anyone have a dyno that will handle high hp?
02-08-2011, 12:38 PM
#21
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02-08-2011, 12:43 PM
#22
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i have called a few places that dyno turbine engines, most of them use eddy current dynos so they make money back on the electricity or they have a big airplane prop they use to put the load on it, but they are not usually set up with egt and o2 sensors that would work. we could take all that but would be a hassle... and mounting it to there stand..
my engine will bolt where a big block will with the same bolt pattern on the back with the flex plate at the same location as a big block so i really need to find a normal engine dyno.
my engine will bolt where a big block will with the same bolt pattern on the back with the flex plate at the same location as a big block so i really need to find a normal engine dyno.
02-08-2011, 12:50 PM
#23
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[QUOTE=thumper038;3318232]Ours is rated to 2000 hp on the box
but the manufacture said they have tested to 2500 hp with no issue
Mr. Fixx
I disagree to a point on the waterbrake not being accurate/slipping.I know you said most
Regular calibration and proper dyno room set up is crucial to the end result.
Crap in = Crap out, as with anything.
QUOTE]
What are your error bars then? jk
but the manufacture said they have tested to 2500 hp with no issueMr. Fixx
I disagree to a point on the waterbrake not being accurate/slipping.I know you said most
Regular calibration and proper dyno room set up is crucial to the end result.
Crap in = Crap out, as with anything.
QUOTE]
What are your error bars then? jk
02-08-2011, 02:10 PM
#24
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Heres a setup I did for the Nascar boys. Dual eddy current with the plan to split over two cells and join with an AC to give motoring capabilities at a later date.
As for accuracy of the water brakes...lets just say they have their place for certain applications but no where near an EC or AC. They were amazed by the results of this setup.
This project was especially challenging as they wanted to run the full car exhaust (without modification) which crossed from one side to the other BEFORE the dyno, requiring the motor to be pushed forward. The harmonics of a pushrod, high rotating mass V8 spinning at 10,000rpm 2' from the dyno was a bit of bear to manage lol
No where near the power requirements needed here, but figured I'd show a sampling of whats being done out there. Can't wait to see this engine at the show next week if it makes it. Keep us posted.
Last edited by fantastixvoyage; 02-08-2011 at 02:25 PM.
02-08-2011, 02:56 PM
#25
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Someone say tandem dyno?
Heres a setup I did for the Nascar boys. Dual eddy current with the plan to split over two cells and join with an AC to give motoring capabilities at a later date.
As for accuracy of the water brakes...lets just say they have their place for certain applications but no where near an EC or AC. They were amazed by the results of this setup.
This project was especially challenging as they wanted to run the full car exhaust (without modification) which crossed from one side to the other BEFORE the dyno, requiring the motor to be pushed forward. The harmonics of a pushrod, high rotating mass V8 spinning at 10,000rpm 2' from the dyno was a bit of bear to manage lol
No where near the power requirements needed here, but figured I'd show a sampling of whats being done out there. Can't wait to see this engine at the show next week if it makes it. Keep us posted.
Heres a setup I did for the Nascar boys. Dual eddy current with the plan to split over two cells and join with an AC to give motoring capabilities at a later date.
As for accuracy of the water brakes...lets just say they have their place for certain applications but no where near an EC or AC. They were amazed by the results of this setup.
This project was especially challenging as they wanted to run the full car exhaust (without modification) which crossed from one side to the other BEFORE the dyno, requiring the motor to be pushed forward. The harmonics of a pushrod, high rotating mass V8 spinning at 10,000rpm 2' from the dyno was a bit of bear to manage lol
No where near the power requirements needed here, but figured I'd show a sampling of whats being done out there. Can't wait to see this engine at the show next week if it makes it. Keep us posted.
02-08-2011, 03:43 PM
#26
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Tyson, I have a dual rotor Stuska, and more importantly I have a 2" city water supply to feed my 1500 gal tank. Problem is we have not finished setting it up (we recently moved it). If you want to tinker you are welcome to have at it. I have the Land & Sea load control & data acquisition, only 8 egt's however. There are a couple of other things also, call me if you want.
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www.mercruiserparts.com
www.go-fast.com
www.bammarine.com
www.cyborgtransmissions.com
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02-08-2011, 04:14 PM
#27
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If anyone is looking to upgrade to an EC or AC dyno or even just the data acquisition and control system I'd be glad to help. Very important for proper ECU calibration and emission/certification work. Plan was to put our system overtop a few Superflows to have a common system in the facility so control of water brakes is not a problem (16 PID loops come standard
) Also have some systems in the aerospace field so turbine test cells wont be problem either.Be sure to take video of your latest creation!!!!
