Bonneville America Forums Forums Technical Forums Performance Mods The Dyno Results Table

Latest Dyno Table with Pipers Numbers

Apologies to Dave who I got his dyno printouts a bit mixed up. Here's his 4th dyno which also has his 2nd and 3rd dyno overlaid on it.





AND

Here's the updated Dyno table with

Davo's numbers

Dyno Table with Mag10's Numbers

wow,nice

Here's Mountainman's dyno


Latest Dyno Table with Mountainman's Numbers

Only 3 more dynos before we get a total of 30 dynos on the table, so if anyone else wants to contibute just send me your printout.

Here's Gary's Original 2004 Dynos



Gary's Dyno Table Numbers

My question is, "At what elevations were each of these bikes tuned and dyno-ed?"

Why don't you find out, let me know and then I'll change the table??? Simple.

In all seriousness though, don't forget several covering notes have already been written stating the dyno table is purely a guide and not to be taken as gospel. I mean, even if we did have a altitude for each dyno, there are still numerous other factors that come into play which determine a dynos results of which altitude is just one of them.

In saying that, knowing each dynos altitude would help in putting together some more pieces of the puzzle so go for it I say .

I'm between 300 and 500 feet above sea level

Well, I already presented the question. Now it just takes all that are
on your list to chime in with the average elevation in which their
bikes were tuned for. Then you can add that information to your list
making it a more helpful tuning guide for those looking for a good
place to start.

Have fun!

Why isn't this thread a sticky?

Now it is!

Thanks Pat

took my 2006 TBA 790cc for a dyno today after fitting new raask drag pipes, no other mods. was told main jets were ok but it runs a bit lean so they recomend adjusting the needles, what do the experts think.this is the printout. (hope this works)

New Dyno report!

Conclusion from the Dyno man was that this is very good curve. I could add a couple of HP by going slightly lean by moving down to 148 Main. By why? Play it on the safe side and be happy!
Hasse

Atta boy! Beautiful A/F curve and yes, why change anything? Most important is the power where you spend most of your time when riding. Congratulations Hasse!

Here's the latest Dyno table with Trojans numbers

Staffo asked me to take a picture of my latest dyno, so here goes:
1.75 turns on the screws.

Nice one Bengt, did you get an air/fuel ratio with your dyno? If so it'd be nice to see it too.

Here's the updated Dyno Table with Piper's very impressive numbers

Well done mate, looks like those smoothed out intakes provide a real edge.

Staffo asked for this also. Mods include long TORS, 140 mains stock pilots w/ 3 turns, airbox removal kit and A/I removal. As you can see, it ran a little lean. Now it has 150 mains and 42 pilots w/ 3 turns.

Quote:

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Nice one Bengt, did you get an air/fuel ratio with your dyno? If so it'd be nice to see it too.

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No, it wouldn't. I was too lean at the top which is now corrected. Otherwise the curve was quite OK, though a little rich in the midrange like so many... I'd like to have another run after the mains change, but not before winter...

Hi all, Here's the updated Dyno Table with McSpeedie's Numbers.

Btw, unless I buy the updated version of the PDF freebie, I can only keep 5 pdf's in my account which means the oldest pdf with the dyno numbers will continually become deleted as I add a newie.

No big deal cos the latest is the latest

Apologies for the delay Hans but better late than never hey?

So here's the latest (again) dyno table with Hasse's 3rd Dyno Numbers

We're really getting some good numbers going these days. I don't know about others out there but I love the way my speedie goes now so I can only imagine how well some of our esteemed rider mates must feel with their get up and go machines.

Well done guys and thanks for contributing your info, after all that's what this website's all about ie helping each other out

Hi again my esteemed SM/TBA colleagues, here is Foglefar's latest dyno printout and the a new Dyno Table with his numbers.





The Latest Dyno Table (10/11/09)

Btw, I've been asked by Foglefar to make a note in the table:

Quote:

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Because EFI bikes are going to appear here more and more, can I suggest that we list the Tune ID (if known). This is the equivalent of listing jets and needles. That way we can analyse and share customised tunes.

For the record the known TBA/Speedy Tunes are
Tune ID Description

20183: Stock with stock pipes (Triumph's base tune)

20184: Stock with aftermarket pipes (Triumph's TORs tune)

20184: TuneDyno Davo's tune - aftermarket pipe, O2 disabled, pod filters

20184: TuneMod2: Foglefar's tune - aftermarket pipe, O2 disabled, AI removed, K&N filter bellmouth

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So I've put comments into the Table to reflect his suggestion given as mentioned EFI's are the only new models now available and hence we will be seeing more and more of them here as time fly's by.

cheers Staffo

I put the latest in twice so just deleted the 2nd one. ride safe guys

Hi all, it's been a while since any new dynos came in but the other day my Harley mate who I've known since I was 10 yrs old sends me an email about one of those dyno days. the first thing I think is, who is he and what training and experience has he had etc.

