Opinions of Aerocharger turbos?

[TURBOMAN]

Turbo800 is right on the money. I ran a 53 aerocharger on a 670 turbo for 2 years and had problems but they were all my fault. Turbos were a learing curve for sure back then. I then built three 700 turbos with the 53 series and rode them for many years with no problems at all. They all ran 10-12 lbs of boost with one of them running 12-14lbs. They all worked very well. I now have a 700 Polaris with a Mitsubushi as my back up beater sled. It works good but is much more involved then the aerocharger turbos that I had. I had a problem with the oil system last year and smoked the turbo. I just put a new center section in it for $350 so that is very nice. It is hard to get on that old iron with a 270hp MCX Nytro in the garage. But when you want to go and tree bash they can still be fun sleds. What I am trying to say is that if you run the aerocharger within its design limits it will work fine. That is what I found anyways.

 

[AdvancedDyno]

I have a few thoughts on all this, so anyway here it goes.

Lets face it, for one thing, you can't compare turbo's that easily, each one has a pro and con, and for a lot of the people that have had problems it's more because of bad setup or tune then anything else.

I have setup/dynoed a lot of turbo setups over the past 5 years and many of those where one off 's or limited build setups, some of these where in excess of 550hp.

I can tell you that the setup of the fuel/timing curve on a turbo is very critical, and this is where guys tuning them in the field make most of the mistakes,Yes it can be done and they can be made to live, but it takes a savvy tuner to do it right.

As well, there are many more things then just the fuel/timing to deal with and make right so that constant tuning is not required,Many of the earlier 2 stroke turbo setups where plauged by inconsistent running, many of these conditions are caused by improper sizing of things like charge tubes,intercoolers,turbo's, and bad airbox design.

The practice of throwing parts together and calling it a kit with out proper R@D time is what caused many a down fall of turbo kit manufactures.
In these situation extensive dyno time mixed with real world testing is what makes the kit designer's and the end user a real winner, unfortunately these practices have fallen to the wayside in the search for the all might dollar.

Having said this I am by no means saying that the small guy cannot or has not come out with some stellar kits and produces, but I can guaranty that the one's that have done it or are doing it now have spent the time to make sure that everything is right before releasing it to the customer.

Cliff Yeatman
Advanced Dyno

 

[milehighassassin]

You are right and you are dead wrong.
No aero of anysize will outflow a garrett .or out perform one.
thats all just aero propaganda..

its a shame there are no real unbiased tests other than the dyno results that DO prove the weakness and false adveritsing of the aerocharger.

read this quick it will be deleted in blink of an eye

Where did I say an aero would outflow a Garret?

I am sick if people saying psi this psi that.
It is about cfm or grams per second.

More psi equals more heat. Run more volume and less psi and you will produce way more power, less heat better efficiency.

I am a Garret fan myself but there are several great turbos out there.

Personally I would look at a vnt turbo if I were serious about building a kit.


Sent from my iPhone using Tapatalk

 

[supraturbo]

I have a few thoughts on all this, so anyway here it goes.

Lets face it, for one thing, you can't compare turbo's that easily, each one has a pro and con, and for a lot of the people that have had problems it's more because of bad setup or tune then anything else.

I have setup/dynoed a lot of turbo setups over the past 5 years and many of those where one off 's or limited build setups, some of these where in excess of 550hp.

I can tell you that the setup of the fuel/timing curve on a turbo is very critical, and this is where guys tuning them in the field make most of the mistakes,Yes it can be done and they can be made to live, but it takes a savvy tuner to do it right.

As well, there are many more things then just the fuel/timing to deal with and make right so that constant tuning is not required,Many of the earlier 2 stroke turbo setups where plauged by inconsistent running, many of these conditions are caused by improper sizing of things like charge tubes,intercoolers,turbo's, and bad airbox design.

The practice of throwing parts together and calling it a kit with out proper R@D time is what caused many a down fall of turbo kit manufactures.
In these situation extensive dyno time mixed with real world testing is what makes the kit designer's and the end user a real winner, unfortunately these practices have fallen to the wayside in the search for the all might dollar.

Having said this I am by no means saying that the small guy cannot or has not come out with some stellar kits and produces, but I can guaranty that the one's that have done it or are doing it now have spent the time to make sure that everything is right before releasing it to the customer.

