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Race Optimization
Here's an example of the complete race optimization option.
Engine Mod Analysis
Black line- modified sleeve / Blue line- baseline
ZONE A-
---black line's bigger spike means cylinder filling improved at low rpm, blowdown timing or transfer efficiency improved, and crankcase pressure is stronger earlier
ZONE B-
---both curves dip after initial hit but black line (modified ) drops less and recovers faster
ZONE C-
---black line has higher average torque, less oscillation, smoother delivery. This improved combustion stability and scavenging consistency.
ZONE D-
---Both lines show a resonance spike. Black line is higher, sharper and stronger which means the mod made the pipe work better by increased exhaust energy.
ZONE E-
---Blue line carries slightly longer at high rpm meaning baseline sleeve breathes slightly better at extreme rpm and black line favors torque over peak rpm airflow suggesting the modification reduced exhaust duration slightly or increased trapping efficiency.
MEASURABLE GAINS FROM GRAPH-
---launch torque ≈ +45–50%
---pipe hit torque ≈ +20–25%
---average torque ≈ +15–20%
ZONE A-
---black line's bigger spike means cylinder filling improved at low rpm, blowdown timing or transfer efficiency improved, and crankcase pressure is stronger earlier
ZONE B-
---both curves dip after initial hit but black line (modified ) drops less and recovers faster
ZONE C-
---black line has higher average torque, less oscillation, smoother delivery. This improved combustion stability and scavenging consistency.
ZONE D-
---Both lines show a resonance spike. Black line is higher, sharper and stronger which means the mod made the pipe work better by increased exhaust energy.
ZONE E-
---Blue line carries slightly longer at high rpm meaning baseline sleeve breathes slightly better at extreme rpm and black line favors torque over peak rpm airflow suggesting the modification reduced exhaust duration slightly or increased trapping efficiency.
MEASURABLE GAINS FROM GRAPH-
---launch torque ≈ +45–50%
---pipe hit torque ≈ +20–25%
---average torque ≈ +15–20%
Engine Performance Analysis
Based on this chart, to optimize performance:
If you want more punch-
stiffer clutch springs, slightly shorter gearing, slightly hotter plug
If you want smoother drive-
softer clutch springs, slightly richer bottom end, slightly heavier shoes
If you want more punch-
stiffer clutch springs, slightly shorter gearing, slightly hotter plug
If you want smoother drive-
softer clutch springs, slightly richer bottom end, slightly heavier shoes
Fuel Comparison
Here we analyzed the dyno charts of 16% and 25% nitro fuel.
***these results are only applicable to the engine and vehicle setup they were tested in.
***these results are only applicable to the engine and vehicle setup they were tested in.
Full Tune
*TUNE* start to finish (without dyno fine tune). Closest real-world scenario without actually being at the track- real environment, real humidity, real throttle and rpm usage(other than drag racing).
When an engine is tuned, we record the ambient conditions and include them with the engine to make fine adjustments easy when engine is received by customer.
When an engine is tuned, we record the ambient conditions and include them with the engine to make fine adjustments easy when engine is received by customer.
Dyno pull with a rolling start.
Dyno pulls for performance analyzation. Slide right for breakdown of results.
Dyno pull from a dead stop.
Dyno pulls for performance analyzation. Slide right for breakdown of results.
Results
Results and interpretation of rolling start pull.
Results
Results and interpretation of pull from a stop.
Dyno graph results of .21 engine with an air leak.
Analyzing the dyno graph can give us everything we need to know about the performance of the engine and throughout the drivetrain. Not just peak power but usable power.
Customer wanted some dyno runs to see how his setup is holding up. This dyno graph tells me...
-low rpm range has smooth climb, low power but clean. Can be leaned out a bit
-mid range has choppy power rise, clutch engagement issue-little too early.
-top end range the clutch locks, engine briefly free revs then loads, no collapse at top.
Shows HSN is on the safe side, can be leaner
These results I suggest a stiffer clutch spring or heavier shoes, then retuning.
-low rpm range has smooth climb, low power but clean. Can be leaned out a bit
-mid range has choppy power rise, clutch engagement issue-little too early.
-top end range the clutch locks, engine briefly free revs then loads, no collapse at top.
Shows HSN is on the safe side, can be leaner
These results I suggest a stiffer clutch spring or heavier shoes, then retuning.
Do not over tighten!
This is what happens when the carb pinch bolt is over tightened. A little gouge will get worse over a short time from the pressure behind it. Will make tuning a nightmare.
30 second idle to throttle punch
16% vs 25%
Dyno results comparing 16% fuel and 25% fuel. As I use high frequency recording, most see this graph as just jagged, sharp and noisy, but it's actually telling much more. Here's my interpretation of it:
BLACK LINE(16%)
-Low range rev/min
-power rises smooth
-clutch stable
-Mid range rev/min
-power is steady
-modest combustion pressure
-no hard spikes
-slight flattening starting at 3500 rev/min (if there's a mid speed needle, can tune that out)
-Upper range rev/min
-strong rise to clean peak
-run ends cleanly
BLUE LINE(25%)
-Low range rev/min
-earlier power rise
-more oscillation than 16%
-clutch starting to struggle a little bit
-Mid range rev/min
-higher average power than the 16%
-Power does not climb as smoothly
-clutch is slipping intermittently
-Upper range rev/min
-much higher peak than the 16%
-peak is followed by instability
-clutch struggling
This comparison is telling me that 25% makes more power (we all see that), has a wider powerband but is less smooth and making it hard for the clutch to be stable, which could make it harder to drive (if racing). So, with 25% I would have to swap the clutch spring with a stiffer one and/or use heavier shoes. Gearing could help too but if racing, that would be dependent on the track size.
BLACK LINE(16%)
-Low range rev/min
-power rises smooth
-clutch stable
-Mid range rev/min
-power is steady
-modest combustion pressure
-no hard spikes
-slight flattening starting at 3500 rev/min (if there's a mid speed needle, can tune that out)
-Upper range rev/min
-strong rise to clean peak
-run ends cleanly
BLUE LINE(25%)
-Low range rev/min
-earlier power rise
-more oscillation than 16%
-clutch starting to struggle a little bit
-Mid range rev/min
-higher average power than the 16%
-Power does not climb as smoothly
-clutch is slipping intermittently
-Upper range rev/min
-much higher peak than the 16%
-peak is followed by instability
-clutch struggling
This comparison is telling me that 25% makes more power (we all see that), has a wider powerband but is less smooth and making it hard for the clutch to be stable, which could make it harder to drive (if racing). So, with 25% I would have to swap the clutch spring with a stiffer one and/or use heavier shoes. Gearing could help too but if racing, that would be dependent on the track size.
Ielasi Tuned corsa vs gp3r comparison
Ielasi Tuned corsa and gp3r comparison
Bearing on its last leg...or ball.
Engine and carb rebuild
Engine and carb rebuild
Engine and carb rebuild
Carb cleaned out.
Crisp
Customer asked if engine could get life back in it. Cleaned it up, corrected head clearance, replaced bearings and here it is!
Dyno results on a Wallace Motorsports T12.
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