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All Access Pass To My Carburetor Dyno Test! · Kenny Wallace Media

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We are in Mount Carmel, IL at Willie's.
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There's the logo right there. We are at Willie's and this is
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my new friend, Tim Price. And here we are with the Jags
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dirt car. We are going to unload the car.
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We're going to spend the day here at Willie's.
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We're going to get each cylinder of this 8 cylinder race car
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perfectly tuned. We're going to get the air, the
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gas going into each cylinder perfect.
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So my motor lasts longer, gets good fuel mileage, and it just
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needs to be tuned. So Tim, I want to thank you for
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welcoming me here. That's good to see you.
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Nice to meet you, Tim. How old are you?
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6969 Schrader's 69 now. And I told him, I said I want to
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look like you at 69. Look at this man.
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Look how physically fit he is. All right, we're going to unload
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the car. Follow along.
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This is the start. Here we are at Willie's.
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Beautiful building. There's the bays.
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This place is really nice. Check it out.
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All right, here we go. Here we go.
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All right, the first step of the Dino session here at Willie's is
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right now Larry is getting the car prepared to go on the
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chassis Dino. We'll take a look at this.
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Let's give you a 360 of this Bay.
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They have several bays, but they they, they chassis down to two
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cars per day. This is the best thing you want
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to do. Now they're going to be in
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there. That's where Willie's going to
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be. He's going to control the Dino.
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There's going to be all the readouts and this is just a
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quick 360. There's the Jags mod.
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Larry's over there. Great race car driver.
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It's jacked up right now, as you can tell, so they have two
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benches on each side. Very efficient here.
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They know what they're doing. Once again, there's some
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carburetors. They they chassis down on two
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cars per day all the time. I was coming in and team was
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coming out last night. All right, there's a good 360.
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Let's check Larry out real quick.
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Once again, there's Larry. What are you doing in there?
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OK, all right, so he's getting it ready because you don't want
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it jumping up on the bars when we chassis download as we know
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these dirt cars, they do all this.
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He's going to control that. All right, till the next video
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follow along. We're going to do all this in
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stages and Charlie's going to do a great job of editing.
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Hello everyone. Well, we've already started our
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process here at Willie's Carburetor.
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And this is the man, Willie Krupp.
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I've known Willie for a long time.
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He is an innovative mind. He's one of our our greatest
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patent makers in all of racing. A lot of time in NASCAR helping
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out with Carburetor. So Willie's got a lot of
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background. He just didn't grow up smart.
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He's worked very hard for this. So right now we got the car on
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the chassis, Dino, as you've already witnessed.
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And Willie, it's time to introduce something to America
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that is once again the most innovative thing we've seen in a
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long time. Willie, tell me about your new
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carburetor. This thing is awesome.
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All right. What we have here, this is a
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carburetor that Mike Laws originally designed.
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It's a twin blade carburetor and what it offers is rather than
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having four round barrels, we've tied them all together and we
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did this for a reason to where we have so much more
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driveability built into the car now.
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We've made the carburetor purposely too big for the
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engine, so now the Razor can move his foot a lot more on the
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racetrack. And along with that we've
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included our Equalizer carburetor boosters.
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We can change all these boosters individually to steer fuel to
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any cylinder. We want to pull it out, put it
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in, make all cylinders run balanced.
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Engine durability ramps way up. So this is the new working man's
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carburetor. This is the new working man's
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carburetor, and here's why. We know automatically that a
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stock Chevrolet motor, I think cylinder 7 or 8, is
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automatically rich. And Willie helps me lean that
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cylinder down. Now instead of taking 5 gallons
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for a 20 lat feature granite, now I'm down to like 2.5
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gallons. I told Willie, I said Willie, I
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don't want my motor to blow up. I don't want these cylinders
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detonating. I, I need a working man's
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carburetor. It's going to save me money.
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So Willie, what you're telling me is if we put this carburetor
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on our motor and they're already out there and they're already
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winning, this is well tested. What you're telling me is when
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we put this carburetor on my motor, you're going to be able
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to tune cylinders one through 8 perfectly so my motor will last
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longer and save me money. Absolutely.
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Way this thing works is we analyze all cylinders with O2
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sensors as we're dialing, so we can recognize a lean and a rich
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cylinder right there immediately.
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So we can go over here, shut everything down, steer fuel to
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the lean cylinders, pull fuel out of the rich ones, get every
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cylinder making maximum power with this new carburetor
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designed by Mike Laws, it allow us to go in here and move our
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throttle so much more for the slick track.
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So now the need for restrictor plates is not as needed as much
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as it ever used to because now we can go in here and really
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drive the car. It really not.
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So now you're qualifying carburetor is your slick track
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carburetor. You mentioned Mike Laws.
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Tell me quickly about Mike. I know you want to give him just
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a little bit of credit. Tell me about Mike Laws.
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Absolutely. Mike worked on this thing
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originally designed the main body 11 or so years ago and we
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come in here and utilized it and tied all of our equalizer
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boosters, our metering block system.
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We got it to where it it goes in there and throttles so much
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nicer. And and this thing makes a
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really good torque and power too.
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So I mean, right now we, it runs a lot better than our, our
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standard 4 barrel stuff. And Mike's a very innovative
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guy. And we got Kyle, John, Kyle,
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he's also doing a machine work and all this stuff for us and.
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As as you can tell, they do all their own work around here.
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It's pretty incredible. Let's end like this.
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This is this is not something we just want to spend more money
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on. What happens in life is we
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become smarter and we become innovative.
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Something that Willie designed 20 years ago.
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He's now he's really fine. So I'm going to bolt this on my
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car and we're going to get it tuned in and I'm running this
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carburetor rest this year and for the rest of my life because
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I need my motors to last longer to save me money.
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So will you ready to go over to the Dino?
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Absolutely. All right, let's go get this
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going. Thank you.
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Larry is looking really good right now.
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He's getting all the sensors on the motor.
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Let's show you what this looks like.
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So the sensors right here, they'll be able to measure each
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cylinder. Willie, what are we looking at
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right now here? Here's your two inch spacer
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plate. What we have here is this is
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going to be the open insert that'll sit down inside there.
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For the for the new carburetor. And that that'll be for like for
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qualifying and such. And then come on over here, I'll
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show you some inserts that we can put in.
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So we're going to make this totally adjustable.
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So, you know, there's always that debate.
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Oh, we don't need no motor, but you do.
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You need all the motor to get qualified and get through these
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heat. Races and then we can go in here
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and put an insert in. Awesome.
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And then, then we can back some motor down.
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We, we, we can get rid of some motor for, you know, a 40 lap,
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$100,000 to win feature if the, if the track becomes very dry in
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the middle of June, July, August, it's 100° out.
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So all right, Larry's looking pretty good here.
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We're going to Larry, what are you going to do here?
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What, what, what? What are we going to measure?
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We'll measure all the oturities and all 8 cylinders.
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OK, that's. What we're going to do, and then
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we're going to try to. Balance them all.
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Together to make the. Motor run properly.
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Right. So Willie, you know, this is
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every day to you. This is every day to you.
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But people are fascinated by this.
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They think these are just dirty old dirt cars.
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But this car right here is like a $75,000 race car.
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My motor is over 30,000. We got to take care of these
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these cars if we want them to last.
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Yeah. And if we can control the heat
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in every cylinder, which we can through this device here,
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because we can monitor each cylinder's air fuel ratio, which
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is equivalent to measuring the heat inside the cylinder, and we
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can go in here and properly adjust each cylinder.
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So once we get all the cylinders within a certain temperature
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range and where they're going to make maximum torque and
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performance, that thing will last a lot more laps than just a
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conventional carburetor on top of these things.
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And that's, that's our big thing around here is we're trying to
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keep racers racing because these engines are very expensive.
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And if we can keep these things running up and down the race
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tracks rather than having to get pulled out and freshened up and
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picked something broke all the time.
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Racers can't afford that and nobody can.
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So if we can keep racers racing, we'll all, you know, keep
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working here and and we've the stuff that we design is always
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circled around keeping these racers engines together and make
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a maximum performance. And I do want to make the point
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a lot of you were going to say how, how long will your motor
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last? I'd say about 3 years ago I had
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a Mullins motor, had 38 nights on it.
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Now that was that was, I was pushing it and that was, that
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was a little crazy. But when things are right, you
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can get 30 nights or more on your motor and then it's just
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best to get it rebuilt. That's my that's me saying that
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that's not really. So all right, we have gone
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through the process. We're going to get ready.
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So what are you going to do? You're going to want a baseline.
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We're going to baseline with what you already had here.
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So we've got something to measure against.
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We're going to take a look at all the cylinders because you
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was having a little issue with the this other motor.
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And we're just going to take a sneak peek here and just kind of
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see what everything. And that way you can always have
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this thing as a good backup unit if you need it.
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And but then we're going to go ahead and put our new twin blade
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unit on super Bold and with equalizer.
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And then we're going to start doing the tuning.
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And at the end of the day, we'll show you a graph of the torque
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and power difference. We'll show you a graph of the,
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of the, so all the cylinders, how we're going to group all 8
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cylinders together. You cannot do that with a
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conventional style carburetor on these things.
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We can steer fuel to all 8 cylinders evenly.
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Right, OK. Just want to say one thing
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before we move on is I, I have a motor A1 with it, but I pulled
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the plugs out because my motor changed tones.
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I did not like what I saw on my plugs.
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Willie and I, it was coincidental.
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We called each other and it's like time to cover the chassis
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down. So all right, we're moving on
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When we come to Willie's carburetors.
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Willie helps tune your motor. Check this great piece of
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machinery out where Willie can measure the air flow going into
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your carburetor. Willie, tell me the story about
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this machine and this air filter.
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This particular team that was at our shop Chassis Dine one they
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they called us because they said that their their motor just
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wouldn't RPM. It is such lack of power.
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They've been took the motor back to the engine builder.
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I had it re Dynode and the engine builder said it's fine.
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And anyway they just kept struggling, struggling.
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I mean this went on for like a 2 month period of racing last year
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and they have all these brand new filters.
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And one of the things that we can do here before we chassis
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Dynode anybody is test their air filter system.
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And soon as we tested there's we already knew we had the problem.
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Figure it out. I'm going to show you the
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difference here. We'll make up a run here.
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You'll see how much the CFM here in the center that it's going to
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flow. And then also the percent of
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flow usually is around 9596% when we're testing air filters
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and I'm going to turn the machine on, you'll physically
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hear the difference of the motor sound just because of the
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restriction here. This thing was 90 horsepower,
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lacking in the engine. Hold on, I heard that say that
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again. It was.
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It's a 90 horsepower difference running this element versus a.
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Standard, an air cleaner. So when you come to Willie's,
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it's about tuning your motor so it lasts longer, saves you
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money, all right. That's right.
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And you know when the air cleaners are strict like that,
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it's washing the cylinders down with all this excess fuel.
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So now the engine there again is starting to deteriorate
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premature, plus it's not making the power.
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I'll go ahead and turn the machine on here and you'll see
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exactly what I'm talking about. I want you to 0 in on this CFM
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number and I'm going to change out just the element and you'll
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see the difference. We use exclusively nothing more
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than Walker Air Cleaner products here.
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Walker OK, let's go. OK, So what do we got about 500
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something there about? 540 CFM.
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And what we're going? To do, we're going to keep this
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live here, so where there's nothing done behind the
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curtains, we're just taking the air element out.
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We'll put a Walker element in, put the lid right back on.
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That's crazy. That's some of the most
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overlooked stuff out there in the racing is everybody takes
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the air cleaners off and goes and Dinos these engines, whether
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it's at a chassis dyno or engine dyno, this is still part of the
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the system that we will go race with that we got to have.
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Yeah. So, OK, in the end, you come to
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Willy's Carburetors. This is not a sales pitch.
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I hear this stuff all the time. All right, so listen, respond
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right here. Tell us what you think, but we
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just showed it to you. Thank you, Willie.
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Yeah, yeah,
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OK, We're going to make a real chassis He shifted it.
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Larry knows what he's doing. They're communicating with each
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other. Those are not earmuffs, OK?
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They're communicating with each other.
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They got the motor warm now. They got the motor that the
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water's warm now. We got a late model waiting for
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us. The late models, the next one
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coming in, very busy here at Willy's.
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I'm screaming because there's noise in the background.
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There's another one coming in Super late model.
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All right, that gives you a look at it.
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OK, they got a baseline. You just heard him say, OK, I
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think it's Showtime. It's Showtime.
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Here we go. Here we go.
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Nope. He didn't like that.
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He didn't start the way he wanted to.
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Larry's control and everything. There's no handle here.
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This is a chassis Dino. This is not a motor diner.
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This is a chassis Dino, Whoa.
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All right now, I put a gear in there that they asked me to.
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That's like a 430 gear. That is a 430 gear for this
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Dino. Is that a baseline there,
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Willie? Yeah, this here represents all
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of our 8 cylinders. OK.
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And you see if they're all spread out way too much.
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OK. What we're going to be able to
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do with this equalizer carburetor, we're going to be
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able to go in here and steer fuel into these leaner cylinders
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and then pull fuel out of these richer ones.
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We'll get all eight of them within this block right here
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between the 12 and the 13 air fuel ratio, Mark.
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OK. And so we got a little bit of
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work ahead of us here, but it'll it'll run so much better.
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Here's our baseline result. Six O 9 at the wheels.
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OK, y'all want to know what kind of power got on a chassis Dino?
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There you go. OK Willie, one more thing here
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before we go. You're doing 2A day so I see
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somebody. I feel pressured now.
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They'll come on the Dino after me.
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Yeah, as soon as we get done with you here, get everything
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dialed in. We will not unstrap you until
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all 8 cylinders are perfect here.
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Right. I love it though.
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And we will go ahead and roll them in here, get them started
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on and yeah, that's Rusty Slink's team from out in Ohio
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and a very Rusty's been very successful in all his race and
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career. And they come by here
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religiously to run all their new cars just to get everything
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dialed in so they don't have any under the hood problems.
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And just some of the top names that use your chassis dialogue.
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Ryan Gustin. Ryan Gustin, absolutely Drake
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Troutman, a lot of the Lucas Oil World Outlaw teams, all your top
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tier modified teams, all your local modified and late model
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guys. Regionally.
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We have teams coming here every day from somewhere in the United
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States to get this service done right here that Larry and I and
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will perform. Awesome, thank you.
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All right, now we're taking that carburetor off and we're going
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to the new state-of-the-art carburetor that that Willie
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designed twin blade. It's called the Twin Blade.
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The new, the new name of the carburetor is called the Twin
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Blade. Here we go.
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OK, Willie, we have got the new twin blade carburetor on.
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So we're getting ready to make a new run, right?
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Yes. We are.
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We're going to, we just installed the new twin blade
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carburetor and we'll get it fired up here, get the idle
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speed set and we'll make our baseline run with it and look at
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all the O twos in each cylinder. And from there we'll figure out
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what booster we need to change where to get all the maximum
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torque, power and drivability out of this unit.
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We'll get it fired up here and check for Lee.
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Here's the new twin blade state-of-the-art Twin Blade.
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OK, here see how it goes. Larry's getting everything
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right. Notice how.
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Smooth. That operates the throttle.
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Now as you see the throttle movement, yes, look how smooth
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the motor accelerates. Let's look at what he's talking
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about. OK, let's look at the throttle
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linkage right there. Really good view.
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Look at this. Look at the throw.
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OK, here we go. OK, they're communicating.