Cliff Yeatman
Advanced Dyno

finaly some wise words........i dropped my a/c standalone project(only have one for me and that's it!) simply because too many people aren't understanding tuning a motor is not just pinching some + and - on what is called a fuel box!! again the problem in this industry is the customer is the crash test dummie.....we will never get a reliable kit until standalone/plugin ecu will be on the market......nobody in this world will re-create the wheel or physic laws! if the market would settle down a bit(turbo kit cost no more than 1800$ in parts ,excluding r&d wich is jig welding so far, and are sold 5-6k) then we would have $$$$ left to accomodate a real e.f.i. solution and all kit would run straight if well tuned. i am not saying turbo kit manufacturer are ripping people off, but they should soon realize standalone are very very close to hit the market and then they will have no choice but to follow, so i think they should aim in the right direction and invest in a real e.f.i. solution and review their business plan !! just my .02$

 

[cam-shaft]

Supra Turbo and Advanced dyno you guys have hit the nail on the head. No different then some SC companies or Turbo companies using fmu's or piggy back systems in the marine or auto world vs a complete re-map and injector change that other manufactures use. For example, rev control, a lot of OEM's pull fuel for over rev. Well what do you think will happen when under boost and you start pulling fuel for over-rev? Yes burn down, with a stand alone this can be taken care of. To get the correct combo the correct R & D has to be done. Turbos or SC's do not know much more then to spin and create psi. Yes all turbos/sc's have there adiabatic efficiency in which they have to be used in the correct application or they will just create hot air at certain levels. I could go on for hours on this subject but I will stop.
Thanks, Cam-shaft.

 

[YETIms]

best posting in that thread.

i got a chance to run a 66 series on a m8 for two weeks looking if we can use it for customers.
those turbos are really good, but!!

if i have a garrett problem i ring a local garrett dealer here in europe and he send me a brand new unit without asking what is wrong with the old one, they simply replace it. quick and easy (i love the warranty laws here)

the problem with aerocharger is you have to carry replacement turbos in stock if you want to keep the business on HQ level and i know from friends in Scandinavia, warranty sucks if you have troubles. and the next deal is the price. it cost exactly the same as a porsche racing turbo with 10yrs warranty.

aerocharger rzr kits are the best i have ever try, but never saw any of their sled kits.

The unit is very different than older units. We have started changing our focus from supplying turbos to supplying complete well-engineered kits. This is because many of dealers did not make a quality kit.

 

[YETIms]

YES

we have here few vnt turbos and they are awesome, but!!
you cant run it with the stock map in the ecu, also you need a vnt control system .
efi controllars sucks if you run the vnt.

turbo kit with a vnt system will cost 10k+ then you need to develop a lot of HQ parts.

Personally I would look at a vnt turbo if I were serious about building a kit.

 

[R_8_N]

Ive got a Aero. Had to send it in last spring for a minor fix. I delt with Brad and got very good service from him. The turbo was only out of my sled for 5 days and I had to ship it half way across the country to him. Very happy with the turbo and the way it works for my riding style.

What ever the next sled I own is it WILL have a Aero on it. Keep up the good work guys and I cant wait to ride one of your kits on the Pro.

 

[X2Freeride]

LOL when you spent ,,, let's see 2000$ X 6 each turbo and had to have them repaired Mabe then we can converse on an equal level and yea I guess I am at the 1 % and I don't have any problem tunning mine And you heard brad say they have a problem above 10k how do you think they know, smartguy!

!

No offense but why would you continue to spend that kind of money on something thats failing time and time again? Id have to say after the second one failed id be done and looking else where.

 

[gus bohne]

Thats exactly the point KAWGRN is making to ALL..
DONT EVEN BOTHER WITH AEROCHARGER..Unpredictable performance,, very predictable response when you ask why..


Where are these factory doo aero etechs ??

all the hype and no big factory intro ..

gus

 

[Rms Rydning]

I'm looking at adding a turbo to my XR 1200 and wondering what everyone thinks of the Aerocharger setups? Are they durable and efficient? I've had a few tell me they're junk and that they are inefficient when compared to a Garrett. Would one be a good choice for a low boost setup 4 stroke? Thanks.

