Mufasa Dyno Day

Scorp said:

Maybe when people purchase a Rocket, there should be a warning on it like medication:

"May have side effects"

1. Lust for mods and power gains.
2. Sore facial muscles after sustained silly grin.
3. Lengthened forearms.
4. Improved grip strength.
5. Puckered sphincter.
6. Ability to loose annoying passenger at a flick of the wrist.
7. May cause stress and sleepless nights to Harley riders.

Click to expand...

8 - WALLET may deplete rapidly.

Steel said:

Hold up. I must have missed something on point #6. I seem to remember you having 250+ hp before. Now you're saying that adding timing at the top added 15 hp. Shouldn't you have 265+ hp now instead of 252?

Click to expand...

Only if it peaks at the same rpms.

Claviger said:

So, we made a by-gear PC-V map.

Click to expand...

I've been saying for years that this is a major plus with the PCV. The base ECU maps each gear different. So the PCV should too. Of course that "hidden" thing is a major PITA - but not something I was going to discover.

Great.
Looks like your stacks got the perfect length and diameter for this configuration.
Or you can add some torque by making them longer. It is always worth to try.
With a bigger intake cam you probably need longer stacks anyway.
There definitly is some F-Table difference gearwise in the ECU that you can´t fix with Tune-ECU.
You can fix it by tuning it with PC5 and using the gear function.
Easiest way is to get rid of the gear sensor and simulate 3rd gear all the time.

Penner said:

Easiest way is to get rid of the gear sensor and simulate 3rd gear all the time.

Click to expand...

Could one not use a GIPRO with ATRE to do that as well? Just a thought. I'd rather map per gear.

If they got the ATRE for the later Rocket Roadster, that should do the job.
But you just need a little wiring and a resistor to make the ecu think it is in 3rd.

I’d be curious what difference there is between the 240 vs the 265 cam specs. Your curve has more power than mine, but the shape of the curve at the upper end is the same. That is after 8k, she’s all done, thus , spinning it past is pointless unless your drag racing.

I do plan on having mine tuned again to optimize timing, and smooth out the L and F table transitions.

Perhaps this winter @Claviger , you’d take a look at my tunes and lend me your impressions? I’m sure there is room for improvement!

Steel said:

Hold up. I must have missed something on point #6. I seem to remember you having 250+ hp before. Now you're saying that adding timing at the top added 15 hp. Shouldn't you have 265+ hp now instead of 252?

Click to expand...

You are correct it was at 251 last year. When I changed injectors I put in the 9000 map, and figured I'd use Carpenters timing, assuming it would be optimal already. It made 237, adjusted the timing map to how it was last year and made 252.

Jvheli said:

I’d be curious what difference there is between the 240 vs the 265 cam specs. Your curve has more power than mine, but the shape of the curve at the upper end is the same. That is after 8k, she’s all done, thus , spinning it past is pointless unless your drag racing.

I do plan on having mine tuned again to optimize timing, and smooth out the L and F table transitions.

Click to expand...

The numbers he provides to set timing are the same, from memory .110 and .95 at TDC. So the opening ramp is identical, the difference might be peak lift and lift while on the shoulders of the cam may be higher, so a bigger cam once it's started opening.

Did you get the duration @ 1mm numbers when you installed yours?

I measured out:
259 @ 1mm intake
249 @ 1mm exhaust
.457 tappet lift intake peak
.412 tappet lift exhaust peak
111 LCA intake
112 LCA exhaust

Cam specs from the manufacturer which don't take into account valve clearances of .2 and .24 intake/exhaust respectively.

0.465 lift intake
268 duration intake at 0.04”
0.427 lift exhaust
258 duration exhaust at 0.04

The bigger valves and revised head porting are likely where a lot of the difference comes from. I know two for sure a small amount of head revision will change the R3 power output quite a bit.

Finally, there is a reason to get past 8k, which is why I'm using the raised limiter. To achieve 180mph on the salt you need the engine to be spinning at around 8200-8300 RPM because of wheel slip. To hit 200 you'd need to be at right under 9K. That's of course totally different on roads with less slip.