DirectHits - More Muscle For All Your Vehicles!

In order to quantify the horsepower benefit of a DirectHits^TM capacitor installation, a series of tests are ongoing at McClintic RDM in Albuquerque, New Mexico. John McClintic, President and NHRA world record holder, has selected a number of engines on which to perform horsepower and torque output tests. All engines selected are designed to maximize horsepower and torque output. RDM specializes in Chevrolet based performance engines and is nationally recognized for their "Ultra Performance" products.

All testing was performed on a Superflow engine dynamometer. The Model 901 dyno is rated to 1200 horsepower, and coupled to an IBM 486/50 PC for data collection and report generation. Information coming from the engine and to the computer includes:

frictional horsepower
fuel flow
mass air flow
water and oil temperatures
air intake temperature
exhaust gas temperature
intake pressure or vacuum
revolutions per minute

revolutions per minute
corrected for altitude, brake horsepower and torque
volumetric and mechanical efficiency
fuel flow in pounds per hour
mass surface air flow
air:fuel ratio
brake specific fuel consumption
air, oil, water and exhaust gas temperatures

The first engine tested to see the results of reduced cycle-to-cycle variability and shorter ignition delay times was a 540ci, Chevrolet Bow-Tie block. The square port cylinder heads from Brodix were ported and flowed by RDM with exhaust of .800" lift flowing 478 cfm at 28" of mercury and intake of .800" lift flowing 388 cfm at 28" of mercury. The 15:1 forged Ross pistons connect to the forged 4.25" stroked Calles crank by way of Venolia aluminum rods. The cam is from Completion Cams, with roller rockers and lifters. Atop the Brodix intake is a fully RDM reworked Holly 1050 dominator. Ignition is a stock MSD 7AL with timing at 38deg BTDC through an MSD distributor.

All tests run on the Superflow dyno were conducted with the engine warm and consisted of running the rpm up to 4500, engaging the dyno which loads the engine and brings rpm down, and then advancing the throttle to wide open with rpm climbing to 7500. Shut down was automatic at that point. Total time per run is approximately 30 seconds.

A few initial runs were made changing fuel jets and timing settings before maximum power and torque was established. The peak horsepower was 841 at 6700 rpm. Peak torque was 712 ft. lbs. at 5000 rpm. After this run, the DirectHits^TM capacitors were installed and one, and only one, run was made. Peak horsepower was 851 and arrived at 6600 rpm with peak torque of 715 ft. lbs. at 4900 rpm.

In conclusion, on an engine designed for horsepower and tuned as capably as can be executed, the DirectHits^TM capacitors:

developed more peak horsepower
averaged greater horsepower from 4000 - 7000 rpm
developed more peak torque
averaged more torque from 4000 - 7000 rpm
both torque and horsepower were significantly more consistent
used less fuel

What is conclusive is the comparison of the torque and horsepower maps. The test shows the DirectHits^TM curves are smoother and more consistent than the stock curves. The nature of the curves allows the race car owner to better apply the power the engine is making to the track and increase the car's performance. RDM contends the new DirectHits^TM spark event has opened up tuning and construction possibilities with the engine that will be explored with future engines to create even more power.

This test confirms the early testing done at the Chrysler Advanced Powerplant Division and an article published by Circle Track magazine in 1992.

John McClintic
President
McClintic RDM

List of Charts




	HIGH PERFORMANCE TESTING McCLINTIC RDM ALBUQUERQUE, NEW MEXICO APRIL - 1996 John McClintic President McClintic RDM In order to quantify the horsepower benefit of a DirectHits^TM capacitor installation, a series of tests are ongoing at McClintic RDM in Albuquerque, New Mexico. John McClintic, President and NHRA world record holder, has selected a number of engines on which to perform horsepower and torque output tests. All engines selected are designed to maximize horsepower and torque output. RDM specializes in Chevrolet based performance engines and is nationally recognized for their "Ultra Performance" products. All testing was performed on a Superflow engine dynamometer. The Model 901 dyno is rated to 1200 horsepower, and coupled to an IBM 486/50 PC for data collection and report generation. Information coming from the engine and to the computer includes: frictional horsepower fuel flow mass air flow water and oil temperatures air intake temperature exhaust gas temperature intake pressure or vacuum revolutions per minute Data out of the computer includes: revolutions per minute corrected for altitude, brake horsepower and torque volumetric and mechanical efficiency fuel flow in pounds per hour mass surface air flow air:fuel ratio brake specific fuel consumption air, oil, water and exhaust gas temperatures The first engine tested to see the results of reduced cycle-to-cycle variability and shorter ignition delay times was a 540ci, Chevrolet Bow-Tie block. The square port cylinder heads from Brodix were ported and flowed by RDM with exhaust of .800" lift flowing 478 cfm at 28" of mercury and intake of .800" lift flowing 388 cfm at 28" of mercury. The 15:1 forged Ross pistons connect to the forged 4.25" stroked Calles crank by way of Venolia aluminum rods. The cam is from Completion Cams, with roller rockers and lifters. Atop the Brodix intake is a fully RDM reworked Holly 1050 dominator. Ignition is a stock MSD 7AL with timing at 38deg BTDC through an MSD distributor. All tests run on the Superflow dyno were conducted with the engine warm and consisted of running the rpm up to 4500, engaging the dyno which loads the engine and brings rpm down, and then advancing the throttle to wide open with rpm climbing to 7500. Shut down was automatic at that point. Total time per run is approximately 30 seconds. A few initial runs were made changing fuel jets and timing settings before maximum power and torque was established. The peak horsepower was 841 at 6700 rpm. Peak torque was 712 ft. lbs. at 5000 rpm. After this run, the DirectHits^TM capacitors were installed and one, and only one, run was made. Peak horsepower was 851 and arrived at 6600 rpm with peak torque of 715 ft. lbs. at 4900 rpm. In conclusion, on an engine designed for horsepower and tuned as capably as can be executed, the DirectHits^TM capacitors: developed more peak horsepower averaged greater horsepower from 4000 - 7000 rpm developed more peak torque averaged more torque from 4000 - 7000 rpm both torque and horsepower were significantly more consistent used less fuel What is conclusive is the comparison of the torque and horsepower maps. The test shows the DirectHits^TM curves are smoother and more consistent than the stock curves. The nature of the curves allows the race car owner to better apply the power the engine is making to the track and increase the car's performance. RDM contends the new DirectHits^TM spark event has opened up tuning and construction possibilities with the engine that will be explored with future engines to create even more power. This test confirms the early testing done at the Chrysler Advanced Powerplant Division and an article published by Circle Track magazine in 1992. List of Charts McClintoc Test Percentage Improvement Torque and Horsepower Without DirectHits Torque and Horsepower With DirectHits Torque With and Without DirectHits Horsepower With and Without DirectHits ©1998 & 1999 by Combusiton Technology Products Corp

John McClintic President McClintic RDM

List of Charts

John McClintic
President
McClintic RDM