Would you like to see info like this on Performance Products?

[3beans]

Bring one up we all want to see a turbo setup for sea level that is user friendly and runs on 90! We don't get 91

 

[joey@bmp]

yep we have turbo's that work.

another cool thing would be to take a bit of timing out to when the sled starts to lose a bit of power like that. you could if you have the right controller. ect raises 10 degrees and drop 3 degrees of timming to compesate for heat loss the subtract duty cycle from the boost controller raise boost level and rock on!! know that is how the cow eats the cabbage.

Our 1100T flashes use IAT(Boost Temp), ECT, MAP, TP, RPM, O2, and AKCS to Dictate what Injector pulse width, Ignition timing and EBC. And it works wonderful together

However the Polaris 800 CFI ECU already uses the Pipe sensor, AKCS to control timing and fuel so as the pipe gets hotter it automatically adds fuel and takes away timing to maintain constant pipe temp that is why the power fades off a bit after time. So when we add performance parts we modify the base mapping but the ECU still adjusts from there.

 

[Sheepdog]

Thanks for posting your charts. I hope you will continue to do so in the future.

 

[sneak]

However the Polaris 800 CFI ECU already uses the Pipe sensor, AKCS to control timing and fuel so as the pipe gets hotter it automatically adds fuel and takes away timing to maintain constant pipe temp that is why the power fades off a bit after time.

Doesn't reducing timing increase pipe temp?

 

[theshadowrider]

Our 1100T flashes use IAT(Boost Temp), ECT, MAP, TP, RPM, O2, and AKCS to Dictate what Injector pulse width, Ignition timing and EBC. And it works wonderful together

However the Polaris 800 CFI ECU already uses the Pipe sensor, AKCS to control timing and fuel so as the pipe gets hotter it automatically adds fuel and takes away timing to maintain constant pipe temp that is why the power fades off a bit after time. So when we add performance parts we modify the base mapping but the ECU still adjusts from there.

Hmm? You sure about that? Does the CFI-2 operate different than the CFI-4 in regards to the pipe sensor?

 

[RoffRider]

Doesn't reducing timing increase pipe temp?

no...increased timing burns more of the fuel and decreasing it leaves unburned fuel and oil which is also cooler

 

[Norway]

no...increased timing burns more of the fuel and decreasing it leaves unburned fuel and oil which is also cooler

There are many variables in play here but in general I'd say you are wrong. More fuel vs. air (oxygen) will cool things down = richer mixture.

Later ignition will make things start later, and the combustion process is not done when the exhaust port opens. This results in some fuel burning in the pipe and increasing temps.

Very general explaining mind you!

RS

 

[theshadowrider]

joey@bmp

Thanks for posting. If you posted the stock dyno chart with it, it would be very helpful to see the gains.

 

[rocket]

no...increased timing burns more of the fuel and decreasing it leaves unburned fuel and oil which is also cooler

An old-timer explained it to me like this: Increasing timing advance puts more heat into the motor and takes it out of the pipe, decreasing advance takes heat out of the motor and puts it into the pipe. Obviously, when you go to extremes, the normal trends do change. So, I would also be interested in further explanation from BMP about what they found during testing. It wouldn't surprise me if Polaris built in some "engine protection" feature to prevent extended WOT runs with max power to reduce warranty costs.