2015 Etec 800, post-breakin Jim Czekala James Cooper of Cooper’s Sales and Service SkiDoo in Waterport NY [James has a slick brake-assisted DynoJet track dyno that he rents time on] brought us this 2015 Etec 800 with the appropriate number of gallons of fuel (30+) having passed through the ECU to be out of “breakin mode”. It appears as though, after breakin, the new Etec 800s are as powerful as the first 2010.5 preproduction version that Billy Howard and Bobby Donatelle brought here in 2010, and posted on 2/20/2010. Since we first tested the preproduction 2010.5 Etec 800, we never managed to match that early engine HP—maxing out the timing (+4) on the 2012 Etec800 brought us just over 162HP in 20 degree refrigerated air (tests posted here 4/29/2012). We had always talked about putting a 2 degree offset key in the Etec 800 to see if we could get back to the 164+ HP that the preproduction model made, but never got around to it. But now it appears as though the ignition timing is back. It looks like the base timing is more advanced now, and the sled Cooper’s loaned us had been set at +2 (it was set at -.8 from the factory). Since James wasn’t here during testing, we couldn’t “Buds” the timing around. But the HP at +2 virtually matched, and even slightly exceeded the HP curve of the preproduction model, as the data and graphs show! Yes, there may be some HP gained by the hours of run time creating optimal ring seal but most of the improvement is very likely ignition timing. The 2015 shows a few % higher fuel flow at peak revs which correlates partially to the 10 degree colder inlet air. Note in the graphic comparison, that the new SuperFlow 902 data acquisition system smoothes data out more than the original 901 system which we had when we tested the 2010.5. This data is with a stock airbox sealed in the front, and fitted with a huge 4” diameter side inlet to accommodate the new 4” SuperFlow airflow meter that came with the 902 system. In previous testing, the stock late model Etec 800 airbox, with the pod inlets connected has made exactly the same HP as the wide open dyno airbox. Resist the temptation to buy any “higher flowing” airbox, or airbox mod for this machine! POST BREAKIN 2015 ETEC 800 EngSpd STPPwr STPTrq BSFA_B FulA_B AFRA_B Air_1s AirInT ElpsTm RPM CHp Clb-ft lb/hph lbs/hr Ratio SCFM degF Secnds

6300 96.9 80.8 0.705 67.9 13.65 202.5 25.9 0.126400 99.8 81.9 0.723 71.7 13.73 215.2 25.8 0.866500 103.1 83.3 0.709 72.7 13.95 221.4 25.8 1.306600 107.5 85.5 0.702 74.9 13.88 227.1 25.8 1.806700 111.6 87.5 0.687 76.2 13.83 230.4 25.8 2.166800 116.7 90.2 0.668 77.4 13.84 234.0 25.8 2.596900 122.2 93.0 0.653 79.3 13.69 237.2 25.7 3.037000 126.8 95.1 0.641 80.7 13.57 239.3 25.7 3.377100 131.7 97.4 0.620 81.2 13.62 241.5 25.6 3.797200 136.8 99.8 0.595 80.9 13.81 244.2 25.5 4.29

7300 140.4 101.0 0.589 82.2 13.76 247.1 25.5 4.657400 143.6 101.9 0.589 84.1 13.64 250.7 25.5 5.007500 147.5 103.3 0.582 85.3 13.67 254.6 25.5 5.407600 152.0 105.0 0.568 85.8 13.80 258.8 25.3 5.877700 155.7 106.2 0.558 86.3 13.91 262.4 25.2 6.267800 159.4 107.3 0.548 86.9 14.02 266.0 25.1 6.687900 162.7 108.2 0.541 87.6 14.08 269.5 25.1 7.168000 164.2 107.8 0.543 88.7 14.03 271.9 25.1 7.568100 163.8 106.2 0.544 88.7 14.15 273.9 25.1 8.058200 162.1 103.8 0.539 86.9 14.50 275.1 25.2 8.478300 155.4 98.3 0.541 83.5 14.98 273.4 25.2 9.05

Here’s the nearly identical dyno data we recorded with Howards’ 2010.5 Etec 800. This data was recorded on our original 901 dyno, and has airflow data because we used the same SkiDoo dyno airbox we use to accommodate the SF airflow meter (that regularly feeds 400 HP)—the same dyno airbox that we fitted to the 2015. And note that in the graph, test F is a repeat with early stock airbox installed, and HP was identical to E with dyno airbox. Bomardier can design excellent airboxes! The instrumented 2010.5 shows slightly higher airflow than the 2015. That may be due to different exhaust, or perhaps just the then-23 year old 901 airflow meter reading a touch high—it was misshapen slightly from years of physical abuse and from an occasional turbo lean sneeze intake fireball that would blow the spinning turbine propeller out of the flowmeter like a child’s pinwheel, powering itself across the dyno room. Also note that while full throttle fuel flow at peak revs is similar, the 2015’s midrange WOT fuel flow is noticeably higher. POST BREAKIN 2010.5 ETEC 800 EngSpd STPPwr STPTrq BSFA-B FulA-B A/FA-B Air 2 AirTmp RPM CHp Clb-ft lb/hph lb/hr Ratio scfm degF

6000 96.9 84.8 0.58 54.7 15.88 190 35 6100 98.3 84.7 0.56 53.8 16.35 192 36 6200 102.4 86.7 0.56 55.9 16.25 198 36 6300 103.3 86.1 0.56 55.9 16.32 199 36 6400 105.3 86.4 0.55 56.2 16.89 207 35 6500 108.1 87.3 0.55 58.3 16.68 212 36 6600 109.5 87.1 0.56 60.3 16.54 218 35 6700 111.8 87.7 0.57 61.8 16.44 222 35 6800 120.0 92.7 0.59 69.5 15.60 237 34 6900 125.6 95.6 0.60 73.2 15.25 244 34 7000 127.3 95.5 0.59 72.6 15.47 245 35 7100 133.0 98.4 0.58 75.5 15.23 251 34 7200 137.6 100.3 0.58 77.7 15.01 255 34 7300 139.9 100.7 0.57 77.5 15.18 257 34 7400 142.8 101.4 0.55 77.1 15.38 259 34 7500 145.8 102.1 0.55 78.4 15.38 263 33 7600 147.7 102.1 0.54 78.2 15.44 264 34

7700 154.5 105.4 0.55 82.9 14.92 270 34 7800 157.0 105.7 0.55 83.8 14.90 273 34 7900 162.5 108.0 0.55 87.2 14.46 275 34 8000 163.3 107.2 0.53 85.1 14.98 278 34 8100 162.9 105.6 0.54 85.4 15.05 281 36 8200 159.5 102.2 0.56 86.4 14.85 280 36 8300 149.3 94.5 0.59 85.4 14.93 278 36

Here’s the “broken in” 2015 Etec 800, with back to back repeat dyno tests as coolant and exhaust temperatures climb. HP is the topmost group, and fuel flow is below. The two black lines way below are HP and fuel flow when the engine was too cold, and beginning the WOT test like that resulted in the engine staying in the “protect me from this dumb bastard” mode. Then the subsequent tests show optimal HP at 100-120f coolant, then tailing off gradually as temps climb. Note the higher fuel flow on the final test at 160+ coolant temp and elevated exhaust temp.