On a 4 stroke, the Aeroch. is getting to hot because of much higer EGT and boil up the oil so the oil fuemes away and seice..This is what it looks like on the XR1200T here in Norway. Aerocharged 1200 owners is now changing to garrets.
For 2 stroks the Aeroch can still be OK, but only for low boost and small enough engines so it keeps the turbo rpm low..

 

[brycter]

we never had any oil burn out of our turbo's on the 1200. that sucks. what are the engineers saying about that?

 

[Variable]

On a 4 stroke, the Aeroch. is getting to hot because of much higer EGT and boil up the oil so the oil fuemes away and seice.

This would be very hard to accomplish. Our turbos are rated to 1800*F and when testing on our 1200 we recorded max EGTs of only 1550*F. In the past there have been dealers who have chosen to use grey iron manifolds on their 1200s (against our recommendations) which are only rated to 900*F. At higher temps the grey iron manifolds flake away, causing FOD (foreign object damage) to the turbo.

Where are these factory doo aero etechs ??

all the hype and no big factory intro ..

gus

I doubt the race department at BRP find it in their best interest to get on the forums to try and convince people like you why they chose to use our products. Skidoo has shown great success in testing our units thus far and we are (both) looking forward to a successful RMSHA season.

 

[spacehog21]

This would be very hard to accomplish. Our turbos are rated to 1800*F and when testing on our 1200 we recorded max EGTs of only 1550*F.

Incorrect, Longsled recorded 1700*F in his 1200

Norway is not the only place where your turbo will turn the synthetic gear lube into vapor

 

[spacehog21]

OK, I have been informed by Aerocharger that the vapor escaping the turbo is expected and will not drain the turbo oil reservoir

it is just the accumulated condensation that is escaping - not the lube

 

[KAWGRN]

No offense but why would you continue to spend that kind of money on something thats failing time and time again? Id have to say after the second one failed id be done and looking else where.

Because each time they went in it was a different story,, I just finally gave up,, was so discusted I didnt even ask for the last one back!! yea I know Im the only one !

 

[Team Voodoo]

This would be very hard to accomplish. Our turbos are rated to 1800*F and when testing on our 1200 we recorded max EGTs of only 1550*F. In the past there have been dealers who have chosen to use grey iron manifolds on their 1200s (against our recommendations) which are only rated to 900*F. At higher temps the grey iron manifolds flake away, causing FOD (foreign object damage) to the turbo.



I doubt the race department at BRP find it in their best interest to get on the forums to try and convince people like you why they chose to use our products. Skidoo has shown great success in testing our units thus far and we are (both) looking forward to a successful RMSHA season.

Brp also have garretts on hand for testing. We shall see which one comes out on top.

 

[AdvancedDyno]

Please be informed you can take you premium membership and stick it.
I contribute more real info to this site and will not pay to read these threads. I'll go back to HC and DT.

thanks for your time

Cliff Yeatman
Advanced Dyno

 

[n2otoofast4u]

So, this might be a bit off subject but maybe you guys can give me a bit of insite.. Ive lived in the boosted world now for 2 years in the ATV world, one year wasnt so good as we chased a few issues that have since been solved, the second year was cut short by injury, but in the short time that we have had a properly running bike our success has been GREAT.. Im hooked and will have a boosted e-tec and nytro for next year.. We run the bike 300' on sand with an aero 53 on a banshee motor.. In 300' the bike will build 17psi of boost every pass.. Ive got a black spring, with a whole mess of shims behind it.. Ive got an air control valve tapped into the the cap to bleed some air off in the hopes to build more boost.. Id like to see 25 plus by the time this is all done.. first off, can I attain that much boost? (we race at basically sea level to 300 feet) second, what are my risks of hurting this thing if I do push it that far? Ive got a garret setup that I can considering switch to, but for the simplicity reasons Id like to stick with this.. Heres a picture to help see what Im working on.

this was early on when I first started fitting things but you get the idea

 

[Wheel House Motorsports]

25 on an aero just aint gonna be a good idea.. and if it goes bad, well, a lot of weird stuff can happen to turbo's if they come apart from overspooling, you might not like where some of them end. up. put the garrett on it and make the same power at lower boost levels, assuming its a decent sized turbo.