arctic cat snowmobile engines

Discussion in '2-Stroke Aircaft Engines' started by revkev6, Jul 20, 2011.

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  1. Mar 24, 2015 #61

    leviterande

    leviterande

    leviterande

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    I just found a used and just overhauled one from 2004 for a very good price. They seem they could be worth it. What is the weight of these suzuki 600cc though ?

    2005 Arctic Cat F6 Firecat™ EFI Reviews, Prices, and Specs

    They are 110hp at 7500rpm I believe(other sources say 9000rpm??), it seems hard to find any info on them like torque hp curves vs rpm or weight. Would be nice to know. Only thing that stops me though is finding a fitting reduction drive...
     
    Last edited: Mar 25, 2015
  2. Mar 24, 2015 #62

    don january

    don january

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    I have a 1971 artic cat panther with the 440 twin cyl. do ya want to race that F6 firecat ? Wait give me an hour or two to get it started. :gig:
     
  3. Mar 25, 2015 #63

    autopilot

    autopilot

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    I would still prefer to run the 800 turbo, detuned so as not to overstress it and maybe get a little more life out of it! A little Easystart will fire it up real quick.
    Do these motors have a decompressor for easy cranking?
     
  4. Apr 1, 2015 #64

    HPCrazy

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    9000 c tec4 engine. Look it up, 2 cylinder 4 stroke turbo producing 177hp. I would love to put this engine on a Challenger or a Kitfox and be able to receive written approval from the manufacturer to retain advanced ultra-light status permitting the carrying of passenger. (new to this, any advice?)
     
  5. Apr 1, 2015 #65

    autopilot

    autopilot

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    Yeh, this is a nice motor too, but too big for my use and too heavy. I've logged onto arcticchat.com. They are the ATV and snowmobile forum for Artic cat. You may be able to rustle-up some help there with the engine but not certification.
    I would like to locate an 8000 tec-2 but it seems I will have to purchase a whole wreck and remove what I want. It could still be a cheap power source though.
    I doubt the the real HP is 160 but I would de-tune it any way to about 130. The power pulses may be a problem but I'll worry about that further down the line.
     
  6. Jul 31, 2015 #66

    airplaneAddict

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    I just bought a 2002 ZR 800 EFI motor for my next project. I plan on using and 85mm wide belt drive. Its rated at 140hp, but at extremely high RPM. I bet 100hp could be sustained though. Very light, very powerful. Flying upside down is no problem either.

     
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  7. Jul 31, 2015 #67

    clanon

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    Keep us posted , dude.
    Flywheel and or damper...PSRU and Prop you'll choose.
     
  8. Aug 23, 2015 #68

    Armilite

    Armilite

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    They run rough account there not Balanced. Kawasaki Engines put in Aritic Cats, 340/440/400/550 have used single, and dual plugs, since the 70s. Not sure about the Suzuki engines, but I do know some newer Aritic Cats, also have some dual plug engines, 800HO(160hp), 1000HO.

    The Why is, because no one has made Adapter Plates, or Belt Drives to handle the extra 100+ Power. Those 160-170 HP numbers are at Sled 8000rpms. To live in Plane use, you would have to reduce their RPMs to about 6500rpms Max for just takeoff, and then fly in the 3500 to 6250rpms window, but the 800HO/1000HO would still make about 115-125hp at 6500rpms. For any Sled HP Numbers, I would takeoff 25% for HP at 6500rpms use.

    You also need a Tuned Ultralight Pipe that don't have a flat spot in those RPM Numbers 2000 to 6500rpms. It can be done.

    Rich
     
  9. Aug 23, 2015 #69

    Armilite

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    A Skidoo 670(669cc) with a Turbo, and using 11lbs of Boost made 210hp, at I think it was 7750rpms. Has the Provision 8 for Gear Drives.
     
  10. Aug 25, 2015 #70

    MARCVINI

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    As it may be of interest for you guys, the Mosquito XE285 helicopter sports a Arctic Cat 800 derived engine, and this engine is offered as OEM by the Mosquito Company. Derated to 85hp at 6000 rpm, seems to be holding up pretty well.

    Tailwinds.
     
  11. Sep 28, 2015 #71

    Werner

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    can anyone indicate please the weight of this 2-stroke 2-cilinder engines ?

    I thing this is the only practicable variant, compared with the 4 stroke
    2 cilinder.....2 stroke....4stroke

    pulses distance..180°.....360°
    pulses peaks....350%.....800% of the torque

    vibration
    direct................no.......yes, very high
    momentum........yes...... no
    but in the 2stroke engine it's easyer to compensate with a counterweight shaft.
    the 2nd order vibrations are irrilevant at slow rpm

    fuel consumption in 3 hours with 40 HP in cruise
    (consider also the reserve fuel or the reserve flying time).
    .......................42 L........35 L
    startup power....70 HP......48 HP
    rpm at start........1...........0.85 (rpm in cruise, both = 1)
    start roll............1X..........2x

    the reason for this less consumption difference is the electronic fuel injection and the variable ignition point.
    My favorite is the Suzuki Artic Cat 800 or 1000 with direct drive to use at 3500-4200 rpm. When profitable also mounted upside down.
    In this range we dont have cooling problems, not for the pistons, not for the head.

    over 80 HP the advantages goes in direction 4 cilinder, 4 stroke.

    The same engine, but with a PTRU, have maibe constant 80 HP, because we must downgrade the 160 HP.
    the problems increase well.
    We dont can fly with constant 8500rpm. I think maximun 6500 rpm are acceptable.
    At this rpm, and the high torque, we become absolute heavy belt reductors. Only geared reductors are realistic.
    The belt calculation diagrams not allow to work in this range.
    The fuel consumption difference here is tangible and the total weight (fuel+engine) is higher with the 2 stroke.

    dont use my indicated data to doo anything !
     
  12. Oct 1, 2015 #72

    Armilite

    Armilite

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    I believe there is a Arctic Cat 800, and an 800HO. The 800HO was 160hp at 8000rpms. Detuned to 6500rpms, the 800HO, would still be 110-115hp. The standard 800 was lower HP. A Skidoo 670 makes 92hp at 6500rpms.

    How much are the 800s?
     
  13. Oct 1, 2015 #73

    Armilite

    Armilite

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    Have you tried using the different Engine Coatings, like Ceramic Coatings on the Pistons, Head Combustion chambers, Cylinder Exhaust Ports, Wye Pipe? You can drop your Temps by 20%. There is also Heat Dispersant Coatings.
     
  14. Oct 3, 2015 #74

    airplaneAddict

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    this is my Rotax 503 setup...I would do the same only use a wider belt, probably 85mm
     

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  15. Oct 3, 2015 #75

    clanon

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    Powergrip GT2 60 mm it's even overkill for the 503.
    On the Challenger they use a 50mm belt for the 503.
     
  16. Oct 3, 2015 #76

    Turd Ferguson

    Turd Ferguson

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    How wide is the belt in the pics?
     

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