Ranger 1000 Dual Cam Complete Turbo Kit (150-160hp) | 113-1022

Ranger 1000 Dual Cam Complete Turbo Kit (150-160hp) | 113-1022Turbo kit fits 2018+ Ranger Dual Cam 1000 models that were 82hp from the factory and have only the rear mounted exhaust 1 2 week lead time on turbo kit shipping Turbo kit does NOT fit those with the side mounted muffler Kit includes: Turbocharger, oil feed and return lines, oil return scavenge pump, head pipe to turbo exhaust, rear mounted turbo muffler, spark arrestor, PV3 with AA custom tune, big injectors, 3 bar map sensor, charge tubes, intake

Turbo kit fits 2018+ Ranger Dual Cam 1000 models that were 82hp from the factory and have only the rear mounted exhaust 1-2 week lead time on turbo kit shipping Turbo kit does NOT fit those with the side mounted muffler Kit includes: Turbocharger, oil feed and return lines, oil return scavenge pump, head pipe to turbo exhaust, rear mounted turbo muffler, spark arrestor, PV3 with AA custom tune, big injectors, 3 bar map sensor, charge tubes, intake tube, silicone couplers, AA catch can, AA S3 clutch kit and all needed fittings/clamps. HUGE performance gains at 125rwhp from stock around 65-67rwhp. This turbo kit takes us from your stock 82hp to a whopping 150 horsepower on pump gas running 5-6psi of boost pressure. Before releasing we had 1500 hard miles on this turbo setup and absolutely ZERO issues. Our shop Ranger Northstar is ridden hard, used daily for work around the shop, town cruiser, and must be reliable for long 100+ mile trail rides. The difference in performance is night/day and actually makes driving the vehicle fun and safer as it will get out of its own way. Our crew cab model gets up and runs with traffic no problem on the daily. This is a must for all, but especially those with crew cabs. It really makes your Ranger feel more like a RZR 1000, or even a bit more depending on vehicle weight. Quiet and power? Well it can be or close with our quiet core and clutching for the right RPM. Adding the turbo means we need to add clutch weight to keep RPM in check. While this motor will spin up over 8000 RPM with this kit and be fast, we dyno'ed and prefer to run them around 7500-7800. When clutching the weights heavier for the extra power, it also drops cruising RPM's in most cases. If you wanted, you can even clutch for 7200-7300 RPM peak and not have an issue, and even lower cruising RPM. This is a big factor as if you want performance from a stock/tuned Ranger dual cam motor, you must lighten the clutch weight for more peak RPM... therefor cruising also goes up and makes the vehicle louder. Included is our AA custom tune loaded with the easy to use PV3 tuner. This tune is extremely well dialed in after many tune revisions. Others that make kits for cheaper are not including all of the pieces to the puzzle, and are not including tuning that works well. Keeping the throttle at 100% for full power is a struggle with all the torque limits built into these vehicles. Other tunes fall on their face and you are shoving air into a partially closed throttle blade. We are experts in ECU calibrations and this will show. Fueling and timing is very thought out to work in different elevations and temps. What you get from purchasing the turbo kit from us is a smooth, almost stock running Ranger Turbo.... just with WAY more power.  Rear mounted turbo keeps heat away from the motor and is a larger turbo that is very quickly spooled by the NA motor compression/power. Designed not to restrict exhaust flow, just add the needed pressure with high volume. Excellent response and power that is smooth. Non-intercooled setup.  The great part about low boost and high volume air is less air temps!  This means no need for an intercooler.  Our tuning is also properly setup to work with this system as non-intercooled.  Factory tuning de-rates timing drastically with higher intake temps.  Our timing curve and intake temp based timing corrections are all modified to work properly with a turbocharger. Easy installation if you are mechanically inclined. Bolts right on to your factory head pipe and mounts nicely under the bed.  If you have a rear view camera, you may need to mount it over a few inches for proper fitment.  A few holes are needed to be drilled in the rear plate for mounting. Includes a cable for limiting the bed tilt, but bed still works great. We partnered with Force on some items in this kit, so please see their video instructions HERE, but make sure to contact only AA for your technical questions. Must run 91-93 octane fuel. Higher octane is okay. If wanting to run race fuel, let us know and we can help with a custom setup. Optional quiet core. This would be used in place of the spark arrestor and knocks DB's down quite a bit for more of a stock sound. It does lose 10hp, but still runs well. This core necks the outlet down to 1.5" instead of the 2.5". While we've had no problems, we don't suggest pinning it forever with this core in. 0-60 bursts are no problem at all. If running hard, we suggest running the spark arrestor or wide open. Optional Launch control: This additional plug/play module allows you to have push button launch control on your Ranger! This spools the turbo for faster takeoff, but lets be honest; it's mostly for fun. Making flames shoot our your exhaust of a Ranger is simply a blast. Optional Wideband module: This allows you to see air/fuel ratios on your PV3 gauge if you choose to mount it. These motors do not have knock protection, so if the vehicle starts to go lean (bad injectors or bad fuel pump usually) you would not know it. While this usually would kill power and not take the motor down, you do run a slight risk. Monitoring the air/fuel ratio gauge to make sure you are between 11.5 and 12.2 at wide open throttle gives you a great monitoring system. Optional cable extension: If mounting the PV3 tuner on a crew cab model, you will need the cable extension. We use the dual lock Velcro to attach it to the dash as it's easily removable if need be. S3 clutch kit included really helps transfer the power the rear tires and grip the belt for the greatly added power. Many will only do weights and this is not correct. We are also clutching experts and do a huge amount for the RZR turbo models. These clutches are very similar to the turbo clutches, therefor we know and have tested the correct calibrations needed. We do highly suggest our HD clutch upgrade as this is an RZR turbo primary clutch which has much better longevity than the cheap OEM P90X primary. For the secondary, we have two helix options: High Load: Ranger running 31" or larger tires Performance: Ranger running 27-30" Tires If upgrading to the HD primary, you will need a P90X CLUTCH PULLER to pull your OEM clutch. To remove the AA HD clutch, you need the Standard Polaris Clutch Puller. To install the secondary components you will need a Clutch Compression Tool Kit PN: 113-1022