2012 Pro RMK .The drop in kit is already in...runs awesome. Got a can and pipe on the shop floor. How has this combo worked for people,looking for insight! Thanks Randy
RKT drop in and SLP pipe and can?
- Thread starter sledcrazy555
- Start date
Guy's performance out of Lewiston is making some SERIOUS stinking power with the SLP pipe/can set up and the Race gas RKTek drop in kit.... some SERIOUS power!!! Give the shop a call and talk to Jeremy about it
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edavis0202
Well-known member
Ive got this setup on my 2013. Running stage 4 SLP mapping...Ive adjusted it in a couple areas because it was still to lean.
Vohk and Kelsy say the stock pipe is the best. Vohk uses BD box in stead of PCV.
Might try giving them a call too.
Vohk and Kelsy say the stock pipe is the best. Vohk uses BD box in stead of PCV.
Might try giving them a call too.
edavis, weren't you trying the vi-pec? You running a BD or PCV now??
I'm sticking with stock pipe on mine, at least for this season.. plan to do a big bore next season so just fine tuning and fixing little issues with this season's machine while I save up for a bigger build next year! Trying to decide between a BD box and a PCV though...
I'm sticking with stock pipe on mine, at least for this season.. plan to do a big bore next season so just fine tuning and fixing little issues with this season's machine while I save up for a bigger build next year! Trying to decide between a BD box and a PCV though...
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edavis0202
Well-known member
I was working on the getting the Vipec tuned, but the timing didnt work out. I just went back to the PCV
I would give Vohk a call and get there BD box if I had to do all over again.
Thanks for the info!
Ill give Kelsey a call on my days off. What started all of this is the insulation on my stock pipe has all fell out and the shielding rattles like crazy. My friends pipes are all tight.strange. I had a boondocker box but found it wont work on a Polaris so I may just fix stock pipe and sell the pipe can and boondocker box. thanks again all
Ill give Kelsey a call on my days off. What started all of this is the insulation on my stock pipe has all fell out and the shielding rattles like crazy. My friends pipes are all tight.strange. I had a boondocker box but found it wont work on a Polaris so I may just fix stock pipe and sell the pipe can and boondocker box. thanks again all
Just get your stock pipe and "Y" Pipe ceramic coated. First thing I do when I get a new sled..... You'll never have to worry about your pipe rusting either!!
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Eivel
Member
I have the RKTek drop-in stacked with the SLP stg.2 kit, running at 0-3000ft. (12.6:1 head)
I'm having trouble when stabbing the throttle, it hits det alot.
I started out with the stock stg2 map for my PCV, but that was somewhat useless hitting det all the time.
So i loaded the stg.3 map, and that helped a bit, but not near good still getting det.
I've started adding fuel from that map, and have the det-issue somewhat better, but still not perfect.
The sled can bog down at times, and sometimes it hits det.
I'm looking for some input from you guys regarding my map, and any help would be great!
I realize i should be running a AF-gauge, but I'm currently not..
Fuel is 98okt pump gas.
Stock stg2 map:
mod'ed stg3. map:
I'm having trouble when stabbing the throttle, it hits det alot.
I started out with the stock stg2 map for my PCV, but that was somewhat useless hitting det all the time.
So i loaded the stg.3 map, and that helped a bit, but not near good still getting det.
I've started adding fuel from that map, and have the det-issue somewhat better, but still not perfect.
The sled can bog down at times, and sometimes it hits det.
I'm looking for some input from you guys regarding my map, and any help would be great!
I realize i should be running a AF-gauge, but I'm currently not..
Fuel is 98okt pump gas.
Stock stg2 map:
mod'ed stg3. map:
I
IQRIDR
Well-known member
I have the RKTek drop-in stacked with the SLP stg.2 kit, running at 0-3000ft. (12.6:1 head)
I'm having trouble when stabbing the throttle, it hits det alot.
I started out with the stock stg2 map for my PCV, but that was somewhat useless hitting det all the time.
So i loaded the stg.3 map, and that helped a bit, but not near good still getting det.
I've started adding fuel from that map, and have the det-issue somewhat better, but still not perfect.
The sled can bog down at times, and sometimes it hits det.
I'm looking for some input from you guys regarding my map, and any help would be great!
I realize i should be running a AF-gauge, but I'm currently not..
Fuel is 98okt pump gas.
Stock stg2 map:
mod'ed stg3. map:
That stage 2 map is not enough fuel on the 60-100% above 6000
That stage 3 map is way too much fuel. You need more octane, not more fuel if I had to guess. Is this on a '13? Need to know what year the sled is.
