We've touched on gearing but now that some new product has arrived we're starting to see what fits and what doesn't

for those that are not sure how to fit gears and chains other than trial and error which can get expensive as we found out during our F7 build here's the ratio/formula to determine what pitch chain you will need, keep in mind that you want your chain to be as straight as possible as we feel it's more efficient.

( CD x 2 divided by .375 ) + ( TS+BS divided by 2 ) = PITCH

CD = center to center measurement of shafts
TS = Top Sprocket/Gear
BS= Bottom Sprocket/Gear

the CENTER to CENTER distance on the Dragon 800 is 8.5"

The stock gearing again is 25/40 a 1.60 ratio using a 78 pitch chain
( which we've already stated is very efficient and reason these sleds are capable of decent top end, especially compared to their 800 class brother the XP's )


what we're concerned with in finding performance improvment is saving weight along the driveline.
we weighed the stock gears/chain at 4lbs 12oz. ( first two pics below ) . In camparison we found that a 24/38 gear set - 1.58 ratio using a 76 pitch chain shows a more efficient placement in the chaincase and it weighs 4lbs 4 oz. ( notice how much more efficient the 24/38 gearing combo fits into the chaincase - in the bottom pic )






We do this for all gear ratio's , for whatever we're doing, radar or top end. Pick or test your ratio's and then use the forumla provided to reduce your gear size within reason - this free's up weight along the driveline where it is MOST benificial to the overall performance of the sled, as is adding a lightweight brake rotor however the D8 came with one from the factory, one of the few things POLARIS advertised that we actually got!

When it comes to weight along the driveshaft we have proven that oz's mean free'd HP to the track. For the gear ratio we've found above ( 24/38 ) , although it's not far off from stock, it will allow our sled to hook easier with good traction products without as much tendency to spin from a dead stop, as well allow the sled to pull higher MPH - Did we mention improved fuel economy? that's always a BONUS! For now it appears we've found our first decent trail gear combo that should improve our project sleds performance and fuel economy.

Although we'll be out testing, we're still looking for our TOP MPH gearset.. we've seen from today's time in the shop that will require a 74 pitch chain. We're not going to get as crazy here with this build as we did with our F7 build far as TOP MPH, but we will be looking to show some impressive numbers and provide to all the combo's necessary to do so, along with a great clutch kit that we'll provide later in December.

back to saving weight along the driveline ( putting HP to the track ).

for example

measured gear weights today

35 bottom sprocket/gear ( our lightweight steel designed gears ) - 1lb 2oz
35 bottom sprocket/gear ( our lightweight ALUMINUM gears ) - 6oz



NOTE: we do not recommend aluminum gears on the trail

Another weight to note

stock chain 78 pitch - 2lbs 2oz
76 pitch chain - 2lbs


We were looking for an approx 1.54 - 1.56 ratio today but can't get there until we bring in a 74 pitch chain to see how everything looks in the chain case. Would like to reduce our chain case gear/chain weight a bit more for the trail and ALLOT more for TOP MPH testing



( we keep most popular gear sizes in stock found on our www.sled-werx.com page )

PS - I'm a horrible speller and my grammer is worse but I own the joint so I can "SPEAK & SPELL" anyway I want. As long as you can make sense of what info is being provided that 'werx' for us! - cheers!

Hi Spence, I raced some very fast sled this weekend near Quebec...The dragon was one of them. Let me tell You that you are not spending your time working on that DRAGON!!!! You will see some very interesting MPH...130 mph garantee for you...

See you on the lake...

130mph? , this is where we ask ' are you HIGH ' ?

but seriously, we'll play around as we always do later in the season once the sled is broke in and hopefully bullet proof to run some of those crazy 2500-3000' runs , but for now we're working on gearing and clutching for great trail/lake performance - kinda best of both worlds for the general consumer

Hoping to hit 120mph in stock form.... will be more interested in speeds in the 2000' mark or under for a baseline

going to break in over a couple days on the lake and see what the stock clutching/gearing gives us with the 14" Hacksaw - we'll start tweeking from those #'s

Cheers

CARLISLE


Special thanks to Tony Coffield at CARLISLE Belts for his support of our PROJECT DRAGON 800SP build. Tony's sent us up some ULTIMAX XS809 belts to work over so we'll be sure to report back our findings later on in the season. CARLISLE Snowmobile Belts have been supporting us for years and we greatly appreciate thier interest in what we do here at 2KOOL Performance.

