2020 Release

[Sasquatch]

I rode a MPI supercharged Nytro for 2 years before moving to the Winder. The throttle response is just as instant on the Winder at any speed. The only place it would lack a little compared to the supercharger is off the line for a split second. Other than that it is right on par even at 30 mph.

Its not about that its more about one engine three sleds same chassis. Add two stroke and same chassis. One chassis 5 sleds

 

[HighSpeedLowDrag]

If you have a snowmobile with a supercharger or a turbosupercharger, or both, what is the point of the piston engine component?

One or more compressor stages with a combustion chamber followed by a power recovery turbine or gas driven screw blower should be all you need.

 

[74Nitro]

T

Its not about that its more about one engine three sleds same chassis. Add two stroke and same chassis. One chassis 5 sleds

That one chassis is better than all the chassis that Yamaha had, so I see no problem.

 

[Snorunner]

I agree, a supercharger (blower or mechanical turbo) would be a better power fit then a traditional exhaust driven turbo. Yes a supercharger has some parasitic power draw, but the power is instant and more linear then turbo. Reliability is not a issue either, I mean look what a supercharger has done for Mercury's Verado outboard. The only time you get into trouble with blowers, is if foreign objects get introduced, which shouldn't be a problem with our machines. While I still believe in the adage that "there is no replacement for displacement", if you are going to build power with some form of boost, then a supercharger would be a better solution. Okay before I get crapped on, yes turbos are used extensively in the auto industry and is all the rage now, that is that way because they are using such small displacement engines to start with, they cannot afford to sacrifice the the power to drive the supercharger, plus the instant power surge is not something required in the consumer auto. Why do drag cars use blowers and not turbos?

A good example of driving a supercharged Oem for you to try would be a Ford Thunderbird Super coupe! They were a 3.8 L v6 and they were impressive!

 

[staggs65]

A good example of driving a supercharged Oem for you to try would be a Ford Thunderbird Super coupe! They were a 3.8 L v6 and they were impressive!

Ughh, I'd go with the Lightning motor as an example over that. I have a super coupe motor in a 52 Lincoln. Underpowered turd. I looked into trying to juice it up but just not worth it for what you get out of it. Pulling it out for something else.

 

[2008lee]

If you have a snowmobile with a supercharger or a turbosupercharger, or both, what is the point of the piston engine component?

One or more compressor stages with a combustion chamber followed by a power recovery turbine or gas driven screw blower should be all you need.

Now your talking!! lol.

 

[VX1R]

 

[Snorunner]

Ughh, I'd go with the Lightning motor as an example over that. I have a super coupe motor in a 52 Lincoln. Underpowered turd. I looked into trying to juice it up but just not worth it for what you get out of it. Pulling it out for something else.

I would have loved to have a Lightning motor in my 85 F250.
Yeah but how much does a 52 Lincoln weigh compared to a 89 - 94 Thunderbird? Just sayin. A supercharger might be the answer in a lightweight vehicle. I just want Yamaha to build sleds in Japan again. I don't care how they do it. I just want them to stick around. My 3 favorite motorcycles I have owned were 1975 Yamaha Dt400. Bought new in 1975.Yamaha RD350 used.1979 Yamaha YZ 250 used!

 

[Sasquatch]

Okay, okay, so I wasn't actually asking WHY, I was just trying to use that example for the instant response of a mechanically driven supercharger compared to an exhaust driven one.

The jackshaft driven supercharger, give zero boost at idle and only starts to give boost as speed increases, so it acts more like a NA sled till cruise speeds. As its jackshaft driven it creates a small amount of heat but the heat its creates comes at speed where you have airflow to direct at it. If boost is kept to say 4pds max a intercooler may not be needed or a small one as in part of the boost line not part of the intake. I think a 998 triple could be brought up to 150 160hp easily and be a very docile yet fast motor. Now this is the part where the 998 turbo guys chime in and say thier turbo is docile and trailable. I agree it is but so was my 1000 triple. I let my 12 year old daughter drive it. Squeeze the flipper a bit more however and the motor would beg to differ.

