600+ HP 2012 Arctic Cat XF1100T turbo drag sled builders/ tuners/ parts suppliers: Craig Campton, Glenn Hall, Mike Everson, Precision Turbo, D&D Powersports, Boondocker, CP pistons and Total Seal rings, Trend wrist pins, Carillo rods, Cometic headgasket, single Accufab throttle body, Arctic Cat stock block, head and crankshaft.

This drag sled is owned by two long time friends Mike Everson and Craig Campton. Mike and Craig collaborated with D&D’s Glenn Hall to turn a new 2012 XF1100T into a competitive “Outlaw” grass and ice drag racer called “The Green Hornet”. Five cubic inches were added to the Cat engine’s displacement by modifying (“stroking”) the stock crankshaft to increase the stroke to three inches, giving the engine a total of 70 cubic inches. Besides the using strong internal engine parts listed above, Campton modified the stock head by CNC porting the intake and exhaust ports, and fitted it with custom ground turbo race camshafts to optimize airflow at high boost. Stock size valves are used. The stock engine block is showing great durability at these astronomical power levels, especially when octane is sufficient (120 motor octane) and tuning is spot on like this is and detonation is avoided. The stock ECU is reprogrammed by D&D, and all tuning is done with a HiJacker. There were zero “clicks” of knock registered on the DTR detophones during this testing session! As shown in the photo, a large air to air intercooler is used to act as a heat sink on takeoff, then becomes a good heat exchanger at high (up to 145 mph on grass) vehicle speeds. On the dyno we blasted the intercooler with constant 80 mph air from a 10” diameter duct. But in the field at higher speeds, the intercooler is likely even more effective in reducing charge air temperature and making even more HP (since there is lots more airflow CFM available from the huge Precision ball bearing turbo!). Mike Everson and Glenn Hall brought the sled to DTR after a grass dragrace in Hasting Michigan to see exactly what power level they had been racing with, and to see if the DTR horsepower record (560) was within reach. Glenn had done all of the preliminary tuning on his track dyno, and as expected spot-on here with A/F ratio in the mid to high 11/1 range. With the boost pressure set as it was at the prior weekend’s race, the engine made over 550 HP as shown here. Glenn considers fuel flow, fuel pressure and boost pressure to be proprietary tuning data in this ultra-competitive class so it’s not measured/ shown. Instead, correction factor and weather conditions during each test are shown. Tested as it was run at Hastings 10/8/11

EngSpd STPPwr STPTrq AirInT Baro_P STPCor Humidy BoostP ExhPrs RPM CHp Clb-ft degF InHga Factor % psig psig 8500 534.2 330.1 63.1 29.17 1.043 68.5 8600 552.2 337.2 63.1 29.17 1.043 68.5 8700 544.1 328.5 63.1 29.17 1.043 68.5 8800 547.9 327.0 63.3 29.17 1.044 68.5

8900 554.1 327.0 63.4 29.17 1.044 68.5 9000 556.3 324.6 63.5 29.17 1.044 68.5 9100 551.5 318.3 63.6 29.17 1.044 68.5 9200 549.5 313.7 63.7 29.17 1.044 68.5 9300 552.4 312.0 63.7 29.17 1.044 68.5 9400 547.2 305.7 64.0 29.17 1.045 68.5 9500 546.1 301.9 64.0 29.17 1.045 68.5 9600 546.6 299.0 64.0 29.17 1.045 68.5 9700 548.4 296.9 63.9 29.17 1.045 68.4

Glenn tweaked the boost pressure about five psi higher, and on this final run hit the 600 HP mark for the first time ever at this facility. 8.6 HP per cubic inch on gasoline is incredible! And here we set the dyno computer to record every 25 RPM, in case that magical 600.0 HP number were to fall in between one of the typical 100 RPM incremental measurements. There’s nothing worse than a 599.9 HP dyno sheet! Note, also, that when we loaded this engine WOT to steady it at 8500 just before beginning the three second acceleration test, it was sitting there for a moment with nearly 580 HP! Final test with turbo boost pressure adjusted “just enough”…

