for my bikes drivetrain loss. To get crankshaft power numbers I will need to do acceleration vs coastdown testing and recreate the loss curve. Jim
 
Fun stuff Jim, thanks for posting. Makes the FI system in my Volvo seem archaic. Well I guess since it's even older then my Norton by one year it is! 43 year old computer is still working fine while my 8 month old IPhone & Ipad are already glitchy & outdated!
 
Interesting video, Jim. You've inspired me to get off my backside and work on my bike. Thanks for that. With that dyno, is there a load cell in front of the bike which measures thrust ?
 
acotrel said:
Interesting video, Jim. You've inspired me to get off my backside and work on my bike. Thanks for that. With that dyno, is there a load cell in front of the bike which measures thrust ?
Click to expand...

I used to have a load cell on the front tire mount. It was usually out of calibration and more trouble than it was worth so I removed it. Jim
 
We-me ground into drive train loss on rwhp dyno's to remind ya the whole world except for certain contests all go by the rwhp most as more realistic. Nortons' all have very similar drive train loss so can just ignore it for proper pecking order - until someone puts electric motor in place of crankshaft to measures its watts over some rpm range. Wonder mixture of antique power plant surrounded by space age equipment.
 
Actually the drivetrain losses are very small.
The biggest difference in dyno results is the correction factor used.
The 3 most common correction factors used are:

SAE correction today at my altitude is 1.166 [what I use]

STP [European standard] today at my altitude is 1.213 [used by most manufacturers}

Dynojet correction is going to be 1.1 times the above results. [used by most magazines]

Norton unplugged
 
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