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Eivel
Member
Thanks for the reply guys 
Yes, it's a '13 Pro. I've calibrated the TPS and did the "Throttle pump activation" as the SLP-spec suggested.
The thing is, my det problems went from terrible to almost good with just adding fuel to the map.
I pulled the plugs and it did not seem to be rich at all.
I just need to know if I'm way off just adding fuel to this setup, or I will need higher octane to solve it.
Yes, it's a '13 Pro. I've calibrated the TPS and did the "Throttle pump activation" as the SLP-spec suggested.
The thing is, my det problems went from terrible to almost good with just adding fuel to the map.
I pulled the plugs and it did not seem to be rich at all.
I just need to know if I'm way off just adding fuel to this setup, or I will need higher octane to solve it.
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edavis0202
Well-known member
Thanks for the reply guys
Yes, it's a '13 Pro. I've calibrated the TPS and did the "Throttle pump activation" as the SLP-spec suggested.
The thing is, my det problems went from terrible to almost good with just adding fuel to the map.
I pulled the plugs and it did not seem to be rich at all.
I just need to know if I'm way off just adding fuel to this setup, or I will need higher octane to solve it.
Those numbers look crazy compared to my stage 4 that I changed...my most noticable dead spot was between 5-6000rpm when I hammered the throttle...I would suggest getting an AFR before changing numbers, if you dont know where you are lean it doesnt help chasing it.
NGK is a top noch AFR and worth the coin
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Eivel
Member
Yep, guess I'll have to order a AFR system.
I looked at the AFX from NGK as you suggested, however this was stated in their manual:
The AFX is designed for 4-stroke cycle engines, and will not accurately perform in a 2-stroke cycle engine. Due to scavenging of 2-stroke engines, the true AFR reading becomes distorted. The nature of 2-strokes is inherently one that is not compatible with exhaust gas sensors.
Any comments on this?
It may be rude of me to ask, but would you share your map?
Btw, did you do any testing with the stock exhaust vs. the slp?
I looked at the AFX from NGK as you suggested, however this was stated in their manual:
The AFX is designed for 4-stroke cycle engines, and will not accurately perform in a 2-stroke cycle engine. Due to scavenging of 2-stroke engines, the true AFR reading becomes distorted. The nature of 2-strokes is inherently one that is not compatible with exhaust gas sensors.
Any comments on this?
It may be rude of me to ask, but would you share your map?
Btw, did you do any testing with the stock exhaust vs. the slp?
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edavis0202
Well-known member
Yep, guess I'll have to order a AFR system.
I looked at the AFX from NGK as you suggested, however this was stated in their manual:
The AFX is designed for 4-stroke cycle engines, and will not accurately perform in a 2-stroke cycle engine. Due to scavenging of 2-stroke engines, the true AFR reading becomes distorted. The nature of 2-strokes is inherently one that is not compatible with exhaust gas sensors.
Any comments on this?
It may be rude of me to ask, but would you share your map?
Btw, did you do any testing with the stock exhaust vs. the slp?
I can share my map, but it might be awhile before getting it to you. My sled is in storage for the summer and we are getting ready to move.
I havent done any testing between the 2 pipes.
02 sensor gets oil fouled over time. I found a heat sink for the 02 sensor helps the 02 sensor to live longer, too. Placement in the pipe is important, 2 or 10 o'clock, widest section of the pipe is what I have done, others have done it differently. Used the 02 sensor to tune for a few hours then put a bung in the pipe. Calibration is important. JMPE. Others have claimed they never have issues, run the sensor all the time. FWIW.
This brings up a very good point about AFR gauges, and their accuracy in a two stroke sled...Originally Posted by Eivel
Yep, guess I'll have to order a AFR system.
I looked at the AFX from NGK as you suggested, however this was stated in their manual:
The AFX is designed for 4-stroke cycle engines, and will not accurately perform in a 2-stroke cycle engine. Due to scavenging of 2-stroke engines, the true AFR reading becomes distorted. The nature of 2-strokes is inherently one that is not compatible with exhaust gas sensors.
Any comments on this?
In a 4 stroke... the exhaust gas moves in only one direction and contains only exhaust.
In a two-stroke engine with a tuned expansion chamber (AKA "pipe")...there is a lot more going on... The exhaust leaves the engine and draws some fuel with it... that fuel rich exhaust "pulse" is pulled out of the engine and then pushed back into the engine...
IMO...AFR are good tools as a guideline for tuning a 2 stroke ... but nothing like when it is used on a 4 stroke application. Too many variable... Use it for "relative" tuning ... But, IMO... don't rely on it for hard numbers and know that the sensor has a short life in two strokes.... even when shielded.
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