A New Monster In the PNW, Congrats Louie!
08-25-2006, 12:35 PM
#1
Burning Brakes
Thread Starter
Join Date: May 2006
Location: Portland, Oregon
Posts: 809
Likes: 0
Received 0 Likes
on
0 Posts
A New Monster In the PNW, Congrats Louie!
My good friend 
Louie Ott likes attention about as much as Sean Penn likes Paparazzi, but I can't help but sharing his initial dyno #'s 
Louie Ott likes attention about as much as Sean Penn likes Paparazzi, but I can't help but sharing his initial dyno #'s
08-25-2006, 12:56 PM
#4
Keep in mind that Louies dyno is not a "Dynojet"..and the numbers are probably conservative when compared to dynojet numbers...
Also...rumor has it that these number are not at 100% throttle..but more like 60%..with the ignition timing set to "save" the motor while tuning....
Anyone want to wager that the final numbers will be higher
..
later
Tom
89GT
Also...rumor has it that these number are not at 100% throttle..but more like 60%..with the ignition timing set to "save" the motor while tuning....
Anyone want to wager that the final numbers will be higher
..later
Tom
89GT
08-25-2006, 12:57 PM
#5
Chronic Tool Dropper
Lifetime Rennlist
Member
Lifetime Rennlist
Member
That nice flat torque curve looks perfect for a street driver with automatic. That may be the only trans that will survive in extended use. 
Nice job Louis!!
Nice job Louis!!
08-25-2006, 12:58 PM
#6
Three Wheelin'
Originally Posted by Tom. M
Also...rumor has it that these number are not at 100% throttle..but more like 60%..with the ignition timing set to "save" the motor while tuning....
Ok, that's scary. Whether true or not, that's still impressive stuff Louie!
Trending Topics
Ha ha...
08-25-2006, 01:37 PM
#10
Administrator - "Tyson"
Lifetime Rennlist
Member
Lifetime Rennlist
Member
Originally Posted by Tom. M
Keep in mind that Louies dyno is not a "Dynojet"..and the numbers are probably conservative when compared to dynojet numbers...
This doesn't really apply to Louie since it's his own dyno and I'm 100% sure he knows what he is doing. Just pointing out this observation a few of us have made. On that note - I wonder if the dyno Louie has will cough up this calculation?
08-25-2006, 01:40 PM
#11
Three Wheelin'
Originally Posted by Tom. M
Keep in mind that Louies dyno is not a "Dynojet"..and the numbers are probably conservative when compared to dynojet numbers...
Also...rumor has it that these number are not at 100% throttle..but more like 60%..with the ignition timing set to "save" the motor while tuning....
Anyone want to wager that the final numbers will be higher ..
later
Tom
89GT
Also...rumor has it that these number are not at 100% throttle..but more like 60%..with the ignition timing set to "save" the motor while tuning....
Anyone want to wager that the final numbers will be higher
..later
Tom
89GT
This was at 100% throttle, and is about all I felt safe in trying for. The last 20% throttle only gave about 40 hp. I used 92 octane pump gas. The inlet air was more like 90 at the start of the run and 97 at the end. The numbers are corrected for the 1350 ft elevation here and for 85 deg inlet temp. In non-tuning real life, I'll put in some more mixture enrichment and timing retard at these elevated inlet temps. At full on power, the engine uses about 0.65 gal per minute. Although the test only lasts a few seconds, the heat generated is huge.
The amazing thing to me all during this really long tuning process is how easily the engine seems to make the power. Very smooth, no flat spots, no burps. The intake noise is horrendous when it's "on the pipe". Sounds like a tuned 2 cycle. Even with 4 mufflers the exhaust is way loud when the wick is up to the stop. Not bad at all at idle and low power though. I still have a lot to do before it's road ready. The intake air box and air filter ducting is next. Then roll bar mounting, interior work to cleanup where the rear seats were and to provide a place to mount the car computer which will provide some instrumentation monitoring and control some stuff.
I have to thank Marc Thomas for building the guts of the engine, designing the cams, and doing the valve and head work. All those little and big things he's learned worked really well.
It's really satisfying to see it all come together and for the engine to meet the goals I had. Now if I want more power, I put on a bigger pulley? Smaller pulley? Where does that pulley go anyway?
08-25-2006, 02:13 PM
#13
Thanks for the update Louie......but I'm still willing to wager that the final numbers will be higher.haha 
Later,
Tom
P.S. Good point Hacker...I have only been to two different types of dyno's..and both times the numbers given were not corrected..but given with the typical blanket statement..these are usually 10 to 15% less than dynojet numbers. Did you do any corrections to dynojet on yours Louie?...
Later,
Tom
P.S. Good point Hacker...I have only been to two different types of dyno's..and both times the numbers given were not corrected..but given with the typical blanket statement..these are usually 10 to 15% less than dynojet numbers. Did you do any corrections to dynojet on yours Louie?...
Originally Posted by Louie928
Tom,
This was at 100% throttle, and is about all I felt safe in trying for. The last 20% throttle only gave about 40 hp. I used 92 octane pump gas. The inlet air was more like 90 at the start of the run and 97 at the end. The numbers are corrected for the 1350 ft elevation here and for 85 deg inlet temp. In non-tuning real life, I'll put in some more mixture enrichment and timing retard at these elevated inlet temps. At full on power, the engine uses about 0.65 gal per minute. Although the test only lasts a few seconds, the heat generated is huge.
The amazing thing to me all during this really long tuning process is how easily the engine seems to make the power. Very smooth, no flat spots, no burps. The intake noise is horrendous when it's "on the pipe". Sounds like a tuned 2 cycle. Even with 4 mufflers the exhaust is way loud when the wick is up to the stop. Not bad at all at idle and low power though. I still have a lot to do before it's road ready. The intake air box and air filter ducting is next. Then roll bar mounting, interior work to cleanup where the rear seats were and to provide a place to mount the car computer which will provide some instrumentation monitoring and control some stuff.
I have to thank Marc Thomas for building the guts of the engine, designing the cams, and doing the valve and head work. All those little and big things he's learned worked really well.
It's really satisfying to see it all come together and for the engine to meet the goals I had. Now if I want more power, I put on a bigger pulley? Smaller pulley? Where does that pulley go anyway?
This was at 100% throttle, and is about all I felt safe in trying for. The last 20% throttle only gave about 40 hp. I used 92 octane pump gas. The inlet air was more like 90 at the start of the run and 97 at the end. The numbers are corrected for the 1350 ft elevation here and for 85 deg inlet temp. In non-tuning real life, I'll put in some more mixture enrichment and timing retard at these elevated inlet temps. At full on power, the engine uses about 0.65 gal per minute. Although the test only lasts a few seconds, the heat generated is huge.
The amazing thing to me all during this really long tuning process is how easily the engine seems to make the power. Very smooth, no flat spots, no burps. The intake noise is horrendous when it's "on the pipe". Sounds like a tuned 2 cycle. Even with 4 mufflers the exhaust is way loud when the wick is up to the stop. Not bad at all at idle and low power though. I still have a lot to do before it's road ready. The intake air box and air filter ducting is next. Then roll bar mounting, interior work to cleanup where the rear seats were and to provide a place to mount the car computer which will provide some instrumentation monitoring and control some stuff.
I have to thank Marc Thomas for building the guts of the engine, designing the cams, and doing the valve and head work. All those little and big things he's learned worked really well.
It's really satisfying to see it all come together and for the engine to meet the goals I had. Now if I want more power, I put on a bigger pulley? Smaller pulley? Where does that pulley go anyway?
