update 11: dyno day!
Josh, Michael Blackmon, Dylan Bailey, Julian Celestino, Jerry Lin, Jon Huang
We commence this update by expressing our profound gratitude to the sponsors of our team. We extend special appreciation to Jon from Speedkings for generously affording us his time and providing access to his dyno. Jerry Lin merits notable acknowledgment for generously providing us shop space in the STEM building and assisting in the transportation of the motorcycle. Lastly, we wish to convey our sincere thanks to Josh for his invaluable contributions to our project. Now onto the update!
Seen above is the owner of Speedkings, Jon Huang personally dedicating time to conduct the dyno test for our team. This hands-on involvement underscores a commitment to ensuring precision and excellence in the testing process and the team cant thank him enough!
After conducting the dyno run, the team engaged in a discussion with Mr. Huang, who generously shared his expert insights regarding potential theoretical enhancements that the Engine Development team had been considering. His valuable opinions centered around strategies to enhance the engine's reliability, performance, and efficiency. The insights obtained from this conversation are pivotal, serving as a foundational reference for the subsequent design phases related to the intake, exhaust, and fine-tuning based on the power curve.
Analysis of the data indicates that there is room for additional performance gains by elevating ignition timing beyond 11,000 RPM. This approach is grounded in the relatively flat power curve in relation to the increasing rpm and flat torque band. The anticipated outcome is a linear increase in the power curve. However, it's worth noting that the next potential bottleneck would be preignition or detonation, necessitating the use of higher-octane fuel. This validates the teams 3rd intake iteration and shows that we are moving in the right direction. Currently the team is fine tuning our intake design to run optimally at 9-12,000 RPM and have modified our vehicle to run on 100 Octane fuel, to combat possible detonation with the increased timing. Below you will find simulations of our current intake.
Intake Iteration 3: Pressure Distribution
to our shock we made 98 peak horsepower at 12,700 rpm and peak torque at 10,500 rpm
Intake Iteration 3: Air flow Velocity