EngSpd STPPwr STPTrq STPCor AirInT Baro_P Humidy ElpsTm ExhPrs BoostP RPM CHp Clb-ft Factor degF InHga % Secnds psig psig 8500 578.7 357.6 1.046 64.3 29.16 73.6 0.08 8525 582.7 359.0 1.046 64.3 29.16 73.6 0.39 8550 585.5 359.7 1.046 64.3 29.16 73.6 0.58 8575 584.6 358.1 1.046 64.3 29.17 73.7 0.81 8600 585.5 357.6 1.046 64.3 29.17 73.7 0.85 8625 586.1 356.9 1.046 64.3 29.17 73.7 0.88 8650 587.0 356.4 1.046 64.3 29.17 73.7 0.92 8675 587.6 355.7 1.046 64.3 29.17 73.7 0.94 8700 587.7 354.8 1.046 64.3 29.17 73.7 0.99 8725 587.7 353.8 1.046 64.3 29.17 73.7 1.02 8750 585.8 351.6 1.046 64.4 29.17 73.7 1.11 8775 585.5 350.4 1.046 64.4 29.17 73.7 1.15 8800 585.2 349.2 1.046 64.4 29.17 73.7 1.21 8825 586.2 348.9 1.046 64.4 29.17 73.7 1.23 8850 587.2 348.5 1.046 64.4 29.17 73.7 1.25 8875 587.6 347.7 1.046 64.4 29.17 73.7 1.27 8900 589.0 347.6 1.046 64.4 29.17 73.7 1.28 8925 589.8 347.1 1.046 64.4 29.17 73.7 1.30 8950 590.6 346.6 1.046 64.4 29.17 73.7 1.33 8975 592.0 346.4 1.046 64.4 29.17 73.7 1.34 9000 592.0 345.5 1.046 64.4 29.17 73.7 1.37 9025 593.2 345.2 1.046 64.4 29.17 73.7 1.38 9050 592.5 343.8 1.047 64.4 29.17 73.7 1.41 9075 592.5 342.9 1.047 64.4 29.17 73.7 1.45 9100 585.8 338.1 1.047 64.4 29.17 73.7 1.64 9125 587.1 337.9 1.047 64.5 29.17 73.7 1.79 9150 589.3 338.3 1.047 64.5 29.17 73.7 1.84

9175 591.6 338.6 1.047 64.5 29.17 73.6 1.87 9200 593.6 338.9 1.047 64.5 29.17 73.6 1.89 9225 595.7 339.2 1.047 64.5 29.17 73.6 1.95 9250 597.2 339.1 1.047 64.5 29.17 73.6 2.02 9275 598.7 339.0 1.047 64.5 29.17 73.6 2.05 9300 600.2 339.0 1.047 64.5 29.17 73.6 2.08 9325 601.9 339.0 1.047 64.5 29.17 73.6 2.10 9350 602.9 338.7 1.047 64.5 29.17 73.6 2.13 9375 604.1 338.4 1.047 64.5 29.17 73.6 2.16 9400 602.4 336.6 1.047 64.5 29.17 73.6 2.29 9425 602.6 335.8 1.047 64.5 29.17 73.6 2.34 9450 602.4 334.8 1.047 64.5 29.17 73.6 2.39 9475 602.8 334.1 1.047 64.5 29.17 73.6 2.43 9500 598.5 330.9 1.047 64.5 29.17 73.5 2.62 9525 599.4 330.5 1.047 64.5 29.17 73.5 2.65 9550 600.5 330.2 1.047 64.6 29.17 73.5 2.68 9575 598.8 328.4 1.047 64.6 29.17 73.5 2.85 9600 595.4 325.7 1.047 64.6 29.17 73.5 2.98

Here’s our new high speed 4130 lightweight tubular 1.5” diameter rubber dampened driveshaft—designed to deal with super-high torque and 10,000 RPM. Note Craig Campton’s sensually formed, flowbench- designed boost plenum mounted to the throttle body.

Mike Everson and Glenn Hall “High Sixing” after the test session!