Anyway, it turns out it's my dyno bloke who's gone out on his own with his own workshop including a dyno booth. Well there will be a booth but this stuff takes time and money.

So I'd been wanting to get another dyno done since taking out the staintune restrictors and changing my settings
and since I trust this blokes experience and it's on the same machine, for $30 I couldn't go wrong.

Anyway, when I get a moment I'll redo the table and photobucket the printouts but I'm pretty happy cos my numbers are good ie Torque = 53.95 ft-lbs & Pwr = 59.83 hp.

I'm happy but mainly cos all my setting changes are nearly right now. The air fuel seems to be a bit up and down though but that just gives me some more excuses to do some more tweaking.

Just one question cos I can't remember but with the air fuel ratio baseline ie 13, is below it rich or lean? From memory (what's left that is lol), below 13 is lean isn't it?

I'll put the printouts up here in the next couple of days plus the video for fun.

staffo

Going up from the AF line would be leaning out. Below the line is running too rich. Mine was up initially at the start of the graph. After changing back to the 45 pilot, it went back down to the line. Mine still rises slowly from 5500 up, but changing that would mess up the range we worked so hard to get the best.

Here's my dyno Printouts from yesterday.





Now before I ask a question or two, have a look at this video which might help explain a thing or two.

web page


My first curiosity is obvious and that's the air fuel ratio. As with my previous one's I've never been able to get a nice smooth line. One thing I noticed which I will quiz him about, is how can the dyno give an accurate air fuel ratio reading if you only poke the sensor up one pipe.

I mean, I adjust my air fuel thumb screws individually and not the exact same amount of rotations for both. I see each carb as having slightly different variations and personally I can get better responses by adjusting them a bit this way or that until I get a the best instant response when blipping / opening the throttle.

I have found whilst it takes a bit longer, I get better results this way but only having the sensor up one spout so to speak seems to me would not give a completely accurate readout.

Please do tell if you disagree cos I'm all ears on this one. He did do the same btw for all the other bikes of which on last count was approx 40 or more for the day. He did have a good team together to get each bike on and off quickly but time was important and maybe if I was the full feeing customer as in the past, he may have had two sensors, I don't know. I'll find out.

The other thing which is pretty obvious is that how the a/f ratio riched right out when he (the operator) opened the throttle fully and then you'll notice it actually went the other way and became slightly lean. Interesting.

Anyway, overall I'm pretty happy with the results considering HP sounds good but torque's my main priority. So given I've got almost identical torque and more HP for that matter with the staintunes compared to the Specialty Spares Pipes, yet they aren't as loud, my decision to pay the extra bucks to swap over makes me feel good. Don't get me wrong, the SS pipes were blo#dy beauties but I'm getting a bit too long in the tooth to put up with the extra noise factor.

Anyway, the only settings I have been unsure of is whether I should move up from 42 to 45 pilots. I just think the a/f figure should have been determined by having two sensors and not one.

So any comments are welcome both good and bad, even if you don't know what you're talking about LOL. I don't, ha ha

Btw, I'll post the amended Dyno Results Table tomorrow.

ride safe brothers

staffo

I wonder about the value of comparing runs so far apart - there's significant temperature and humidity differences between runs.

But regardless of the air conditions the biggest improvement has to be the torque curve - more grunt in the normal operating revs. And you were quite lean in those revs previously.

Your right Richard, I was running lean. In fact when I saw how whitish my plugs were and the considerable extra k's I was getting out of a tank, I new I had to change the jets up before the ride north. Then taking the restrictors out meant going up again. Yes, we can look at variations in pressure and what not but if we can't rely on the info from the latest model dyno you've used three times by the same operator who was trained in the U.S., then what other quantitative data can we use. No, it's not perfective but then what is. It is the closest techs have come up with though.

Of course there's was always my bum dyno to rely on too. To be honest when you have a dozen blokes all wearing ear plugs (no booth) watching on, I felt like I was representing not only my but Triumphs credibility.

Sounds silly I know but I've been amongst this phenomenum my whole working life ( Army and Fire Brigade) too many times now not to realise how blokes (mainly the youngsters but not always) change and get all competitive out there. I just put it into perspective by saying I was after info. No more, no less. Turns out my bike did me proud anyway but you may have noticed a slight tremble of my Iphone camera giving away some nervous symptoms. Lol

Hey, there was more than one EFI bike blowin fuel enriched dark smoke amongst Various popping and farting.

