Yamaha Phazer 2007 Turbo Kit

NEW MC XPRESS TURBO KIT INFO

$4,899.00 plus installation

Turbo Power Starting @ 140HP!

When we first heard about the new 2 cylinder 500cc 80 HP 4-stroke from Yamaha, we understood that this would be something really special. We have produced a fantastic Turbo Kit for this machine - order yours today!

Yamaha named it Phazer after the earlier model that was relived back in 1984. The old Phazer become a huge success, and no other snowmobile model has sold as many as this one. And after the success with the Apex, and the heritage after the old Phazer, this must be a nice machine.

The stock power was claimed to be about 80 hp and the weight very low. Even if the stock machine is very nice to drive, more power will make it even nicer. That’s why we started to develop a turbo kit to this snowmobile. Thanks to our close relationship to Yamaha, they let us borrow a sample of this machine very early so we could start to build some prototype turbo kits for testing.

The handling of this light machine is excellent! We put the sled on a scale and the weight was less than all of us thought. The power on this stock sample machine was the same as expected!

The new Phazer engine is very high tech inside. The weight of the engine is also very low. The compression ratio must be lowered when installing the turbo to avoid detonation. We started to determine what model and size of turbo that was suitable. We made temporary exhaust pipes to make the switch between different turbos to go faster.

Fortunately we finally managed to find a perfect sized turbocharger from our favorite manufacturer Mitsubishi. Our goal was 100 kW (=136 hp) and we reached this power at 0,8 bar (12PSi). The best turbo we found is small and reacts very fast. It starts to boost at low rpm but it still doesn’t create lots of backpressure in the exhaust manifold.

If the turbo (or a badly designed exhaust header) creates too much backpressure the engine will not only produce less power. The engine will start to detonate much sooner and this may cause an engine failure.

The turbo and muffler is located under the seat. The weight is about the same as the stock muffler.

We made some tests with higher pressure and power, but we think a suitable level will be a turbo pressure at about 0,8 bar (12PSI). This will give just over 100 kW (= about 140 hp).

The higher power requires a new setup in the clutch. We have tested and designed new clutch weights specially for turbo use to both the Phazer, Apex, RX1, RS, and RS Viking.
We make the new weights in house with our CNC-machines.

The stock fuel injection system is not designed to deliver fuel to all the extra power that the turbo will produce. The Phazer will be equipped with our new additional MCX EFI system.

This new system can not only deliver the exact amount of fuel at any load, temperature and altitude, but also control the turbo pressure. When you go up in altitude, the EFI-box automatically raises the turbo pressure to retain the power. This new EFI box will also be included with the Apex turbo kits next season. The EFI box can also be connected to a wide band oxygen sensor (=lambda sensor). The signal from the sensor can enrich the air fuel ratio if the engine is for some reason running leaner than intended. A display will also be available as an option until the season 2006/2007. This display can for instance show you the air/fuel ratio, (=lambda value) rpm, turbo pressure, exhaust temperature, throttle position and the engine cooling water temperature.

You shall also be able to connect the display to your computer via an USB connector. The display has a built in memory and can sample data for about one hour back. You can go out and drive the sled, then go home and download data from the display. You can then study and see if the pressure, lambda, rpm and so on have been as you require. If you like, you can by the display adjust things in the EFI box like the turbo pressure and air fuel ratio exactly how you like it. But you have to be careful when doing this so you don’t destroy your engine.

MC Xpress Rear Mount and Alpine Front Mount Turbo Systems are here. These turbo kits have transformed a somewhat tame 4-stroke into a 240 hp to 310 hp (137 ft/lbs of torque) competition killer! Depending on your twisted desires for more power, we will advise on which system is right for you and your sled.

Our custom installations vary depending on the needs, wants, or demands of you, our customer. For the " Big Power " kits, we will add a high volume fuel pump, big air intake, billet drivers and modify the clutches to accomodate the demands of a 310 Horsepower kit. Please call us to discuss how we can supply you with one of the most proffesional, reliable, and turn-key turbo installations on the market.

Boost Power - How the Turbo Kit Works

One of the surest ways to get more power out of an engine is to increase the amount of air and fuel that it can burn. One way to do this is to add cylinders or make the current cylinders bigger. Sometimes these changes may not be feasible -- a turbo can be a simpler, more compact way to add power, especially for an aftermarket accessory.

Turbochargers allow an engine to burn more fuel and air by packing more into the existing cylinders. The typical boost provided by a turbocharger is 6 to 8 pounds per square inch (psi). Since normal atmospheric pressure is 14.7 psi at sea level, you can see that you are getting about 50 percent more air into the engine. Therefore, you would expect to get 50 percent more power. It's not perfectly efficient, so you might get a 30- to 40-percent improvement instead.

One cause of the inefficiency comes from the fact that the power to spin the turbine is not free. Having a turbine in the exhaust flow increases the restriction in the exhaust. This means that on the exhaust stroke, the engine has to push against a higher back-pressure. This subtracts a little bit of power from the cylinders that are firing at the same time.

The turbocharger also helps at high altitudes, where the air is less dense. Normal engines will experience reduced power at high altitudes because for each stroke of the piston, the engine will get a smaller mass of air. A turbocharged engine may also have reduced power, but the reduction will be less dramatic because the thinner air is easier for the turbocharger to pump.