Super Jet ET SJ Billet BigBores

W

waxhead

wannabe backflipper
Location
gold coast
E-Tech said:
Transfer area and flow was a big thing in making power. Making the ports flow was a big part in making power.
2 second pull i did see 124 lbs
Full spec 49's over stock 46's 10 hp in the upper mid to top
from 170 psi domes 14.5 pump to 16.5 190 psi domes make 8 -10 lbs all the way through. But you need C12.
ET mani 20 lbs from 5-6k and 8 lbs from 6-6500 and same on top as stock PF mani from 6500 to 7200.
Click to expand...

If you reverse calculate this and assuming it makes it most power at a 7200 as thats the highest figure spoken about.
124 ft ponds torque it makes about 170hp

What you dont see it the area under the curve, this is the bit that makes your eyes go wide
If it made more power at a higher rpm then it would make sense it would be mentioned.
That figure I would expect to be about right
 
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Quinc

Quinc

Buy a Superjet
Location
California
Nate_D said:
I agree with you BK, but the flip side to that is all of the "bros" who are judging and hyping a platform by how hard it "rips". While I agree that the dyno isn't the end all be all, it could at least provide empirical data in an arena that is dominated by hype. I don't particularly care about a top HP number, but seeing the torque curve or at least having a peak torque and RPM (as Etech provided) I find useful.

Product looks great Art! Will there be one in a demo hull at Daytona?


Sent from my iPhone using Tapatalk
Click to expand...

Also if we knew exact numbers it would make tuning a heck of a lot easier. X amount of torque/hp requires x pump size/type and x impeller etc etc..
 
E-Tech

E-Tech

Location
ON
As for 200 hp not one will make it not even 1200 or 1400 with a single pipe and this low rpm. 49mm carbs flow as much as a 42mm round slide carb. second a single pipe with a 41 mm stinger will not flow 200 hp sorry. CFM = HP without supercharging it is not possible. A small stinger will make quick power on a bigger engine but if held wide open too long it may go boom! must add more water to keep it cool to keep the frequency down.
All these engine use the same pipe and carbs. The bigger engines will make more torque and a bit more power.only a percentage not a 50 or 100 more HP more.

There will be more hp as after the ET mani and there will be a ET pipe for sure.

Here is some info on cranks, light T crank make more low end at 5-6k 12 foot lbs more than the full circle. The full circle make more at 68-7000 5 hp
The reason is the volume change, more case volume less pressure, makes for more lowend power( doesn't get blow out the ex).

For example i have built many Sled engines 1160 billet 78mm x 98mm huge ports 6 port intake 3 huge EX ports 48mm round slide carbs twin pipes 36mm stigers custom timing curve 15:1 comp 205 hp at 8000 still to this day will out perform others that claim 240 hp

Some may even know about my ET F9 Billet cylinder kit for the F7 Arctic Cat 151 mph 8:70 1/4 mile 890cc BD noss still to this day record sled on the tar under 900cc.
Some more info ya.
 
W

waxhead

wannabe backflipper
Location
gold coast
E-Tech said:
As for 200 hp not one will make it not even 1200 or 1400 with a single pipe and this low rpm. 49mm carbs flow as much as a 42mm round slide carb. second a single pipe with a 41 mm stinger will not flow 200 hp sorry. CFM = HP without supercharging it is not possible. A small stinger will make quick power on a bigger engine but if held wide open too long it may go boom! must add more water to keep it cool to keep the frequency down.
All these engine use the same pipe and carbs. The bigger engines will make more torque and a bit more power.only a percentage not a 50 or 100 more HP more.

There will be more hp as after the ET mani and there will be a ET pipe for sure.

Here is some info on cranks, light T crank make more low end at 5-6k 12 foot lbs more than the full circle. The full circle make more at 68-7000 5 hp
The reason is the volume change, more case volume less pressure, makes for more lowend power( doesn't get blow out the ex).