These belts can be found on our www.sled-werx.com page so if you need help just shoot us an email

Thanks again Tony!

Spenc

Any thoughts on the BMP inline jet reducer working on this sled? Does wonders for my buddies F7.

we had success as well when using the D&D PAC System on our PROJECT FXR F7 build however that was more of a top end fix, whereas with a fuel controller , Boondocker or PCIII , there would be more adjustability throughout the powerband. Bikeman and Dynoport both report very rich conditions over 7200rpms, and there's leaner midrange issue to pin point. Would like to see some dyno charts from Bikeman and Dynoport. DTR has some from the SLP pipe set ( posted on the DTR web site in the members area ) Owners are mentioning a hicup at 50mph in throttle response, haven't had the opportunity yet to get ours out in normal temp conditions to see if we'll have the same issue. At this point everything is trial and error so keep reading as much as you can from the different web sites.

Another issue too that has stuck with me for a while is lug height...Here in Newfoundland there isn't much ice racing and at our events we aren't allowed to have studs. Our longest runs are 1000' at the most. On my new 800 dragon I am upping the lug size to 1.5". Reason being is those off trail excursions that I like doing. Plus the benefit of quicker starts. My question is at what point, in distance, does lug height take effect?
We know that bigger lugs effect top end dramatically but how far? 1000', 1/4 mile, more, less. Has anyone ever looked at it from that angle?

lug height, track width, and track weight all play a factor however in what distance is that more prevalent? I would have to say anything over 200 feet. Saying that because in my personal opinion once the sled has leveled out and the inertia of the vehicle is in motion then the restrictions such as weight, aerodynamics, driveline drag would all come into play.

Over the past week we were able to get back on the project sled which meant time to rip out the stock suspension, check over, tweek and put the newly studded Hacksaw in place.




We've taken off the outside rail idlers and exchanged the inners with Wahl Bro's wear resistent versions as well as adjusting our rear axle for two inner Wahl Bro's idlers. Make sure to check your stock idler wheel washers, ours were all cracked or missing





The Holz 2 wheel kit we did not make use of because it would have meant reversing the track adjusters to the inside rails which would have made for on the fly adjustments to be more tricky as well would have required the track adjuster bolts to be modified as they would have interfered with the rear scissor stop shaft. The 2 wheel kit from Holz Racing 'will fit' Polaris IQ RMK/RMK ( does not fit DRAGON SP new lightweight rails )



If you use your existing stock axle/shaft/blocks you will have to make up the difference in your rear axle shaft with washers like we used or with a part shaft collar for the outter axle ends. Regardless of what it takes we feel this will be a faster set up than stock.

without even getting to the ice ( probably 3 weeks away here yet locally ) here is what do 'do' like ...

the new 14" track is sitting more efficiently in the tunnel. Notice in the BEFORE picture below how tight the stock 15" track rides in the tunnel. Any snow/ice build up and the stock track would be rubbing performance from our ride and we won't have it!


BEFORE

AFTER



with our new track in and suspension tweeked we know we've already picked up mph without even heading to the lake

TEAM


Thanks to TEAM Industries Aftermarket Products rep Mark Schiffner for his support of our on-site DRAGON 800SP build. Mark has sent us up a 74 link chain we were in need of for working on our Top End kits which we'll be providing to the public later on in the winter after testing. With TEAM's support we will have lots of gear combo's to test once ice sets in.
Make sure to check out all the great products from TEAM Industries and then shoot us an email with part #'s you need price help on here in Canada. http://www.team-ind.com/applications/snowmobile/

Thanks again Mark!