The jackshaft driven supercharger Yamaha has a patent on works in a different way for a different purpose. If the NA 998 made say 110 or even 100hp the supercharger would raise that to to 140 150 and it would still be very trailable and not angry. 600cc two stroke power off the line 1049 in the middle and Apex on top. Without all the heat, complexity and being able to run on regular fuel. Maybe I'm wrong but this perked my interest from the moment I saw the patent. I could not see it for the Apex (150 to 160 becomes 190 to 200) because this would make it a direct competition to the stock 998T. With a 998NA it fills that middle slot. For there and a single motor lineup it works.

I wish someone would make a kit to install this on my Apex. Maybe if it ever shows up on a Catamaha it might happen.

 

[Sasquatch]

T

That one chassis is better than all the chassis that Yamaha had, so I see no problem.

Why do you continue to run down Yamaha like that? Puzzling! Being as there are so many who still ride them and like them? But I like that you agree with the one chassis one motor idea. Fit in a couple Cat two strokes and there is a lean company able to complete.

 

[Sasquatch]

I think though that some see the jackshaft super charger and try to compare it to the 998T, then immediately say 998t is better makes more power. Open your mind try to get past the I'm the top dog and all should follow that. Only the biggest hp should be in a sled, I think differently. Not everyone wants 204 hp. We know that to be true because the biggest seller makes much less.

 

[staggs65]

I would have loved to have a Lightning motor in my 85 F250.
Yeah but how much does a 52 Lincoln weigh compared to a 89 - 94 Thunderbird? Just sayin. A supercharger might be the answer in a lightweight vehicle. I just want Yamaha to build sleds in Japan again. I don't care how they do it. I just want them to stick around. My 3 favorite motorcycles I have owned were 1975 Yamaha Dt400. Bought new in 1975.Yamaha RD350 used.1979 Yamaha YZ 250 used!

The power to weight ratio is definitely better in the thunderbird but it's still only 210 hp and even done up you're not getting much more. Cool motor for an OEM for sure.

 

[blueironranger]

The Tbird M90 fits in the procross chassis, just need find a way to drive it! That supercharger sucks power though, I have a 90 super coupe and a 96' 3.8L N/A with a vortech bolted on. Both @ 10spi the vortech powered one made 25rwhp more (180 vs 205)! Ported heads and a cam pushed the vortech powered one to 275 rwhp (over double the stock rwhp HP). The triple would be a blast with the M90 but that 25hp+ drain @ 10psi would only put it around 190-200hp, the 6-7psi turbo kits do that.

 

[74Nitro]

Why do you continue to run down Yamaha like that? Puzzling! Being as there are so many who still ride them and like them? But I like that you agree with the one chassis one motor idea. Fit in a couple Cat two strokes and there is a lean company able to complete.

I'm a hardcore Yamaha guy, but I'm just stating the truth. The procross is a more capable suspension and chassis package, and it should be as it is many years newer than the RX, Phazer and Nytro.

 

[Wannaviper]

I'm a hardcore Yamaha guy, but I'm just stating the truth. The procross is a more capable suspension and chassis package, and it should be as it is many years newer than the RX, Phazer and Nytro.

I agree completely that the Pro Cross chassis is light years ahead of any Yamaha design, but I also agree that AC took some shortcuts and saved some money in places where Yamaha engineers, if left to their own devices, would not have done so. Don't get me wrong, I fell in love with a 1049 cc Vector, and that was what brought me to Yamaha; my wife still rides a 2013 Vector, and I plan to keep that sled, even when she upgrades it. The DB chassis is/was a very comfortable, high-mile, groomed trail sled. The problem is/was, that when the trails got beat up, so did the rider. My wish for 2020 would be to have Yamaha fix all of the AC shortcuts on the Pro Cross, including the Viper ECU, Tri-Hub, chain case, etc. etc., and build it the Yamaha way from the ground up.