Sorceress Returns To The Dyno... We Make Huge Progress!!! - Dyno Day 4

[@notsponsored103]

Observing Shane and Ben at work is fascinating. Thanks for letting us have such a great view of the tuning shop to watch and learn from two of the best.

[@johngato737]

What an honor to be on the inside of this level of power testing/tuning. Please keep it up!

[@vehdynam]

Very , very impressive.The research being done here is second to none. I am really looking forward to seeing this car on the track. Many thanks.

[@alexmann3309]

Very cool to watch! Definitely plenty of data acquisition going on! Wild to think this is well under half the power of a mechanically injected screw blown hemi that has 1/100th of the sensors/data.

[@mikep240]

Without doubt this is the best way to tune any motor short of Top Fuel. Individual cylinder pressures allied to EGts and individual lambda probes give the tuner all the information he needs. It is entirely satisfying watching how the clean the exhaust runs at high power and rpm, super clean combustion happening here. Good video guys, keep them coming!

[@TrYHaRD_24x7]

The cleanest runs. Look at how much smoke you would Blume in a run just three videos ago to now. You guys are killin it! We’re here for it. awesome car and great work.

[@jdubcbr600]

These tuning videos are awesome. I wish this was a thing. Most dyno videos are full of tuning and dynos pulls but lack info

[@benstrait333]

This has been an interesting series. I like that you're using a hub dyno-it makes sense to me to take traction out of the equation if you're after engine horsepower.

[@jaymcgee2307]

Without a doubt the most informative dyno session I've probably ever seen. The way you all explain what you're doing and why, is top notch in my book. 2 huge thumbs up bc THIS VIDEO ROCKS!

[@tuningtechnologyllc]

Ben and Shane, taking us all to school! Awesome!

[@RonnieT123]

EPIC TUNING! So amazing. Thank you and God bless

[@outlaw36sst]

HI ! I`m only 13 minutes in the video and i have to stop and write......man i am eating every words spoken , i so like the technical aspect of what you are doing , the research aspect of it all . i am impressed by all the work you put in to make your engine as perfect as it can be and surprised at how much data you can get to understand how every part of your engine works . wow wow wow

[@andrewstoffel1170]

Absolutely fascinating, even understood a couple of things.

[@JerrellKull]

Great stuff y'all are sharing, thanks. Y'all take care.

[@truegret7778]

This is absolutely top shelf, Formula1 (if you believe F1 is the pinnacle of motorsports which I do not, but engineering is pretty cool) level design, engineering, iterative testing discipline I have seen in a long time. The urge to say we are running out of time, f**k-it, let's through more boost at it is incredible. Love IT! I saw a video of the F1 Ferrari test engineers having a chat with their fuel supplier, reviewing dyno data discussing how many times a cylinder did not fire (whether fuel or spark), and Ferrari was after them to solve it. You guys rock!

[@rafalr8061]

Pioneers of effort to pursuit passion in tuning to perfection

[@s.v.gadder1443]

The gains from the spintron are crazy

[@EricaMTB]

I think the most interesting thing with the cylinder pressure sensors is to set an instantaneous maximum that allows the engine to survive, but otherwise maximise work through cylinder pressure times duration. ie, the area under the cylinder pressure curve in the power stroke.

[@MrJermbob]

What a freaking awesome video. Thank you.

[@ericfagan8546]

It all sounds great but a trip to Fuel Tech would solve all of your mysteries.

[@slfrules1]

That is wild! 500hp shy of the old # while using 2.7 atmospheres less boost!

[@captjack2112]

Testing is fine and I hope it all pays off but as you know track stuff is the final word. Learning all the finite details how this engine runs and all its quirks will definitely end up being a massive plus. Maybe the engine will go a entire season or half season without blowing up or maybe you will just tears up tracks and be superheroes???? All we can do is hope for best and wait and seem👍🙏🤞💕

[@ApeMotorsports]

Another data set that would be interesting to see would be the fuel pressure from each fuel rail individually. I have seen some massive fuel pressure fluctuations in muli rail setups on alcohol due to harmonics in the fuel system.

[@reyalPRON]

just wow.... the level of iq on that shopfloor is mad imo

[@TheScottib1]

Wow that's impressive 😮, just by fine tuning each individual cylinder.. How often does your crew chief inspect the engine bearings, etc ?

[@shawnhanifan2500]

Is there any plans to put this car back on track this year? Drag and Drive?

[@botmonkey1008]

Good video

[@ericanderson6671]

Damn 51 pulls + spintron data? Did you do any leak down tests? Just wondering if some cylinder trimming could come from ring/ valve seal difference.

[@melo.lucas320]

In a near future, the Judge is coming...... #PONTIACGTO

[@tlambertco]

If you match th path of the happiest cylinder and set the worst cylinders to match them do you get overall equality?

