PRO RMK SCHEDULED ON DYNOTECH RUNS NEXT WEEK

[illadvised]

I've been watching the HCS forum commenting about dyno runs for a Rush at Dynoport. It appears to make about 147 hp.

..."Dynoport is taking a break while they wait on new programmers to become available , just as Jim is at DTR.

Now that oil is out of the gas on the initial dyno runs it's looking like 147 HP before any add ons so the new motor brings approx 3HP improvement over the older injector set up

That's not a revelation but if it comes with no studder bumps and better fuel milage that would be a bonus over the D8's

early indications show fuel is needed when adding a pipe

testing is far from over."

it appears that the sled is still on the 5 hr "Break in" mode.

should be interesting to see once this "break in" mode comes off, what the sled makes. I would assume this "break in" mode just adds extra fuel ??

 

[Reg2view]

Without running multiple sleds on the same dyno, same day, same fuel, with uncorrected hp, all the dyno talk is pretty useless.

If it doesn't stay together, run consistently day to day, no burbles, better fuel mileage, a few hp either way is meaningless. Jeez, we need more snow.

 

[AndrettiDog]

Thanks Mountainhorse! (how's that for props?)

I want to see the difference between 10% and non-ethanol. I'm just so curious how much of a difference those plugs are. I'm also excited to get a PCV and map from Jim for my Pro. Then I can hook up my autotune and go nuts!

Can anyone clarify what the "break-in" is? Is that based on time, mileage or some other variable? All I can say is I definetely noticed my Pro running harder the second time I went out. Could be the conditions or perhaps the "break-in".

 

[mountainhorse]

I think it is 2.2 hours of run time above a certain RPM... probably clutch engagement speed.

 

[B2]

MH, do you know what is different about those 2.2 hours? Extra fuel I assume, and retarding the timing?

 

[mountainhorse]

IQ... Are you sure??

 

[dynotechjim]

EFI sled engines are said to be EPA tested at 70 degrees F, but as members of DTR have seen there are often great differences in ECU tuning from 70 degrees F to the cold temps that sleds typically operate at. Last year's production Dragon 800 was a perfect example of why we must test/ tune at typical winter temps. Lean and powerful at 70 deg F, but pig fat at 20 F. I have mapped and shipped nearly 1000 Power Commander tuners to dealers and consumers with DTR maps that reduce top end fuel flow by about 10% and added 10 HP, and added a block of extra fuel in the midrange to fix stumbling and poor drivability (I have about 5 different midrange maps depending upon how bad the midrange situation is...). And because the PCVs add/ reduce fuel flow on a % basis instead of fixed pulse width adjustment like other tuners do, the maps we have created at 700ft also work well at 12,000 ft.

The benefit of my new refrigerated air intake system is to see how EFI engines will perform in winter conditions--not warm EPA testing conditions. And equally important is the elimination of water vapor in warm air, which no sled EFI system can compensate for. The refrigeration system removes and collects distilled water, and it's saved for use in the excellent water methanol injection system that I use in my whipplecharged Chevy Avalanche.

 

[Woody67]

EFI sled engines are said to be EPA tested at 70 degrees F, but as members of DTR have seen there are often great differences in ECU tuning from 70 degrees F to the cold temps that sleds typically operate at. Last year's production Dragon 800 was a perfect example of why we must test/ tune at typical winter temps. Lean and powerful at 70 deg F, but pig fat at 20 F. I have mapped and shipped nearly 1000 Power Commander tuners to dealers and consumers with DTR maps that reduce top end fuel flow by about 10% and added 10 HP, and added a block of extra fuel in the midrange to fix stumbling and poor drivability (I have about 5 different midrange maps depending upon how bad the midrange situation is...). And because the PCVs add/ reduce fuel flow on a % basis instead of fixed pulse width adjustment like other tuners do, the maps we have created at 700ft also work well at 12,000 ft.

The benefit of my new refrigerated air intake system is to see how EFI engines will perform in winter conditions--not warm EPA testing conditions. And equally important is the elimination of water vapor in warm air, which no sled EFI system can compensate for. The refrigeration system removes and collects distilled water, and it's saved for use in the excellent water methanol injection system that I use in my whipplecharged Chevy Avalanche.

good post and most certainly clears up my question as to whether or not DTR is also a product vendor.

