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CVO Technical => Twin Cam => Topic started by: FAST380 on August 08, 2011, 11:02:32 AM
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I know, I know, add more $$ if I want to go faster.... BUT, with what I have, when would you suggest to shift in a drag race? The Tq starts to die off but the HP is still growing, wind it all the way up or shift sooner to stay in the Tq range? Seems like the bike flattens out and maybe I should be shiffting instead of winding it out.
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At the point where your bike is making the maximum HP. All other things being equal, HP wins drag races.
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If that was my graph I'd shift around 5800.
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Thanks, now all I have to do is pay attention to the tach at 5800 :-\
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Thanks, now all I have to do is pay attention to the tach at 5800 :-\
Get some red tape...
(http://i177.photobucket.com/albums/w225/half_crazy-01/102_0194-1.jpg)
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You can calculate rpm drop via transmission gearing, and multiple shift points may be of help also.
You want to land on the peak torque on the drop. :)
Scott
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Your dyno chart is impressive. Nice broad powerband. Did you drop that cam in with no other head work? Are you running stock valve springs?
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You can see a list of what is done on the left, but to answer your question:
Tuner
Exhaust
Cam's
No head work, no nothing else. Thing runs great!! And it is basically a stock engine with Cam's.
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Very nice. That cam is probably the biggest the stock valve springs can handle. At our local drag strip we have Harley night and you see all kinds of bikes and different modifications. I would love to know what kind of 1/4 mi. times your bike could run. For a bagger I'd bet you kick some serious butt!
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Hey man very nice bike and mods.
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You can calculate rpm drop via transmission gearing, and multiple shift points may be of help also.
You want to land on the peak torque on the drop. :)
Scott
Scott I agree with the gears having a effect on rpm drop from gear to gear :2vrolijk_21:
maybe your talking on this build ...landing at peak tq. on shift... although even on this one (OP) I would shift @ 6000 and let the chips fall where they may ,on the exact rpm for each gear. whatever it is it is.
I still say it dosent matter what the tq. is at peak hp. if the motor can make good hp ,thats what you need in a race. not to get into the rpm thing going but you need make hp on the big end to be successful RACING.
so low rpm hd motor,shift at a little over peak hp fall back to where your still making hp and so on and so on.
here is an example same motor same bike same peak hp just diff pipes.
i dont think you would be successfully RACING shifting either of these to where you fell back to peak tq.
I cant give you any et slips but they dont feel like there is a nickles worth of diff when I run to just before the rev limiter..if I can shift fast enought not to hit the limiter... in a wot race.
hopefully a ET slip before long
on the kansas tq line graph it dosent have much peak LOL 8)
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Seat time, collect, and record data, trial and error, and a positive atitude, to the point that when you loose, if you have learned, you still moved foward. :2vrolijk_21:
Scott
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THATS FOR SURE :2vrolijk_21: