06 Dragon
Active VIP Member
Will there be any of these super chute vipers out at yamafest in Revy?
EVO Super Chute Viper 275 hp - Stock Compression
- Thread starter Kibbels
- Start date
JustBoostIt
Active member
- Joined
- Apr 2, 2011
- Messages
- 123
- Reaction score
- 136
- Location
- Lloydminster, AB
- Website
- www.whiteknucklemotorsports.ca
After we were done in Wyoming last week the sled went back to Evo's shop for some final tweaking. Timeline and scheduling doesn't allow it back in time for Yammifest but we do plan to have it up in April in conjunction when Thunderstruck is filming.
Just to clarify it is a Big Chute turbo not a Super Chute kit on the Viper. It is very smooth and comes strong on the topend. After riding it at 10k+ elevation, and seeing the response it had there, I can only imagine what it's like at 7k. Having it plug and play with no tuning, stock compression, and the Multi Map feature are going to make this kit in a class of its own. There is going to be quite a few of these on the snow next winter if my emails are any indication.
- Thread starter
- #23
Kibbels
Active VIP Member
Great stuff... Ya sorry about putting the Super in there.. Will change it. Ya can't wait to hear more on the multi map feature as that there is the ticket to win in my opinion. Look forward to seeing this in action.
Will a person be able to test ride when in Revy?
Cheers
DaveB
Active VIP Member
Please say no....please say no...please say no....Homer needs to plant trees this summer.....
JustBoostIt
Active member
- Joined
- Apr 2, 2011
- Messages
- 123
- Reaction score
- 136
- Location
- Lloydminster, AB
- Website
- www.whiteknucklemotorsports.ca
I'm sure that can be arranged.
DaveB
Active VIP Member
This is definitely the system I would like to take a closer look at. Looks very well thought out.
JustBoostIt
Active member
- Joined
- Apr 2, 2011
- Messages
- 123
- Reaction score
- 136
- Location
- Lloydminster, AB
- Website
- www.whiteknucklemotorsports.ca
Obviously the WTA is the norm in higher end kits. I think the biggest differences from this kit to any other is the scaling of injectors, being able to address timing, and multimap fuel control.
Bigger injectors in the stock locations instead of adding more is a plus if you can tune it correctly. Evo did this last year in their 1100 test mule. I rode it for a day before Jim told me it had bigger injectors. Couldn't tell the difference in the smoothness of the throttle from the stock ones on my sled. Scaling larger injectors has the potential for a rougher running motor in the low rpm ranges. The 1100 didn't have that and neither does the viper.
As far as timing control....if you had 2 identical kits, and one had timing adjustments and the other didn't, which one would you choose? Assuming its done correctly, more boost on the same octane, yes please.
Different octane tunes at the twist of a knob is a very nice option as well. From all the 1100 kits I sold this year about 90% did a multi map flash instead if a single map. It's just nice to have the flexibility to choose.
Not taking away from anyone else's kit, just stating the differences with the Evo one.
Bigger injectors in the stock locations instead of adding more is a plus if you can tune it correctly. Evo did this last year in their 1100 test mule. I rode it for a day before Jim told me it had bigger injectors. Couldn't tell the difference in the smoothness of the throttle from the stock ones on my sled. Scaling larger injectors has the potential for a rougher running motor in the low rpm ranges. The 1100 didn't have that and neither does the viper.
As far as timing control....if you had 2 identical kits, and one had timing adjustments and the other didn't, which one would you choose? Assuming its done correctly, more boost on the same octane, yes please.
Different octane tunes at the twist of a knob is a very nice option as well. From all the 1100 kits I sold this year about 90% did a multi map flash instead if a single map. It's just nice to have the flexibility to choose.
Not taking away from anyone else's kit, just stating the differences with the Evo one.
Last edited:
DaveB
Active VIP Member
So are we going to have some pricing and Canadian availability, etc soon? Snow check season is running out.....
Bigblack
Active VIP Member
Pricing is on Evo's website and on SW. Looks to be at the upper end of the scale....but does appear to be a nicely scienced-out system.
DaveB
Active VIP Member
EVOLUTION POWERSPORTS YAMAHA VIPER | ARCTIC CAT 7000 TURBO SPECIFICATIONS AND SNOW CHECK PROGRAM
Evolution Powersports is proud to announce that we have completed our No Compromise Yamaha Viper/Arctic Cat 7000 Turbo Kit. This kit has been designed to be the best running kit on the market by utilizing our 20+ years of four stroke turbo expertise, the best components available with the most robust engine management system.
We have made changes to a few of the components originally specified in the kit. The original IHI/TiAL Big Chute Turbo has been replaced with a TiAL/Garrett GT 28 series that has both a custom exhaust housing and compressor cover. The reason for this change is the original turbocharger was not providing the supercharger like response above 8000’ that we wanted. The Garrett has a smaller A/R on the exhaust housing and a more efficient turbine wheel which gives us better spool at extremely high elevations.
