Add more sealing goop aka high temp RTV or change to an O ring design. TZs use a pair of nylon (?) O rings and they still allow oil to seep out, Make sure the retaining springs are strong enough and seal the slip joint. A double slip joint helps but goop is usually enough,
That last 21 degree run is interesting in that it's the same advance at 7500 as Bill's curve but presumably the pipe isn't as hot as revs rise causing the motor to not clean out properly. That way it would be fat all the way because it isn't burning all the fuel. Excess fuel will burn in the pipe but will restrict power. As the timing gets closer to ideal, combustion should be more complete which should raise power and engine temperatures.
If the steel plates start to slip you could try machining the ID to make them more like the other two plates you showed.
Great progress so far. Don't stop now. There's more HP hiding in there, waiting to be unleashed.
Going to the chamber thingies, rubber dodads, exhaust boots
Well after we finished that 41.5 whp run and we looked at the timing curve I turned to Bill and said, “Bill, I don’t remember putting in that timing curve.” The thing I really like about BB is that he knows that I learn by doing and he is always messing with me. Like letting me blow it up all by myself. Lol!!!!
Oh and I was kicking myself for not listening to you about using the co2 air shifter. We lost two runs because the air shifter was low on air and it got a false neutral. Moving the gauge to my handle bars.
Going to 4 springs.
I will post more dyno sheets later. We were cut short to 8 dyno pulls. Bb lost an O2 sensor at the track a while back and we were having a hard time trying to figure out why we lost power and the EGT’s were so cool.
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