Thinkn about getting Bd turbo with intercooler for a pro 800 rmk. I will be riding both at sea level and out in Colorado around the Grand Mesa area then down to Telluride and Durango area. I know that I would go with a 60 mm turbo in size for out west but would suffer alittle here at sea level with the smaller turbo. My questions are at sea level can i get away with jus running 91 or 93 octane gas at like say 4lbs boost or would I have to run avgas 100 LL or 110 octane gas? Or could i even blend the gas? At sea level will my hp gains be that noticable also? Also with exhaust laws in both wi and mi now how much louder are they then stock? I blv there laws are 88 decibels.
2012 Pro Rmk 800 turbo ?s
- Thread starter potts
- Start date
I don't know much about turbos yet so I'm not going to say much but... I know a guy who has a BD turbo with the intercooler and he runs it at about 1400ft on 91 with no problems. I don't know how much boost he's running either, I'd have to ask him. Sorry, not much help from me but I'm sure there's a lot of guys on here who have more insight.
Thanks for the input!
C
Cody Phillips Racing
Well-known member
Potts,
Much better choices out there than the over priced Boondocker kits. You should look around at some other options......
Much better choices out there than the over priced Boondocker kits. You should look around at some other options......
E
edavis0202
Well-known member
Ive got a 2012 Silber Kit I snowcheck this year at Boston Racing. I cant go through with the order, so I am willing discount the kit for you.
712-420-5009 is my cell, call if interested.
thanks!
712-420-5009 is my cell, call if interested.
thanks!
Man ask a simple question and get a bunch of guy telling answers that have nothing to do with your question. At least they could give ther .02 on the quest also.
I have a bdintercooled setup that I run a 1000 ft and up to 7000 ft. You could try and run it on 91 but i have blown more pistons because I have tried running to poor of fuel thatn any other mod. Having said that you coul dprob do 5 psi on 91 as long as your not lake racing or running it on edge. My .02
I have a bdintercooled setup that I run a 1000 ft and up to 7000 ft. You could try and run it on 91 but i have blown more pistons because I have tried running to poor of fuel thatn any other mod. Having said that you coul dprob do 5 psi on 91 as long as your not lake racing or running it on edge. My .02
T
TheBreeze
Well-known member
My $.02...
At sea level, 5 psi is very noticable.
91 octane is probably doable at low boost, but I personally would be afriad to do it. I would at the very least mix in some 100ll or 110 race.
The new standalones claim to make it work on pump, but I personally have a hard time trusting 100% pump fuel. Like many have said in the past, extra octane does not hurt motors, to little does.
At sea level, 5 psi is very noticable.
91 octane is probably doable at low boost, but I personally would be afriad to do it. I would at the very least mix in some 100ll or 110 race.
The new standalones claim to make it work on pump, but I personally have a hard time trusting 100% pump fuel. Like many have said in the past, extra octane does not hurt motors, to little does.
V
Vi-PEC Powersports
Well-known member
been running my rmk 2011 at 5.5,8,10 psi on 91 octane all last year 90% at sea level around (around 3700km) and no engine work at all. my setup is an intercooled Hm Turbos aero kit and our standalone ECU (and i am sledding with NO KNOCK SENSOR hooked up.)
Just curious, but why does HM recomend you run straight Av gas at 10psi and 5,000ft with there kit then??
V
Vi-PEC Powersports
Well-known member
All turbo manufacturer has their strategy. Ran most of the time at 8lbs and a few ride at 10 lbs ...... The 10 lbs mark his requesting a head grind of .002 .
Most of the turbo kit manufacturer will recommend a mix of gas or a lower compression head past 8 lbs.
What blend of 100 or 110 would you use with say 91? Like 20% or 50%? And will a stock skid be sufficient? I see alot of guys are going to kmod skids that I blv are coupled! Why is this?
V
Vi-PEC Powersports
Well-known member
A 30%(110)-70%(91) is a safe blend for 10 lbs...
people are switching suspension basicaly to keep their skis down to the ground(just my .02)
people are switching suspension basicaly to keep their skis down to the ground(just my .02)
D
dmj1
Well-known member
Just wondering why on earth you would sled with no (D.E.T) sensor hooked up?? makes no sence?
If it were me, I would do the Turbo Performance Kit. Bryce has one of the best kits on the market! Very quality products and Bryce stands behind products! He has a couple of different fuel boxes depending which way yea want to go, he has the boost it box and also the vipec. I know his products are good, give Turbo Performance a shot! Just go to turboboyz.net
S
sledstew
Well-known member
HM kit at low elvation can run up to 10-11 psi on pum, ran 10.4 last week for two days straight with no DET. definitely 7-8 with absolutely zero issues on 91 pump. Cool charge temps are the key, we advertised avgas last year as a safe zone for higher boost but now we are safe to say its ok on pump up to 7 ish pounds at low elevation
S
sledstew
Well-known member
HM kit at low elvation can run up to 10-11 psi on pump, ran 10.4 last week for two days straight with no DET. definitely 7-8 with absolutely zero issues on 91 pump. Cool charge temps are the key, we advertised avgas last year as a safe zone for higher boost but now we are safe to say its ok on pump up to 7 ish pounds at low elevation
So what are you guys saying it is safe to run at 10,000ft??
On the HM kit I am assuming that's 66 series. The 53 would heat the air alot more at that level. As in the quoet cool charge temops are the key. The HM intercooler is huge and works very well. I would just be carfeul if a guy runs in low snow conditions.
boost pressure is not always the the factor to look at.
