Sold in 2019 FOR SALE AGAIN
This boat is for sale ( June 2022 ) . The owner had 2 medical issues after purchasing the boat and had never even started it. I rebuilt the engine top to bottom and drove it about 2 hours before shipping it .
A rare opportunity to own a" one of a kind" 240 hp, top performing, state of the art, fuel injected XPL craft.
Performance built by the 2 stroke Master Engine Builder , Mel Miller. This engine is a BRP 947R triple port factory racing engine making 240 HP at 7500 rpms. ( see a comparable dyno sheet below). 1170 cc's are derived from an 8 mm longer stroke and 93.45 Miller racing pistons . Honda CR500 connecting rods are connected to a BRP racing 1194 super strong billet alloy steel heat treated crank with an oversize center journal and welded for durability, all by Crank Works of Tempe , Az. Crankcase includes a Miller billet aluminum cooler as well as a 947 DI water cooled magneto cover including the DI flywheel and ignition pick up for the Motec EFI system.
The cylinder head is by Miller and holds his custom 51 cc Q style domes that provide increased power. These have never been available to the public. Exhaust system is a Factory " short " twin pipe set up with water solenoids for those extra few ponies.
The pump is an extended Stainless 148mm Skat Trak 12 vane unit with a 14/19 impeller and an 87 mm nozzle. Peak rpms are 7550 at 73 +/- mph. Acceleration / speed is quicker that most of the stock ( ? ) 260 HP SeaDoos.
The best feature of this craft is the conversion to Motec EFI including the massive spark of an MSD Dis 2 ignition box housed in a Pellican waterproof case and using MSD High Output ignition coils.
Those of you that have a performance engine using 46 or 48 mm carbs know how rough running and rich they can be at cruising speed and the excessive amount of fuel they use. With the Motec unit controlling 50 mm or larger throttle bodies, acceleration is supurb and cruising is as smooth as silk and very fuel efficient. With the Motec you have full control of fuel flow at any rpm and any engine load, and the same with timing.
The Motec EFI box is a Model M600 which will control up to 6 cylinders and 2 oxygen sensors, one for each cylinder plus data logging. The EFI electric fuel pump,filter, and the fuel pressure regulator are from Kinsler Racing in Michigan. System pressure is 45 psi. AN hose and fittings are used for durability and safety.
Throttle bodies are from a 947 DI engine and have been enlarged to 50 mm and contain 100 lb. matched injectors from Injector Dynamics .
All the stock gauges including the trim unit have been wired to work with the Motec EFI box. A Racepak recording RPM/EGT gauge has been installed into the LH mirror pod. Any SeaDoo DESS key will start the craft. The XPL retains all it's stock looking appearances and is considered a " sleeper".
The cylinders are currently ( Dec 2018 ) at Mel Millers for overbore to 93.45 and RAVE valve work. Mel Miller and I both have new replacement pistons in stock . I also have 2 new triple port sleeves that will accept a 92mm piston for at least 3 more overbores.
The crankshaft and balance shaft is currently ( Dec 2018 ) at Crankworks for a complete rebuild including new OEM bearings, seals, and CR 500 rods. Crankworks has new billet replacement cranks in stock , if ever needed. All internal engine parts are available for maintenance/ rebuilds, no obsolescence here.
The engine will be assembled in March 2019. Many pictures will be taken during assembly and will be posted at the bottom of this page as the build progresses.
I would prefer to sell the 99 XPL complete and running as it has an EFI custom fuel system, wire harness, and cooling system especially set up for EFI and twin pipes. I would sell the unit without the Motec EFI box, as it's a valuable piece and I can use it on another craft. Check Ebay for the value,including options for O2 sensors and data logging, you may want to use a different EFI system and I'll discount the price for the box and wiring harness. However , you'll need to do the set up for the new EFI system.
The engine will not be started until sold and paid for. You are welcome to come to Shawnee, KS ( Kansas City area ) and we'll start and run it in my 2500 gallon watercraft test tank.
So, you may be thinking, I wouldn't know how to adjust the fuel and or timing or even know when or if I needed to????