For example i have built many Sled engines 1160 billet 78mm x 98mm huge ports 6 port intake 3 huge EX ports 48mm round slide carbs twin pipes 36mm stigers custom timing curve 15:1 comp 205 hp at 8000 still to this day will out perform others that claim 240 hp

Some may even know about my ET F9 Billet cylinder kit for the F7 Arctic Cat 151 mph 8:70 1/4 mile 890cc BD noss still to this day record sled on the tar under 900cc.
Some more info ya.
Click to expand...
Seems some of these other people are not bound by the law of physics as the rest of us, Im glad to see you write that I have been saying the same thing for years.
 
E-Tech

E-Tech

Location
ON
Here is some Factory B pipe #"s ET 1107 14.5 comp msd enhancer 44 carbs 125 low 100 mains
TNT replica 6800 rpm 118 hp
B long body pipe same jetting 6800 rpm123 hp also better running midrange more snap.

The reason is the head pipe has 2 90 deg angles with a small radius, too close to the cyl, kills the sound wave and flow. soft curves work much better like the PF. There is alot of power in the EX mani to still be had.

I gave up on this real fast I might have gained a bit with 48"s and the APT cdi but why would you buy a 5k engine and use the B pipe and give up well over 40hp

Between the APT CDI from PHP and the MSD total loss there was not a whole lot of dif 4hp on top may have been the stronger spark but the mid was the same with the same cuve. The lighter flywheel will make a huge dif in the real world though.
 
Jetfiend

Jetfiend

Location
PNW
"Between the APT CDI from PHP and the MSD total loss there was not a whole lot of dif 4hp on top may have been the stronger spark but the mid was the same with the same cuve. The lighter flywheel will make a huge dif in the real world though"


Art, regarding the ATP CDI vs. the MSD TL, are you referring to the ATP HX3 CDI or the ATP Flame TS2 total loss ignition?
 
Quinc

Quinc

Buy a Superjet
Location
California
How about some 62t/61x stock bore numbers for us everyday weekend warriors. :) lightened fly wheel do much? Bore the bpipe mani out to 49/50mm?
 
W

waxhead

wannabe backflipper
Location
gold coast
When you look at the one just posted above.
The b limited chamber, 44s and an msd you see your getting a massive gain in torque.
Thats a great setup makes me wonder why other people have not recomended this setup to people before. Or maybe they have but people were to blind to read it.

What I would really like to see is if you have the data between the v-force two reeds and the v-force three
 
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E-Tech

E-Tech

Location
ON
waxhead said:
When you look at the one just posted above.
The b limited chamber, 44s and an msd you see your getting a massive gain in torque.
Thats a great setup makes me wonder why other people have no recomended this setup to people before. Or maybe they have but people were to blind to read it.

What I would really like to see is if you have the data between the v-force two reeds and the v-force three
Click to expand...
Have not tested should be close. I will be testing the boyesen intake soon.
 
Quinc

Quinc

Buy a Superjet
Location
California
You should start another thread and post dyno numbers. Be interesting to see if the "bro" numbers compare. Also what dyno are you using?
 
E-Tech

E-Tech

Location
ON
I have to thank Hink320 for all his work to get his carbon ski completed for the WF he work hard and late so we could test the ET 1107 and his 155 setup. Awesome looking ski Great workmanship.
Thanks Chad!
 
speedysprocket

speedysprocket

Alex
Location
Chesapeake, VA
Sounds like we need a ski dyno- some rig in the water that the ski straps into and either measures the force the ski tries to exert on the rig, or measure the thrust coming out of the pump.
I thought I once saw a dyno that somehow attached to the nozzle when I was looking at seadoo stuff way back when...
But that would take into account the entire driveline and probably be the only definitive and comparable tuning tool, right?
 
kevbo

kevbo

Location
dfw
You can stick a pitot tube in the jetstream and then compare RPM and pressure with static thrust. Then do some top speed runs and formulate your own performance equivalents. The data wouldn't mean much to anyone else, but this is a cheap way to keep notes on what is actually happening. All this is really nerdy and time comsuming stuff that no backflipper cares about. Just buy the brightest bling with the largest numbers.
 
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