Patrice Hogue 124
17/12/2007, 19h14
Regardé un test bizarre que bikeman a fait chez dynotech!!
La courbe est pas belle mais cé des gros chiffres!!
Bikeman Performance prototype stamped pipe on Arctic Cat M1000
In 20 years of dyno testing this has to be the most bizarre session I’ve encountered. Erich
Long owner of BMP comes here often to verify the information he obtains on his modern
SuperFlow 902 engine dyno. This time he brought an 07 F8 ported with his single pipe
etc, a stock Polaris Dragon 700 EFI for stock pipe mod testing, and an M1000 mountain
cat that Erich had just fitted a new stamped single pipe to.
Reich explained to me that the M1000 was bone stock, with the addition of a timing key,
BMP billet 12.5/1 head and Vforce3 reeds and of course a Boondocker EFI controller.
The only other change was the exhaust system—consisting of a new BMP Y pipe,
stamped single pipe, and very quiet BMP muffler.
Erich had just finished assembling this sled before leaving for the 17 hour trip to DTR,
but he had time for a quick burp on his own dyno. Using the Boondocker to punch in
some extra fuel, he made 195 CHP, then loaded up and headed East.
We began Erich’s three-sled session with the F8 which after some tweaking made 119
lb/ft and 178 CHP within one percent of what he made on his dyno (I’ll post those
numbers later).
Next we set up the M1000 on the dyno. We didn’t have a stock pipe/ muffler to begin the
test with, so we started right off with the new BMP exhaust. We put three gallons of
Sunoco 93 octane gas we bought down the street, and began tuning with the Boondocker
as Erich had set it at his shop. Right off the bat, the engine surged on my dyno, an
indication to me of extreme lean A/F mixture (we had only fuel flow to measure since the
stock airbox had been removed in favor of K&N filters). Erich punched in 10 more
numbers on mid/ high RPM settings and the engine ran smoothly from 5000 to valve
opening around 6700 where HP came on instantly, building HP too quickly for the dyno
to grab and control it. So we began our test at 6900 and watched as beyond 7300 the HP
ran up over 240 HP, and BSFC dipped below .50 lb/hphr and the BSFC gauge flashed
red, causing me to abort. How could an exhaust system and minor accouterments add 70
HP to this stock 1000? Bob Harrington (AKA Portgrinder) works for BMP and was there
to help/ observe. Bob’s got many years experience on the SF901 dyno, and he and I went
through the whole calibration process on my dyno—all was correct. Erich bumped the
fuel numbers up some more, HP was still well over 235 with some deto spikes in the real
time graph. Now I was convinced something just might be wrong with the dyno, so we
removed the M1000 and set up the Polaris Dragon. With two gallons of the same gas we
bought for the M1000, the bone stock the Dragon made 140 CHP, just as it should. I was
expecting my dyno, suddenly and mysteriously “happy” for the first time in 20 years, to
show the Dragon with 180 CHP. So the dyno was reading correctly, as I should have
expected. We finished the pipe mod test (very successful, adding HP everywhere with
about 5 hp on top—will post later) then put the M1000 back on the dyno, assured that our
numbers were accurate.
We called “Dead 1” Dave Craiglow at home, offering him a steak and fine wine if he
would bring his F1000 CDI for us to compare, and for him to help me make sure this
was, indeed as stock as Erich said it was (not doubting anyone, just for those like myself
that want to be sure stock is stock). Dave drove the 40 miles to DTR for steak and HP.
Erich pulled the pipe so Dave could examine ports, bore, stroke etc—all was normal.
Dave’s CDI was tested on the engine, and it added fuel as expected (M sleds are mapped
leaner), and only dropped a few HP.
Note that HP is higher at 6900 than 7000. When I stabbed the engine to WOT with the
dyno holding steady at 6900, HP was well over 200—maybe 220 then dropping as pipe
center section gas temp rises, chasing the HP peak ever higher. Then, beginning the dyno
test that rising pipe temp seems to chase the HP higher yet, quicker than the dyno
accelerates for the first few hundred revs.
