Archives by Category Category: Dyno. Tech. Sunday, May 1. FUEL VOLATILITY Jim Czekala, Dyno. Tech Research. The vapor of the liquid gasoline burns, and that. I have been dyno tuning/ testing motorcycles, snowmobiles and quads with a fully instrumented Super. Flow engine dyno for 2. And I am confident that I have seized more pistons in those 2. Gallon jugs of industrial strength muriatic acid, (used to dissolve aluminum smeared onto cylinder walls by pistons trying to grow larger than the bore size), are cheaper when you buy cases of four! So I am surely an expert on lean seizures, detonation and preignition. But I like to think that I learned a little something from each seizure. Dyno seizures are caused by 1) dyno operator error, 2) engine owner greed, or 3) inadequate octane and/ or volatility. And we now listen to knock while testing so damage from deto is now rare. But others come to the line with icewater in their engines! What gives? The guys needing to ! A combination of low velocity airflow from huge carbs and low volatility fuel requires lots of engine heat to create adequate vaporization. Even though measured air and fuel flow might be 1. A/F in the combustion chamber might only be 1. Then, those unburned globs and droplets finally vaporize and burn out in the hot exhaust pipe, and the wideband O2 sensor downstream registers a happy 1. But then, as the engine heat climbs, enough of the stale fuel becomes vaporized earlier and as actual A/F in the combustion chamber becomes richer than 1. But, the engine is hot, and the actual A/F in the combustion chamber is still leaner- than- optimal, and HP is reduced and sometimes detonation occurs until several seconds at WOT when the combustion chambers finally get the 1. But with highly volatile, high actual Reid Vapor Pressure fuel, adequate vaporization can occur with cool. So the guy with the high RVP race gas is ready to go quickly after one, or even no . And the guy with the cool engine has also, very likely optimized pipe length and stinger size for best warm- pipe backpressure and HP. Studies have shown that if the fuel is divided, simply, into light, medium and heavy components, by the time the mixture reaches the combustion chamber, 7. Kevin Cameron who found that study last Sunday). Then, if that mixture of vaporized fuel in the combustion chamber is between 1. View auction results for 1936 allis-chalmers 60, allis-chalmers 60, allis-chalmers 66, allis-chalmers 90, 1979 case ih 1440, 1987 case ih 1460, 1985 case ih 1460. 2016 Snowmobiles of the Year: Best of the West: Our western editors pick their favorites for Mountain Snowmobile of the Year Most Improved Mountain Snowmobile Best. Introduction. Turbochargers, by design, use the flow and expansion of exhaust gases to rotate a turbine wheel, which in turn spins a compressor wheel within the.
And probably those . Simply put, RVP is the pressure exerted by front ends that have evaporated from fuel in a sealed vessel, agitated by shaking at 1. F. HEAT AND AGITATION CAUSE THE FRONT ENDS TO EVAPORATE FROM THE FUEL! But lots of what evaporates at up to 1. F will evaporate at room temperature, so it. Drum. Preserve. com manufactures N2 pressurization and dispensing equipment for drummed liquids, and something like that must be used. Drum. Preserve also is planning to sell portable RVP test equipment to enable racers to test their own fuel, or test fuel before purchasing it. I found and purchased a Koehler RVP test system several years ago on Ebay, to be able to test dyno customers. Stale fuel, and its accompanying lean net mixtures can stick pistons without audible detonation (that we hear on the dyno through the copper tube deto- meter), just by overgrowing the piston, or by heating plug ground- strap to sparkling red- hot. What I began finding with the RVP test system was that too- often, sealed pails and drums of race gas were substandard or even dead with low, or even zero psi RVP! How can that be? Surely, the refineries/ blenders should be selling what they advertise. But what happens when the fuel leaves the refineries? One major race fuel refinery only ships bulk. In some cases, fuel is transferred into small tank trucks and delivered on a route to retailers in some geographical area. Heat and agitation cause the loss of the easiest- to- evaporate front ends, and you can be sure that the last retailer on a delivery route in summertime gets the lowest actual RVP fuel! And every time fuel gets handled! Finally, the retailer splashes his already half- dead race gas into new 5 gallon pails, losing even more of what. Finally, a nice ! It is smart to test any fuel. Instructions for testing accurately are on the Dyno. Tech Research. com blog. And I have Youtube videos showing RVP testing, and the proper handling/ storage of fuel (Jim Czekala, Dyno. Tech. Research, RVP testing). Race gas RVP is usually spec. Pump gas is 6 psi summer, 1. F temps). Low RVP fuel can work in race engines, but it needs lots of heat to ensure adequate vaporization. Hot- running pressure- charged four- strokes have high intake temperatures and intake velocity sometimes reaching the speed of sound, both of which help vaporize even the