Back at it here working fitment of different gear combo's before we hit the ice. We'll use the stock gearing for a base during engine break in , then we'll go through a number of different chain and gear combo's while we settle on our New performance trail and top end new clutch and gear combo's ( to be released later on after testing ). Our Clutch & Gear Combo's made for many wild F7's after our PROJECT FXR F7 sled build success, this Dragon build will be no different


The stock gearing combo is listed first for comparison

25/40 1.60 ratio 4lbs 12oz 78 pitch chain


Dropping to a 76 pitch chain to reduce driveline weight here are some choices that fit
( 24-36 shown in pic below )

24/38 1.58 ratio 4lbs 4oz 76 pitch chain
24/36 1.50 ratio 4lbs 1oz 76 pitch chain
25/35 1.40 ratio 4lbs 2oz 76 pitch chain
25/36 1.44 ratio 4lbs 2oz 76 pitch chain ( same combo in Aluminum 3lbs 4oz )




Dropping to a 74 pitch chain to further reduce driveline weight here are some choices that fit
( picture are in order from combo's listed below )

23/34 1.47 ratio 74 pitch chain
23/35 1.52 ratio 3lbs 14oz 74 pitch chain ( same combo in Aluminum 3lbs 2oz )
22/36 1.63 ratio 3lbs 12oz 74 pitch chain

DALTON Industries
- major component to new DYNO PORT DRAGON 800SP Performance Trail Clutch Kits

Testing was completed today at Dyno Port for the new DRAGON 800SP performance trail clutch kits. We should be providing the kits late to end of next week to first of the following week. The new kits will include a new custom cut helix, primary spring, a Delrin washer for the Secondary ( to keep the secondary spring from binding) and new Dalton Adjustable Cam Arms ( shown below ) These kits will be the easiest, most adjustable to tune kits on the market! Everyone will be able to tune on the trail for both stock or piped applications by using a provided weight adjustment hand tool. This system will allow the rider to add or subtract mass from the main body of the flyweight without even removing the weights from the drive clutch.



pricing will be $399 CAD/US and we're taking pre-orders now. We'll honor the same price in Canada as one of the components of the kits will be manufactured here in Canada.
( the 20% above site price for the low Canadian currency will not apply to this item to help our clients )

weights will be adjustable from 66-73.5g and can be purchased outside the kits for $219 CAD
For Baseline on the kits:
stock/trail - 7900 - 8000
drag/exhaust mods 8000-82500

As well the custom cut TEAM dual angled LW electric reverse helixs are also available outside the kits for $199 CAD. The TEAM primary we're using will be $21.99 CAD



please email us at sales@2koolperformance.ca for pre-orders, Rich will have them available through DYNOPORT at the same time.

Cheers and thank you to Dale at DALTON for his support.
Spenc

will provide a complete kit picture once we have all the components in

CURVE XS

Special thanks to Nick & Sean at CURVE XS for providing our PROJECT DRAGON 800SP project sled with a new set of their unique and field proven skis. We'll try some 6" shaper bars on these bad boys below when we hit the trials 'hard'. Have to say that the finish quality of these CURVE XS skis is second to none! Compared to some of the other major brands the quality of these skis is absolutely incredible. Clients who have purchased these skis from us have all commented on the quality of this product. We like the way they look on the sled and may even be surprised with mph #'s as they are a very 'solid' / stiff ski and the fronts stay angled down flat more than the stock POLARIS units. We're not winning any weight contests here, as the solid quality of these skis with a 6" shaper bar weigh in at 9lbs 2 oz per ski. That's a good 2lbs per ski over stock and a 1 lb heavier than our test 'ss railers'. Regardless they look great, the quality is unmatched, and from all reports to date they are going to work incredible on the trail! Look forward to testing these out!

We have a FREE SHIPPING special on these skis for limited time so please check our www.sled-werx.com page and email us for price help.

Make sure to check out the different color variations on the CURVE XS web site here -
http://www.curvexs.com/

Thanks again Nick & Sean, you have a winner with this product!

here's some pics below ( and a comparison pick of stock/USI ss railer and CURVE XS )

VFORCE 3 from Mototassinari

Thanks to Zak Gourley at Mototassinari for providing our project DRAGON 800SP with a set of their VFORCE 3 reeds part # V3132-883F-2. Rich has found during dyno testing a noticeable increase in HP with these reeds on the DRAGON CFI so we'll be looking forward to getting these into the sled just after we break it in on the lake.

For great pricing on Mototassinari products, simply email us through the www.sled-werx.com page with the part #'s you require. A number of the more popular models are listed on our site

you can check out all the great Mototassinari products here -
http://www.mototassinari.com/index.php?opt...&Itemid=105

Thanks again Zak!