The intake has been changed to an external style with an Outerwear’s type filter. This was largely due to customer demand rather than a deficiency of the original design which worked flawlessly.
In addition to injector scaling, timing control, electronic boost control based upon a manifold pressure and barometric pressure, we have also incorporated multi map into our Advanced Piggyback Controller (APC). This will allow customers to run different boost levels depending upon the fuel quality available. A dash mounted switch changes the boost mapping. The base tune is 91 Octane and 210 hp. The 275 hp setting is a mix of race and pump gas. Further testing may allow us to reduce the octane rating for this tune. The unit will be largely plug and play utilizing the factory harness plugs where possible.
As stated previously, this kit will not run a head shim to lower compression. We are able to do this safely at the boost pressures we run due to our ability to manipulate timing. We truly believe high compression and the associated throttle response with a very quick spooling turbo makes the most fun and ride-able mountain/trail sled available.
Our liquid to air intercooler uses innovative thinking to provide the engine with tempered air that stays within a very narrow range even during a long climb. Our system takes coolant from the front heat exchanger (which is where it is coolest) and runs it through an additional billet machined heat exchanger to further reduce the water temperature, then to the intercooler and back to the engine. The heat exchanger is a direct replacement for the factory belly pan access panel. It also features internal S channels and longitudinal fins to maximize heat transfer. The reasons we chose this method of heat exchange method are as follows: First, we did not want to add a separate cooling loop which adds weight, cost and complexity to the kit. Separate loops require a pump and a tank with reservoir. Second, consistent charge air temperatures – the engine runs best when the intake temperatures are kept within a fairly narrow temperature range. Our intercooler system keeps the intake air temperature at approximately 125 deg F all day long.
During the testing phase of development, we monitored and logged both engine coolant and intercooler discharge temperatures. The coolant temperature of the sled never varied by more than 5 deg F in every condition imaginable. Even on the trail with frozen snow that burned up a set of Hifax with 10 miles (with scratchers), the engine coolant temps were always the same within 5 deg F. Part of the reason for this is that on the trail, at part throttle settings, the water to air intercooler actually cools the engine coolant before it enters the engine. At full boost and long climbs, our belly pan mounted heat exchanger provides additional cooling that the stock sled does not have.
Our experience with air to air intercoolers is that they may allow cooler temperatures at the beginning of a climb, but will very quickly spike to over 210 deg F. In the automotive world, the only way an air to air intercooler can approach the efficiency of a water to air is to have it ducted and shrouded so that air has to pass through it. On the Viper/7000, there is no place to mount an air to air where it will have the required ducting, shrouding and airflow.
We are extremely happy with the performance of our kit and the sled in general. Yamaha and Arctic Cat have done some great things to alleviate the original problems associated with the ProClimb Chassis (TCL Delete and other driveline improvements). We believe this sled is the next evolution of technology and narrows the gap considerably between two stroke and four stroke in terms of handling.
As an added Snow Check Bonus, we are offering the Garrett/TiAL Billet Wheel Upgrade package for the same Snow Check price as the standard GT28. This turbo has a proprietary TiAL manufactured custom compressor wheel which will outperform just about any turbo charger of similar size.
This is a limited time offer and customers choosing this option need to pay for 1/2 of the kit up front. Standard snow check pricing requires a $1500.00 deposit. All Snow Check Kits will be delivered by October 31st 2014 with the earliest kits being delivered 1st.
Evolution Powersports is proud to announce that we have completed our No Compromise Yamaha Viper/Arctic Cat 7000 Turbo Kit. This kit has been designed to be the best running kit on the market by utilizing our 20+ years of four stroke turbo expertise, the best components available with the most robust engine management system.
We have made changes to a few of the components originally specified in the kit. The original IHI/TiAL Big Chute Turbo has been replaced with a TiAL/Garrett GT 28 series that has both a custom exhaust housing and compressor cover. The reason for this change is the original turbocharger was not providing the supercharger like response above 8000’ that we wanted. The Garrett has a smaller A/R on the exhaust housing and a more efficient turbine wheel which gives us better spool at extremely high elevations.
The intake has been changed to an external style with an Outerwear’s type filter. This was largely due to customer demand rather than a deficiency of the original design which worked flawlessly.
In addition to injector scaling, timing control, electronic boost control based upon a manifold pressure and barometric pressure, we have also incorporated multi map into our Advanced Piggyback Controller (APC). This will allow customers to run different boost levels depending upon the fuel quality available. A dash mounted switch changes the boost mapping. The base tune is 91 Octane and 210 hp. The 275 hp setting is a mix of race and pump gas. Further testing may allow us to reduce the octane rating for this tune. The unit will be largely plug and play utilizing the factory harness plugs where possible.