heaviest fuel components. But two- stroke race engines? Commercially available (from companies like Interstate Chemical) isopentane has a RVP of 2. Isopentane is a common front end component in race fuel, and is the first to boil off and escape if the the fuel is stored without pressure. But the rejuvenated fuel must be then stored in FULL containers with minimal headspace for the front ends to escape to! Partial containers are awful, and the more headspace there is above the fuel, the more that will be lost each time the cap is opened. It's very much like a partially- full two- liter bottle of soda in the fridge! One of the features of the Drum. Preserve system is, fuel is dispensed beer- tap style from the bottom of the drum from a siphon hose inside. Then, no agitation will occur. Tests here indicate that agitation from splash- filling five gallons of fuel will result in the loss of one psi of RVP! Pour the fuel gently, like you fill a glass of beer from a bottle. And don! The truly fanatical racers can transport their high RVP fuel in drums with Drum. Preserve systems to dispense only what. Basco sells 5 gallon pails with VGII drum bungs, and those are useful. But at the very minimum, multiple small full jugs are a good way to transport without losing the good stuff. Those invisible fuel . No splashing allowed! Volatility is everyone. And now that we can hear clicks of deto, and be sure that the fuel. My cousin- in- law Bill Rogers had that first 8. Axys that his excellent dealer traded even- up for their 1. The dealer had used the demo sled as a donor- -swapping every component possible from one to another- -including a new wiring harness and still Bill's original sled runs 8. This week the dealer removed the exhaust valve operating cable from the motor and tie wrapped the valves open. Now it struggles to get going, but runs 1. So that one dyno test line in the graph (Todd's 1. HP flatlining at about 1. HP is probably what was happening with Bill Rogers' machine all the time! Putting 1. 20 HP worth of airflow to a set of clutches calibrated for 1. HP will surely result in underrevving, low MPH operation. Another clue I picked up talking to some very smart dealer technicians is that some of the slow Axys' pick up speed as throttle opening is reduced! Perhaps if the ECU thinks valves are wide open and are delivering 8. A/F ratio might be 1. Then, if exhaust valves are partially open, and throttle is closed slightly, fuel flow might drop some % causing A/F ratio to lean out and make more HP. Testing at part throttle shows identical peak RPM HP at 9. Does that suggest that Todd's low HP Axys is due to exhaust valves not being fully open, or is it poor ring seal from lack of breakin? And does that explain why it took 7. Heath's Axys up 1. HP? Some of the smart tech people who communicate with DTR suggest their may be an electrical system design issue that causes exhaust valves to fail to fully open initially (like Bill Rogers'), or to gradually close after extended operation at WOT. Could this explain the revs dropping after extended operation at WOT? There's more to figure out, more to learn. But as always, this is just a machine. Saturday, January 0. Here's a prototype home RVP test . It's a 2. 4 oz resealable Monster Energy Drink aluminum can with a small aluminum plate JB Welded to the cap. Two holes are drilled in the plate into the cap- -one for a 1/8. Both are epoxied into place (you can see the nice bead of JB Weld around the base of the thermometer). To test the portable Home Vapor Test bomb, I chilled the whole unit to close to 3. F and poured in 1/5th the volume of my C1. HVP) in our Kohler test unit. I put the HVP bomb in the sink, and with hot water/ hot air brought the fuel temp up to 1. F, agitated it, and got 9. The insignificant difference is likely the result in cheap gauge calibration vs. I plan to compare the two. But this is totally acceptable for HVP testing. With a unit like this everyone should test their expensive race gas to see how fresh or stale it is. Last Sunday I had a hilldrag racer come to tune a 1. Speedwerx 8. 00 Cat ex- Snow. Cross race engine. His sealed pail of C1. RVP is 1. 5psi- -VP has a new high RVP 1. Kohler RVP test unit. We dyno tuned it cautiously, and as we approached 1. A/F (max HP is typically obtained at 1. A/F was probably more like 1. So we were unable to achieve max HP because of the stale fuel- -remember, those unburned globules of unvaporized fuel take up space in the combustion chamber, displacing O2! But I was pleased that the owner of the sled could hear the clicks of deto on our copper tube, which at 1. And we need to remember that each of those loud snaps we hear on the copper tube is = to Mighty Mouse whacking the piston with a sledge hammer, scouring away the boundary layer of air that insulates aluminum parts (that melt at 1. What every racer should do is build their own HVP tester out of some aluminum or stainless steel container that's more substantial than a soft drink can. Then ask the fuel reseller to gaurantee some % of listed RVP. I'm personally good with, say, 7. Show them a link to the DTR blog. 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