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Yeah. Go ahead and just roll off the
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throttle easy. You know, just like you did on
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that last Test there. He just wanted to see the
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throttle. There we go.
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Yep, that's what we want to see right here.
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Watch, Watch how nice that looks.
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OK, it's got a good arc. They work hard on that.
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So you have better throttle control.
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Still not making the full pool. I'll let you know when we do
24:28
that. OK, got the temperature the same
25:07
as the last run. The water temperature is exactly
25:10
the same as the last one. So everything consistent.
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Here we go. Showtime,
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OK, that's good. You can shut it down.
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So how much tuning do we need to do?
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We, we've got some tuning ahead of us here.
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I'll roll over here to where you see the wide open section.
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OK. This green line here represents
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our manifold vacuum, so I can see when Larry goes to the floor
26:23
with the right and then the red line indicates our RPM growth
26:28
through the run. All these, here's our cylinders,
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right? We'll get all those squeezed and
26:33
compacted into this block right here, this 12 to 13 block, just
26:37
the initial hit, even though we've got some TuneIn here to
26:41
do. Right.
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We went from 607, OK. That's ridiculous.
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To 641. OK, that's that's a little
26:49
ridiculous. So I change carburetors when we
26:52
go to that. That's an insane game.
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That's how much better this new twin blade is.
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And we're not even making a commercial.
26:59
We're just showing you what's up.
27:02
OK, so you got the bleeds in the carburetor.
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I guess you're going to change those.
27:07
What we're going to do is we're going to change the boosters
27:08
around and steer fuel. We're going to pull put some
27:11
fuel into this cylinder, which is cylinder #8.
27:15
OK, cylinder #8. It's it's running just a little
27:18
light on fuel now. Down here you got cylinders one
27:22
and three. They're drowning in fuel.
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Too much fuel there. We're going to pull them and
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it's all of them is going to get bunched into this block right
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here and see this here's already got things a lot closer than the
27:33
other carburetor. That's why the power gain is
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here. We're going to pick up some more
27:38
power and durability by getting everything within the safe
27:41
limits here. So the big thing in dirt racing
27:44
is to be able to control wheel spin.
27:47
We want to go fast when it's time, but when the track gets
27:50
dry, slick, we want drivability. And that's what you do here,
27:53
Willie. Oh.
27:54
That's absolutely, you know, it's, it's all about trying to
27:57
control your wheelspin by making the motor accelerate as at at a
28:01
real nice slow, manageable level to where you don't just shock
28:04
the tires and lose your traction.
28:06
OK. All right, let's tune on this
28:07
thing. They're going to go to work on
28:09
the carburetor and that's why you come here.
28:11
You come here to get your carburetor tuned to get your air
28:14
cleaner, right? Make sure your timing's right.
28:17
There's a lot that goes in here. We're going to save money.
28:21
We are going to save money because we're going to get this
28:24
this motor tuned properly so it lasts a long time.
28:27
OK, Willie, we are going to tune the carburetor.
28:30
Now show me how you know what to do here.
28:33
Looks like you have a game plan. All right, what we've got here,
28:36
this is the front of the engine right here.
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You can look at all of our cylinder.
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These are O2 averages for every cylinder.
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And what we do is we put them in groups for each barrel.
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This here is our biggest spread right here, six and eight
28:48
cylinder. We're going to go over here and
28:50
send some fuel to #8 cylinder. And how we're going to do that
28:54
is we're going to shorten the booster.
28:55
It had an inch 250 long booster. We're going to put it an inch
28:59
225 booster is going to put more fuel in #8 and pull it out at #6
29:04
and then same thing up here in two and four.
29:07
We're going to go over here and shorten that booster and bring
29:10
it back here or I'm sorry, lengthen that booster, bring it
29:13
out here to put some fuel in four and it will get these
29:15
things balanced just like how these here are.
29:17
This one here's one in three. It's just a little too rich.