Our new tunnel protectors came in this week thanks to HCS member SSCMIDLAND. The new design protectors are a breeze to install with clear instruction ( even a Monkey can do it ).



We opted to trim back our Beaver tail while we were at it... a little speed trick



Another little speed tip is putting a small spring on the brake pin which keeps the pads off the rotor when you're not on the binders. Mark the distance between the pad handles and then take your pin out and head to your local NAPPA, we also keep the springs kicking around if you can't find one to fit, you'll need to trim the spring so it's a bit wider then the distance marked so it will keep pressure on the pads




With the sled pig rich up top we've opted to remove our dash foam from the air inlets, we'll be keeping a close eye on wash and plugs once we start beating the sled up and down the lake




Before we hit the lake we weighed the sled once again with the handy INTERCOMP pro digital weigh scales ( found on our www.sled-werx.com page ), our new weight shows we're heavier than on Day 1 when we were 522.5 lbs and that has come from studs, tunnel protectors ( which were close to 4lbs ) and heavier ski's - we haven't changed fluids since our first weigh in. We saved weight with the new 14" hacksaw approx 8 lbs but then added 144 studs/backers approx 8-10lbs put us back to even or just over by 2lbs, the Curve XS ski's are heavier than stock by almost 2lbs per ski, there's 4 more lbs ( for 6lbs over ) and the tunnel protectors at approx 4lbs gets us pretty close to the 534 lbs that we're seeing today.. the Billet Wheels from Wahl are a bit heavier than the plastic wheels also but we know from experience they are faster
weight today


We'll be adding some SLP
( Starting Line Products http://www.startinglineproducts.com/ ) products on the sled build and one of them are the rear heat extracting vents - Left side, clutch side ( part #32-525 $34 CAD ), Right side, exhaust side ( part #32-527 $34 CAD ). Install is quick and painless as long as you don't slip with the drummel tool or start drilling after 19 Lake Port Light . The addition of these vents should help with under hood temps and they look better on the sled than we've seen from pictures.





We have enough ice to get out on the local lake but snow came too quick too fast this week with another blast to come this Sunday. Too early to get the plow truck out so we may be stalled here 'again We're saving our studs for testing not rocks and railway beds, that will come after testing

I cut the flap in half on my 08 ,all I had was overheatting issue ,so
I had to replace to stock .

First ride impressions



We were able to get the project sleds out yesterday before it rained. First impressions of the D8 were good... very light, best handling sled I've owned to date by far, very responsive was surprised at the throttle response. Didn't have the area to squeeze out some mph and was restricted to distance so the sled was loading up and fouled a plug with only .6hrs on the meter. The CURVE XS skis' are increadible!!!

heavy wet snow , no hard base so couldn't get a good hook up or launch but the sled transfers very well. The front end is the best I've ever ridden but the back although not bottoming out is in fact as it's been described and that is 'lacking in comparrison to the front suspension'.

put in the NGK iridiums after fouling the stock plugs and the sled seemed just as strong if not stronger, lake running would be a better indicater. Trying to get out for the weekend on the lake but weather is showing Rain both days again??

heading back out today for a bit

Was not used to the CLUNKING sound of the electric reverse cut helixes for the TEAM set up.... was wondering what was up at first as it was only happening when slow cornering or slow on and off the throttle

LOVE the sled and in comparison to the XTX during first ride comparisons today, this would be my pick .

Will be an incredible sled piped/clutched and balanced with a PCIII

Looking good Spence

thanks, failed to mention that temps during the first two days of break in never exceeded 122 degrees, and on the second day (yesterday afternoon) there were no plug foul issues using the NGK BPR9E1X plugs, have a bunch of these on order , will order some more. The sled will take anything you throw at the front suspension, it's really incredible, once the sled is dialed in with clutching it will surely be a hoot.. Rebecca wanted to post some action shots on the site for everyone, says I'm an animal on the sled but forgot the camera L! it's more the sled is bringing out an animal in me it's so easy and fun to ride

time to get it out and stretch its legs to see where our stock baseline is as far as top MPH with stock clutching ( to rain the next two days here )

great to hear you enjoyed the sled ,i did also.did you notice the low rpm stumble that some are.i also fouled a plug with the premix when i put it in rev ,replaced it with ngk br9eya the only thing i had access to at time,sled is performing well at 200 miles & cant wait for some good conditions so you can get this sled dialed in which im waiting for before i decide on which route i will go with mods.look foward to your posts in stock form vs mod.let r rip & have a happy new year.