As stated previously, this kit will not run a head shim to lower compression. We are able to do this safely at the boost pressures we run due to our ability to manipulate timing. We truly believe high compression and the associated throttle response with a very quick spooling turbo makes the most fun and ride-able mountain/trail sled available.
Our liquid to air intercooler uses innovative thinking to provide the engine with tempered air that stays within a very narrow range even during a long climb. Our system takes coolant from the front heat exchanger (which is where it is coolest) and runs it through an additional billet machined heat exchanger to further reduce the water temperature, then to the intercooler and back to the engine. The heat exchanger is a direct replacement for the factory belly pan access panel. It also features internal S channels and longitudinal fins to maximize heat transfer. The reasons we chose this method of heat exchange method are as follows: First, we did not want to add a separate cooling loop which adds weight, cost and complexity to the kit. Separate loops require a pump and a tank with reservoir. Second, consistent charge air temperatures – the engine runs best when the intake temperatures are kept within a fairly narrow temperature range. Our intercooler system keeps the intake air temperature at approximately 125 deg F all day long.
During the testing phase of development, we monitored and logged both engine coolant and intercooler discharge temperatures. The coolant temperature of the sled never varied by more than 5 deg F in every condition imaginable. Even on the trail with frozen snow that burned up a set of Hifax with 10 miles (with scratchers), the engine coolant temps were always the same within 5 deg F. Part of the reason for this is that on the trail, at part throttle settings, the water to air intercooler actually cools the engine coolant before it enters the engine. At full boost and long climbs, our belly pan mounted heat exchanger provides additional cooling that the stock sled does not have.
Our experience with air to air intercoolers is that they may allow cooler temperatures at the beginning of a climb, but will very quickly spike to over 210 deg F. In the automotive world, the only way an air to air intercooler can approach the efficiency of a water to air is to have it ducted and shrouded so that air has to pass through it. On the Viper/7000, there is no place to mount an air to air where it will have the required ducting, shrouding and airflow.
We are extremely happy with the performance of our kit and the sled in general. Yamaha and Arctic Cat have done some great things to alleviate the original problems associated with the ProClimb Chassis (TCL Delete and other driveline improvements). We believe this sled is the next evolution of technology and narrows the gap considerably between two stroke and four stroke in terms of handling.
As an added Snow Check Bonus, we are offering the Garrett/TiAL Billet Wheel Upgrade package for the same Snow Check price as the standard GT28. This turbo has a proprietary TiAL manufactured custom compressor wheel which will outperform just about any turbo charger of similar size.
This is a limited time offer and customers choosing this option need to pay for 1/2 of the kit up front. Standard snow check pricing requires a $1500.00 deposit. All Snow Check Kits will be delivered by October 31st 2014 with the earliest kits being delivered 1st.
JustBoostIt
Active member
- Joined
- Apr 2, 2011
- Messages
- 123
- Reaction score
- 136
- Location
- Lloydminster, AB
- Website
- www.whiteknucklemotorsports.ca
Thanks for posting that DaveB. If there is any questions Jim or I can answer them, but like always I will be handling Evo's Canadian customers. My email is gene@wkms.ca.
4mcntrls
Active VIP Member
You going to Revy this weekend Gene?
pistoncontracting
Active VIP Member
But they don't ride were YOU ride... do they??
JustBoostIt
Active member
- Joined
- Apr 2, 2011
- Messages
- 123
- Reaction score
- 136
- Location
- Lloydminster, AB
- Website
- www.whiteknucklemotorsports.ca
Wanted to but too many things going on at both shops. Planning on heading that way when Thunderstruck comes up later in the month. Vale next weekend is the plan. How about you?
JustBoostIt
Active member
- Joined
- Apr 2, 2011
- Messages
- 123
- Reaction score
- 136
- Location
- Lloydminster, AB
- Website
- www.whiteknucklemotorsports.ca
I think we all ride the hills don't we? There will be opportunity for guys to ride her this winter.
pistoncontracting
Active VIP Member
Yep, I was just quoting a certain someone on here.
I really hope this kit runs like the rest of the Evo stuff seems to, could be fun next season.
Sent from my SGH-I337M using Tapatalk
JustBoostIt
Active member
- Joined
- Apr 2, 2011
- Messages
- 123
- Reaction score
- 136
- Location
- Lloydminster, AB
- Website
- www.whiteknucklemotorsports.ca
Ahhh, gotcha lol.
It is tuned just like every other kit they've built, superb. No tuning required is the best part.
It is tuned just like every other kit they've built, superb. No tuning required is the best part.
4mcntrls
Active VIP Member
Current scheduling says, yes heading out there Friday. Looks like it should be a great weekend.
bigfish
Active VIP Member
pistoncontracting
Active VIP Member
good to see you are contributing usfull info in this thread too
Useful as yours...
Sent from my SGH-I337M using Tapatalk
