Slp stage 4 det issue

[tube]

2013 pro stage 4

Ran for first day, no issue just thought I was missing some power on the top end.

Came home and realized I did not to the airbox mod, drilled the extra holes in the airbox plenum and tested. Way stronger. But, now the det sensor goes very quickly, 2-3 seconds of WOT.

I have the 5000-8000 head, 13.5 I think it is.

I am testing at 2500 feet.

I put in 50/50 race fuel/91 for testing down low.

Even on eth mode, still det sensor 2-3 seconds.

Checked tps, idles at .930 and I get 100% at WOT.

Changed PV5 boxes. Same issue

Tommorow will try new det sensor, but I can't see how it would instantly go bad after working.

I also put in the softer primary spring to slow things down, I am also running recommended clutching.

Anything I missing? Thoughts?

Thanks in advance.

 

[richracer1]

2013 pro stage 4

Ran for first day, no issue just thought I was missing some power on the top end.

Came home and realized I did not to the airbox mod, drilled the extra holes in the airbox plenum and tested. Way stronger. But, now the det sensor goes very quickly, 2-3 seconds of WOT.

I have the 5000-8000 head, 13.5 I think it is.

I am testing at 2500 feet.

I put in 50/50 race fuel/91 for testing down low.

Even on eth mode, still det sensor 2-3 seconds.

Checked tps, idles at .930 and I get 100% at WOT.

Changed PV5 boxes. Same issue

Tommorow will try new det sensor, but I can't see how it would instantly go bad after working.

I also put in the softer primary spring to slow things down, I am also running recommended clutching.

Anything I missing? Thoughts?

Thanks in advance.

At that low altitude, try 75% race gas to 25% 91 pump gas.

 

[Rick!]

try loosening up the det sensor and retorque to specs. What's your WOT AFR?

 

[chadweiser]

do have the resistor in the exhaust temp sensor i know on my 11 pro it. said not to run with resistor below 6000' ?

 

[tool_man]

What rpm you hitting at WOT?

 

[geo]

Do you have the SLP stage 4 head or something else?

 

[just-pinch-it]

do have the resistor in the exhaust temp sensor i know on my 11 pro it. said not to run with resistor below 6000' ?

Its 3000'. I don't believe the air box mod would make a difference. Clutching might be to light for elevation. Was TPS voltage set through digital wrench and I would of probably shot for the midle(.94)? Did you calibrate the PCV to idle and WOT throttle positions?

 

[winter brew]

Sounds silly but have seen the exhaust springs resonate at the frequency to trigger det sensor. Silicone all the springs just to ensure its not that.
Do the plugs show lean or is it just a octane issue for the lower altitude?

 

[chadweiser]

double checked and it is below 3000'. I would have to think your compression increased enough with the added air to set off the det. can you retrieve the code next time it goes off?

 

[tube]

It was the extra holes in the airbox, causing a lean condition at 2500' so they really set that box lean.


If I plug the extra airbox plenum holes, and switch to eth then no det. If I switch to 91 then det. If I unplug one of the 3 holes in eth I get det. So. This thing needs air, but needs more fuel if your going run a little lower. Kinda not fun becuase all of our trails start at 2500' then go up, so I will likey be triggering the det sensor down low all the time. I will try run 50/50 to help with this, but it should not be setting it of at 50/50we wouldn't think. It's supposesd to be a non race gas setup at 5000' so usually that doesnt corespond to 100% at 2500.
I suppose one could run a bigger dome as well, but where's the fun it that.

Just pulled it out next my 880XP and it's very close. 880 make more torque, and more top end but close, of course, I cant really compare it on 91 due to the det sensor so....


Either way the stage 4 kit has exceed my expectations for not being a big bore, it rocks.

 

[just-pinch-it]

Another thing is that there is two fuel maps. One above 3000' and one below plus the resistor deal. I would assume there is less fuel in the one above, and the little addition of of air was just enought to cause problems. I would put two maps on the PCV and put a switch on to switch between the two.