29:20
We're going to come over here and we're going to take some
29:23
fuel out of the power valve circuit and which will, which
29:27
will definitely lean that corner out right there and we'll get
29:30
all these here like in the low to mid twelves and the motor
29:33
will start getting balanced. It'll run better, it'll have a
29:35
lot more durability. OK, so right now Larry is going
29:38
to tune the carburetor and here's how he's going to go
29:41
about it this side. Hammer, we're going to pop the.
29:45
Look at that. Let me see that, Larry.
29:47
So that's called, what's that called?
29:48
A booster. Booster.
29:50
OK, so now you're going to control it.
29:52
Yeah, we're going to make this as it says 250 on it there.
29:55
We're going to change it over here in a different. 1.
29:58
And 25 on it, that's a little longer.
30:01
And it's. Cam.
30:03
It's got a Cam lobe bill on it, so it'll only go in One
30:05
Direction. Press it right in there.
30:09
It's amazing. That right there will go in
30:14
there and change the fuel in both those cylinders and will
30:18
lean up one cylinder and richen up the other one.
30:20
All right, so you just been explained perfectly when people
30:24
say how the hell you control each cylinder.
30:28
Well, what you're doing is you're putting amount, certain
30:31
amount of fuel on each side of the throttle shaft.
30:33
And because once it gets on one side of the throttle shaft
30:36
versus the other, you know, common sense things, we'll just
30:39
put the booster to where it sprays right in the middle.
30:42
But that's not how it works inside these engines.
30:44
They got all kinds of intake pulses, reversion pulses.
30:49
Fuel ends up in all the different cylinders, so we've
30:51
got to go in here and offset it mechanically to put more or less
30:54
fuel on each side of the problem.
30:56
Every engine is different. There is no one.
30:58
Pattern. Every motor is different.
31:00
So when they change intake manifolds, camshaft fresh and
31:03
firing order, any of that affects what we're doing here.
31:07
So the old days of getting bolt on carburetors, it's got fixed
31:10
boosters in, it is over with. These things here will allow the
31:13
motors to last a lot longer, run better, and it's just drive so
31:18
much nicer on the racetrack when you got all 8 cylinders firing
31:21
at the proper air fuel ratio. Right.
31:23
OK, Willie, how much, how much money you going to charge me to
31:27
come to the dyno? So if I want to dyno my car, I
31:31
just want to come down and I want you to tell me whether I'm
31:34
good or I'm far off. What are you going to charge me
31:36
to come dyno? For us to to put them on the
31:39
chassis dyno at 695, if we put O2's in every cylinder and where
31:43
we can analyze everything, it's 795.
31:45
OK, that seems awfully cheap to save my motor.
31:48
So don't blow up for the whole year.
31:50
Absolutely. Motor motors are expensive.
31:52
It's great insurance and it allows us to look at your fuel
31:55
system, your ignition system and also your drivetrain system.
31:58
We can tell if you got any kind of vibrations or anything going
32:00
on in the drivetrain. I I forgot about that.
32:04
Do a lot of people learn about their drivetrain, their quick
32:07
change, their transmission that do they learn?
32:10
Yes, the lot of the ball splines and rear tail housing bearings
32:16
bushings they do. We can diagnose all that stuff
32:19
here because that robs power. Anytime that Dr. shafts not
32:23
spinning true, it's going into a harmonics vibration which robs
32:27
power. The driver here, he can feel it
32:30
because these rollers are perfectly round.
32:32
The tires and wheels we've got on these things that we use for
32:35
the dyno. They're nice and smooth and it
32:40
allows the driver to feel everything in here, not out
32:43
there on the dirt track. You don't get a chance to feel
32:45
with the roughness of the dirt out there a lot of times.
32:48
Your drivetrain, vibrator, we can diagnose all that here too.
32:51
Awesome. OK, All right.
32:53
We've made an adjustment now. Not we.
32:55
I don't have a mouse in my pocket, so they're tuning the
32:59
motor up. This specific motor is getting
33:02
tuned up. All right, Willie and Larry, you
33:07
got me over here. Now what?
33:09
What do you got Larry doing? OK.
