snowdust
TY 4 Stroke Guru
Does anyone know who's weights they are using?
Does it void warranty
Right now they are using an adjustable weight with magnetic inserts for adjustability and tuning per your need.
--Buster696--
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No, that is what I like about this system and why I went with it. It's a bolt on with no adjustments being made to any of the electronic components/ecu. PC5 adds fuel for safety by adding throughout the fuel curve when the Excell exhaust is added keeping the A/F below 12.0.
--Buster696--
Pstn head
TY 4 Stroke Master
Does it not leave a boost footprint ? I read on the first page the boost can be adjusted from 9-13 psi, I'm not sure what stock highest boost is but I'm assuming it's lower than that. Mainly I'm concerned about some kind of footprint left on the ecu ? And if guages can be installed or even needed to monitor boost and Afr's ?
What is your basis for saying this won't void warranty?
I would put a call into Excell as they are a Yamaha dealer for input on this subject
--Buster696--
Have heard the ECU will detect the higher boost range and can be read
synaptic3e
Extreme
Just to add to SJ's comment here: I build high performance race cars for a living. So I have some insight here I can share. By no means do I intend to bash this product, there are always different ways/ strategies to do the same job for an intended result. Some ways are better than others, cost is something that drives the end results. I feel it's important for people to understand something like this pros/cons before they make a purchase.
In my industry, this is what is jokingly known as Dial-a-bomb. The reason it is referred to this way is because you are dialing up the boost manually without the ECU controlling it. The factory boost solenoid must be bypassed for this setup to control boost. In doing so you have eliminated safety controls of the ECU, since it can no longer control wastegate duty cycle.
Factory mapping strategy can account for things like overboosting on a colder day by changing wastegate duty to keep the boost at target. Bad gas at the pumps is another, the ECU will sense knock, retard timing, and pull wastegate duty to save itself or simply switch to a high detination map... That runs less timing, dumps more fuel, and runs LESS boost.
However in this case it will not be able to reduce the duty cycle for the turbo since the control to the ECU has been removed. Thus the term Dial-a-bomb.
On the plus side you have ease of use, and on the fly adjustability which we all love. Simply turn the knob to limit the orifice size leading to the turbo actuator to increase your boost. Cost is reduced because typically you would upgrade the boost solenoid to one that is faster acting to provide better response. In addition an ECU reflash is nessisary to map the boost solenoid, fueling, timing etc.
I hope this helps anyone trying to put things in perspective. One thing I will say is that I would run a boost gauge, AFR gauge, and Fuel pressure gauge at a minimum with any upgrades running higher boost and additional fueling.
millstreet
Lifetime Member
- Joined
- Dec 6, 2005
- Messages
- 448
- Location
- doylestown, pa and old forge, ny
- Country
- USA
- Snowmobile
- current - 2018 Sidewinder ltx-le 50th
Taken from Excell's Facebook page; https://www.facebook.com/3119398988...939898827912/1339689272719631/?type=3&theater
Earlier today I was out at Excell giving input about the clutching setup I was running and got a new set of weights for my sidewinder when this was posted and wanted to clear up a few items with some comments and clarification(s). This is what makes this site great is that we can share our experiences and within the industry of performance motorsports and snowmobiling. My hope that as a customer of this setup it can clear up a few things about this performance kit for this sled.
This kit is regulated by the stock ECU settings from the factory. Yamaha did an excellent job keeping this sled from over boosting and even made a video about it. Tom from TY posted about the 9 sensors and ‘brains of the operation’. This kit does not bypass or modify the stock ECU curve at all so all off the safety features it provides are still there. There is mention of duty cycle and how the system needs some help to regulate this. Again, I’ll point to Yamaha and there conservative approach with this motor, turbo and boost/over-boosting safety features for the sidewinder owner who wants to add performance up to 250hp for the trail/lake.
As we all know the Sidewinder is limited out of the box at 13lbs of boost before it reacts from what I’ve seen, provides a code, etc. The issue is simply to additional fuel with a custom fuel map while understanding manifold pressure when adding boost. An aftermarket exhaust like the ones that are provided in this setup and this is where the PC5 comes in. Fuel is added with the increase and decreases with manifold pressure with the correct PC5 custom mapping. This dial system allow you to go from 9lbs up to 13lbs and if we remember 10lbs +/- is where stock is.
The PC5 with provided fuel map is a plug-in or sits on top of or scalable solution (depending on what term you like to use) to the exiting fuel curve with no need to adjust the ECU because Yamaha has taken this out of the equation for us. My feeling is that when the PC5 is readily available, most if not all of the performance companies will offer this solution with the kits with and without a re-flashed ECU, great product.
