It’s hard to hold a turbo-equipped XP 1000 wide open for more than a second or
two. You have to have a lot of space in front of you.
A Trinity Stage IV exhaust with billet construction is part of the package.
and about a billion other things. It’s a
ridiculous variable that drives engineers crazy. We use it to our advantage on the compression stroke of the
motor to provide a more condensed
fuel charge before the ignition, but it
works against us on the intake stroke.
What can be compressed can also be
decompressed, which is what happens when the piston goes down and
[stretches] incoming gases to something less than atmospheric pressure.
When the intake valves have to shut,
a 1000cc motor will have consider-
ably less than 1000cc of charge locked
in its cylinders.
So what if you could push the
charge into the engine rather than
pull it in? You would get your full
1000cc and then some. That’s the
idea behind superchargers and turbochargers. The difference between
the two is that superchargers steal
power from the engine to run a compressor positioned at the intake, and
a turbocharger uses the otherwise
wasted exhaust pressure to do the
THE UTV CONNECTION
Turbos were never of much interest
to the ATV world for several reasons.
We simply haven’t had the space.
You need a turbo fan in the exhaust
connected to a turbine in the intake,
and those two locations are tradition-
ally on the opposite sides of the motor.
Then there’s another problem with
air. Its molecules have an unfortunate
tendency to get excited when they
are crowded, much like teenage girls
at a One Direction concert. When air
molecules get excited, they heat up,
which heats up everything nearby
and steals engine efficiency. In order
to combat this, you need to cool the
compressed charge before it enters
the motor with an intercooler. That
requires more space yet. On an ATV,
space is precious.
That’s not true with a UTV. While
space is still limited, UTVs have
engine compartments that are situ-
ated far enough from the operator
that heat isn’t a danger, and plenty
of space for intercoolers, turbines and
mounting hardware. And of all the
sport UTVs we’ve seen so far, the
Polaris RZR is the most turbo friendly.
It has more room around the intake,
and that means you can go turbo with
fewer modifications than ever.
TRINITY RZR 1000
We got to see firsthand how well
the RZR and turbocharging get along
with a Trinity RZR XP 1000. Trinity is
a company that’s always been a little
horsepower crazy. We’ve seen the
company make Banshees produce
well over 100 horsepower. With turbo
kits, Trinity is now breaking through
to a whole new level. The turbines
themselves are key components that
require precision engineering. At
this time, the market is full of Asian-made turbos that are of completely
unknown quality. Rather than go that
route, Trinity decided to source its fans
in the U.S. from Garrett/Honeywell
Corporation, which is the leading
maker of turbines in the aerospace
and automotive world.
In its basic configuration, a Trinity
turbo kit is set up for a conservative
10 pounds of boost. That’s determined
by the Wastegate, a regulation device
made by Turbosmart. The same turbine can produce much more boost,
but the rest of the motor might not be
able to take it. Ten pounds is worth
about 40 percent more power, and the
stock parts can handle it. The Trinity
kit also has an intercooler, a Stage IV
exhaust system, a new intake and fil-