KevinM, I'm having trouble with your CVT theory. With my clutches shifted out fully and the engine turning at 7700 RPM, my 650 will run about 63 MPH. If I had a rev limit of 20,000 RPM's (and the power to haul the machine that fast), that would give me a multiplier of 2.5974 on top of my 7700 RPM, or a top speed of 164 MPH.
Yes, I'll agree that the CVT is designed to keep the engine turning in a designated RPM range to make maximum use of the powerband. But, once the clutches have completely shifted out, the higher the RPM's you can turn the engine, the higher the top speed will be. What you're saying is that once the clutches have shifted to their limits, the top speed remains the same no matter how many RPM's the engine is capable of turning? Someone else jump in on this.

 

My whole point is that an unlimiter will be pretty much useless on an automatic as the spring/weights determine your RPM’s. Its not like a DS650 where the stock limiter is low and you can rev higher in every gear and actually increase performance. On an auto, getting more RPM’s at full shiftout is called overrun and will be useless as you are sliding back down the power curve at that point.

I’ve modified my V and ran it for a good ¼ mile+ wide open and never hit the stock rev limiter with any spring I’ve tried. To get the benefit of 10,000 RPM’s, you’re going to be looking at some serious motor/clutch work. Unless any unlimiter comes with some kind of timing advance, I see it as a complete waste of money.

 

Scott, your right, once the clutches have shifted all the way out, more RPM's is the only way to go faster.

The V is geared different, it's harder for it to get to the limitor.

On the p650, we can get there, especially in low.

 

Every type of drive system has a form of over-run; that's what determines your top speed. Saying the top speed is limited by the clutch shift-out is incorrect. What your theory states is that if the horsepower peak of the engine is at 6500 RPM's and the CVT is designed to keep the engine at 6500 RPM's, then the rev limiter should be set at 6500 RPM's. Ask how many V-Force and Prairie owners would love to have a timing advance unlimiter and a rev limit with an extra 1000 RPM's the next time they have a long drag race against a Raptor or Grizzly.
You're right on that point - you need more power and/or timing advance to take advantage of the higher rev limit. The unlimiters currently being developed by DG and others do just that - maintain rather than retard the timing advance as you approach the rev limit. My Prairie will begin to bump the rev limiter at 7700 RPM's on a flat dirt road. The "soft start" rev limiter will pull away enough power to keep the top speed from going any higher. I would sooner have rev limiter begin at 8000 and hit the wall at 8200 rather than begin at 7700 and hit the wall at 8200 (the factory settings). I would gain 2-3 MPH in top speed.

 

I never said you couldn't get more top speed, I'm talking about the typical drag race anyone would be doing. Once you overrev, the power starts falling way off. Like I said, I've ran the V for over 1/4 mile with many different performance springs without ever hitting the limiter, I can't imagine a race long enough for anyone to need an unlimiter.

 

here what you need to even break 90mph:
1:a good dual exhaust kit and intake system
2:a good top end cam and spring setup
3:retard the timing
4:bypass rev limiter
5:3 angle valve jobs with titanium valves and retainers(or else they will blow apart at those speeds)
6:clutching(no one understands but on these bikes not just the rev limiter limits the rpm the clutching does. it is clutched to do just say maybe like 9500rpm(just using a figure) even if the limiter comes it at 17,000rpms it wont rev any higher unless the clutching is changed) ramps, springs, helixs, and weights the works guys
7:Strengthened rod-it needs one because you will def. need to be running in excess of around 13,500rpms-14,000RPMS. at these sustained rpms the rods will develop stress cracks and eventually bend or break and go right through the cases.
8:and last forged pistons are absolutely necessary the stock ones wont last long under these conditions
9[img]i/expressions/face-icon-small-blush.gif[/img]ther things to consider are perfect jetting, and tire diameter, once you work the clutching and other things a bit go to a larger say 24 or 25 inch tire to raise the gear ratio.

 

guys hasnt Alltoys hit 98mph on his V. And i dont think he had all of those mods that mojave02 said[img]i/expressions/face-icon-small-happy.gif[/img]

 

what i listed above in my post is what you need to be able to run this speed reliably and also be able to be ridden trails. i guarantee if you run my setup for about 95mph you will def. be completely trailable. whats the use if all u can do is hit 102mph but not be able to ride any trail it makes no sense

 

Venom, Alltoys has hit some insane speeds, but that is with his modified ignition system and clutchwork. That boy seriously has a speed fetish!!

 

and more free time than i will ever have