We Had To Swap Engines... Sorceress Dyno Day 2 Didn't Go As Planned!
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- Опубликовано: 4 май 2024
- Good thing we had the backup engine with us because we had to use it....
Thanks to everyone for the support and following along!
Shoutout to
The Sorceress team
Shane Tecklenburg
Ben with @EFIUniversity1
ARP
Manton
M&M Transmissions
Harts Turbo
Jesel
Larry Larson
DSX Tuning
and many more!
See you guys back for days 2 and 3 on the dyno!
Firstly I would like to thank you for sharing this wild beautiful beast with everyone! I live in Australia so I can never get to see this beast run but you have made it possible for everyone to enjoy all your hard work with your videos !!! You are very open about all your engine specs and all your information about this car , no secrets like most racers !! God bless you and may he grant all your wishes and safety!!!!!!
Would love to see the Sorceress on Drag week!
If Rod were interested in that, we would be there.
Good Morning Class! In today's lesson!! Sooo bad ass!! 😎🤓
Kudos to you guys, keep ripping 👍🤙🇦🇺
I once melted a few electrodes on race gas. Like 350 hp lol. Ran fine with new plugs but found later the edges of the pistons also got
slightly eroded😂
Quite amazing the amount of research , and time that has gone into this wild science project. Greatly appreciated. l am looking forward to the next video. Thank you.
You guys make a great team. Much luck to you guys.
Amazing how calm you all are. That is not an insignificant amount of money you’re playing with.
It’s not unexpected trying to do something where there is no roadmap
This car is amazing
I can't believe that motor is not dry decked
i want to see 4200 or more at the wheel
Lot o money 💰 being spent here.
I absolutely love the way in which you present and share your knowledge. You not only articulate what is happening, but add the likely culprit (root cause) and corrective action.
I'm curious: On the issue of #6 (beginning of the video), it is possible all the conn-rods, pins, and piston tolerance stack-up are nearly identical and the stack-up of #6 is a few thousandths "short" (or "long") relative to the others?
Anything is possible but these are all racing parts with much closer tolerance between parts than a production engine.
@@TunedbyShaneT Thx. Yea, I know these are not "production" parts. It's kind of a reflex I have in conversations with my wife (a retired aerospace engineer on cool parts like the 3BSN for the JFS program) ... when I mention "almost" anything auto, she says "yea, but they aren't aerospace parts". I was just hypothesizing as I don't think it would take too much if he is talking about 0-2°.(1.8° maybe) of timing Just a thought.
@@truegret7778 😂😂😂yeah trust me, I get it!!
Need a turbo swap too!
A few of the pulls in the other video you could see water coming out of the rad. right after the pull. Do you monitor cooling sys. pressure?
No coolant pressure sensor but yes the water out of the radiator was trying to tell the story.
Didn't it have water pushing out the radiator cap on multiple pulls in the last video?
I was noticing that too and was wondering if it was going to end up being a problem.
Would love to see what's inside the broken engine.
We were keen as well, but astonishingly Nothing was damaged!!
@@TunedbyShaneT so, it just lifted the head?
@@SosopChabot in a manner of speaking. When they took it apart all the head studs were loose.
@@TunedbyShaneT I would assume it was properly torqued? So what’s the theory on why it would do that? Was re-torqued after the first warmup? (Again, I would assume yes, you guys aren’t beginners obviously)
@@SosopChabot currently being investigated
Sounds awesome! Are those all billet engines, with all bespoke parts? Looks like it.
Yeah billet head and blocks
@@TunedbyShaneT Nice, I really love the fact that you log cylinder pressure on individual cylinders. Not many people even measure that. You get a pressure curve out of it by crank degrees or just peak pressure?
@@MJPilote pressure at every crank angle in every cycle for the entire dyno pull. It is extremely costly to have the equipment that can generate this type of information which is why almost no one does it. We have a truly unique opportunity here.