[@ericsmcmahan]

@tunedbyshanet, when you set injectors to spray on intake closed to get it to spool, will it remain that way throughout the entire pull or is there a way to swap it back to intake open once you start your run?

[@ericsmcmahan]

@tunedbyshanet, do you have trouble burning up 02 sensors since they are on each cylinder and upstream of the turbo? Do u have get something made for extreme duty to survive?

[@jmag6096]

Run it on a track !!

[@WernerOosthuizen-kc7en]

The turbo are they running the same direction or one to the left and one to the right? That will change flow to the heads, the bio metrics will do that

[@TunedbyShaneT]

Same turbo not mirror image. Same direction.

[@shoresharp8349]

Hey guys do you run a conventional bbc cam ? There are custom ls firing order cams for bbc that will greatly improve engine harmonics power etc.

[@TunedbyShaneT]

This has an LS firing order with 7/4 and 3/2 altered from the standard Chevrolet order for a BBC

[@johnbean1994]

By the time you get done doing all this research this car will be outdated but I love the gbody. What size tires are on the rear

[@TunedbyShaneT]

36x17

[@michellee8369]

🇦🇺👍

[@ryanhale8013]

Fastest street car but you dont do drag and drive or sickweek....lmfao

[@billsanders9726]

he has in the past. That car has actually beaten tom Bailey. . And Tom has beaten it. This car is some what local to me. Theres videos of them on you tube.

[@ryanhale8013]

@@billsanders9726 wrong...he trailer it to one track never did the drive part of drag week

[@billsanders9726]

@@ryanhale8013 As a Track official . There are several that trailor the cars to the home track. You can always call Rob he will talk to you. Its obvious he has nothing to hide. Not saying your wrong, Im just stating what others do also. It was not purposely built for drag and drives, it just has the option.

[@oikkuoek]

Just a note: When you move the hot spot on the flame front inside the cylinder instead of having it around the exhaust valve, it makes more power. However, instead of burning up the exhaust valve, the hot spot will burn up the piston and the chamber. Which brings up another point: A flat head piston creates more static combustion, yes. But it also rolls the moving flame front into the rings, instead of pushing the piston itself down. What you need is a ceramic coated double dish that has a 3-4 mm of even quench all around, with the head chamber matching the piston quench profile. The double dish would create a stronger swirl that would fill up the chamber better, and it does matter even with a turbo motor. A stronger swirl can overcome the pulses the exhaust and intake creates, and you can fill up a dished piston with heavier mixture and ignite it earlier. A leaner mix creates a hotter bang, but heavier mix pushes the piston a lot harder and for a longer period. Less stress on the rod and pin. Less static compression also means less risk for hydro lock, when reaching ignition controlled limiters i.e two-step and red line. Also heavier mix creates less heat, so your engine has a better chance of survival to the finish line. Another huge factor is your throttle body design. There simply isn't enough room for your charges to mix before they enter into your intake plenum, so your intake runners will never see even charge per cylinder. You need to move your throttle bodies back enough to create a Y or X so your charges can even themselves out before they enter your intake plenum chamber. If this seems unreasonable, then a solid option would be a double-plated single throttle body that has a Y merging the charges before the blades. The conjunction would be the perfect place for the blow-off valve(s). Keep the blades themselves same size as your single blades to get the most out of this mod. EDIT: Bcz YT took my reply button away, Just a pilot tube won't work on required boost level. It couldn't be solid due to vibrations, and soft wouldn't hold. Also it would create unwanted turbulence inside the main tubes. If you can't fathom what I'm talking about, maybe it's not my fault. Owning a dyno doesn't naturally make you an expert. Slapping a million bucks on a race car doesn't make you an expert. Working on race cars for a few years helps, but there are still things easily overlooked, when the goal is to put hours in and keep customers happy.

[@michellee8369]

Balance pilot line between to two intake charge pipes before the throttle bodies. 🇦🇺👍it doesn’t hurt on the exhaust side either.

[@internationaldynoauthority693]

Lots of "Generalizations" here.... Bunch of terms thrown around. Maybe just sit, listen learn.... ^^^^^° gibberish ^^^ you are spewing

[@ryankosciesza5295]

Can't you use transmission pressure bypasses to spool the engine?? I've seen big twins spool almost instantly with trans bypasses

[@lachlansneddon9246]

Has anyone ever looked at what's actually going on I side an intake plenum,no boost vs boost... I know with a simple thing like welding with gas flows a few degrees of torch angle into a welding prep can actually create a vortex and can pull gas away from the welding pool. I often wonder with throttle bodies at the front like that into a plenum WTF is happening in there and is it why some cylinders are so different and why the same cylinders get hurt??