No worry, as the tuning is easy and you'll never get fuel on your hands, no need to even open the hood and you can review what changes to make and even make them while sitting on your couch enjoying a cool one. How ? Well that's the data logging feature that I'll explain. The only items that you may need to adjust is fuel and timing at WOT to match the fuel you are using, which should be 110 octane or higher, I ran C16. I can show you how to read the data log and make changes in an hour or 2. Everything else on the Motec has already been programmed and has been running for 3 years.
All Motec computer programs are free to download plus there are various webinars on set-ups , tuning and program operation. The most difficult area of the Motec EFI is setting up a new engine. This has already been done for you. In fact, if you want to set-up another similar engine, you can use my program , rename it , and wire up the new engine the same way and tune from there.
If you would like to read about the history of the 99XPL and my association with Mel Miller, there's an article at the bottom of this page.
Expanded view of the power numbers
Button on top is to record for the Racepak
How To Tune the Motec XPL 1170
You should only need make small adjustments, if any, to get the engine running really well, and those would probably be at the wide open throttle area, mainly because of the overbore needing a little more fuel and to adjust the timing to your fuel if it's not C16. The engine will be safe and will run fine for break in purposes.
The 99 XPL has 2 each 11 position rotary switches on the dash connected to the Motec EFI box. One is for fuel and one for timing. Position 6 is 0 on both with no changes to the Motec engine program. On both knobs, positions 5 to 1 decreases and positions 7 to 11 increase. See the chart below for a visual explanation:
position 1 2 3 4 5 6 7 8 9 10 11
Fuel % -5 -4 -3 -2 -1 0 +1 +2 +3 +4 +5
Timing/ degrees -5 -4 -3 -2 -1 0 +1 +2 +3 +4 +5
There is a chart on the craft to remind you which way to adjust.
The fuel or timing can be adjusted while riding , just remember to always go + on the fuel first and - on the timing first and you'll not have any engine damage issues.
So, with both knobs at 0 , lets go for a ride. Warm the engine for a few minutes and go to an idle for 5 seconds To get a feel of what the knobs do, you could watch the EGT gauge, set to display the maximun cylinder temperature, and increase fuel 3 or 4 % and the EGT temps should drop and the engine may loose RPM. And then go leaner by 3 or 4% and the idle should increase and temps will increase.
I generally start at idle and keep it there for 5 seconds, then go to 2000 , then 2500, ect. and use the fuel knob only to make it smooth. To start with, only concentrate on one rpm area at a time,make the adjustments and run it for 5 seconds , and head to the shore and jump ahead to the data log paragraph. After you've done it a few times , you can do several sites at one outing. Once the lower rpms are adjusted , we can tune at WOT. For WOT checks and here's where you need to watch close and act fast as damage can come quickly. For you , I would suggest that you set the timing knob at -3 , minus 3 degrees for the first time, maybe -5 if you're using less that C16 and + 3 on the fuel knob.
I would keep the WOT pulls at only 3 to 4 seconds to start with. You'll need to set the EGT gauge to read maximum cylinder temps and it will show only the hottest cylinder, which is most important. Go to WOT and keep an eye on the cylinder temps, either let up or add 5 % fuel if you see the temps going to 1100. Adding 5% should bring the temps down from 100 to 150 degrees. Go ahead and adjust the fuel and do a couple more 4 or 5 second runs until the temps are close to 1050 max. No need to keep track of the knob settings as they are logged to that rpm site and are now a matter of record.
DATA LOGGING
Now head to shore and we'll do the data logging. Hook up the cord and download data. Open a cool one and jump in the easy chair with your laptop. Looking at the rpm graph and the fuel knob graph, go to where you made adjustments to make it run smooth. It;s probably the last run or adjustment before you went to another rpm area. Make a note of the RPMs , TPS % , knob position and O2 reading. From this data you can go to the main engine program and make a calculated change at the proper fuel site. Calculations are made from the knob percentage values. No guessing on jet sizes here. Save the modified program under a new name, such as Rev 3, adjusted WOT fuel. and don't forget to load in the new program and set the knobs back to 0. That's it , now your an EFI tuner.
If you're not sure of how the engine is running, just e-mail me the data log and I can look and compare graphs to my old ones and probably tell what is wrong or what needs changed.