So for a carby bike I was pretty happy, particularly as my team was from bikers from all parts of the globe from this place giving me help.

I guess I'm now feeling confdent I've reached a good spot for now knowing all I need to confirm is whether the 42 pilots are the reason for the little bit of popping on deceleration.

No biggie.

The latest Dyno Table with Staffo's New Numbers

>I have found whilst it takes a bit longer, I get better >results this way but only having the sensor up one spout >so to speak seems to me would not give a completely >accurate readout.

staffo - on these bikes there is a cross over pipe between the exhaust headers, the location of the (oxygen?) sensor in one pipe or the other probably doesn't matter much.
the exhaust gas should be fairly homogenous.
I suppose the most accurate way would be to have a port for a wide band O2 sensor welder onto each header. Probably not worthe the cost and effort unless you are racing.

Thanks for that Micah. I really respect your opinion on this one. Helps me put into perspective where I'm at re my own tuning.

While I'm at it, I've been meaning to ask if there was anyone's wanting to give me their opinion on the air fuel ratio.

Whilst I'm pretty happy with my results overall, I'm not sure whether I should try the 45 pilots or not.

At the moment there is a bit of popping on deceleration. Not over the top or anything silly but I've always been led to believe the popping comes from a slightly lean condition of the pilots.

It also might explain the initial lean then rich state when the dyno operator yanked on the throttle when doing the run ie:



I dunno but besides the less than smooth a/f curve overall (ie, not nice and flat or on the magic 13 number) the up then down curve at the beginning of the dyno just looks a bit drastic for my liking .

Anyway, thanks again for your advice. I appreciate it.

I am not any sort of expert on this (and could be way off base) I couple of things come to mind looking at the A/F. the 45 pilots will bring up the bottom end but will richen across the board as well (they are always drinking). The rich/lean/rich blimp has got me thinking may be slide speed and or shimming is causing that. What is in there?

Staffo, your richness is hurting you. If you're on 145's go down to 140's with your present setup or bin those rubbish K&N's and get some decent pods. I use 162 mains in my Bonnie with DNA pods and it runs at around 13:1.

If you drop down to 140 mains that will lean up your mixture in a good percentage of the rev range and put you close to 12.9:1 - 13:1.

Low revs is hard to judge, it depends on how you open the throttle on the dyno. A good dyno guy will open the throttle smoothly and not wack it open.

To me, you might need to turn your idle jets (thumb screws) out a little to richen the idle may be 1/8 - 1/4 turn and lose your thuxton needles.

You guys are brilliant. You've come up with some food for thought and options to consider. Whilst I appreciate every one's thoughts here, one thing I hadn't heard was whether the K&N's were an issue or not.

One thing I have to be honest with is this. The morning prior to my dyno, I cleaned the K&N's, dried and oiled them but I was running a bit out of time to get going. As such I wasn't able to let the filters sit for as long as I wanted and when I first started my bike, she spluttered and carried on until whatever had been drawn into the carbs dried out (or whatever).

Then I had to get going and ride my bike to the shop etc, but she did ride well at that stage but perhaps there is an element of "staffo stuff up" as part of this mix.

Applying the oil to the K&N's isn't quite an exact science either but I've never really had any probs with them.

Anyway, Mike (Pieman) suggests I

Quote:

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bin those rubbish K&N's

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and get myself a pr of DNA pods. That's one avenue I never thought of that's for sure. When I get a chance Mike, I might pm or email you on that one and pick your brains. cheers

Anyway, I don't really want us to go onto a filter tangent here cos I know some have some strong opinions on them. I would like to even out that a/f ratio though.

So, I still feel like I've got myself into a respectable position albeit, do we ever get it exactly right anyway? Some do and I'm still enjoying the fun of it anyway.

I bet as soon as I'm satisfied, I'll then want to go the 904cc route. That'd be right wouldn't it

Btw, all those Graemlins above reflect my multiple personalities

Thanks again everyone , you're all champions in my books. One day I'd love to have a beer with every one of you's.

Hi all,

It's been a while since our last Dyno was published but:
Here's one from with Oldglimmers Numbers



staffo

Staffo, if this forum is still active, where should I send my dyno run to get it posted ?

Pm sent Stan. For anyone else reading this, the answer is yes. Just send the printouts including HP, torque, air fuel ratio and the particulars of your bike (see table) to my home email address and I'll put your data in the table and show others your printouts.

Ps: I'm interested to see if those billett intakes have made a difference Stan

Stan, where did you get the billet intakes from?