6/7 9AM Sat Scott Brownlee & Nelson Cadieux [Carlson Sports from
North Bay Ontario Canada] (1) F7 grass dragracer owned by Terry Waite I’m
thinking that all “500 foot” F7 drag boxes may not be created equally—
I’ve seen too many that with correct fuel pressure could stand leaning
out from restricter or Boondocker–this one had Boondocker and it
needed huge negative numbers and a big offset key to make max HP at
peak revs, and had an awful lean dip in midrange that we partially
cured with big positive Boondocker numbers there… and (1) F1000 asphalt sled owned by Kevin Mossip typical boondocker tuneup, tweaked to max HP running for the time at WOT expected in the 1/4 mile…
6/12
9am Bill and Michael Phelps, SkiDoo Rev 860 twin for asphalt, need to
find out why it doesn’t run down the track as expected. all
XP800 drag ECUs may not be created equally, either–found a huge dip in
HP off the line caused by totally F’d up power valve control by the
privateer “race” ECU, fixed it by fooling sensors, plugging hoses, etc…
3pm Tony Buczek, with our original F7 carbed sled on DTR,
now big bore/ twin pipes, hoping for big HP. Will he need more than 7
degrees offset keyway with big bore? Greedy
Tony wants this kept quiet but with Hooper Big Bore cylinders he’s
right up there with the other local semi-stock dragracers…
6/18
(Sean got the wrong large injectors, now have the correct ones) crack
of noon Sean Ray with a Vrod turbo kit he designed with Garrett GT25
ball bearing turbo, tuning with Power Commander boost referenced unit
to control fuel and timing. the
Power Commander with boost compensation is superb for dialing in perfect
fuel and timing on or off boost–Sean had larger Delphi injectors, and
was able to dial in good part throttle fuel flow and correct on-boost
fuel flow in a few hours on our SuperFlow eddy current roller dyno.
Made 206 HP DJRWHP and just quit there…
6/18 our first SkiDoo 4tech 1200 intercooled turbo for preliminary fuel/ timing tuning, possibly cameras off. Greg
Bennett and sons, VP import gas, possibly record HP for bone stock
anything with boost….sled is off to Crankshop Larry for tube chassis
replacement, a new cylinder head is on its way to be ported by an old
pal Hyabusa/ Kaw turbo dragracer, cams coming, will be back to dyno
late summer.
6/20 AM Dan Forte tuning mod Banshee on 901 dyno w/ driveshaft from trans to dyno the
901 shaft dyno we use for all sleds is so useful in that it uses
mechanical measurement of airflow and mechanical measurement of
airflow–instantaneous and tells us what’s happening right now…Dan
had bored his carbs and the first thing we saw was 16/1 A/F at WOT and
that was corrected with carb venting, then jacked timing around and
found the sweet spot adding 10 midrange HP and close to that on top end.
6/21 our second SkiDoo 4tech 1200 turbo from Full Power Justin Fuller. this
was a Bell Ringer for Justin and the hotrodders who have 4teks on order,
and for those who are now ordering them based upon these results, all
posted on DTR..
.6/24 Eric Johncox with a flock of flatrack bike racers, inlcuding Jason DiSalvo’s YZ480, heading for a big national race 6/30…the
local bike flattrack racers are finally apreciating the necessity of
dyno tuning for max HP, just like our sledders began to appreciate here
20 years ago…you see more and more flattrack bikes on the dyno now…
.6/28 Captain Kacz, Jerry Kaczenowski a local legend in sled oval and
dragracing since the 197x Thundercat days, bringing six grassdrag sleds
to dyno tune.
Dragon800 update…I’m sure my Dragon 800 dyno test reports on this website have caused a stir. Sno-checkers are expecting 154 HP as listed on Polaris’ website (I wasn’t aware that Polaris posted those numbers until recently). Now our preproduction Dragon 800 with preproduction ECU came in at lower-than-advertised HP, and the followup 09 Production ECU came in even lower. Now everyone observing this stuff must understand I would not ever post “substandard” numbers on any engine package without corroborating data (more than one or two samples). A base engine that was low on HP might have a crank out of phase, etc. But in this case I wasn’t aware of Polaris’ 154 HP claim on their website, but my 140ish HP was identical to what my friends at Xtreme Dyno and Polaris in Utah (6500ft) and CO have gotten on the 08 RMK800’s they’ve sold and dyno tested http://www.xtreme-performance.com/custompa…results_polaris. And their follow up results of that simple stock pipe “mod” is identical to what we saw here at 1000 ft. Then, my contacts at Polaris assure me that the Dragon 800 production pipe will be identical to what our preproduction sled has (without the infamous “pipe mod” by BMP). So my opinion now is that if sea level Dragon 800 buyers expect 154 HP they will have to spend $200 to have BMP or others to modify the stock pipe, or buy an aftermarket single. I’m surmising that EPA issues with sound and / or emissions caused Polaris to have a less than stellar single pipe on their RMK and Dragon 800s. But this is similar to the Cat F1000 that was delivered to the consumer with a Ypipe a dozen HP down from what D&D and others came up with. The difference is Cat didn’t advertise “good Ypipe” HP, so no one complained about paying D&D $200 for an extra 10-12 HP. But there seems to be some sort of uprising among Dragon 800 snow-checkers demanding 154 HP out-of-the-crate.