He would normally use temp sensors but this was really a quick and dirty run. I had warmed up the engine outside and the bike was only run up fully the once. I don't think he was expecting so much smoke otherwise I think he would have put the exhaust collecting gubbins on. I was running 50:1 pre-mix and the pump so bound to be a bit stinky .
I have been talking to porno and the plan is to take my machine over the next time he takes his down to James. Then I can compare mine to his and hopefully James can advise on some adjustments to my jetting and ignition. It will be interesting to see how much more can be usefully extracted without compromising reliability etc.
I have no idea of the idiosyncrasies of dynos, something about it being an Eddie Current model, anyway it could not spin the engine up for starting (maybe that bit was broken ?).
It does look like it needs a step richer on the needles. The needle/needle jet kind-of also acts as a accelerator pump, and needs to allow enough fuel in during roll on so not to go lean. On the track will tell the real story.
I'm sure you will also find a hp or 2 with the motor breathing "clean" air.
I trucked the Seeley up to Bedford today for a serious Dyno session at "Krazy-Katt" with operator James.
Gained a few BHP's, more than you would think if you compare the graph with the previous one as the Dyna-Pro machine gives lower numbers than the DynoJet. Don't ask me why as I have absolutely no idea . Went down 3 main jet sizes to 330 and advanced the ignition from 2.9mm BTDC to 3.00mm BTDC and cracked 60BHP at the rear wheel.
The best T500 James has run on his Dyno. Getting more will mean altering pipes + programmable ignition type stuff so I will first run it as is. Interestingly James reckoned it would make great road bike as it was picking up really cleanly from low(ish) rpm's. My original intention was building it for the road.
I blame it all on a few glasses of Shiraz/Cabernet after I got home from the dyno on Saturday but I have gone and submitted entries for the last CRMC meeting of the year at Snetterton on the 21/22 Sept.
Suzukidave wrote:my only advice is look through the corner
I'll take that advice SD, much better than looking through the gravel trap
I've booked my self on a track day at Castle Coombe circuit (only 10 miles from me) with the SV1000S to get some acclimatisation at running a bit of speed again (don't chance it on the road these days). If the Seeley passes their noise test I'll also get the chance to run it around for a session and check it out before Snetterton.
Sounds good and my advice was just in fun as i know nothing about racing .. please get us some action pictures of your track day or video would be even better
Qualified last, not too surprising considering the bike hadn't ever turned a wheel and I was checking it out (not to mention the rider also getting his head around being on track after 30+ years). Then put a hole through the right hand piston after 4 laps of race 1. Up until that point the bike seemed to be going fine, much faster than the rider certainly. The Seeley chassis was a delight, the Maxton forks giving some chatter under braking (which never rose to full-on stopping, some work to do on set-up). I did at least drop 14 seconds on Qualifying time before the engine said "f%&* this" so progress made in a small respect.
So, things to do:
1. Lose 4 st. in weight and get in some exercise (cheap to do)
2. Get in a bunch of practice (££££)
3. Re-build the engine (I think a crank seal went because the LH plug colour seemed OK so not drastically under jetted) (£££££££)
Had a great weekend apart from my race performance, but with application I may rise to a midfield runner, even at my decrepit age. The bike and build gathered some appreciative interest and went through scrutineering with out comment which personally was very pleasing.
The bike looks awesome! Too bad to hear about you blowing the engine on the first race....that part really sucks. Any plans to fix it and get out for another race this year?
Chris
'76 TR500 Style Cafe
'75 T500 - Cafe Build Underway
'78 Honda CB 750 Super Sport
No plans for further racing attempts this year. The decision to enter the last CRMC of this season was a bit last minute but fortuitous as it turned out as I would not want a blown engine at the beginning of next season. At least I have a few months to get it sorted
Don't know the underlying cause at the moment as LH piston seems fine. The ign. was timed using the LH piston so I might have a misaligned crank resulting in the RH piston timing being too advanced. None of this was apparent after the dyno runs, plugs both looked OK so maybe it was a failed crank seal. Still investigating (Sherlock Holmes cap now on )
From 5,000 miles away, those both look way too lean or too hot and most likely too lean. That's not to say that I haven't seen similar in a TD3 but it kept melting too. Leaded race gas tends to leave a gray lead coating on everything. My plugs come out that sort of color with high lead race fuel, but the piston crowns should be darker.
When you ran it on the dyno did you take a peek at the Air:fuel ratio and atmospheric conditions and how different was the race event? What fuel did it run on the dyno and what fuel at the track and how old was the fuel?
Pete O'Dell will know what the motor needs and what went wrong.
You have a point, thanks for the input. The conditions were not much different from the dyno day, slightly cooler though. I was running on un-leaded "Premium" pump fuel, same as on the dyno, 97 RON. Air/fuel ration can be seen on a previous post showing the dyno read out but were considered to be very slightly rich at the time. I have already shown the photos to Pete, his first diagnosis was that it was ignition related but we are still thinking about it.
I have actually bought this image from Rusty (professional photographer) so I don't think he would mind me posting it.
I never got up to any real "racing" speed but was getting my lap times down a little each lap. Shame it all came to an end prematurely, but it was really only a shake down run at the end of the day. At least I have the winter to get the engine back in order and also to address one or two minor things on the chassis. Onward and upward
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. Went down 3 main jet sizes to 330 and advanced the ignition from 2.9mm BTDC to 3.00mm BTDC and cracked 60BHP at the rear wheel.
.. please get us some action pictures of your track day or video would be even better 