went out to the lake yesterday looking for ice to get a base line but it was just too rough and we were rushed for time with a xmas family commitment

looking at two solid days of rain and plus 10+ temps here, going to really kick the crap out of a decent base we picked up last week. Should smooth out the lakes and we'll be trying to get out sometime this week - that trip to DTR is coming up either this coming weekend or next and there's very little time on the stock unit here. Regardless, it was great to at least put in some seat time over the last few days, Love the CURVE XS ski's!! took them off and replaced with stock just to check the difference and there was no comparison, the CURVE skis turn easier , stay on track better and just make the sled feel overall more stable!

stock gearing in this sled we like but we'll want to improve on that a bit like we've mentioned. So far have felt no hesitation/stumble on the throttle but we haven't been able to test the sled on any real flat straightaways. All shocks front and rear are set at 1/2 on the adjustment knobs and the only adjustment so far to the rear over dealer prep was uping the springs to the medium setting and I'm only about 175lbs full dressed

again so far like the switch in plugs to the NGK iridiums and will be looking forward to running out the stock oil for the Royal Purple SNOW 2-C which has recently seen a 40% price increase - OUCH!!!!




also failed to mention one of the best features on this model are the handle bar 'dash' controls, that is very TRICK! With the XTX and past sleds we were always having to stop to push the dash buttons at the speedo/tach location, Polaris had thier thinking caps on when they came up with this very easy to use finger tip feature! Too bad they went on vacation for the summer instead of getting the mapping correct

Another SLP ( Starting Line Products ) product we're adding is the SLP Engine Push Arm part # 23-63.



Kept in stock, pricing is on our www.sled-werx.com page.

part description:

The high torque of the new twins creates an unwanted movement of the engine. SLP’s Push Arm helps eliminate this problem by pushing from the right side shock tower to the front of the recoil. When used in conjunction with a Torque Arm, engine movement is nearly eliminated, keeping clutching efficiency optimized without increasing vibration.

Proper clutch alignment under load results in optimum clutching efficiency, allowing maximum transfer of horsepower to the ground. Improved clutch life and fuel economy are additional benefits.


the only issue we had was a rough weld spot which we had to file down to make the bracket sit tight against the frame.





As well the coolant line which sat down under the recoil had to be pushed over so we put some rubber around it as well as sanded down all edges of any exposted metal to save from a future rub through. We'll keep an eye on this area now as we put miles on the sled to make sure everything stays put.

110.8 mph


Today was our first day on the lake where we could finally stretch out the legs on the PROJECT DRAGON 800SP. Although not stock F7 worthy as far as mph this Dragon is no slouch in stock form. We know it's one of the best handling sleds on the market today but we needed to get a baseline MPH for clutch kit and other product testing so today was a good day to have under our belt

In stock ride height, even with the addition of the heavier than stock CURVE XS ski's wearing non drag efficient aluminum Shaper Bars we saw 110.8mph in approx 1500-1600'. The ice wasn't perfect by any means, there was little cooling to be had and our 'distance' was not accurate today as the meter wheel would not count out on the ice ( working on this )

Temps on the sled on first two half passes needed max 122-124 degree's , on the last/final pass temps at the end were approx 140.

With only just over 30 some miles on the sled, running 91 octane ( with wires plugged together ) with the same partial break in tank from the dealer this was a decent base line and far from rumors we were hearing of guys having problems getting the sleds over 100mph. The sled gets to 100mph VERY quick and for most trail concerned owners it's certainly fast enough and a handful as we found out ripping around smashing moguls on our private property last week. Our max mph on the speedo wouldn't show, thought it would be saved for both RPM and MPH but wouldn't on our sled, must be something we're missing in the manual as the tach was on the digital readout on the few runs we made.

max rpm stayed constant at 8250 for 2 partial runs and our last run so we'll now add the DYNO PORT clutch kit and adjust our rpm's to max at 8100 - this before we get to DTR for our dyno session testing the DYNO PORT Big Volume, and whatever other products we'll have at the time.

recent comment on the DynoJet PowerCommander III that we'll be adding next week at DTR -
Thanks spenc your customer service is outstanding, appreciate the swiftness of shipping so i can test before first sanctioned drag next weekend.

