Motorcycle Nitrous + 13K RPM Engine Swapped Impact Wrench = Nightmare Fuel

Welcome back to the Torque Test Channel. Not too long ago, we over here at TTC, with the help of our friend Logan, built the M60 Gas Gun, a 60cc two-stroke powered, fire-breathing Milwaukee hybrid of an impact wrench. And when we built that, we were on the verge of 100,000 subscribers. Today, we find ourselves at a very similar precipice, which is insane. Appreciate the hell out of you guys. Glad we could successfully soup up this thing for another sort of fun milestone celebration. We were very pleased that the original M60 did not blow up and made the most torque of any half-inch impact sold on the market from our library of testing. But it did tend to bog down a bit under heavy load on longer tests, meaning we never crested that mythical 1,000 foot-pound mark. Big sad. So, what did we do first to remedy not hitting that mark? Pressing the easy button and purchasing a Gas Rail Gun, an impact wrench used by railroad crews. Card at the top of your screen, and why would you need to see that first? Well, because today, we revisit our beloved M60 to not only try and hit that darn 1,000 foot-pound mark, but if we can, even take on that railway gun in the process, pulling out all the stops on this one, even motorcycle nitrous if we have to, in an attempt to elevate our fabric-cobbled creation to god-tier status among the big-boy wrenches on our rankings. Stage 2. We had a lot of suggestions to pump up our M60, many of which included LS swapping it, and others pointing out our Torque Test Channel name, saying use a small diesel engine if you want torque, but different types of torque we're talking here. A torquey engine like a diesel makes lots of torque at a given, let's say, xRPM, that's like dynamic running torque, but what we're after is torque as a result, a sort of after-the-fact score, it's more of a measurement of total work that's been done. Our hammer mass in the Milwaukee is fixed, we aren't designing a new impact wrench, we're just souping up this one, so imagine this spring and hammer load the engine needs to overcome is fixed, like this size of box and weight. Put a Clydesdale, or perhaps a diesel engine in this example, in front of that box and sure, it will pull it no problem, but perhaps a smaller, faster horse will pull it further in a set amount of time. We're after high RPM, that quicker horse, as long as that quick horse is just powerful enough to move that box without slowing down, which our M60 did slow down a bit last time. So you can adjust that slowing down with gear reduction, but most of our viewers seem to be rooting for more power, and yeah, we agree, let's do that. Here's the modifications we made. One, a larger carburetor. Perhaps we were dealing with fuel starve, or fuel over-aeration from vibrating, and angle and vibration affecting that carburetor's bowl filling up. So this is a larger diaphragm carburetor that solves that, as long as the pickup is in the tank, you can operate it at almost any angle. Fuel solved. Mod number two, these HVAC straps are now smooth, sleek aluminum, so strength, agility, and cool factor. Mod number three, velocity stacks, or velocity stack. This billet CNC'd aluminum velocity stack made for our car costs more than the 60cc engine it's bolted to, but it's cool factor alone is off the charts, I think you'd agree, and a lot of you wanted to see it on this one, so check it off the list. Number four, shaved down clutch weights. Some of this stalling-like behavior could be clutch, perhaps. Logan shaved a handful of grams off of each weight to help the engine climb into the stratosphere well beyond 10,000 RPM more freely now. Five, you know we gotta put an expansion chamber exhaust on this thing. The number one request to wake up this two-stroke, this change alone felt like a massive one with the before and after, though some of that could be mental, it sounds just pissed off all the time now. Six, a side oh----- handle for support, and employing a Makita here just because the hilarity of it all, you gotta break the rules. And finally seven, race gas, because heck yeah, and this will perhaps help with the mods later to come in this video to not burn this thing to the ground. All this was good for 2,457 RPM at the anvil, up from 1750 of the stock Milwaukee, and 350 RPM anvil speed up on our original M60. That works out to 12,285 RPM at the engine before our 5-to-1 gear reduction. This thing really churns some butter, so let's find out just how much. Our first test is called working torque, 5 seconds and forward. Here's how our stage one M60 did before additional mods. 847, this high RPM and high IPM, impacts per minute, really pushed this thing out the gate hard. Up next is the stage two modded M60. Safety first when it comes to this sort of thing, this one is a bit more frightening than our much bigger railroad impact was. So it was gaining on it, but turns out running too lean. This stage two was tuned under some load and wide open throttle, but 800 plus foot pounds is just an amount of load on an engine that we couldn't have tuned for until now. A turn of that mixture screw so it can be happier under load, and a bump up in the idle so that can stay running as it's a bit rich now. Oh, by the way, the one run was enough to break off this Makita handlebar, so our plan is to just grip onto this thing like hell from here on out. Sketch factor definitely bumped up a notch. Here's a clean run. 906 and you can see on the curve down low, it's actually under where its previous leaner run versus that stage one was, but it's really piling things up at the top once it's enjoying and fully utilizing that richer mixture. Our next test is 10 seconds max torque, the old school test method for rating impact wrenches. Here's that stage two once again. Ah, 943 by just eight seconds. Getting so close to that thousand. Again, was too lean for this sort of longer run under more load. Kicking up that mixture again, the M60 would now barely run and we had to make that monster idle for it to keep running. Basically, it's always spinning the socket now. Not sketchy at all, but that mixture did end up being a bit too fat. So died off even earlier. It's hard to dial in the fuel on this one without just giving it full beans on the dyno. Here's a clean 10 second run. 1000 foot pounds or bust. 1058. It did inch up a bit higher than that at the end due to the throttle sticking, but our data logs show 1058. I'm really super happy with that. And this sort of torque level, we can only really have the M18 one inch to remove after test runs like these. That's a 10 to 11% gain from the mods. It sounded very pissed off and healthy at the top as well. You can tell from the curve it's running a bit fat for the lower loads. Would love some type of fuel injection map table for this thing, but can't be upset with the numbers like that from a half inch impact, especially at how low cost all these parts were. And how is that half inch anvil still in one piece? Often we do longer 15 second runs on this channel, but as was the case last time with the M60 and with the gas railway impact too, longer than 10 second runs for gas impacts don't seem to net much if anything more. An engine gets into its peak power band and that's where it makes its impacting torque and then it's sort of just done. For better or worse, at least that's less impacting you gotta do overall to get a job done, so it's not all bad. And this is what that would look like taking off a semi truck lug nut that was recently installed a bit too tight at 600 foot pounds. M18 is up first. And here's the M60 stage one. 0.8 seconds, basically cutting that time for the task in half. Let's see if the stage two can do any better. 