Tag: DYNO

After a successful first seminar Joe Mondello and SuperFlow have again
teamed up to share today’s most advanced cylinder head porting and
flowing techniques using the industry standard SF-1020 Flowbench. “The
Legend,” Joe Mondello designed the Posi-Flow® Combustion Chamber in
1961 and has accumulated wins in almost every major form of drag, circle
track, and off shore racing nationwide. “An [...]

Read more...

 
Officials at SuperFlow Technologies Group recently announced
the company has re-entered the diesel engine dyno market
starting with the introduction of the new SF-2700 Diesel Engine
Dynamometer, which is designed to test heavy-duty diesel
engines with maximum speeds up to 8,000 rpm.
Similar to other SuperFlow engine dynos, the SF-2700 is
engineered for complete, accurate, repeatable and rapid
testing. It easily tests [...]

Read more...

 
Tired of struggling to start high compression engines on the dyno? With help from Ostrich Racing Engines in Des Moines, IA, SuperFlow has developed SuperStart, a new bolt-on starter option for engine dynamometers that test high-compression sprint car engines, as well as late model engines.
SuperStart bolts directly onto the dyno. It can be permanently fitted [...]

Read more...

 
SuperFlow offers three ways to export dyno tests online to customers.
 Want to export dyno test data and give it to the customer to view on their own computer? SuperFlow dyno operators can now do it one of three ways using their latest WinDyn software:
 The easiest and best method is to use the Customer Data Pack [...]

Read more...

 The FE ready for it’s dyno visit.
 PROJECT FE PART 5
Text and photos by Mike Mavrigian
 
 
 
INTAKE MANIFOLD
With the heads installed, and before installing the rocker shaft systems, you must install the intake manifold. FE manifolds feature captive pushrod holes (the pushrods pass through the intake manifold). In order to install pushrods, the rockers must be out [...]

Read more...

The COMP Cams billet aluminum belt tensioner is adjustable for belt tension and offers rock-solid serpentine belt guidance.

Read more...

Whenever I build an engine, regardless of my confidence in terms of fitting and assembly detail, I’m always a bit apprehensive when it comes time to light the fire. But when things go picture-perfect and you hit high numbers without a single glitch, it’s a feeling that’s better than sex (I’m sure you know what I mean). This LS program proved to be a total success.

Read more...

The vacuum pump and alternator setup hangs low, leaving the head area clean.

Belt tension adjustment on radius tooth setups don’t require much tension at all, which removes a bit of stress from the crank. The tooth engagement alone provides a positive pulley drive.

Routing the -12 plumbing from the vacuum pump to the valve covers allowed [...]

Read more...

Even though the drive hub system will be clamped to the crank snout with the 6-inch long center bolt to prevent the possibility of independent hub rotation, two roll pins are installed to the hub. The countersunk inside face of the ATI Super Damper was then drilled to accept these roll pins.

Plumbing the vacuum pump [...]

Read more...

The BG fuel log is adjustable for length, allowing bowl-to-bowl spacing to be set by simply slipping the male tube inside the female tube.

The male tube section of the BG fuel log features three sealing O-rings.

Fitting the BG fuel rail to our Dominator was a piece of cake. I installed the Race Pumps fuel pressure [...]

Read more...