Even though our “final spec” was run for about 13-14 seconds at WOT on pump gas
(stabilized at 6900 WOT for two-three seconds before accelerating the engine on the
dyno), this can’t be considered something you could run for very long distances on pump
gas. As shown, BMEP is over 180 psi, even with the “softer” tuning. This is race engine
BMEP, requiring race engine fuel to be safe. You can’t cheat mother nature—creating
160 lb/ft of torque out of 1000cc requires huge volumes of air/ fuel mixture being packed
into the cylinders which causes actual compression ratio to climb skyward. To be truly
pump gas safe, it’s likely that the Boondocker could be cranked up to drop HP to around
200, BSFC maybe .70 plus to keep combustion temperatures cool enough to stave off
deto on low octane gas. But then you can switch maps quickly when high octane aviation
or race gas is available and take advantage of the 230 plus HP.
We’re hoping that this combination will prove to be repeatable on other M and F 1000’s,
and hoping that field testing will show that this massive pile of HP can be clutched to
perform like 230 HP. That most important assessment will follow.
But for now, all we can do is stare, in awe, at the amazing torque and horsepower created
by BMP out of this M1000 for 13-14 seconds on Batavia pump gas.
EngSpd STPTrq STPPwr BSFA-B FulA-B BMEP TsTim2 FuelP
RPM Clb-ft CHp lb/hph lb/hr psi second psig
6900 154.4 202.8 0.62 117.6 176.8 0 42.1
7000 142.8 190.4 0.67 119.2 163.4 2.1 41.9
7100 141.6 191.5 0.68 120.1 162.2 3.7 41.9
7200 139.2 190.8 0.69 122.6 159.5 4.5 41.9
7300 149.4 207.6 0.65 124.5 171.1 5.8 41.9
7400 152.9 215.4 0.62 123.5 174.9 7.3 41.8
7500 160.0 228.5 0.58 122.3 183.2 8.5 41.8
7600 158.8 229.8 0.57 121.6 181.7 9.4 41.9
7700 134.5 197.2 0.66 121.5 153.8 10.6 41.9
La courbe est pas belle mais cé des gros chiffres!!
Bikeman Performance prototype stamped pipe on Arctic Cat M1000
In 20 years of dyno testing this has to be the most bizarre session I’ve encountered. Erich
Long owner of BMP comes here often to verify the information he obtains on his modern
SuperFlow 902 engine dyno. This time he brought an 07 F8 ported with his single pipe
etc, a stock Polaris Dragon 700 EFI for stock pipe mod testing, and an M1000 mountain
cat that Erich had just fitted a new stamped single pipe to.
Reich explained to me that the M1000 was bone stock, with the addition of a timing key,
BMP billet 12.5/1 head and Vforce3 reeds and of course a Boondocker EFI controller.
The only other change was the exhaust system—consisting of a new BMP Y pipe,
stamped single pipe, and very quiet BMP muffler.
Erich had just finished assembling this sled before leaving for the 17 hour trip to DTR,
but he had time for a quick burp on his own dyno. Using the Boondocker to punch in
some extra fuel, he made 195 CHP, then loaded up and headed East.
We began Erich’s three-sled session with the F8 which after some tweaking made 119
lb/ft and 178 CHP within one percent of what he made on his dyno (I’ll post those
numbers later).
