Kelley's Auto and ATV Repair

	Dyno Run. Mike Strider did the dyno test. I will get more info on them when I get the chance. The dyno runs were taken on 5-2-05. The jetting is way off but the Brute 840 made 56.4 rwhp and I did a top speed run after the testing and reached 76 mph on a Garmin GPS before running out of room. Last photo added 05-04-2005. 15 pictures.
	MS Mike Strider Intake Manifold Mod. This manifold intake mod was created by Mike Strider. It consist of a 25mm aluminum tube hand cut to fit between the two intake manifolds. This allows each cylinder to benifit from both carbs. The result is an increase of 4, rear wheel HP. This has been Dyno proven to work. It will work on a stock engine and rejetting will be needed. I advise you to call Mike and let him do this instead of trying it for yourself. A jig should be used to find the proper angle and hole size. Last photo added 06-08-2006. 7 pictures.
	Nitrous for your ATV. Contact Mike Strider at Kelley's Auto and ATV Repair for your Nitrous needs. I have seen the BF 750 in these pictures run 79.97 mph in 1/8 mile asphalt Mooresville, NC drag strip. 100% reliable, give them a call. Last photo added 02-14-2006. 11 pictures.
	P650 on the Dyno. Lots of things were learned about the cdi's and timing and also about clutching. My picture taking skills this day was non-existant. We seemed to be in a hurry to do everything as we were pressed for time on a Sunday. I was very unorgainized and appologize as this write up could "and should" have been a lot better. There is a lot to tell and I feel as if I could write a book about it. Ben Dunlap aka bucketofguts and Kelley aka bruteforcekelley was there for the runs. First thing that was done was rejetting as the jetting was lean as expected. We ended up with a 165/162 main jets. They were 150/148. That alone was good for almost 3 hp on the dyno with stock cdi. 5 psi was the rear tire pressure. Mike Strider said 10 was normally used because the tie downs pulled the tires down flatter than normal. He said 5 psi would yeild lower HP ratings than 10 would. I guess I can start out with the cdi units. First of all the graphs couldnt be overlaid because the Copperhead and its multispark ignition would not display like the other cdi's did. It was a zigzag line horizontally. All I have is charts but no graphs on the cdi boxes. First of all the 4 degree key must help more than I thought because the stock cdi wasnt to bad accordiing to the dyno. The 31 degree Dynatek worked great. The Copperhead was a little better but not by much at all with stock settings. The best timing was 36 degrees on the VDI Copperhead. I put in the default maps of 34 degrees just like on the software and put a -2 in the offset, that equals 36 degrees. Otherwords, every plot was raised 2 degrees above default setting on map 2, map 1 was left alone. Basically we got 2 hp better with the Dynatek and 3 with the 36 degreed VDI over the stock cdi. Maybe future VDI Copperheads will be released with 36 degrees of timing instead of 34. I would suspect the Copperhead is more suited for a moddified internally engine more than a stock engine as the programming can be more utilized. I can say the Copperhead with default settings "34 degrees" is equal to or better than a 33 degree Dynatek cdi. "REMEMBER my Dynatek is 31 + the 4 degree key which equals 35" We also experimented with moving the curve up at lower rpms in the 3000 range but couldnt tell anything on the Dyno because it took approx 20 mph before the Dyno would start and by then the rpms were almost 6000. Thats why on some of the clutch overlays, you will see the graphs start at 6000-6100. There was a lot to be learned with clutching components also. I will show a picture of the Dalton blue vs the Dalton Orange/blue. The O/B is clearly better in the HP rating and its easily seen with the graph. We also learned that the BF 750 secondary is basially the same as the EPI Black. We also tried some lighter "4 gram per weight" V-Force weights. While the graph looked excellent, real world test showed a speed an rpm loss "but in all fairness we changed the other components also". I did a run on a long stretch of LEVEL paved road with the Dalton Blue primary, EPI Black secondary and stock weights with Map 2 on the Copperhead and got 71 mph on the speedometer 8140 rpms on the tach. With the Dalton Orange/blue, BF 750 secondary spring and V-force weights Map 2 on the Copperhead I got 69 mph at 7840 rpms. SO, speed and rpm decrease, BUT, the secodary springs were nearly identical as you will see and Dalton O/B clearly made more power than the Blue so that leaves us with the clutch weights that IN THE GRAPH did good so??? All I know is it was slower with the second setup. I also noticed it was sluggish out of the hole and didnt want to wheelie near as bad from a dead stop or rolling 5-8 mph. Power just wasnt there. The pictures of the spring graphs were made possible by using the Dynatek cdi. Again, the Copperhead would produce a zig zag line. Last photo added 03-06-2006. 19 pictures.

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