The friend of mine that I mentioned in my last post that was getting beat bad by his old D7 and pro x put his pIII on from you and now it's diffrent story and diffrent sled simply hauls the mail now unbelievable change.


NOTE: for the first time , today we noticed a hesitation with the sled and there 'are' issues here with the stock mapping it can be felt more on the lake. We'll be adding the PCIII at DTR to see if balancing out the fuel curve will help in this area.

so far we're pleased, NOT with the stock MPH in the distance we ran today as much as how this sled will handle the trail, the suspension is EXCELLENT!

BIKEMAN



Special thanks to Eric at BIKEMAN Performance for sending up one of their NEW Dragon 800 Silencers. We'll be testing this silencer here shortly and report but for now we wanted to mention it weighed in at only 7lbs 1oz on the digital scales. The stock silencer weighed in at an even 15lbs so that's a great weight savings.

we have these available and in stock here in Canada, they are now listed on our www.sled-werx.com page so for all BIKEMAN products please send us an email with your full name/full ship to address and your contact # and we'll quickly price you out to your door with payment options.

http://www.bikemanperformance.com/products...ex.php?cPath=41

Thanks again Eric! we'll get some tests done here the silencer shortly

you have to use the green button to change from max rpm to max mph. you'll figure it out...lol

yes, we know L! and it was working for 2 or the 3 shorter runs

tried working the green buttons for the last run but it still would not show and the manual after reading last night states this :

"Due to electrical noice, the MFD may occasionally display MAX MPH/RPM values that are not representative of actual values"


meaning.... we'll rely on STALKER radar values

just wanted to see how far off the stock display was for everyone, will try again tomorrow and report findings after we throw in the DYNO PORT clutch kit and VFore 3's today.

Cheers

VFORCE 3 from Mototassinari

Was time to install the VFORCE 3 reeds. Be Prepared to strip pretty much everything out of the PTO side to replace the reeds on the D8 this isn't a basic install for the novice. Once in hand you can see the difference between the stock and VFORCE 3 set ups and to the eye the advantages are can be noticed. On the ice we felt the sled was stronger and there was a crisper throttle response. Didn't notice as much hesitation with the sled after install.

Thanks again to Zak Gourley at Mototassinari for their support http://www.mototassinari.com/index.php?opt...&Itemid=105

DYNO PORT / SLED-WERX Dragon 800 Clutch Kit

Review/install




With perfect conditions ( -9 loose light snow 1.5" on solid ice ) it was time to test the DYNO PORT / SLED-WERX Dragon 800 adjustable weight clutch kit.

We wanted to set a distance that would be more relative to Trail Riding so we opted for 1000'

To get a solid baseline we decided to run the sled ( STOCK FORM as it would come off the trail onto the lake ) 2-3 times in 1000' in a metered distance - from a DEAD STOP

Here's how the stock clutching set up #'s fell as recorded on STALKER RADAR from a dead stop

pass #1 - 99.7mph
pass #2 - 103.8 mph ( note Speedo showed 106 mph on this run for comparison to STALKER )
pass #3 - 103.6 mph

our max rpm consistently during our passes was once again 8250


Notice the difference above in mph and that is attributed to the stock clutching spinning the track VERY strong out of the whole on the first run, EVEN with using Roetin HORNETS and SCORPIONS with a 24 scratch line stud pattern, during the following runs we rolled the throttle out of the whole which helped track spin but track spin was still very strong with stock clutching

Suspension settings - front shocks set as from factory at #6, rear settings direct from factory, both rear skid shocks on #6, rear springs set on "S". Only alternative to stock is our Wahl Brother's wear resistent wheels on the 'inside' of the rails and we have our front limiter strap adjusted 'shorter' by approx 1.5"

