WHO is building Turbos for the new E-Tec 850?

Timbre said:

Rumor has it that the production doo doos will have an ECU that delivers 20 HP LESS than the demos. This sled will need a turbo just to keep up with the lighter and more powerful sleds. Thats gonna be a pissaahhh for the doo guys

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christopher said:

Question is.

Will SKI-DOO be offering it factory boosted in a season or two just like Yamaha did this year.

Would not surprise me one bit.

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christopher said:

That was one of the things that really stood out to me. It "LOOKS" like this engine might have been tailored for boost.

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Timbre said:

What is it about the "look" of an engine that would make one think it "might have been tailored for boost"?

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inspector01 said:

Answer is no.

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NorthMNSledder said:

I would think you would want to jump at one of those sidekick Systems with no tuning after the issues you had with the Yamaha tuning over the past couple years. Just bolt it on, set-up the clutching and ride.

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hobbes said:

The four stroke, diesel style, 2 piece forged crank with directly oiled bearings. The cast iron ring carrier. The plasma coated cylinders. The booster injectors already in the throttle bodies... I mean I realize you were just trying to flip some smart aZZ comment to try to derail yet another doo thread. But I thought I'd answer your stupid question anyway.

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Timbre said:

It was actually a legitimate question. Thanks for the answer, though the end part could have been left out. In any event, some of those things on this engine do indeed make sense if one is considering boost.

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rulonjj said:

With your record of being so "open minded and unbiased", ask a question that is that obvious and you'll get an answer like that.

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gus bohne said:

The added injectors are NOT for turbocharging. The job is to bring reed life, and reed Sealing back to Normal carbed or t body injected levels. Reed life and sealing caused most of the weird on off throttle bogs and hiccups. Reed behavior is paramount to consistent tuning.

The iron ring band of the piston , surviving long term exposure to the higher heat and much lower lubrication of the direct chamber injection. A large part of ring cooling is done by the fuel vapor as the transfer passage is opened and closed. In a direct chamber injected engine , this effect is lost. Brp has learned they couldnt get past this after just a few seasons. The dimensional stability and lubricity of the iron allows ring clearance to be reduced and help with the loss of ring seal E tech is so famous for.

The 2 piece crank and slit rod bearing are WW II technology. thats right. Mercedes pioneered it in the Messerschmidt fighter planes of the Nazi's.. Nothing new nothing ground breaking.
Rods will have LESS tendency to spread at the "fork" from prolonged exposure to pre ignition. However the added mass does LOWER the max rpm threshold. you will see that much like the RT 1000 and Fusion 865 best performance and longevtiy will be in the mid 7600 to 8000 max rpm window.

The big GAIN is ease of balancing the cranktrain assy and it will make for a stronger crank that holds its ""true "".


For a few yrs you've been hearing the wives tale of a turbo coming oem from Brp, always the same story, same old wife telling it and again it wont happen.. EVER.

No way is BRP ever getting into bed with any aftermarket toy kit seller in any way. warranty and consistency make turbo charged 2 strokes a HOT ROD item.

dont get me wrong, there are things that by accident lead you to the ''built for boost '' theory... Luckily we can use those tools , like the added injectors in the correct place and the better crank and valve operation methods to our advantage.. Best of luck to al and have fun with this next generation of e torch.. hopefully the TORCH moniker can be dropped..

Click to expand...

gus bohne said:

The added injectors are NOT for turbocharging. The job is to bring reed life, and reed Sealing back to Normal carbed or t body injected levels. Reed life and sealing caused most of the weird on off throttle bogs and hiccups. Reed behavior is paramount to consistent tuning.

The iron ring band of the piston , surviving long term exposure to the higher heat and much lower lubrication of the direct chamber injection. A large part of ring cooling is done by the fuel vapor as the transfer passage is opened and closed. In a direct chamber injected engine , this effect is lost. Brp has learned they couldnt get past this after just a few seasons. The dimensional stability and lubricity of the iron allows ring clearance to be reduced and help with the loss of ring seal E tech is so famous for.

The 2 piece crank and slit rod bearing are WW II technology. thats right. Mercedes pioneered it in the Messerschmidt fighter planes of the Nazi's.. Nothing new nothing ground breaking.
Rods will have LESS tendency to spread at the "fork" from prolonged exposure to pre ignition. However the added mass does LOWER the max rpm threshold. you will see that much like the RT 1000 and Fusion 865 best performance and longevtiy will be in the mid 7600 to 8000 max rpm window.

The big GAIN is ease of balancing the cranktrain assy and it will make for a stronger crank that holds its ""true "".


For a few yrs you've been hearing the wives tale of a turbo coming oem from Brp, always the same story, same old wife telling it and again it wont happen.. EVER.

No way is BRP ever getting into bed with any aftermarket toy kit seller in any way. warranty and consistency make turbo charged 2 strokes a HOT ROD item.

dont get me wrong, there are things that by accident lead you to the ''built for boost '' theory... Luckily we can use those tools , like the added injectors in the correct place and the better crank and valve operation methods to our advantage.. Best of luck to al and have fun with this next generation of e torch.. hopefully the TORCH moniker can be dropped..

Click to expand...