Sounds good!!

 

Waiting and watching!

 

Keep us posted Jim on th new turbo, will charge temps drop significantly..

 

I really like the idea of being able to switch between tunes for race and pump gas... A valet mode for the kids would be nice also.

 

Exactly! We can do a valet mode no problem and drop the boost so you only have around 100 horse.

If it's anything like your XP1K setup I will pass. That stuff didn't work. The only good thing was the Bully Dog controller.

FYI: Just so others know this customer said the tuning was working great last time he contacted us via e-mail. He then went on the forums nearly a month later and was saying that things were not working (never even came to us first). When we asked him to data log so we can see if we can help with his issue, he refused. Leads us to believe he did not have an issue, and was just looking to test with the tuner and send it back. Now he prides himself in talking bad about our tunes which 99% of people are extremely happy with.

 

Sounds excellent.
We like plug and play kinda set ups.
A slip on and a controller already dialed in.

 

Just what I have been waiting for….

 

If it's anything like your XP1K setup I will pass. That stuff didn't work. The only good thing was the Bully Dog controller.

 

Here is a little clip where we were sitting on 91 octane the first day. We are a few horse up now, but still pretty close to this. We are one of the only companies that can actually duplicate a really long pull on our dyno. We have a 1000 gallon coolant tank with a coolant tower that circulates at whatever temps we desire, so we can easily mimic real world running conditions without having coolant spike in temps. In this video we were testing for power fade on an extremely long pull. We were also testing for detonation, or codes when the motor/intercooler is heat soaked.

172hp on pump gas is what you'd see on a normal run. That's a +25 horsepower gain. On an extremely long heat soaked run loaded hard on our dyno (Doubtful you'd ever have a chance to get things this hot), you only lose 4-6hp, and you throw no codes.



We should have tunes ready to go shortly as we are verifying everything is running smoothly in the field also. Great thing about our tuner is the ability to update. If we find a breakthrough where we can get more horsepower on pump fuel, we can easily update tunes via e-mail.

Race fuel tunes are in the works right now.


-Mike

 

With your tuner will you be able to switch from map to map with out sending the ecu in? If I'm in the dunes give me all the hp, if i'm in the tight trees i would mind the boost spike not hitting so hard in every corner.

 

Just went up and reread your post.. Answered my question! Stoked to see more!

 

I've had awesome luck, and awesome support from bmp with 900s and xp1k parts, and now sled parts. Btw, I liked the 670hp f1100 turbo at the grass drags this weekend.

 

I had great support directly from Mike at BMP for Bullydog GT on my XP1000. I iterated through a ton of build options and stuff and always got responses and quotes quickly. In the end all I ended up buying was the tuner, but Mike still put in a ton of time working with me.

I've already ordered an ECU from HCT with the EVO tunes for my XPT, but I'll be keeping a close eye on BMP and won't be opposed to changing later.

-TJ

 

Coming from a guy that's been racing with all bikeman performance stuff on my xp1000 I've had nothing bad to say about bmp. Exhaust, bully dog, clutching was top notch. I had a issue with my muffler falling off mid race and bikeman offered to send me a different muffler. Instead of taking it I asked what to do different. Since then has no been transfered to a different machine since I upgraded to a turbo.

Communication is a big key on both sides and Bikeman is top notch if you communicate your issues to them.

Keep up the good work guys. Looking forward to your stuff being released. And possibly racing next season with some of your stuff as well!

 

I am not familiar with the bully dog tuner. Where do you plug it in? Does it stay connected? If you had a warranty issue and you took the programmer off would the dealer be able to trace the tune?

 

The Bullydog GT plugs into the factory diagnostic port. You have the option to leave it permanently mounted so you also gain the benefit of gauges/monitoring or just hook it up to load the tunes. With the Turbo I suspect you'd want to leave it hooked up since you gain (according to BMP's first post, I have not tried this) boost, knock and other gauges.

WRT the warranty issue, I don't know. I believe that once you load the factory file back in (the Bullydog saves your factory tune off before loading your new tune) and remove the tuner all together they wouldn't be able to tell. But I don't know how sophisticated the ECU is. On my '11 D'max truck the ECM stores a record of being tuned, and the TCM stores calculated torque so even taking my tune out there would be "records" of the tune. I have no idea if the Polaris ECU is that advanced...

-TJ

 

opcorn:

 

Thanks for helping him with those questions TJ!

The unit can be flashed back to stock at any point in time. Polaris can see how many times the unit has been flashed, but not much else. They would have to be directly looking for this, and at an engineering level... this almost never happens. The good thing about this programmer is the ease to go back to stock and remove the unit. This is what you'd want to do before brining the machine in for any type of work at a dealer.

 

Tunes are coming along nicely! We have several test pilots including us running these tunes with zero issues and simply wicked power. I'm going to run down a few more things that you'll see with our tune/tuner.