 

[B2]

EFI sled engines are said to be EPA tested at 70 degrees F, but as members of DTR have seen there are often great differences in ECU tuning from 70 degrees F to the cold temps that sleds typically operate at. Last year's production Dragon 800 was a perfect example of why we must test/ tune at typical winter temps. Lean and powerful at 70 deg F, but pig fat at 20 F. I have mapped and shipped nearly 1000 Power Commander tuners to dealers and consumers with DTR maps that reduce top end fuel flow by about 10% and added 10 HP, and added a block of extra fuel in the midrange to fix stumbling and poor drivability (I have about 5 different midrange maps depending upon how bad the midrange situation is...). And because the PCVs add/ reduce fuel flow on a % basis instead of fixed pulse width adjustment like other tuners do, the maps we have created at 700ft also work well at 12,000 ft.

The benefit of my new refrigerated air intake system is to see how EFI engines will perform in winter conditions--not warm EPA testing conditions. And equally important is the elimination of water vapor in warm air, which no sled EFI system can compensate for. The refrigeration system removes and collects distilled water, and it's saved for use in the excellent water methanol injection system that I use in my whipplecharged Chevy Avalanche.

Jim,
How long has the Rush you are testing next week been run to get past the "break in" 2.2-3-5 hour period?

Appreciate your information and your website by the way!

 

[dynotechjim]

I try to be as transparent as possible--In 25 years tuning sleds here I have sold many thousands of mikuni main jets, many Boondocker EFI tuners, and now Power Commanders are added to my EFI sled tuning repertoire. I've always suggested that Rocky @Boondocker be nominated for a Nobel Peace Prize for pioneering sled EFI tuning! Remember how we used to stick tiny Mikuni main jets in the fuel lines feeding Firecat fuel rails? That was crude, but we made great HP! The Boondocker tuner was an excellent upgrade from tuning with fuel pressure. But the PCV is in my opinion way more precise and repeatable from sea level to high altitude which is most important to western riders who follow my stuff.

Casey Mulkins has over 2.2 hours on the sled he's bringing monday, and we can verify that on the EFI live ECU monitoring system we use. Plus Casey is bringing a zero hour ECU along so we can compare fuel flow and timing degrees.

 

[B2]

Looking forward to your results Jim! Anxious to see the AFRs in the upper rpm range, and if it indeed true that fuel needs to be added if an aftermarket pipe is in the plans.

 

[Eli]

Jim...you are so precise. That is what makes my DTR subscription so valuable. Great reading.

 

[Clarke673]

Jim, when you say EFI live, do you mean the same tuners used on duramax's and camaros?

 

[SNOW JW]

For what it's worth the guys at Boondocker have been pounding the snow this past week and I think most will be surprised at what may be gained by the right programmer even on a stocker. More news to come later on. And ow ya the TURBO IS ROCKING!!!!!!!!!

Tons and Tons of R&D in there Pro turbo product.

 

[dynotechjim]

sorry I meant Digital Wrench--EFI live is what Sean Ray used to tune my 2002 avalanche 5.3 engine. Too bad the car EFI hackers haven't gone after the sled ECUs (except the Z1 turbo?).

 

[mountainhorse]

Jim,

Thank you for chiming in and keeping us updated!

 

[snowmobiler]

cool to see what all 3 brands do in the freezer dyno.

 

[YETIms]

to be honest. for Poo, BD is the way to go.
for other brands there are much better options (this is what i think)

i think BD has a good hand for POO and their products are very good for RMK sleds.

For what it's worth the guys at Boondocker have been pounding the snow this past week and I think most will be surprised at what may be gained by the right programmer even on a stocker. More news to come later on. And ow ya the TURBO IS ROCKING!!!!!!!!!

Tons and Tons of R&D in there Pro turbo product.

 

[Clarke673]

sorry I meant Digital Wrench--EFI live is what Sean Ray used to tune my 2002 avalanche 5.3 engine. Too bad the car EFI hackers haven't gone after the sled ECUs (except the Z1 turbo?).

x2. EFI live is like the custom tune device designed by god.

 

[lightening800]

all i know is that the power band of the pro is awesome, from 7500-8100 it made its peak hp.