Getting #'s on the gun is great and it's 'accurate' however we wanted to take our testing one step further so we tested our sled against a well broke in and set up well APEX shorttrack. Site member APEX AL helped considerably during these tests so we thank him for that. AL's Apex is one of the stronger N/A versions around and it's clutched with the NEW 'Trail Terminator' APEX/ATTAK kit which we'll introduce to the public after more testing ( NOTE: our TRAIL TERMINATOR Apex/Attack kit will also uses the DALTON adjustable weights for quick tuning ). All products are found on our www.sled-werx.com page

Our Test sled - Yamaha APEX 121" shortrack N/A SLED-WERX Trail Terminator clutching/SLYDOG Ski's, 192 mega bites with 7 degree angled backers




Here's how our test sled's #'s fell as recorded on STALKER RADAR from a dead stop

pass #1 - 103.5 mph ( note Speedo showed 111 mph on this run for comparison to STALKER )
pass #2 - 105.4 mph
pass #3 - 104.7 mph


Here's how the sleds ran TOGETHER in the same distance from a dead stop. Depending on traction ( and we ran multiple times for this baseline ) our D8 with stock clutching would come out of the hole equal with the APEX. Our midrange appeared a bit stronger, we could gain a bit here on the APEX..... and on top the APEX was stronger and either coming on strong or would be by us in 1000' by 3/4 to a full sled length if not more ( I'm sure APEX AL would agree on this but can confirm )

Operating Temperatures on the D8 during testing in this distance ran anywhere from 125-130 degree's
91 Octane - ethanal wires plugged in to run premium gas


BACK to AL's for DYNO PORT / SLED-WERX clutch kit install ( AL's right on the water, perfect test facility/tuning location ). First we checked our D8 for piston wash and running 91 octane with wires plugged in ( more timing ) piston wash was fine, NOT FAT "AT ALL" - actually more lean than we had expected which has us thinking 'wires plugged in' on 91 premium seems to be the ticket at this point but we'll want to dyno the sled and balance out our mapping with the DynoJet Power Commander III to be safe

here's a pic of our NGK BPR9EIX iridium plugs after 1000' passes -

This isn't exactly a FAT CHICK plug , if you catch my drift ( you reading this Rich? L! )


Beyond testing in 1000' the sled is running VERY warm to the tune of 158 degree's during a brief rips up the river today between tests. Can't be all in the shortened mudflap but we'll replace this coming week just to confirm. There's a cooling system issue with the sled and AL agrees, we've all heard about this from DTR with the BAYPORT? re-routing of the plumbing system which showed favorable results on the DTR Dyno. As well many have gutted the thermostat with positive results

Clutch kit install -

The secondary will require the compression tool to fit the delrin washer provided in the kits ( not shown here ). Put the DELRIN WASHER provided under the brass cup, then replace the brass cup and add the stock secondary spring. The primary 'can' if you're experienced be pulled apart slowly without having to pull the primary. The trick here is to take the 3 bolts out of the primary( alternate sides )...then slowly loosen the last 3 bolts together, not one bolt all at once, but even threading for all 3 bolts, you will find this will release the pressure on the primary spring.



NOTE - when you replace the stock primary with the new primary spring from the DYNO PORT / SLED-WERX clutch kits you will have to remove the primary main bolt due to the extra length of the new primary spring as you don't want to score the bushing of the primary. The new spring which has more tension will have you looking for a few more hands to keep the sheaves squeezed together 'EQUALLY' by hand. We found if you can tuck another hand down under the primary from the back side forwards that will help whoever is compression by hand the top side sheaves until you can thread a few bolts in

Here's the difference in the primary springs where you can see why we've explained above

stock 140/330 on LEFT, 165/310 from kit on RIGHT



Here's a pic of the Kit weights ( DALTON quick adjustables ), as well as how they all measured on the scale ( Identical at 66.3 grams )




here's a comparison to the 10-68 stock weights



here is how the stock weights weighed of of the 3, notice how they are not balanced

weight 1 - 68.5 grams
weight 2- 69.2 grams
weight 3 - 68.9 grams

Here are the pin weights from the new clutch kit and the exact pin weights we used to get to 71.2 grams for testing today




we added the larger of the two pin weights ( shown above ) to the tip of the Dalton main weight, and added the smaller of the two to the base end of the main weight. You have to screw them in from one side so the larger of the two weights you will need to screw all the way through the main weight until it snugs up at the other end, do not protude the pin weights out of either end at any time

please refer to this link for more instruction on inserting the pin weights into the main base weights
http://2koolperformance.ca/forum/index.php?showtopic=2490

shown here below the new weight in the primary, notice how you can easily adjust the pin weights now with the hand tool we provide in the kits - this is an easy swap on the trail - it's EXCELLENT



