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Just wondering if anyone knows what the rpm's are supposed to be at for the 1100 turbo.
Rpm's for 1100 turbo
- Thread starter Deyell
- Start date
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This is just a guess but I'd say 8-9k even tho 4s are capable of super high revving, I mean look at the zuki street bikes the 1000cc turns almost 14k and there motogp race bikes are like 18-19k! But I think the harmonics are play the biggest role, I'm just not sure if you can get a 2cyl to run as smooth as a 4cyl, but I could be way off on that too that's just my input!
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I am here: http://maps.google.com/maps?ll=47.992866,-102.863517
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7800-7900 rpm torque monster. . . Is where is makes power in stock form. . . Turbo Dynamics as well as D&D have found some more hp revving it higher I believe. TD does a remap that spins 8400 and d&D is offering a rpm limit remap raise for I believe $99.
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You cannot spin a sled that fast. CVT clutches become less and less efficient the faster they turn. Thats why most sleds dont go over 8500 or so. The Apex even has a reducer that causes the clutch to spin slower then the engine so the clutch is only mid 8's when your engine is 10 or 12 or what ever they run at.
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Thats weird i had my apex clutched and my limiter set to come on at 13500. Which is a hell of a lot more the 8500
That's weird that you evidently don't know or ignore the fact that the Apex has a gear reduction to bring the clutch speed down.
What was the stock RPM limit set to?
Nytro's don't have a gear reducer and they spin 8700-8800. So i don't see why you can't spin a clutch that high?
I had a 95 XCR with Aaen triple pipes that turned at 9000 RPM.
I think what Going West was getting at is the CVT clutch begins to decrease in efficiency as the RPM goes above 8,500. How much does it loose buy the time it gets to 9,000?? 10,000?? I know I do not know.
I think what Going West was getting at is the CVT clutch begins to decrease in efficiency as the RPM goes above 8,500. How much does it loose buy the time it gets to 9,000?? 10,000?? I know I do not know.
I know mine hits the rev limited at about 8500 on the track stand. BTW, these sound totally gay with the stock exhaust. I'd be embarrassed to be seen riding one with the stock can. Sounds like a moped. Rigged up a straight pipe and it's a bit loud. Then used a Suzuki Busa muzzy's muffler on it, sounds bad azz.
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TE=madmax;2834494]I know mine hits the rev limited at about 8500 on the track stand. BTW, these sound totally gay with the stock exhaust. I'd be embarrassed to be seen riding one with the stock can. Sounds like a moped. Rigged up a straight pipe and it's a bit loud. Then used a Suzuki Busa muzzy's muffler on it, sounds bad azz.[/QUOTE]
And yes it does sound cool and at about 2 pounds you cant beat it.
And yes it does sound cool and at about 2 pounds you cant beat it.
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And yes it does sound cool and at about 2 pounds you cant beat it.[/QUOTE]
MORE INFO PLEASE
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We run the race stuff (with bigger turbos) at 8800-9500 rpm. Valvetrain upgrades are needed above 9000. Stock motor with stock turbo still pulls hardest at 78-7900. When pushing the limits of pump gas, more boost can be run with lighter clutching (higher revs), but actual performance gains have not been significant. At higher elevations, stock turbo cannot make enough airflow to make good power at higher revs at all. Also, we advise staying below 8300 on pump gas, as we have not been able to get consistant reliable det sensor operation above that rpm. Clutch efficiency has not been an issue to 9500rpm.
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So glenn . . . With putting on a higher flowing exhaust such as a straight pipe or barker and clutching to keep the rpm low does the a/f ratio stay in a safe range?
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Stock, a/f's are in the 11.0:1 range. With straight pipe or barker they get to about 12.5:1. I consider this completely safe, and we have never been able to damage anything with stock turbo at these a/fs. Quiet can puts af's right in between. Fuel can be added with Hijacker, if richer a/fs are desired.
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MORE INFO PLEASE[/QUOTE]
The muzzy is a cut down carbon fiber muffler off a hyabusa. We also have a smaller version that is a bit louder but both sound awesome. They are held in place by a similar bracket as on the stock can with a single spring pulling downward. Will update as soon as its finished and we have run it. Should be in the 300 $ range. It weights 2 pounds.
Wow thats alot of RPM!!:face-icon-small-sho stock limiter is about 11000RPM ish!!
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Hey Guys,
Sorry to get a little off topic, has anyone had any reverse problems with the new 1100s? I witnessed a brutal grinding of the forward gear after a fellow went from reverse to forward to quick. They tore it apart and the forward gear was stripped. It slides on a drum and if you engage it and you quickly throttle up it strips the gear? anyone else seen or heard of this problem?
Sorry to get a little off topic, has anyone had any reverse problems with the new 1100s? I witnessed a brutal grinding of the forward gear after a fellow went from reverse to forward to quick. They tore it apart and the forward gear was stripped. It slides on a drum and if you engage it and you quickly throttle up it strips the gear? anyone else seen or heard of this problem?
So throwing it into reverse on a steep downhill for braking probably is a bad idea