Next we set up the M1000 on the dyno. We didn’t have a stock pipe/ muffler to begin the
test with, so we started right off with the new BMP exhaust. We put three gallons of
Sunoco 93 octane gas we bought down the street, and began tuning with the Boondocker
as Erich had set it at his shop. Right off the bat, the engine surged on my dyno, an
indication to me of extreme lean A/F mixture (we had only fuel flow to measure since the
stock airbox had been removed in favor of K&N filters). Erich punched in 10 more
numbers on mid/ high RPM settings and the engine ran smoothly from 5000 to valve
opening around 6700 where HP came on instantly, building HP too quickly for the dyno
to grab and control it. So we began our test at 6900 and watched as beyond 7300 the HP
ran up over 240 HP, and BSFC dipped below .50 lb/hphr and the BSFC gauge flashed
red, causing me to abort. How could an exhaust system and minor accouterments add 70
HP to this stock 1000? Bob Harrington (AKA Portgrinder) works for BMP and was there
to help/ observe. Bob’s got many years experience on the SF901 dyno, and he and I went
through the whole calibration process on my dyno—all was correct. Erich bumped the
fuel numbers up some more, HP was still well over 235 with some deto spikes in the real
time graph. Now I was convinced something just might be wrong with the dyno, so we
removed the M1000 and set up the Polaris Dragon. With two gallons of the same gas we
bought for the M1000, the bone stock the Dragon made 140 CHP, just as it should. I was
expecting my dyno, suddenly and mysteriously “happy” for the first time in 20 years, to
show the Dragon with 180 CHP. So the dyno was reading correctly, as I should have
expected. We finished the pipe mod test (very successful, adding HP everywhere with
about 5 hp on top—will post later) then put the M1000 back on the dyno, assured that our
numbers were accurate.
We called “Dead 1” Dave Craiglow at home, offering him a steak and fine wine if he
would bring his F1000 CDI for us to compare, and for him to help me make sure this
was, indeed as stock as Erich said it was (not doubting anyone, just for those like myself
that want to be sure stock is stock). Dave drove the 40 miles to DTR for steak and HP.
Erich pulled the pipe so Dave could examine ports, bore, stroke etc—all was normal.
Dave’s CDI was tested on the engine, and it added fuel as expected (M sleds are mapped
leaner), and only dropped a few HP.
Note that HP is higher at 6900 than 7000. When I stabbed the engine to WOT with the
dyno holding steady at 6900, HP was well over 200—maybe 220 then dropping as pipe
center section gas temp rises, chasing the HP peak ever higher. Then, beginning the dyno
test that rising pipe temp seems to chase the HP higher yet, quicker than the dyno
accelerates for the first few hundred revs.
Even though our “final spec” was run for about 13-14 seconds at WOT on pump gas
(stabilized at 6900 WOT for two-three seconds before accelerating the engine on the
dyno), this can’t be considered something you could run for very long distances on pump
gas. As shown, BMEP is over 180 psi, even with the “softer” tuning. This is race engine
BMEP, requiring race engine fuel to be safe. You can’t cheat mother nature—creating
160 lb/ft of torque out of 1000cc requires huge volumes of air/ fuel mixture being packed
into the cylinders which causes actual compression ratio to climb skyward. To be truly
pump gas safe, it’s likely that the Boondocker could be cranked up to drop HP to around
200, BSFC maybe .70 plus to keep combustion temperatures cool enough to stave off
deto on low octane gas. But then you can switch maps quickly when high octane aviation
or race gas is available and take advantage of the 230 plus HP.
We’re hoping that this combination will prove to be repeatable on other M and F 1000’s,
and hoping that field testing will show that this massive pile of HP can be clutched to
perform like 230 HP. That most important assessment will follow.
But for now, all we can do is stare, in awe, at the amazing torque and horsepower created
by BMP out of this M1000 for 13-14 seconds on Batavia pump gas.
EngSpd STPTrq STPPwr BSFA-B FulA-B BMEP TsTim2 FuelP
RPM Clb-ft CHp lb/hph lb/hr psi second psig
6900 154.4 202.8 0.62 117.6 176.8 0 42.1
7000 142.8 190.4 0.67 119.2 163.4 2.1 41.9
7100 141.6 191.5 0.68 120.1 162.2 3.7 41.9
7200 139.2 190.8 0.69 122.6 159.5 4.5 41.9
7300 149.4 207.6 0.65 124.5 171.1 5.8 41.9
7400 152.9 215.4 0.62 123.5 174.9 7.3 41.8
7500 160.0 228.5 0.58 122.3 183.2 8.5 41.8
7600 158.8 229.8 0.57 121.6 181.7 9.4 41.9
7700 134.5 197.2 0.66 121.5 153.8 10.6 41.9