Arctic Cat M 1100 turbo

Arctic Cat M 1100 turbo
Arctic Cat M1100 Turbo during dyno test.
The dyno is a perfect tool when developing high performance engines.
To get efficient cooling of the intercooler even if the vehicle is standing still is to place it in a
tank with cold water.
Arctic Cats M1100 turbo is the strongest serial produced snowmobile so far in the world.
When we make dyno tests, we reach up to 171 hp on the stock engine, witch is the far highest
power we ever seen on a stock snowmobile.
But it has a great potential to be even stronger.
The stock turbo system is not made for maximum performance.
It more likes a turbo application in a modern car, and it is noting wrong with that.
It compensates for instance the turbo pressure for the altitude so you get the same
performance at any height.
Comments to the stock dyno graph:
Arctic Cat is using higher turbo pressure at higher rpm. This is normally a good idea, because
you can allow higher turbo pressure at higher rpm without getting detonation.
On this graph, the turbo pressure is getting up and down due to we did not install a pulse
absorber, but after about 7800 the boost is reduced by the stock ECU, and the power drops.
The Lambda value is also getting lower (=richer A/F ratio) at max rpm. Here it is 0,80 at max
power. This makes the engine more reliable.
MCX stage 1 upgrade kit M1100 turbo:
Parts included with the MC Xpress stage one upgrade kit.
The stock muffler creates a rather high backpressure.
To get a higher safety limit against detonation, it is better to have as low back pressure in the
complete exhaust system as possible.
The power will also increase a little when a less restrictive muffler is installed.
So the first step is a new exhaust pipe and muffler.
We use the same kind of stays and rubber mounts as the stock exhaust system and muffler
uses.
This will make it both reliable and easy to install.
The new muffler is much lighter compared to the stock one. (3,5 kg compared to 7,9 kg.)
It is important that the air inlet to the turbo has low flow resistance.
The stock hose bend into the turbo is rather restrictive.
That is why we developed a bend that has much better flow.
The left MCX air inlet hose to turbo reach the flow 350 cfm at a certain test pressure, and the
stock air inlet reach 240 cfm at the same test pressure.
MCX turbo air inlet hose bend during flow test.
To prevent the turbo from overboosting, the stock ECU has a boost safety limit cut off at
about 195 kPa absolute pressure. This is 95 kPa turbo pressure (=13,5 psi) at sea level.
With our stage one kit, we disconnect the stock TCV (turbo control valve) and replace it by a
manual boost controller.
When turning up the boost to 190 kPa absolute pressure, the power will be about 194 hp.
Pump gas can be used.
Comments to the Dyno graph:
The boost is here controlled by the manual boost controller, so it is about the same at any rpm.
If turning up the boost any higher, you will reach the stock overboosting safety limit at about
95 kPa.
MCX stage 2 upgrade kit M1100 turbo
Parts included with the MC Xpress stage two upgrade kit.
In the stage two kit, a MCX IIC box (=Intelligent Injection Control) is included.
This is the fuel box that is specially developed for thes kind of applications.
We use this EFI-box in most of our turbo kits.
The stock ECU will be left stock, so you don’t have to send it away and get it re-programmed.
The MCX-box takes care about everything.
This box will be connected to the four stock injectors, and to the stock TCV. (=Turbo Control
Valve).
The TCV controls the turbo pressure.
With the new electronics, the boost safety limit is extended up to 230 kPa absolute pressure.
(130 kPa turbo pressure at sea level = about 19 Psi.)
At 120 kPa turbo pressure, the stock injectors begin to stay 100% open.
At this pressure, the engine delivers impressive 227 hp with 98 octane pump gas RON for
Europe/Russia and 90 octane Pon pump gas for USA/Canada
Because of this, there is no reason to drive with any higher turbo pressure, due to it will start
to run leaner the higher you go. The risk for detonation and engine damages will rise rapidly
if using higher turbo pressure than 220 kPa absolute pressure.
Comments to the dyno graph:
The turbo pressure is here controlled by the MCX EFI-box and we preferred to have rising
pressure at higher rpm. This will reduce the risk of detonation at lower RPM.
The stock turbo can easily handle this power, and the turbine housing is also big enough.
Arctic Cat has made a good selection when choosing this turbo for this engine is our opinion.
The MCX EFI-box control the opening time of the stock injectors through a programmed fuel
map.
It is possible for the customer to make own adjustments in both turbo pressure and air/fuel
ratio. Just contact us or your local dealer, and we E-mail you the proper software.
Option:
If you have the stage two kit and would like to have fully control of what happens inside your
engine, we can offer this display and log unit as an option. The MCX EFI-box has a connector
that fits the display, so it is just “plug and play”.
A wide range oxygen sensor is included.
You can study boost, A/F ratio, Lambda, throttle position, RPM, baro pressure, battery
voltage and some other things. You can also start the logging mode, go out and drive, and
download all this data that has been sampled 10 times each second into your PC, and then
take a look at this, and make adjustments if you like.