 

[tube]

Kind of shenanigans no? 20 years of big bores and turbos I have never had to change maps, resistors or otherwise from alpine to trail... Expect for when we used dial the domes on the ole 990. But that got really old quick and we just set a happy medium so we didnt have to do that anymore.

I think perhaps, add fuel and life will be fine, maybe some 114, or less compression head. Cranking compression is only one part of the program, but it only pulls 125lbs compared to my BMP 880
pulls 155lbs, and I can run that up top and down low all day long, I just throw in a little more fuel for down low, but never an issue. I have not checked yet but I would be willing to bet the slp head has very small squish band.

The goal is start it at the trailer at 2500 feet, hold it wide open all the way 8000' then back down the trail WFO, change nothing and never see that det sensor. I have no problem running more fuel if thats what it takes, I would prefer it to less compression domes.

Shall have full report in a few days....


.....way more fun worrying about these kinds of problems, no time to think about the failing driveshaft! Which by the way I am leaving alone.

 

[assault11]

You're most likely weighted to light. These motor like to be loaded by the clutches and the will det without enough weight

 

[assault11]

You're most likely weighted to light. These motor like to be loaded by the clutches and the will det without enough weight

 

[just-pinch-it]

I guess you don't have to change maps as SLP suggest, nor do the other things they suggest, but then I wouldn't be suprised by poor performance, DET, or worse.

 

[tube]

I think I have done everything they suggest actually, including clutching.

What I am suggesting is that for a simple port job and pipe and head combo what a pain in the azz to have Change a map at 3000 feet when 100% of my days include below and above this altitude. This isn't a big bore or anything wazoo, it shud not be that finicky.

What I am going to try is building a new map.

But thanks for your sarcasm. One of the reason I am more of reader than a poster.

Cheers.

 

[skibreeze]

Don't worry Tube, he's not much of a poster either.

 

[800poodragon]

Kind of shenanigans no? 20 years of big bores and turbos I have never had to change maps, resistors or otherwise from alpine to trail... Expect for when we used dial the domes on the ole 990. But that got really old quick and we just set a happy medium so we didnt have to do that anymore.

I think perhaps, add fuel and life will be fine, maybe some 114, or less compression head. Cranking compression is only one part of the program, but it only pulls 125lbs compared to my BMP 880
pulls 155lbs, and I can run that up top and down low all day long, I just throw in a little more fuel for down low, but never an issue. I have not checked yet but I would be willing to bet the slp head has very small squish band.

The goal is start it at the trailer at 2500 feet, hold it wide open all the way 8000' then back down the trail WFO, change nothing and never see that det sensor. I have no problem running more fuel if thats what it takes, I would prefer it to less compression domes.

Shall have full report in a few days....


.....way more fun worrying about these kinds of problems, no time to think about the failing driveshaft! Which by the way I am leaving alone.

At least with the power commander V you can load 2 seperate maps and using a switch you can switch back and forth between maps. Not sure if you can get the map to compensate enough here with the higher elevation set up like they would need here to run at 2500 feet for a short time.

 

[R_8_N]

Curious on the ratio of head. Im setup about the same as your stage 4 kit (not SLP) and riding similar elevations and am planning on running a little octane boost for when im below the 5000 mark. Im hoping to get on the snow in the next week to see if its gonna work or if I need to just switch to the lower altitude head. Good read!

 

[tube]

Pretty sure it's 13.6 to 1.

I will check tommorow. Increasing octane seems to settle it down more, but it still pings the det sensor in eth mode. I figure that's with about 105 octane now. Almost straight 111 trak tek.

I have tried the stock primary spring as well as its 10lbs softer than the team, it also settled it down a bit more. I will throw as much weight as can at it when at the proper riding altitude (7500' on average for me) and I will have to live with that on the clutching side of this issue.