@@TunedbyShaneT wow, that's amazing! Basically you see the complete combustion cycle and can tune the ignition advance to the milliseconds where you get the most out of the power stroke.
So you can tune individual cylinders to even out the thermal efficiency and cooling affects between each cylinder. This is the first time I have seen this outside the lab on an actual racing engine.
@@MJPilote you are correct about the capabilities. Other racers in other categories have used similar systems to great effect such as NHRA Pro Stock as well as Factory Stock Showdown
Lmfao....should have put Steve Morris power in
Maybe he wanted to build his own engine 🤷♂️
@@zcookie9272 so you think the owner built that engine...wrong
Just wicked the head gasket a little?
I want to know who makes this engine. There are a few really good engine builders out there but anyone makine one this big that can spin past 9k is pretty cool.
There’s a lot of research and development in the Valvetrain, but there’s also a lot of really good builders all across this nation that are capable, ultimately when you’re an engine builder you are a fancy problem solver, stuff is going to break it’s up to you to figure out why and make it better
The block and heads are Dart machinery parts.
@@TunedbyShaneT5.0” bore spacing?
@@DSRE535 5.3” bore spacing
@@TunedbyShaneTwow! They’re definitely is not many people building turbo motors out of 5.3” bore spacing setups, I like the idea of it though and it seems to be working out!!
How are you going to hold the head down with that block?
Insanity 👀😲😎🤙. What’s all that worth ? $120k for both engines , $60k a piece 🤔
How come you always get smoke but only out of the left exhaust when letting off ?? And then on the 2nd engine it didn't do this
This is a good question.
Doesn't it have a dry deck with no coolant through the head gasket?
It’s not dry deck
Why would you make 2 engines but with different camshafts?? Would that not make it harder at the track especially if you need a different tune for both engines
The idea is to experiment with a couple of different grinds to see which one is superior. And then iterate again with another couple of grinds.
@TunedbyShaneT the whole process is very very interesting.
@@nialbarnsley4108 agreed sir
It seems to me you Dyno this car much different than most other people Dyno their engines. Especially on a hub Dyno letting go of the trans brake would be the perfect way to show actual horsepower it's all about accelerating the rollers in x amount of time fast. I bet you if you dynoed it like that off the trans brake that car would probably be showing 5000 horsepower or better
Lol no, they are doing it the way everyone else should be! Haha that was funny tho.
I could only imagine what would happen to a dyno with that kind of load shock all of a sudden.
The idea here is the learn about the engine which is why we are dynoing the way we are.
It's all about repeating conditions. Ie doing pulls for the same duration that you would going down track. If you let it blow through the run it will report higher numbers. Not astronomically high, at least on my dyno. A 2000hp run with too little of load will basically be a 1900hp run with the correct ramp, ie duration, aka load. Gotta get the heat into that sucker and let the cylinder pressure go to work and show you where the limits are. Otherwise, your amount of advance won't be accurate.
what a shame, you could be doing alot of that tuning at an actual track. Your going to have to replace very expensive rods just from all the passes on the dyno, and well, the track is NOT the dyno cell brother, the load is totally different, the air, everything....imho, your wasting a ton of money going nowhere in a dyno room to have to retune when you do finally get to the track. Sweet ride, but your bleeding money you dont really need to
Much easier to isolate a problem in a dyno room then at the track.
Also any engine failure could end up with the car in the wall.
The cost of changing out rods and spending money on the dyno is peanuts.
This isn’t the situation to pinch dollars.
Spend the time on the dyno and once you’re dialed in hit the track and focus on chassis tuning.
The track has far too many variables to learn what we want to learn which is the idea of using the dyno. Weather, track prep and chassis setup are not part of the equation in the dyno cell.
In 24 years of tuning engines in all forms of motorsport, I have not ever tuned an engine on a dyno and then had to “retune” it on the track.
It's not a nice vehicle to look at. Kinda looks like a cyber truck took a dump 😂😂😂