- Location
- Pueblo, CO
I'd like to share my experience that I’ve had with @powerhouseperformance, specifically their 898 billet cylinder engine. (Short story, this thing is absolutely ripping now!)
First off, I’m posting this because I hated to see some of the recent bad publicity that has been expressed by another member here. However, I can relate because I went through some of the same issues, but I got them worked out and I’m very happy now...
I think the key to the PHP is following Zack's setup to the "T". period. His setup is dialed. Any deviation from that setup will lead to additional tuning. Trust me, I know... I've been there. More on that below. EDIT/RANT: This is true for ANY high-end, big cc, "back flip" motor. I'm not sure why other people here seem to think that because the initial price of the PHP is lower, that they can use sub-par parts and get the phenomenal results that they see posted by the PHP crew! PAY TO PLAY - be it DASA, TPE or X-Scream. And while I'm on this subject, you can't BUY a backflip... it takes SKILL, which comes with practice. Just look at all the recent threads of guys looking for backflip critique and advice... some of these guys have killer skis with top-notch hulls and big motors, and they are looking for help to make it all around. I think some guys get disappointed when they spend a lump of cash and dont get an instant FW backflip... anyway... /RANT
I was attracted to the price, performance and philosophy behind the PHP 898. And much like another member here (who expressed some disappointment in this engine), I bought it and did not follow Zack's recipe. And I spent nearly a year of frustration getting it to where it's rocking now! By my own admission (and due to my budget), I didn't follow his setup and it caused me to have to do a lot more tuning.
For the record, here is what I did:
Fast forward to this year - made some Major changes over the winter: Some to follow Zack's Recipe and some still not. Still on a budget - and confident that the potential is yet to be seen in this PHP mill!
Switched to Novi 48's
Switched to 155 setback 14V mag, prop pitched to 7/14
Switched into a carbon Circus hull
same TNT pipe, much to Zack’s dismay
lower compression domes 50/50 pump gas/race gas – also not recommended by Zack.
First ride out was too rich. Leaned out and it was fun but still not explosive. So I went ahead and cranked up my timing to what Zack had originally recommended... WOW!!!! Holy poop WOW!!!
These engines like a lot of timing. And with that timing they need a lot of fuel down low. I bumped my timing only 2 deg. higher than where I was at and it came to life. Should have had it there all along... should have listened to Zack!
And this is with lower compression and the "wrong" pipe, and a heavy crank and pistons! Oh and of course 4700 feet elevation! From this I got my first flatwater flips – finally!
So I'd say there is a very easy way to make this engine rip - follow PHP's setup exactly (and be near sea-level)! Otherwise, like any other high-end setup, it takes the right combo of parts and tuning to get an engine dialed.
Hope that helps others that are considering a PHP setup. Zack has been super helpful all-around and I can’t thank him enough for that. This is a solid package at a great price. The crazy thing is that I don’t even have this cranked all the way up yet – I can still go to the light crank and pistons, bump up my compression, get a PFP, and add the oxygenated VP113 fuel that Zack recommends… and get even more power! At this point I don’t need it. Totally satisfied…. For now
First off, I’m posting this because I hated to see some of the recent bad publicity that has been expressed by another member here. However, I can relate because I went through some of the same issues, but I got them worked out and I’m very happy now...
I think the key to the PHP is following Zack's setup to the "T". period. His setup is dialed. Any deviation from that setup will lead to additional tuning. Trust me, I know... I've been there. More on that below. EDIT/RANT: This is true for ANY high-end, big cc, "back flip" motor. I'm not sure why other people here seem to think that because the initial price of the PHP is lower, that they can use sub-par parts and get the phenomenal results that they see posted by the PHP crew! PAY TO PLAY - be it DASA, TPE or X-Scream. And while I'm on this subject, you can't BUY a backflip... it takes SKILL, which comes with practice. Just look at all the recent threads of guys looking for backflip critique and advice... some of these guys have killer skis with top-notch hulls and big motors, and they are looking for help to make it all around. I think some guys get disappointed when they spend a lump of cash and dont get an instant FW backflip... anyway... /RANT
I was attracted to the price, performance and philosophy behind the PHP 898. And much like another member here (who expressed some disappointment in this engine), I bought it and did not follow Zack's recipe. And I spent nearly a year of frustration getting it to where it's rocking now! By my own admission (and due to my budget), I didn't follow his setup and it caused me to have to do a lot more tuning.
For the record, here is what I did:
- I had Zack build me a 5mm version of his 898. (Because I had a brand-new crank on hand).When Zack got the crank he advised me that it was very heavy compared to his 4mm billet. - I said go ahead and use my 5mm (budget). It bears noting that this was also before the new light-weight pistons that he uses now. My engine came out to 940cc with the piston size that I chose. Zack cautioned me that it might not spool up as quickly due to this crank.
- I used 48mm Full Spectrum carbs - Zack prefers Novi 48's
- I (gasp) used a B-pipe headpipe with a TNT stroker chamber. - NO PFP in my budget. Zack doesn’t like the performance of the TNT chamber and still tells me that I should run anything else but that! (again, my budget, stubbornness and experience with the TNT have caused me to not follow his recommendations)
- Race gas compression domes - custom cut for 940cc and elevation. (also got a second 50/50 mix set)
- I ran it in a Carbon superfreak Badass hull - with a "heavy" surf layup (68 lbs). Pushing a 144 Solas pump with various impellers and nozzle bore. Never could get it to hit right or hook up consistently with this setup. No matter which impeller. (This has caused me to question the viability of this Solas stator section in any high-end setup.)
- MSD T/L - I actually followed Zack's advice on this part (sort-of, read on below)
- ****** Oh one last thing - I'm AT 4700' ELEVATION! It's an uphill battle to get things tuned right here where I’m losing 14% to 20% of my horsepower on any given day! *****
Fast forward to this year - made some Major changes over the winter: Some to follow Zack's Recipe and some still not. Still on a budget - and confident that the potential is yet to be seen in this PHP mill!
Switched to Novi 48's
Switched to 155 setback 14V mag, prop pitched to 7/14
Switched into a carbon Circus hull
same TNT pipe, much to Zack’s dismay
lower compression domes 50/50 pump gas/race gas – also not recommended by Zack.
First ride out was too rich. Leaned out and it was fun but still not explosive. So I went ahead and cranked up my timing to what Zack had originally recommended... WOW!!!! Holy poop WOW!!!
These engines like a lot of timing. And with that timing they need a lot of fuel down low. I bumped my timing only 2 deg. higher than where I was at and it came to life. Should have had it there all along... should have listened to Zack!
And this is with lower compression and the "wrong" pipe, and a heavy crank and pistons! Oh and of course 4700 feet elevation! From this I got my first flatwater flips – finally!
So I'd say there is a very easy way to make this engine rip - follow PHP's setup exactly (and be near sea-level)! Otherwise, like any other high-end setup, it takes the right combo of parts and tuning to get an engine dialed.
Hope that helps others that are considering a PHP setup. Zack has been super helpful all-around and I can’t thank him enough for that. This is a solid package at a great price. The crazy thing is that I don’t even have this cranked all the way up yet – I can still go to the light crank and pistons, bump up my compression, get a PFP, and add the oxygenated VP113 fuel that Zack recommends… and get even more power! At this point I don’t need it. Totally satisfied…. For now
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