238.7 hp at 7650 rpms
History of the 99XPL and my association with Mel Miller
I purchased the 99XPL new, enjoyed it for the rest of that year and then the fun began. A 25 HP nitrous, then a Rossier big bore engine package was installed and used for the next few years , along with the nitrous system. I don't recall ever being beaten in any races. The dyno proven Rossier engine is for sale , see for sale tab.
Then I purchased the 947R, drove it that year and contacted Mel Miller, as he had the reputation of building the 947R and was the go-to guy for the best performance on these engines. Mel designed cylinder sleeves for this particular engine as well as purchasing an 1194 billet alloy steel crank assembly and performed the complete build. I ran the engine the following year with a Coffman pipe, 46 mm Novi carbs and the stock ECU. Next I purchased a set of "short" twin Factory pipes along with his special Q domes . I then converted the engine to Motec EFI. Mel immediately saw the advantage of EFI and he converted his race boat to EFI. I furnished several fuel system items including tooling to enlarge the DI throttle body bores. I continue to machine performance parts for him and we talk daily/ weekly on 2 stroke performance.
2" thick notebook of the complete build & spects.
including wiring, water flow & invoices of parts
Here are the build pictures from start to finish posted weekly as the build progresses.
Click to enlarge and see notes
Scoop grate/ride plate mod to eliminate inserts
Here's the graph on how the engine ran at Lake of the Ozarks after break in.
From Idle I went to WOT ( Must have thought it was slightly lean as I see I had to pump the throttle once) And I let up when the stock speedometer hit 60. The data log is very accurate with time , so I started at 13.4 seconds and ended at 16.8 seconds. That's idle to 60 in 3.4 seconds with the throttle pump. This is the best that my XPL has ever ran. And I sold it, not sure I should have. But I still have the supercharged XPL to ride. I don't need but one fast watercraft.
Top speed on the stock speedo put the needle at the bottom of the gauge at the letter D in the Bombardier logo. Estimate low 70"s. That's really neat to see the needle down there.
I'll be shipping the craft in Early August to its new owner in California.
Note the very lean Lambda readings, the readings read properly up to WOT ( from 1.0 at idle to .83 to .85 just before WOT ) and then it goes lean. I believe this is from the new air fuel mixture going through the engine and mixing with the exhaust air at the O2 sensor and showing lean as the air contains extra oxygen . The EGT's read about 1030 to 1050 at WOT . These twin pipes have always shown lean at WOT. Perhaps my sensor placement is in the wrong place, and /or the pipes are very efficient.
Click to enlarge.
Switch on left is for Racepak
Kansas city area contact: rwosel@c-rmfg.com
Ron's Performance Shop
Hit rough water but this shows the acceleration.
0 to 60 just over 4 seconds if you project the line.
It's as quick or quicker than the new 300"s
Here is the test tank run that I did before taking it to the lake
The 1170 engine when first purchased was set up for 46 mm Novi carbs, a Coffman pipe and a factory ECU module and made 196 HP at the pump on my dyno. This equates to about 205 at the crank, once you factor in the loss through the driveline and all the bearings and seals in the absorber and driveline.
99XPL pricing and performance parts list
1170 947R engine completely rebuilt with billet crankcase cooler and DI magneto 6000 This is what I paid Miller for the original build job, not including the
Extra set of new cylinder triple port sleeves from L A Sleeve 600 cylinders or crankcase or DI magneto
DI oversize throttle bodies with Injector Dynamics with 1000 cc injectors 1000
Kinsler Racing EFI fuel pump , filter and regulator 700
Factory twin , short race pipes with new O2 sensors in each pipe & water solenoids 1500
Motec M600 ECU with O2 and data logging options, wire harness & sensors 4800 This is at E-bay used prices
Motec 11 position dash switches and communication cable 750
MSD DIS 2 460 volt ignition with MSD coils In a waterproof Pelican case 600
Skat Trak 148 mm set back stainless pump, driveshaft, and rpm tuning inserts 1600 E-bay prices again
Racepak Hot Tach 2 , with RPM & EGT recording feature 400
99XPL hull with Beach House sponsons and welded grate threads 500
Total sell price 18,450
SOLD 6-2019
Questions ?? Prefer e-mail rwosel@c-rmfg.com
Motec fuel and ignition
adjustment knobs
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