Turbo XP GT Monitors & data logs
1. Speed
2. RPM
3. Baro - Pre Turbo Pressure
4. Throttle %
5. Battery Volts
6. Coolant Temp F
7. Intake After Intercooler Temp
8. Timing Mag
9. Timing PTO
10. Injector Pulse Width in ms MAG
11. Injector Pulse Width in ms PTO
12. Manifold Absolute Pressure
13. Perceived Engine Load %
14. Boost PSI
15. Target Absolute Boost/Pressure
16. Boost Temp Pre Intercooler
17. AFR (with the addition of optional system)

Many are having trouble tapping in boost gauges with this system. Since the GT runs off of the factory sensors, it will not give you any trouble. The other big benefit is the ability to read target boost. This shows you the values we program into the ECU. If your actual boost is lower than the target boost you know something is wrong (IE boost leak, ECU detune because of bad fuel.. ect). You can also view pre and post intercooler air temps. This is big to see if you are getting heat soaked.

One thing that was said originally was the ability to see knock. Because of how this sensor is programmed in, we will not be able to show or data lock engine knock. That's okay though because the ECU safety parameters are still in place:

Our programming uses many inputs to control HP output safety.
1. After intercooler temp - influences timing and desired boost to prevent detonation and preignition.
2. After turbo temp vs pre turbo temp - keeps turbo in safe usable efficiency range.
3. After intercooler pressure - influences timing and fuel flow
4. Knock sensor - Detunes engine to a safe level if knock is indicated and maintains until key is cycled

Here is what we have for horsepower levels right now (all at the crank):

STOCK 11 PSI 147 HP
Level 1 91 OCTANE 13 PSI 156 HP
Level 2 91 OCTANE 14.5 PSI 161HP
Level 3 91 OCTANE 15.5 PSI 172 HP
Level 4 110 OCTANE 17 PSI 182 HP

At that point we are maxing out the injectors. I'm sure our race fuel tunes will be higher once we figure out larger injector tuning. Lower compression pistons might also be in the future to gain more horsepower on pump fuel.

If anyone is heading to Glamis for halloween come stop by our semi! We will be out testing our turbo tunes and having a good time in the sand.

-Mike

 

Here is what we have for horsepower levels right now (all at the crank):



STOCK 11 PSI 147 HP

Level 1 91 OCTANE 13 PSI 156 HP

Level 2 91 OCTANE 14.5 PSI 161HP

Level 3 91 OCTANE 15.5 PSI 172 HP

Level 4 110 OCTANE 17 PSI 182 HP






-Mike

Posting HP at the crank is a marketing gimmick which you are pretty good at. Post Rear Wheel Horsepower and some proof.

 

I'm really looking forward to this setup! I'd much rather be able to put the tune in and take it back out myself then have to purchase a second ecm to be able to return it to stock. And the ability to have it display 4 different virtual gauges of my choice is awesome too!!! Can't wait for more info on the different levels and availability. I'll look for you in Glamis!


Sent from my iPhone using Tapatalk

 

I will come by and see you in Glamis too! Can't wait.

 

I bet you don't show your face.k:k:k:

BMP, lets us know if Idaho ever shows and talks more trash.:rm_thumbdown::rm_thumbdown::rm_thumbdown:

 

On a CVT equipped vehicle, I actually prefer to see crankshaft horsepower then rear wheel because of all the variables that the CVT system does to a dyno.

And I can't think of anybody else that pulls a motor, exhaust, intake, the whole thing out of a side-by-side and puts it on an engine Dyno other then these guys! I give them props!


Sent from my iPhone using Tapatalk

 

You've got it. On a CVT you have way to many variables when using a wheel dyno. I can quick throw a clutch setup at a wheel dyno that spikes horspower and make us look like gods... yet that same setup would be horrible for real world riding.

Using an engine dyno provides consistent results and is the correct way to dyno engine performance parts and accurately display horsepower. This is why any OEM manufacturer releases crank horsepower. We are using a Superflow 902 which is a $150,000 dyno with state of the art technology. Factory Polaris uses many of these same dyno's.

-Mike

 

Will you be raising speed & rev limiter? ETC?

 

Both will be raised!

 

Forgive me if I missed this somewhere... price?

 

It's not for sale yet, so they don't have an official price yet. But I've looked at their other threads on here, and I'd guess around $700 with the Bully Dog tuner loaded with a tune. The tuner alone cost $450, but you can only use it as virtual gauges and to check trouble codes. The extra $250 gets you their tune installed in it. I've only been looking into this tuner since this thread was posted though, so I could be wrong on some of it?

 

Ok. Good info. Thank you.

 

Crank dyno results are a good baseline but real proof for me is hp is to the ground. A few years back I had two sprint car motors built. They were identically built almost the same dyno numbers. One of them could not get out of it's own way while the other was a bullet. We tried switching all engine components and it just never ran. Sorry if I hurt your feelings.

 

these hp ratings are totally within reason,but from my understanding the xpt 925 motor already a turbo motor with 8:1 compression,why would you want to lower the compression more??