STANDALONE ECU PLUG N PLAY DIRECT FACTORY REPLACEMENT 800CC POLARIS ENGINE
- Thread starter Vi-PEC Powersports
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V
Vi-PEC Powersports
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Vi-PEC Powersports
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V
Vi-PEC Powersports
Well-known member
I was looking for characteristics is the "field" that are showing/lacking from the Pros that warrant different fueling/timing that only a standalone can do. I realize the standalone is superior, but what is wrong with how the pros are running now? If we were stuck with dragon ecus, then this unit would be the bomb. Just not sure in a pro.
Thanks for clearly answering my questions!
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Thanks for clearly answering my questions!
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V
Vi-PEC Powersports
Well-known member
You guys are used to how your turbo sled runs right now and you never tested/drove a 2 smoker turboed with standalone....it is night and day period...i think you won't understand (nothing aggressive or impolite) before you test drive one.....not being able hold the throttle same position for 15 seconds at 1/4 to 3/4 without melting your pistons is for me a "field" characteristic i would consider lacking(and many others)
Is the unit controlling boost levels?
V
Vi-PEC Powersports
Well-known member
of course, need a 5 volt input(gm 3 bar manifold absolute pressure"map") and ecu will gauge boost......you can have a potmeter hook up and build as many maps as you want with different boost level and simply switch the potmeter position and switch map on the fly..........i am telling you it is endless what you can do just need to use your imagination!!
But it doesn't control boost? Thinking of the boondocker ebc with tps.
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Vi-PEC Powersports
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Sorry, wasn't trying to push buttons. I was just clarifying your answer of"of course" when I asked if it controlled boost. I thought that would be pretty neat if it did. I'll go look at the website. Thanks again.
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He didn't say he was buying a Boondocker. He was using the Boondocker Electronic Boost Controller as an exampole of what he was thinking about.
Does your standalone control Boost Pressure like the BD EBC?
Does your standalone control Boost Pressure like the BD EBC?
So is this thing ready yet? Does anyone have any time in the mountains on it yet? Looks like it runs pretty good on the lake, I would like to hear some feedback from somone outside the company that is running it. How many Units have you sold?
R
R_8_N
Well-known member
sounds like here in the next week or so. The VIPEC does everything every piggy back box does. This box is just like a stock setup. Once tuned you will be able to run your turbo from sea level to 12000 feet without having to change the fuel......just like you would with a stock sled and yes it does have a boost controller built in. With this box you will not have any other after market piggy backs to mess with, not even a o2 gauge if ya didn't want one.
Can a unit be transferred from a Dragon to a Pro....do you see where I am going with this?
Thanks for your reply....
I have no doubt that your stand alone system is fantastic....there's no question that yours, motec, or even the mclaren system that nascar uses exceeds the capabilities of a stock polaris or general motors, etc system.
My point is that the polaris fuel system is flawed in the way it applies fuel to the engine. Can a better control system make up for some of that? I have no doubt it can.
But if you think about it for a minute, Polaris struggled with carburation from 1998(Kiehin PWK 39mm's were very poorly tuned from factory), through to 2004(no air scews 02, major jetting swing 03,overly rich, etc), then got into efi and they have had tremendous engine troubles since then.
Four stroke engines have an extra two strokes for fuel to vapourize within....two-strokes engines have always relied on the fuel mixture passing through the crankcase to accomplish this. So placing an injector one inch from the cylinder and expecting it to vapourize fuel as well as a throttle body mounted injector is asking a bit much. How do you make up for that? Add more fuel. How about poor fuel economy and failures on the thrust side of the piston with polaris 800s?? Maybe an abundance of unvapourized fuel??
Anyhow, we've run better than a .9 sec 60ft with our 1000OM on ice, under ISR sanctioned rules and timing lights....what increase in response could we expect to see using your system?
Respectfully
Starfire99
I have no doubt that your stand alone system is fantastic....there's no question that yours, motec, or even the mclaren system that nascar uses exceeds the capabilities of a stock polaris or general motors, etc system.
My point is that the polaris fuel system is flawed in the way it applies fuel to the engine. Can a better control system make up for some of that? I have no doubt it can.
But if you think about it for a minute, Polaris struggled with carburation from 1998(Kiehin PWK 39mm's were very poorly tuned from factory), through to 2004(no air scews 02, major jetting swing 03,overly rich, etc), then got into efi and they have had tremendous engine troubles since then.
Four stroke engines have an extra two strokes for fuel to vapourize within....two-strokes engines have always relied on the fuel mixture passing through the crankcase to accomplish this. So placing an injector one inch from the cylinder and expecting it to vapourize fuel as well as a throttle body mounted injector is asking a bit much. How do you make up for that? Add more fuel. How about poor fuel economy and failures on the thrust side of the piston with polaris 800s?? Maybe an abundance of unvapourized fuel??
Anyhow, we've run better than a .9 sec 60ft with our 1000OM on ice, under ISR sanctioned rules and timing lights....what increase in response could we expect to see using your system?
Respectfully
Starfire99
From Vipecs software program....
"This function allows for electronic boost control on turbo charged engines via a boost control solenoid.
A boost control solenoid is used to modify the pressure signal from the turbocharger compressor outlet to the wastegate actuator. The minimum boost pressure that can be achieved occurs when the solenoid is continuously de-energised (0% Duty Cycle). This pressure is entirely dependent on the wastegate/actuator construction. The maximum boost pressure that can be achieved occurs when the solenoid is continuously energised (100% Duty Cycle). This pressure is typically dependent on the turbocharger/engine combination. Typically this pressure exceeds that which can be safely tolerated by the engine. By varying the on/off ratio (changing the Duty Cycle), a boost pressure between the minimum and maximum can be achieved.
Boost can be controlled using two sperate strategies; open loop control or closed loop control."
It does many, many things. Pretty cool
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