boostfever
Veteran
What do you estimate the power to be, has martin calculated mass air flow?
He hasn't done one that I know of. All the data is available but system is currently configured to use the intake manifold pressure sensor as part of the calculation and it's only a 2 bar sensor. The engine is running beyond the IMAP sensor limits. Probably should put it on the Dyno, maybe this spring? All I can use to validate power at this point is the clutching, 90.5 grams (DTYA-3) black/green primary and secondary uses a 41/37 helix and dalton orange, runs 9000+ rpm.
boostfever
Veteran
Pretty impressive to run with a motec 1200, gotta be making some serious power!!
The tuned winders must have been bus lengths behind, who’s tunes were they running?
The tuned winders must have been bus lengths behind, who’s tunes were they running?
No, it’s not bus lengths different. I would say six to eight lengths in 660. The flashed tunes were the biggest available. Keep in mind this was all pump gas. They’re plenty of flashed sleds using higher octane fuel and stock turbo that would change the results of this test.
ktmhk53
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With such good results, what areas/mods will you now focus on?
How did you know I was thinking of doing a few more things? Here’s a list of the some changes planned:
1. Track with pitch change.
2. Lightened drive shaft/drivers.
3. STM primary.
4. Pistons, rods, head studs.
5. Install the bigger intercooler.
6. Add a header.
7. SRX springs.
8. Stealth anti-lag.
I will only get to about half of these done this winter as my season ends in mid February due to a pending surgery.
ktmhk53
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Exciting changes ahead!
Who will you use for a supplier of the internal engine parts?
Who will you use for a supplier of the internal engine parts?
Internal parts will come from Ulmer, but likely happen after this season.
ktmhk53
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Have you had a chance to do any more testing or upgrades?
I’m mostly just refining the tune. I changed the over-boost strategy to ramp the boost to 21 psi quicker and leaned the AFR from 11.8 to 12.0. Comparing log files after the adjustments it added a solid 100 RPM over a 660' pull. Also ran for 200 miles on the trails last weekend, which were surprisingly good in the Hayward area if you picked the right trails. Its trail manners were just as good as my flashed sidewinder. Although it is a little noisy on the trail with the exhaust set up.
I have done some comparisons in spool time (0-100kpa) between this sled and the motec doo. On average the Xona Rotor sidewinder spool time is .55 seconds compared to .36 seconds on the doo. BTW, the best the stock turbo spools that I have recorded are about .1 second quicker than the Xona Rotor, but it's difficult to get real good resolution with the gapflasher logging software. My goal is to get spool time less than .4 seconds, which would be better than a stock turbo sidewider. I would realy like to install a header to see if it improves the spool time. The idea is to get the exhaust pulses from each cyclinder as close to the turbo as possible to improve spool time.
I did snap a belt during intial testing a few weeks ago (600 total miles on the belt).....I was doing many back to back runs and deserved to snap the belt, no belt issues since (300 miles). One mod I did that's works well is a negative sag kit from Hygear. I wanted to control/lower the stance similar to the SRX but the SRX springs are on national back order. The kit from Hygear is less than $100 and gives you a ton of control on the front ride height. Next up, I have the big intercooler on my bench but a slight mod needs to be done for it to fit, might get to it this weekend?
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ClutchMaster
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2002 Viper W/162 A.C. skid, SRX pipes &CDI, 780 BB
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Awsome! Thanks for the update!
Always has been a debate on lean or rich spool in the Evo/DSM world. Personally I have never had any luck with a rich 10:1 afr spool. Evo’s have a “lean spool” routine in the ecu. I used to spool as lean as 13:1 with good results with some timing pulled. Best safe spooling I felt was at around 12.7 on gasoline with timing slightly reduced. Close eye on you knock voltage tho.
It just makes sense the big Doo motor will spool faster.
Clutching helps a lot, I’m gonna try a straight cut helix in my sled. You kinda need to clutch it like an old 2 stroke I figure, with a narrow powerband, then get those rpm’s up with a hard upshift. Problem is I don’t want to affect trailability (I think that’s a real word?)
Cheers, CM
Always has been a debate on lean or rich spool in the Evo/DSM world. Personally I have never had any luck with a rich 10:1 afr spool. Evo’s have a “lean spool” routine in the ecu. I used to spool as lean as 13:1 with good results with some timing pulled. Best safe spooling I felt was at around 12.7 on gasoline with timing slightly reduced. Close eye on you knock voltage tho.
It just makes sense the big Doo motor will spool faster.
Clutching helps a lot, I’m gonna try a straight cut helix in my sled. You kinda need to clutch it like an old 2 stroke I figure, with a narrow powerband, then get those rpm’s up with a hard upshift. Problem is I don’t want to affect trailability (I think that’s a real word?)
Cheers, CM
I struggle with the clutching but really enjoy the challenge. It’s great being able to make adjustments and able see exactly how the engine/performance responds. If you find any “secrect sauce” for clutching these things, I would love to hear.
SanDale Fabrication
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Such a great build!! Thank you for sharing this will all of us!
Mike
Mike
Thank you for the great products! It’s fabricators/innovators, like you, that make this such an awesome sport.
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