33:11
We're making an adjustment here to what's called the power valve
33:14
channels restrictor. And what we're doing is we're
33:17
taking fuel out of this left front corner.
33:20
And how we do that? Oh my.
33:21
God. We've got a little hidden.
33:24
Yeah, I think that's what I'm saying.
33:26
I never knew that was in there. Your your machinery here is
33:30
incredible. This this allows us to do all
33:33
kinds of tuning rather than just use the main jet.
33:36
We wouldn't here change the power valve channel restrictor
33:39
and we'll screw that in there. Seed it.
33:41
That's that's where the power valve goes and then you got that
33:44
behind the power valve. Yes, yes.
33:46
And the power valve, The whole purpose of the power valve is we
33:49
got to enrich in the engine when it goes under load.
33:51
The only way we know it goes under load is the manifold
33:55
vacuum in the engine that tells us butterfly orientation.
33:58
When we get far enough into the butterfly opening, we we call
34:02
for power. So we've got power valves all
34:04
rated at different vacuum open. So we go in here and turn the
34:08
power valve on at different times.
34:09
And then once the power valve is open, we can go in here and
34:12
change how much fuel we're going to put in each cylinder on.
34:15
Wow. OK, Larry, these these guys
34:21
think they're smart. I got to ask you, Willie, real
34:24
quick, just for a little humor. Where the hell do you dream all
34:27
this stuff at? In your sleep, at night or or
34:29
what? I don't know where I get.
34:32
It all right what a fucking question he's a he's a genius
34:42
all right this is a third run this is 1/3 pool.
34:49
Let's see if the tuning helped right away.
34:52
I'm seeing that the lines are closer together.
34:58
Well, Willie, do we need to tune more?
35:04
Yes, yeah, we got everything a little bit still too safe, but
35:07
notice how everything's starting to get a little bit closer
35:10
bunched up through here. Yeah, you're getting the lines.
35:12
Closer before, if you remember like our first baseline, it was
35:15
spread out to probably about here.
35:17
Now we've got them down maybe about an inch and 1/4.
35:20
Yeah, we'll start reeling them in, just doing some polishing
35:24
here. And then we're going to start
35:25
scooting all these up here into this 12 to 13 block and it'll
35:29
start making a little more power and torque there.
35:30
OK, that's three runs. We'll be going for a fourth run.
35:35
OK. That was the fourth run and
35:40
Willie has tuned on this carburetor and we're going to
35:44
see how we're looking now. Picked up here.
35:53
We picked up horsepower and that's really not what I'm
35:56
concerned about. I just want it tuned perfectly,
35:59
but it's nice to have horsepower as you tune it.
36:02
It picked up nine more and. Wow, look at this.
36:14
And we got, we're getting everything here between the 12
36:18
and the 13 blocks. I've got a couple.
36:21
I've got a cylinder here that's took off on me.
36:23
I'll get him reeled back down here into the group.
36:26
OK. And you know, so now we'll just
36:29
go over here individually, grab these guys and just bring them
36:31
down into the group. Tech 980 Tech.
36:35
It's a business we got. We got microphones everywhere.
36:40
All right. Looks like we're going for a
36:42
fifth run. All right.
37:02
Run #5 run #5 Willy's been tuning the heck out of this new
37:09
twin blade. OK, we got all.
37:16
Of our cylinders. Oh.
37:18
Up here that looks really nice. Punched up pretty nice.
37:20
We got one just kind of straggling down here.
37:22
We can sweep him up here into the group, but everything's
37:25
below the 13 line. That's usually our threshold
37:29
that we tune under and we just got one here that we just need
37:33
to pick him up. OK, what cylinder is that,
37:35
Willie? That is number 3.
37:36
We just. #3. And traditionally #3 cylinder
37:41
and #5 cylinder in these, these engines are one of the hot
37:44
holes. So we've got, we've got it
37:47
cooled down maybe just a little bit too much, you know, that'd
37:51
be nice and safe out there, you know, right.
37:54
But we try to get things a little bit closer.