A ----------- does not flow as much air other turbo's on the market. To make the hp the turbo needs to flow higher psi. This has all been hashed out last year over and over again. A injector can only flow so much fuel. The ecu looks at intake pressure, wide band o2 reading, and temp. hunting those three down. Then telling the injector how much fuel to add.
We are not seeing those psi levels. Because our stock injector runs out of duty cycle. This tells us we are flowing more air and building more power. Bottom line.
Here is something else.
Charge temps are not always the correct place to measure air temp. let me tell you why we feel this way.
Everyone always talks charge tube temp. It is important to know what air temp the motor is seeing. Also what is happing. so that everything can be tuned corretly thru the ecu. well on a two stroke where is the last place that we should be concerned about having high air temps. The crank case right. So hear me out for a min.
When you inject fuel into a charge tube you can drop temp by 60-70 degrees c
you can see that in the logs of the push vipec kit. He installes a injector right in front of his iat sensor. Showing 54 or 56 c charge temps.
OK there is alot happing after that injection of fuel. Also alot of reheating of the air by charge tube throttle bodies, and case. Making the actual charge hotter than the reading.
We inject our fuel right as it goes in to the case. Bring our charge temp down right at the last second that we can. making sure that air temps that the motor sees are as low as possible.
We have logged motor case temps and found that it consitantly runs temps of 45-60 c air temps.
that is where power is made. loggs were also taken on 60 f degree days.
This is with no intercooler or water to air.
We also have found that the factories are consistatly making the cases smaller and smaller for epa reasons. So when we have a motor with a small case. The scavaging effect of the motor leaves very little air/fuel mixture in the case after one stroke.
With this happing on and off throttle puts us into a stale mate mode with the turbo. the turbo needs to build boost to push air. The motor needs air to run and push the turbo. neither can go. so stale mate happens. with water to air and intercooler the stale mate mode becomes bigger. Even with no pressure drop across the intercooler it still slows down the volume of air going thru the core.
So where does these things leave us.
We need to cool air at the last second possible for air motor temps. We need to calculate a air box,intake, and charge tube combo with no restrictions. One that will supply enough air fast enough and have enough air for at least 1 revolution of the motor squared. We need a turbo that wants to flow air and not wait to be told what to do. There will be no raising of port timing thru porting of the motor to get the air out of the cylinder faster. This takes away our torque curve.
We do it right
That is how the turbo performance kit has come to be. All of these things have been hashed,thought out, designed and redesigned. We also have never had a tuning tool like the vipec that will give us the info we need to make things better.
Sorry my dear friends we must start designing and thinking in a different manner. The old ways of thinking are being changed. She sport is moving forward and Turbo performance is on the cutting edge.
A ----------- does not flow as much air other turbo's on the market. To make the hp the turbo needs to flow higher psi. This has all been hashed out last year over and over again. A injector can only flow so much fuel. The ecu looks at intake pressure, wide band o2 reading, and temp. hunting those three down. Then telling the injector how much fuel to add.
We are not seeing those psi levels. Because our stock injector runs out of duty cycle. This tells us we are flowing more air and building more power. Bottom line.
Here is something else.
Charge temps are not always the correct place to measure air temp. let me tell you why we feel this way.
Everyone always talks charge tube temp. It is important to know what air temp the motor is seeing. Also what is happing. so that everything can be tuned corretly thru the ecu. well on a two stroke where is the last place that we should be concerned about having high air temps. The crank case right. So hear me out for a min.
When you inject fuel into a charge tube you can drop temp by 60-70 degrees c
you can see that in the logs of the push vipec kit. He installes a injector right in front of his iat sensor. Showing 54 or 56 c charge temps.
OK there is alot happing after that injection of fuel. Also alot of reheating of the air by charge tube throttle bodies, and case. Making the actual charge hotter than the reading.
We inject our fuel right as it goes in to the case. Bring our charge temp down right at the last second that we can. making sure that air temps that the motor sees are as low as possible.
We have logged motor case temps and found that it consitantly runs temps of 45-60 c air temps.
that is where power is made. loggs were also taken on 60 f degree days.
This is with no intercooler or water to air.
We also have found that the factories are consistatly making the cases smaller and smaller for epa reasons. So when we have a motor with a small case. The scavaging effect of the motor leaves very little air/fuel mixture in the case after one stroke.
With this happing on and off throttle puts us into a stale mate mode with the turbo. the turbo needs to build boost to push air. The motor needs air to run and push the turbo. neither can go. so stale mate happens. with water to air and intercooler the stale mate mode becomes bigger. Even with no pressure drop across the intercooler it still slows down the volume of air going thru the core.
So where does these things leave us.
We need to cool air at the last second possible for air motor temps. We need to calculate a air box,intake, and charge tube combo with no restrictions. One that will supply enough air fast enough and have enough air for at least 1 revolution of the motor squared. We need a turbo that wants to flow air and not wait to be told what to do. There will be no raising of port timing thru porting of the motor to get the air out of the cylinder faster. This takes away our torque curve.
We do it right
That is how the turbo performance kit has come to be. All of these things have been hashed,thought out, designed and redesigned. We also have never had a tuning tool like the vipec that will give us the info we need to make things better.
Sorry my dear friends we must start designing and thinking in a different manner. The old ways of thinking are being changed. She sport is moving forward and Turbo performance is on the cutting edge.
to show that the motor can and will live with no fail safes or controlling factors. this is the raw deal. take it or leave it attidude.
us guys designing and testing put our money on the line everyday giving you the riding exsperience that you enjoy.
