I don't know which one would have the advantage front or back but i think the one with the weight in the middle would be best. I to had to decide which way to go turbo or supercharger this was one of the things i based my decision on. I took the muffler off and did mods so the turbo added no weight or changed the balance, I felt the supercharger added weight were it is already at a disadvantage and hard to remove.
Which is better...Supercharger or turbo?
- Thread starter Norminator688
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I agree with that. I do think at the end of the day any boost is better than none! n886 be sure to post pictures when your done!
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Norminator688
New member
I will get some pics for ya. At the moment it is in a million parts lol. They should tell ya before you even start to install that you will need a new gasket for the right hand side cover of the motor. They just tell ya to be carefull. Came to a complete stop because of that. How do you take off a cover that has been sealed and glued on both sides without tearing it.
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Norminator688
New member
here are some pics as it is now. I had to order a new gasket so cant really do much till it comes in on tues.
THANKS.
So we really are not talking serious weight here.
this is not the total weight of the kit you can easily double that. the post said (better) not which will or will not work.I feel the weight placement would be BETTER even if its just 25# centered.
Lets hear some other facts on why one would be better than the other.
I don't think anyone is arguing that point.
T
TRUEBLUEMAX
Well-known member
My concern on which is better or not would be more on how it runs. I still have talked to a lot of people that have had issues with the fueling not being right on the supercharged sleds. The other thing is that they don't really seem to react well to large elevation changes. I ride anywhere from 7000 to 10000 and it seems like the turbos with the altitude compensator is the way to go to just turn the key and ride.
Maybe they have fixed some of these issues but I have talked to quite a few people that have these issues.
Maybe they have fixed some of these issues but I have talked to quite a few people that have these issues.
I would have to say what one fits your riding style and needs. I have a stage 1 supercharger and had great support from Tom Hartman for set up. I have rode from 2000 to 10000 feet with little to no issues. My only complaint is there is not an easy way to turn up the boost a little when going up in elevation or various snow conditions. If I were to do it again I think I would not change a thing. Buy a kit that gives you great suppport!
Not speaking with any first hand knowledge.
But I would have to think for Yamaha to now formally offer the MPI Supercharger as an "OEM" option (so to speak) that they would have had to demonstrate that there are NO operational issues with altitude changes, or Lean/Rich mixture issues???
The MPI will not read altitude change and therefore run worse without proper adjustment by the user. Just because yamaha is using them as a accessory does not mean they are adjustment free plug and play.
Are ou talking about the g.e.m.s. box or the standalone?
MPI STANDALONE FUEL INJECTION SYSTEM
(Not a piggyback! 100% designed for snowmobile from the ground up)
This System will only be sold for use on Mountain Performance Supercharger kits and Impulse Turbo Kits. Contact Impulse directly for retrofits on your Impulse kit. This system is a technological advancement unequaled in the snowmobile world.
[FONT="] This computer is a custom designed, standalone EFI (Electronic Fuel Injection) control system specifically designed for use on boosted snowmobiles. This system completely eliminates the factory computer's control of the fuel injection.
[/FONT]
[FONT="]
[/FONT]
Unlike all other systems available on the market (including out older GEMS system) this unit is standalone. We refer to all the other systems available as "Piggybacks". The Piggyback's job is to fool and override the factory computer system into performing differently [FONT="]than its original designed. A piggyback intercepts the injection signal from the factory computer, modifies the signal and then outputs the modified signal to the injectors. The problem with all piggyback systems is that it never knows exactly what the factory system is doing. This is because the piggyback only has the factory computer's output as its input. The one exception to this is a boost sensor. In fact, the factor IAT (Intake Air Temp) sensor is disabled since the factory computer cannot comprehend the high air temperatures produced by super or turbo charging. The piggyback can only add or remove fuel based on boost. As anyone is aware who has ridden with a piggyback, is that they don't always run the same from day to day, location to location and sled to sled. The piggyback simply doesn't have enough data (or sensors of its own) to make accurate decisions. Take any piggyback on the market, tune it in a specific location then move to a different location (something 5000 feet higher or lower) and it will not run correctly without tweaking.
[/FONT]
[FONT="]
[/FONT]
Our standalone thinks for itself. It is a full featured computer and actually has more sensors than the factory computer. We include a MAP (Manifold Air Pressure, or Boost) sensor, BARO (BAROmetric pressure) sensor, IAT (Intake Air Temp) sensor and ECT (Engine Coolant Temp) sensor. We share the output from the factory TPS (Throttle Position Sensor)[FONT="] and the factory Crank Position sensor. There are no buttons to press and no knobs to tune. Its done. The system runs in a semi-closed look environment as a speed density system. This is the control systems used on all high performance high boost vehicles from cars and boats to motorcycles and aircraft.
[/FONT]
[FONT="]
[/FONT]
FEATURES:
- Includes a matched set of flow tested 750cc injectors (72#) (factory 330 nytro and 390 apex).
- Includes Plug and Play wiring harness, which means no wiring to install.