0.633 seconds. It really doesn't know the difference between a 100 foot pound passenger vehicle and a big rig with this sort of setup. Pretty, pretty pleased with our old M60 and we're not coming up. But our work is not done. Well, like it could be done. We met our goal, but we're not stopping here. We have our fingers and toes still. We recently dropped a stack of cash, thanks to you guys watching videos like this one on the one inch gas railway impact wrench, which we mentioned. And while it did crest 1100, we felt that that's likely less than it could do because of the small, albeit probably reliable and use it every day Japanese engine and possibly it's being underdriven begging for some type of engine swap that we'd still be able to hip shoot with. So like 20 to 25 pounds max on the bare engine, leave your suggestions below. But this M60 is certainly not being underdriven and yet it would be really cool to beat that rail gun with our half inch impact in the least reliable concoction we could think of nitrous oxide. Stage three, specifically this nitrous kit made for small motorcycles. I wouldn't call this a 50 shot or anything, but motorcycles it's supposed to be fairly peppy on and two strokes. They seem to like this stuff. These come with refills that are easy to swap in, and we had planned to mount this on our handlebar and route the tubes from there. But you know how that went. Its threads are still broken off into our impact wrench. So we'll be running this with a free hand while maintaining a death grip on the impact wrench just to pump up the sketch factor as if nitrous alone wasn't enough. Mounting the kit is fairly straightforward, especially with a velocity stack. Going to need to richen up that mixture a bunch even further, which means this thing's going to run a bit rough. The race gas was employed to perhaps make what we were asking from the ignition cycle unfold a little smoother. And because each of these canisters seem to give any real effective pressure for only six seconds or so, we're going to need to run this thing naturally aspirated early on in the run. We want that nitrous punching in where the load on the engine is highest to make the biggest difference. And because of this, might be spritzing some nitrous in briefly early on to help it climb up in the revs. Sort of like Cletus McFarlane running mullet at high altitude, sprinkling that nitrous just to get things happy before prime time. So here it is, the M60 Stage 3 holding the nitrous bottle wide open. So this less than ideal rich mixture can lead to sluggish starts, sometimes out the gate. Here we go. 1142. Not even sure which button to push when you're done here from all that adrenaline. This thing on nitrous makes you feel like your soul is briefly exiting your body. We clocked it at just over 13,000 RPM and that's located about four inches from your face under nitrous. You better really need to loosen something if you're going to pick up one of these set up like this. I personally gave it 50% odds of just blowing up and it did sort of make it back in one piece. This whole carb and intake assembly is a mess and had some ruined fasteners and such now. Looking at the small nitrous kit and parts really wasn't expecting much but looking at this curve it's night and day once it sees spray. Heck let's just see that again no graphing, just take it in. 1142 foot pounds puts it just above the railroad impact wrench which while one inch drive did employ a smaller two-stroke engine than we eventually slapped onto this one. Lord knows how the half enchantable is still on this earth. The physics of intermittent blows to achieve rotational work is really incredible. Not that it would last like this forever I'm sure but a half inch breaker bar would never take anywhere near this level of torque when applied linearly by hand. With our stage 2 and stage 3 in the books let's see how they would rank just for laugh. Their runs get recorded as so since their best case scenario run is really their 10 second run. That's 91 106 and for the stage 2 and 91 106 and 114 for the stage 3 with nitrous goodies. These weigh 16 and a quarter and 16 and three-quarter pounds with some fuel in them that's 65.1 and 68.2 foot pounds per pound of weight. Not super great in this crowd of cordless but hey could be worse. We were only targeting 1,000 and 1,100 foot pounds with these m60s and we made that so 100 percent on claims right? Okay that's a bit self-indulgent. Obviously no published numbers go with these so we'll more fairly use an average percentage of claims in this category which is 76 percent. Not counting time and failed parts and ideas of which there were several this m60 stage 2 costs $475 to make a steal if you ask me and another $100 on top of that for a basic nitrous kit. We'll leave a link below if you're the crazy type like us who like those sort of things. That's 33.4 and 29.8 points as a function of power and price. Yeah not terrible. That totals 478.5 and 485 points putting both up here just above the monstrously impressive makita which you probably should just buy instead of making one of these death machines when looking at these numbers. Just wish they made that one in half inch as well. Apparently the anvil can take it and below only the two biggest baddest one inch cordless impacts on the market. Here's what that power curve would look like versus the milwaukee one inch d handle actually. Perhaps with a full 10 seconds of nitrous the m60 could get there or become a pile of bits on the floor to sweep up come quittin time. I feel we achieved everything we wanted to see from this size of impact wrench. We're up against the physical limitations of the hammer mass now. Any further pursuit of torque into stratospheric numbers I feel would be performed on this dyno to handle the numbers probably from voiding the warranty on this guy. Subscribe to stick around for stuff like that and thanks for watching.