RX1 Yooper
TY 4 Stroke Junkie
Rev 600 HO sdi is the fastest 600, and gets 20+mpg. Case closed.
RX1 Yooper
TY 4 Stroke Junkie
Rev 600 HO sdi is the fastest 600, and gets 20+mpg. Case closed.
nhrxrider
TY 4 Stroke Junkie
EFI is definately the way to go. I'm not saying all carbs are bad, but EFI is better. I am an auto technician, and I can safely say that EFI has come a long way from the days of endless sensors, miles of wiring, over priced ECUs, and tons of vacuum hoses. Now just a few small sensors monitor all of the systems, and there are fewer, smaller, and less complicated parts. Even the wiring is far simpler than the early days of EFI. With a few basic sensors, such as TPS, water temp sensor, crank and/or cam position sensors, O2, and mass air or MAP sensor, and a small ECU, all systems such as fuel flow and ignition spark and timing can be precisely monitored and regulated. Even the sensors won't add much to the complexity, since many can do double duty- water temp. can send signals to the ECU and also to a gauge.
I agtree with the concept of tuning with a laptop instead of tools. Life would be so much simpler! Automatic changes can be made for altitude changes, temp variations, and even many performance parts installations such as free flowing exhausts.
Besides these benefits, think about drivability (or in our case ridability). In the old days of carbs, a 500hp V-8 would barely idle and run like crap at anything less than wide open throttle. It was a race vehicle, pure and simple. With EFI, there are now highly modified street vehicles pushing 800+ HP and still idle like a stock engine and run smoothly at all RPMs. That could work with sleds also...what was once a lake racer only could be used on the trail reliably. Fuel and timing curves could even be changed to lower the power and make the sled more trail friendly. With a pocket PDA you could even ride the sled to the drags, change a few settings to make it race ready, then change it back at the end of the day and ride it home. It would take hours of tuning to make those changes with carbs, not to mention the limited timing adjustments that are available now.
Jim
I agtree with the concept of tuning with a laptop instead of tools. Life would be so much simpler! Automatic changes can be made for altitude changes, temp variations, and even many performance parts installations such as free flowing exhausts.
Besides these benefits, think about drivability (or in our case ridability). In the old days of carbs, a 500hp V-8 would barely idle and run like crap at anything less than wide open throttle. It was a race vehicle, pure and simple. With EFI, there are now highly modified street vehicles pushing 800+ HP and still idle like a stock engine and run smoothly at all RPMs. That could work with sleds also...what was once a lake racer only could be used on the trail reliably. Fuel and timing curves could even be changed to lower the power and make the sled more trail friendly. With a pocket PDA you could even ride the sled to the drags, change a few settings to make it race ready, then change it back at the end of the day and ride it home. It would take hours of tuning to make those changes with carbs, not to mention the limited timing adjustments that are available now.
Jim
JDKRXW
TY 4 Stroke Junkie
RX1 Yooper said:
F6 is the fastest 600 (but it doesn't get the best mileage). Case still open.
You are right on the money with your comments nhrx. :!:
jimmie d
TY 4 Stroke Master
The 600 ho sdi may get great gas mileage but they are going thru almost as much oil as gas plus Skidoo has finally admitted that there is a problem with that engine. I think both DOO and Cat are rushing so hard to match each other that many problems are slipping thru.
Jim
Jim
I'm not bashing here, but from a repair facility for sleds I believe that cat lets many more issues in general "slip" thru.
JDKRXW
TY 4 Stroke Junkie
POWERHAULIC said:
Agreed, but........ at least they seem to have their fuel injection systems dialed in.
Agreed, Cat's batteryless EFI works very well 8)
I have a Doo 600SDI, I have never seen 20 mpg. At best I get 15 mpg. I have 1250 mi on the sled and have now been through 5+ gal of oil.
The sled rides great, the engine is ok for a 2 stroke 2 banger. Dosn't hold a candle to a 4 stroke like the Yamy. Now that Yamy has a suspension, i'm switching back... the question is which one!!!
i would like to see EFI
The sled rides great, the engine is ok for a 2 stroke 2 banger. Dosn't hold a candle to a 4 stroke like the Yamy. Now that Yamy has a suspension, i'm switching back... the question is which one!!!
i would like to see EFI
You guys crack me up. you spend 9000.00 grand in a sled and accesories and you are worried about getting 20 mpg. LOL
I'm happy if I get 110 miles out of a tank. There arn't many places I ride where you'd need more then that to get to the next station!!!
I'm happy if I get 110 miles out of a tank. There arn't many places I ride where you'd need more then that to get to the next station!!!
SIMMER
TY 4 Stroke Master
jtssrx said:
LOL back at ya!
Obvioulsly you don't or have not ridden up in our part of the world. Up here (especially in Northern Ontario and Quebec), 110 miles per tank will not get you very far on our trails. I have frequently taken my RX1 down to 1 gallon left at fill-up so Yes, that extra 20 miles is the difference between riding to the pump or being towed to it.
LazyBastard
TY 4 Stroke God
I have to say, that I absolutely HATE EFI. There's nothing worse. They're nearly impossible to diagnose when malfunctioning, and cost a fortune to repair in case parts blow. Without vehicles having to pass emissions, there would be no EFI, and life would be good.
At least with electronic ignition, you can hook up a scope and a timing light to test if its working, but with EFI, bad things can happen..... Just recently (2 weeks ago), the air flow meter popped on my truck, permanently reported 3/4 of maximum airflow. Idle'd OK (O2 sensor helped keep it lean enough to idle), ran fine at highway speed, give it hard from idle and it would hesitate, backfire through the intake, and stall. Cost $100 for "guess" diagnosis, and another $500 for the bloody part.
At least with electronic ignition, you can hook up a scope and a timing light to test if its working, but with EFI, bad things can happen..... Just recently (2 weeks ago), the air flow meter popped on my truck, permanently reported 3/4 of maximum airflow. Idle'd OK (O2 sensor helped keep it lean enough to idle), ran fine at highway speed, give it hard from idle and it would hesitate, backfire through the intake, and stall. Cost $100 for "guess" diagnosis, and another $500 for the bloody part.
Mighty
TY 4 Stroke God
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Correct me if I'm wrong but Fuel injection was so desirable in the first place because each cylinder would get the same exact amount of fuel. Take a V-8 for example, the carb would shoot the vaporized fuel mixture into the intake manifold and the 4 cycliders directly below would get a better shot of fuel while the outside cyclinders would get a diluted mix. With a carb per cylinder they all get the same shot (granted the carbs are in sync).
LazyBastard
TY 4 Stroke God
That can be corrected by the design of the intake manifold. Its also NOT corrected by EFI, but rather by MPFI (which is even worse because there are more parts).
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