Last edited by fantastixvoyage; 02-08-2011 at 04:17 PM.
02-08-2011, 09:19 PM
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[QUOTE=J-Bonz;3318950]
Hey JK,
You will have to explain your interpitation of error bars so I understand the question?
Error bars not normally used for different engine combo's that I am aware of?
How do you know you have "error" in your data? Experiments always produce slightly different results because of chance variation. When you do a percent error calculation, you are comparing a predicted value (like from a mathematical model) with an empirical value. It doesn't make sense to find the error in a data set if you don't have anything to compare it to.
Torque is actual in the room from a strain guage that is calibrated on regular schedule.
Correction is Newer Standard SAE J1349 Not the older J607
Hope this awnsers some of it?
Thank's Jim
Ours is rated to 2000 hp on the box but the manufacture said they have tested to 2500 hp with no issue
Mr. Fixx
I disagree to a point on the waterbrake not being accurate/slipping.I know you said most
Regular calibration and proper dyno room set up is crucial to the end result.
Crap in = Crap out, as with anything.
QUOTE]
What are your error bars then? jk
but the manufacture said they have tested to 2500 hp with no issueMr. Fixx
I disagree to a point on the waterbrake not being accurate/slipping.I know you said most
Regular calibration and proper dyno room set up is crucial to the end result.
Crap in = Crap out, as with anything.
QUOTE]
What are your error bars then? jk
You will have to explain your interpitation of error bars so I understand the question?
Error bars not normally used for different engine combo's that I am aware of?
How do you know you have "error" in your data? Experiments always produce slightly different results because of chance variation. When you do a percent error calculation, you are comparing a predicted value (like from a mathematical model) with an empirical value. It doesn't make sense to find the error in a data set if you don't have anything to compare it to.
Torque is actual in the room from a strain guage that is calibrated on regular schedule.
Correction is Newer Standard SAE J1349 Not the older J607
Hope this awnsers some of it?
Thank's Jim
Last edited by thumper038; 02-08-2011 at 09:30 PM. Reason: Type o
02-08-2011, 09:38 PM
#29
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we have the same dyno you are talking about and it will not hold anywhere close to 2000 hp.. they told us 2000 also but i can tell you it wont.
ours could not handle much till we made alot of modifications to it to make it not slip.
and slipping does not make it read wrong anyways just makes it so you cannot slow the engine down, it works on load against a cell not inertia which would read wrong if it sliped.
we are looking for someone with a dual stuka? or dual land and sea.
and it would help if it had 12 egt's
ours could not handle much till we made alot of modifications to it to make it not slip.
and slipping does not make it read wrong anyways just makes it so you cannot slow the engine down, it works on load against a cell not inertia which would read wrong if it sliped.
we are looking for someone with a dual stuka? or dual land and sea.
and it would help if it had 12 egt's
and had to purchase a $1200.00 Watts regulator to trim it down or it bogged the engines down as the auto load opened !!!Good luck
Jim
02-08-2011, 09:41 PM
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Someone say tandem dyno?
Heres a setup I did for the Nascar boys. Dual eddy current with the plan to split over two cells and join with an AC to give motoring capabilities at a later date.
As for accuracy of the water brakes...lets just say they have their place for certain applications but no where near an EC or AC. They were amazed by the results of this setup.
This project was especially challenging as they wanted to run the full car exhaust (without modification) which crossed from one side to the other BEFORE the dyno, requiring the motor to be pushed forward. The harmonics of a pushrod, high rotating mass V8 spinning at 10,000rpm 2' from the dyno was a bit of bear to manage lol
No where near the power requirements needed here, but figured I'd show a sampling of whats being done out there. Can't wait to see this engine at the show next week if it makes it. Keep us posted.
Heres a setup I did for the Nascar boys. Dual eddy current with the plan to split over two cells and join with an AC to give motoring capabilities at a later date.
As for accuracy of the water brakes...lets just say they have their place for certain applications but no where near an EC or AC. They were amazed by the results of this setup.
This project was especially challenging as they wanted to run the full car exhaust (without modification) which crossed from one side to the other BEFORE the dyno, requiring the motor to be pushed forward. The harmonics of a pushrod, high rotating mass V8 spinning at 10,000rpm 2' from the dyno was a bit of bear to manage lol
No where near the power requirements needed here, but figured I'd show a sampling of whats being done out there. Can't wait to see this engine at the show next week if it makes it. Keep us posted.
Jim