37:56
Very nice. And you know, we got the
37:58
capabilities. So you know, why not utilize
38:00
them? And have you, you've done mods
38:03
before. I know there's I'm out there
38:06
with the new Twin Blade. Are you learning also about the
38:09
the mod motor? Are you really used to this by
38:12
now? Well, just like this here, this
38:14
is a Mullins 23 degree 415 engine and we're writing up
38:20
recipes. Every time that we got an engine
38:23
in here, we come in here, we write a recipe.
38:25
So when we have a similar engine come in, we can go ahead and
38:30
usually start up with that recipe and work off that right.
38:34
And but then in what we learn here also on the chassis Dino,
38:39
we can go in here if if John Doe has a Mullins 23.
38:43
Degrees just like mine. And he's in, he's far enough
38:46
away that he cannot make it here.
38:48
For Chassis Dino, we've got a written recipe that we can go
38:51
off of and we can mail order him a carburetor that's going to be
38:54
a clone. I feel pretty proud that I'm
38:56
part of this a little bit. So we're going to go six runs I
39:00
guess and maybe somebody else that come might be able to go a
39:03
little less because you're, you're creating like you just
39:06
said, you, you know exactly what this motor is.
39:09
You can start, maybe do three runs with somebody else.
39:11
Yeah, let's just let's just look at our net gains for the day.
39:14
Here, it's pretty incredible. Let's see.
39:18
Good stuff. So you're seeing it all.
39:23
This is this is real, real stuff.
39:25
We've decided, Willie, you decided to share this with
39:28
everybody. It's really, it's really
39:30
awesome. I mean, you're looking at, you
39:33
know, a good 44 horsepower out there on the top.
39:37
We started at six O 8. That's insane gain and we're not
39:42
really looking at power. I mean, you know, I'm looking at
39:44
driveability, so. And here's the torque.
39:48
This is the torque. Wow, we started 487 torque, you
39:54
know, just tells me how dumb I was.
39:56
I'm embarrassed. And the best way to look at this
40:01
is all 8 cylinders are hungry for fuel.
40:05
Now if you get the right timing in the cylinders and the right
40:09
air fuel ratio in the cylinders, each one will make X number of
40:13
torque and power. Then that shows you right there
40:17
that we've been tuning up 6 1/2 cylinders for 50 years.
40:22
Yeah, here, this is insane because we, you know, we started
40:25
at the at the six six O 8, right or no, yeah, six O 8 on the
40:31
power and here we're already at the 650.
40:34
And like you said, you taught me so much getting each cylinder
40:38
much better with the right air and fuel mixture.
40:40
Am I saying that right? Air and fuel?
40:42
That is because that's the whole job of the carburetor is to take
40:45
the outside air and then the the fuel that's in the lines,
40:48
pressurized fuel, and it blends them together to where it
40:51
becomes an atomized mist to where it can be more
40:54
combustible. Now what?
40:57
Obviously carburetors, that's how they they work.
41:00
They don't put raw fuel in the engine, they put atomized fuel
41:03
in the engines. Now we go in there and steer the
41:06
fuel to the cylinders evenly so the motor runs to its proper
41:10
potential. Yeah, I feel like that's not to
41:12
be overlooked. So we'll leave it right there,
41:14
steering the fuel. So Willie is steering the fuel.
41:18
He's making sure the fuel gets down those intake runners into
41:22
each cylinder. So that's innovation, my
41:25
friends. And what that does is it back to
41:28
the drivability and durability, and it's saving these racers a
41:33
ton of money because these things have got there and run
41:35
night after night. They don't have to have the hood
41:37
off for any reason, and they can go out here and enjoy racing
41:41
like is always meant to. You're not out here working on
41:43
the engine at the racetrack and changing different parts and
41:47
trying to figure out what to do to make it run right.
41:49
And these things will stay together for a long time with
41:51
all the good quality machining and parts that they go put in
41:54
these things nowadays. Good stuff.
41:56
All right, That's five runs and that's a UMP modified.