I really appreciate the ‘option’ of being able to run 9, 10 or up to 13lbs of boost on the fly per the condition and also the fuel situation that someone may run into. Got a good look at the A/F and Boost Gauge mount while at Excell as we discussed this and a lot more in the shop today. Now, back to getting some miles on this sled
This kit is regulated by the stock ECU settings from the factory. Yamaha did an excellent job keeping this sled from over boosting and even made a video about it. Tom from TY posted about the 9 sensors and ‘brains of the operation’. This kit does not bypass or modify the stock ECU curve at all so all off the safety features it provides are still there. There is mention of duty cycle and how the system needs some help to regulate this. Again, I’ll point to Yamaha and there conservative approach with this motor, turbo and boost/over-boosting safety features for the sidewinder owner who wants to add performance up to 250hp for the trail/lake.
As we all know the Sidewinder is limited out of the box at 13lbs of boost before it reacts from what I’ve seen, provides a code, etc. The issue is simply to additional fuel with a custom fuel map while understanding manifold pressure when adding boost. An aftermarket exhaust like the ones that are provided in this setup and this is where the PC5 comes in. Fuel is added with the increase and decreases with manifold pressure with the correct PC5 custom mapping. This dial system allow you to go from 9lbs up to 13lbs and if we remember 10lbs +/- is where stock is.
The PC5 with provided fuel map is a plug-in or sits on top of or scalable solution (depending on what term you like to use) to the exiting fuel curve with no need to adjust the ECU because Yamaha has taken this out of the equation for us. My feeling is that when the PC5 is readily available, most if not all of the performance companies will offer this solution with the kits with and without a re-flashed ECU, great product.
I really appreciate the ‘option’ of being able to run 9, 10 or up to 13lbs of boost on the fly per the condition and also the fuel situation that someone may run into. Got a good look at the A/F and Boost Gauge mount while at Excell as we discussed this and a lot more in the shop today. Now, back to getting some miles on this sled
Last edited:
Earlier today I was out at Excell giving input about the clutching setup I was running and got a new set of weights for my sidewinder when this was posted and wanted to clear up a few items with some comments and clarification(s). This is what makes this site great is that we can share our experiences and within the industry of performance motorsports and snowmobiling. My hope that as a customer of this setup it can clear up a few things about this performance kit for this sled.
This kit is regulated by the stock ECU settings from the factory. Yamaha did an excellent job keeping this sled from over boosting and even made a video about it. Tom from TY posted about the 9 sensors and ‘brains of the operation’. This kit does not bypass or modify the stock ECU curve at all so all off the safety features it provides are still there. There is mention of duty cycle and how the system needs some help to regulate this. Again, I’ll point to Yamaha and there conservative approach with this motor, turbo and boost/over-boosting safety features for the sidewinder owner who wants to add performance up to 250hp for the trail/lake.
As we all know the Sidewinder is limited out of the box at 13lbs of boost before it reacts from what I’ve seen, provides a code, etc. The issue is simply to additional fuel with a custom fuel map while understanding manifold pressure when adding boost. An aftermarket exhaust like the ones that are provided in this setup and this is where the PC5 comes in. Fuel is added with the increase and decreases with manifold pressure with the correct PC5 custom mapping. This dial system allow you to go from 9lbs up to 13lbs and if we remember 10lbs +/- is where stock is.
The PC5 with provided fuel map is a plug-in or sits on top of or scalable solution (depending on what term you like to use) to the exiting fuel curve with no need to adjust the ECU because Yamaha has taken this out of the equation for us. My feeling is that when the PC5 is readily available, most if not all of the performance companies will offer this solution with the kits with and without a re-flashed ECU, great product.
I really appreciate the ‘option’ of being able to run 9, 10 or up to 13lbs of boost on the fly per the condition and also the fuel situation that someone may run into. Got a good look at the A/F and Boost Gauge mount while at Excell as we discussed this and a lot more in the shop today. Now, back to getting some miles on this sled
well said...the factory ecu maintains control of max boost...if an attempt to bosst over that is made...the ecu will apply its failsafes...
also...you do not have to add the boost adder...you can just run the pc5 and the exhaust at be at 225 h.p. !
Got out again last night with the wife for a quick ride and I can’t tell you how much I’m liking this kit. Trails were good at first, but then got choppy and then the lake effect was kicking in with just a few hundred feet of visibility. So I turned the sled back to low boost at 225~230hp as we got from stop to stop with the lake effect machine doing it’s thing. Just an awesome thing to watch the snow come down that hard on Tug Hill.
Just before we got to the trailer I found good spot, turned it up to 250+hp, and gave her a rip just to remind me I could… Fun night and going out again tomorrow.
--Buster696--
Just before we got to the trailer I found good spot, turned it up to 250+hp, and gave her a rip just to remind me I could…
Fun night and going out again tomorrow. --Buster696--
will be out running the full setup tomorrow..curious...Im sure you have her clutched for the full hilt..whats it feel like when you turn it down and what rpms roughly? still fun? gas mileage? thanks!
so Andy at F&S yamaha took a stage 2 Excell to quebec....1500 flawless miles...and in fact loved the setup so much...came back and ordered 10 kits!