- Includes 3 bar MAP sensor, Baro sensor, IAT sensor & ECT sensor.
- ECU (Electronic Control Unit) in Billet Case and potted for weather and vibration resistance.
- Mounting brackets for ECU and Pressure Sensors.
- Harness is upgradable for future Ignition Control.
- Harness has direct connection output for our ProLogger Gauge (Tach, MAP and AFR)
- Note, if ECU is used with the ProLogger, the ECU is aware of AFR (Air:Fuel Reading).
==================
If it has a Barometric Pressure sensor in it, then WHY wouldn't it be fully altitude compensating???
(Not a piggyback! 100% designed for snowmobile from the ground up)
This System will only be sold for use on Mountain Performance Supercharger kits and Impulse Turbo Kits. Contact Impulse directly for retrofits on your Impulse kit. This system is a technological advancement unequaled in the snowmobile world.
[FONT="] This computer is a custom designed, standalone EFI (Electronic Fuel Injection) control system specifically designed for use on boosted snowmobiles. This system completely eliminates the factory computer's control of the fuel injection.
[/FONT]
[FONT="]
[/FONT]
Unlike all other systems available on the market (including out older GEMS system) this unit is standalone. We refer to all the other systems available as "Piggybacks". The Piggyback's job is to fool and override the factory computer system into performing differently [FONT="]than its original designed. A piggyback intercepts the injection signal from the factory computer, modifies the signal and then outputs the modified signal to the injectors. The problem with all piggyback systems is that it never knows exactly what the factory system is doing. This is because the piggyback only has the factory computer's output as its input. The one exception to this is a boost sensor. In fact, the factor IAT (Intake Air Temp) sensor is disabled since the factory computer cannot comprehend the high air temperatures produced by super or turbo charging. The piggyback can only add or remove fuel based on boost. As anyone is aware who has ridden with a piggyback, is that they don't always run the same from day to day, location to location and sled to sled. The piggyback simply doesn't have enough data (or sensors of its own) to make accurate decisions. Take any piggyback on the market, tune it in a specific location then move to a different location (something 5000 feet higher or lower) and it will not run correctly without tweaking.
[/FONT]
[FONT="]
[/FONT]
Our standalone thinks for itself. It is a full featured computer and actually has more sensors than the factory computer. We include a MAP (Manifold Air Pressure, or Boost) sensor, BARO (BAROmetric pressure) sensor, IAT (Intake Air Temp) sensor and ECT (Engine Coolant Temp) sensor. We share the output from the factory TPS (Throttle Position Sensor)[FONT="] and the factory Crank Position sensor. There are no buttons to press and no knobs to tune. Its done. The system runs in a semi-closed look environment as a speed density system. This is the control systems used on all high performance high boost vehicles from cars and boats to motorcycles and aircraft.
[/FONT]
[FONT="]
[/FONT]
FEATURES:
- Includes a matched set of flow tested 750cc injectors (72#) (factory 330 nytro and 390 apex).
- Includes Plug and Play wiring harness, which means no wiring to install.
- Includes 3 bar MAP sensor, Baro sensor, IAT sensor & ECT sensor.
- ECU (Electronic Control Unit) in Billet Case and potted for weather and vibration resistance.
- Mounting brackets for ECU and Pressure Sensors.
- Harness is upgradable for future Ignition Control.
- Harness has direct connection output for our ProLogger Gauge (Tach, MAP and AFR)
- Note, if ECU is used with the ProLogger, the ECU is aware of AFR (Air:Fuel Reading).
==================
If it has a Barometric Pressure sensor in it, then WHY wouldn't it be fully altitude compensating???
I really like the idea of the Standalone system, but my nytro is pushing 4 to 6lbs of boost just going down the trail and I think the 750cc injectors are gonna make my fuel economy worse than it already is. But I have friends with the standalone and it does run good at all altitudes.
It would seem to me that if your going to go the route of a Supercharger, that you might as well do it right and be done with it. Not having a system that compensates for significant altitude changes would really be a major pain in the butt for me. I want something that takes care of itself once its fully installed and working.
Correct, there is a standalone is available however is not standard with the kit its an accessory, their piggyback is standard. So you have to buy their $1500 fuel system, $300 bypass, $500 gauge to conrol bypass valve. This is all great but then it doesnt work with low end boost pressures for the guys that want under 10lbs, well it does but not very effectively. So add 2300 to an already 5495 kit and that puts you right at 7800 for a 280 stage two blower with no headshim included. Might as well buy a turbo(which would be cheaper at that point) and run from 12 to 20+ lbs thats all standard equipment and be able to dial it up or down with the turn of a knob.
Again, this is a opinion thread and i have built many of both, in the end the turbo is easier and more tuner friendly, easier on fuel and more consistant day in and day out, IMO of course.
Again, this is a opinion thread and i have built many of both, in the end the turbo is easier and more tuner friendly, easier on fuel and more consistant day in and day out, IMO of course.
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