Another bonus value feature to the DYNO PORT / SLED-WERX Dragon 800 Clutck Kit is the 'custom' cut DUAL angle TEAM LW ER helix shown here below on the RIGHT.



We've spoke about rotating mass before and again here is another benifit, not only do the clutch kits provide two angles ( one for STOCK PIPE , one for Performance Aftermarket Pipe ) but the dual angled helix weighs 1lb 11 oz and the stock single angle helix weighs 1 lb 14 oz. Saving rotational mass along the driveline we proved with our 133.9mph F7 build to be crucial in providing HP to the track! ( are you getting this "MEATHEAD" L! )

We've made it very simple here for everyone, when you install your new dual angled helix , if running stock pipe install as shown here with inscribed "S" at the X position. For Piped applications ( ie - DYNO PORT Big Volume, BMP Stealth, BMP pipe mod, SLP single pipe set etc ) install the inscribed "P" at the X position.



RESULTS
Back to the River -

Just out of the shop the sled instantly feel peppier, snappy'r - more responsive.. it was time to get some numbers down as daylight was running out on us, here are our DYNO PORT / SLED-WERX Dragon 800 Clutch Kit results in 1000' from a dead stop on STALKER RADAR

pass #1 - 106 mph
pass #2 - 106.2 mph

our max rpm consistently during our passes was 8050 bringing us into the range we recommend for stock pipe.

Biggest improvement we noticed beyond the MPH difference was the clutch kit reduced track spin 'considerably', the sled hooked up far better, pulled very hard through the midrange and had more top end - just what everyone is looking for

with improved numbers on the gun it was time to line up with APEX AL

here is what we found ( given traction was equal ), Our sled after adding the DYNO PORT ./ SLED-WERX clutch kit would now pull the APEX out of the hole consistently to a 1/2 / full sled length and we would pretty much stay the rest of the distance to 1000' - with the stock clutching the APEX was gaining on the top and would surely go by us after 1000' but with the new clutch kit the APEX wasn't gaining in this distance and our D8 was now very strong all the way through the set distance.

Given our test results, the kits have done what Rich expected them to do that being reduce track spin while providing both stronger midrange and top end improvement. The sled feels VERY strong and is running VERY imrpessive numbers in 1000' in stock form with just the addition of the VFORCE 3 reeds. This again was on 91 octane with wires plugged in - no PCIII. We feel with the PCIII balancing out the mapping 'safely' along with the DYNO PORT Dragon 800 clutch kit that clients would be VERY pleased with the performance gains!


Back to the operating temperature HEAT issue - We're just toying for now on fixes here but will say on our F7 build we had a really rough time with getting operating temps down with the stock overflow reservior - for a quick fix we removed a 500ml bottle of anti-freeze and replaced with distilled water. Just by diluting/thinning out the anti-freeze we never had an issue from that point on and anyone who followed our PROJECT FXR F7 knew we didn't baby it L!


We would like to thank Mark Schiffner from TEAM Industries for working with us and Rich Daley from DYNO PORT, DALTON Industries for providing test weights, and Rich for taking honors at this years Adirondak SHOOTOUT with our kits - yet another great product together for our Dragon 800 SP clients

Please email us at sales@2koolperformance.ca with your full name, full ship to address and daytime contact # to purchase this product. $375 CAD

Along with the dyno proven PCIII with full map support through DynoTech Research, these two products will provide very positive improvements in performance for the D8

Concerned about the cooling issue we're having, we just tested the coolant and it's off the chart, as if came with straight anti-freeze. We'll take 500ml out and add distilled water to weaken it down

worked on the F7

So Spenc

Both tests with stock clutching and new clutch kit were done with the Vforce 3's installed right?