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Racer
Joined: Aug 2004
Posts: 353
Likes: 16
From: Twister Country
Here is what we use.....the data logging works amazing!!!!
http://www.innovatemotorsports.com/products/st12.php
And here is why with high $$$ motors, it's worth every penny
Every ST-12 system includes the powerful LogWorks software for viewing, analyzing, comparing, and saving session data. With LogWorks, users can view and print everything from standard Dyno chart to 3D color graphs with transparent overlays. LogWorks features 32 channels of data, sampled at 12 samples/second.
http://www.innovatemotorsports.com/products/st12.php
And here is why with high $$$ motors, it's worth every penny
A case in point was a professionally built 505 cubic inch drag boat big block Chevy that for some reason or another was an underperformer. Everything should have been right on, but was way off. Tracy's first move was to bolt it up to the DTS engine dyno and run a safe low rpm pull to see what was going on. Using a dual air-fuel ratio sensor bank-to-bank sampling of the air fuel ratios down at the collectors, he was able to see that things were a little lean. A look inside the race-prepped carburetor revealed a set of 95 jets already doing the job. A step up to 98 jets and another safe pull managed some more power, but still
registered a bit on the lean side with a bank-to-bank reading of air fuel ratios. One by one the variables were eliminated. First the fuel was replaced with some unleaded premium to eliminate the possibility of ethanol messing with the mix. Next was a step up to 100 jets. All vacuum sources were checked and double-checked. The next pull got the air fuel ratio closer, but still not where it should be.
"It had gotten down into the high 13's on air fuel ratio, but in my experience where we needed to be was in the 13.1 to 13.2 range," said Tracy.
Even though the motor was posting decent HP Tracy wasn't satisfied and still felt as if there was a problem, so he hooked up an Innovate ST-12 to monitor the air fuel ratio at each one of the cylinders.
"When I hooked up the Innovate I saw that some cylinders were in the high 15 range and some were in the 11 range, and it was just all over the place. It was kind of random, but there were a couple of cylinders that were going to suffer some serious damage if we didn't take some action," said Tracy.
To get to the bottom of the problem Tracy decided to take the shop's known good carburetor and bolt it up to the big block. A subsequent pull netted an additional 40 hp. Since the individual air fuel ratios flattened out across the cylinders, Tracy and crew determined they had found and solved the problem, along with releasing some hidden horsepower.
"All I saw was a 40 HP difference on the dyno. With the ST-12 we saw why it was different, and saved an engine," said Tracy.
registered a bit on the lean side with a bank-to-bank reading of air fuel ratios. One by one the variables were eliminated. First the fuel was replaced with some unleaded premium to eliminate the possibility of ethanol messing with the mix. Next was a step up to 100 jets. All vacuum sources were checked and double-checked. The next pull got the air fuel ratio closer, but still not where it should be.
"It had gotten down into the high 13's on air fuel ratio, but in my experience where we needed to be was in the 13.1 to 13.2 range," said Tracy.
Even though the motor was posting decent HP Tracy wasn't satisfied and still felt as if there was a problem, so he hooked up an Innovate ST-12 to monitor the air fuel ratio at each one of the cylinders.
"When I hooked up the Innovate I saw that some cylinders were in the high 15 range and some were in the 11 range, and it was just all over the place. It was kind of random, but there were a couple of cylinders that were going to suffer some serious damage if we didn't take some action," said Tracy.
To get to the bottom of the problem Tracy decided to take the shop's known good carburetor and bolt it up to the big block. A subsequent pull netted an additional 40 hp. Since the individual air fuel ratios flattened out across the cylinders, Tracy and crew determined they had found and solved the problem, along with releasing some hidden horsepower.
"All I saw was a 40 HP difference on the dyno. With the ST-12 we saw why it was different, and saved an engine," said Tracy.
Last edited by E.A.; Jan 19, 2007 at 04:14 PM.
Drifting
Joined: Jun 2004
Posts: 1,627
Likes: 143
From: Goodyear Az
If you do it, let us know how it comes out. It would be nice to see what the results were, and at least you will know what your injectors are in error of, and can try to compensate. You still won't be able to factor for the different airflow patters in the intake manifold, but you will know what the fuel side of things are doing.
