I got my first real ride this year in over 2 ft of fresh and a few feet of base on Saturday with a stage 3 bikeman tune with ibackshift clutching. The clutching was phenomenal but the tune makes for a lazy mid-power range. Huge turbo lag on a sled that didn’t have any lag before. When fully boosted its a super fun sled. Seems a lot more like an aftermarket turbo now. I’m thinking about going to a stage 2 for less power drop around 5000 rpm.You must report back with your findings after a few days of running the tune with Dj's clutching.
it`s not the tune, it`s the clutching that makes it lazy.
Using a chassis dyno for more then 20 years, seeing or looking at a dyno graph with a dip, generally indicated a "miscommunication" between clutches. If you pay attention to where you see the dip on the graph, while out in the field testing, the dip does in fact show up as a hesitation in sled or motor acceleration, especially while putting a load on the motor going up a hill. This hesitation can happen due to secondary not able to keep up with primary upshift input, but can also be due to primary ramp profile, as well as primary ramp weight, and or location of weight, and more. We have found performance gains in gearing changes as well as airbox modifications. This is why you test so many different variables, so you can prove it in the mountains.that dip is only on the dyno, Joey from bikeman explained the dip. there is no dip in the real world, quit riding sleds on dynos.
My sentiment also, just finished doing some research on available primary springs and installed a new spring to bring my clutch setup back up to my liking. Haven't had a chance to get out and ride yet though to test my math. LOL Running Bikeman stage 2 and aftermarket clutching Frankenstein. I should probably just call it my own clutching at this point.3000 rpms it to low in the mountains for my liking, i like 3400 - 3500,
Yes, we have run Bikeman and Silbur both, up to stage 4 for testing purposes in the field. Yes we understand dips in performance can be fixed with clutch tunes. This is why we test with a chassis dyno vs engine dyno. This is also why we make our own clutch parts. Currently in stock turbos we are running close to 105-106 gr. of weight in our clutch kits . We are capable of adding up to 30 additional grams of weight, all underneath the ramp profile Stock ramp profile approx. 96 gr.On Joey`s dyno there are no clutches, the dyno is on the crank, <<< seeing or looking at a dyno graph with a dip, generally indicated a "miscommunication" between clutches. >>> that dip is easily fixed by clutching. have you ran a bikeman tune ? I have and there is no hesitation or in motor acceleration.