I’m not about to try to explain how the bypass valve works because I really have no idea, but the video just explains that it will keep the same hp as a stock sled at sea level (165) until you go above 8000 ft., and then the power will start to drop off but will drop off at a rate that will be 40hp above what a n/a sled would have at the same altitude. At 3500 ft, you won’t notice much difference in power. There should be a little more power, but remember that what you test drove was more than likely still in break-in mode (so probably less than what is going to be there after break-in also). THIS TURBO DOESN’T HAVE ANY ADVANTAGE OVER A NORMAL 850 IN LOW ELEVATION RIDING CONDITIONS!!! Or not enough to matter (at 3500 ft). Again, it is in a SUMMIT!! Not a sled for flat landers because it won’t do anything for a low elevation flat lander!!
If you want to understand why this is a game changer, come out west and test drive one at 8000 ft, and then test drive a n/a one at the same elevation. Then, you WILL understand. At your elevation, it has no real advantage.
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My house is at 3200ft and I ride to 7000ft.
My 850 summit is only one clicker position away from my max altitude regardless off the snow depth.
The 850T engauged at 4300, and my sled Na850 engauges at 3600.
I jave ridden low boost 800xm’s and low boost G4’s. Even at 3200ft, that also engauged at 3600.
In theory, the 850T should have a 17hp gain, and with a 4300 engagement it should of been felt. But it was not.
Yes the sled was brand new, but Ive ridden brand new turbos during break in at the exact same altitude.
Now that I understand the function of that bypass valve and the primary and secondary intake, I now know why the sled felt the way it did. Technically its a natural Aspirated sled until 6500rpm, I didn’t know that at the time that I rode it, thats why it felt off to me.
I am anxious to try it at higher altitude, the reports from this weekend sound very exciting, its a Very cool sled and Im anxious to see what snocheck brings next month.