Author Topic: C14 slip-on dyno results  (Read 406 times)

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Offline Ivan_ipp

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C14 slip-on dyno results
« on: January 21, 2018, 11:51:53 pm »
These are my slip-on test results with the C14 with a stock ECU.

The test procedure was:

Warm up the bike until the temp gauge just jumped to the 2nd bar then make a series of runs consecutively with the stock muffler until the hp dropped.

This procedure will start with a lower number and each pull will give a higher number as the engine reaches it's peak. When the engine gets hotter than optimal, the HP will start to drop...

Let the engine cool off completely to near room temperature and then make another series of pulls as described above with the slip-on.
I let the bike sit for over an hour with the high speed fans blowing on it before doing the second test with the slip-on.

The dynoruns in the chart are the highest hp of each series of pulls.

This procedure also ensures that you will see the max power from whatever combination you are testing.
Testing one of the 2 setups while the engine is too hot can show results that can be misleading.
(whichever test is done with the engine too hot will give lower numbers)


Ivan

Offline AmphibSailor

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Re: C14 slip-on dyno results
« Reply #1 on: January 22, 2018, 06:38:56 am »
I believe you should also be using SAE vs STD correction factors.  The STD numbers seem to always be higher by 4-5% due to the use of higher pressure and lower temperature figured into the correction factor.
09 Concours aka 'The Cruncher:' Corbin Canyon Dual Sport (Laam for longer trips, Laam modded Corbin Modular with Smuggler for mid-length trips), Top Blocks, Penske 8983, Traxxion AK20s, Helibars Horizon ST bars w/Galfer SS +6 cables, MRA Vario Touring Windscreen/Madstad brackets (Copper Dawg sport screen for summer), Area P full system, throttle tamer, Steve's Flash.  

Offline Ivan_ipp

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Re: C14 slip-on dyno results
« Reply #2 on: January 22, 2018, 02:09:44 pm »
Here you go in SAE...

I think of the 2 correction factors as;
(a bit over simplified here, but easily explained for the non-engine tuning people) 

STD correction - 60 degrees F - Optimal weather conditions (appx power that you would see at 60 degrees F)

SAE correction - 77degrees F - Average weather conditions (appx power that you would see at 77 degrees F)


I use STD correction factor because I believe that people like to see what their bike would make in optimal conditions with my products.


Either way, the HP gains/losses are still essentially the same... only the numbers are different  :great:


Ivan