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| YZF1000R-SPRINT
Test Rider
 | | Joined: 23 Jan 2006 | | Posts: 292 | | Location: West Yorkshire |
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| Teego
More Rabbit Than Sainsbury's
 | | Joined: 14 Mar 2006 | | Posts: 2416 | | Location: On the road again. Distance is the drug. |
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 Posted: Tue Jan 05, 2021 8:19 pm Post subject: |
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As my mother would have said "you could just go out and buy a nice little car for £5000 and have change."
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Keep on keepin' on. |
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| Stig
Site Admin
 | | Joined: 28 Sep 2005 | | Posts: 11559 | | Location: digging through projects |
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| Posted: Tue Jan 05, 2021 9:55 pm Post subject: |
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Looking forward to this. Do like a project 👍
Keep us updated
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AKA Bald headed b'stard |
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| YZF1000R-SPRINT
Test Rider
| | Joined: 23 Jan 2006 | | Posts: 292 | | Location: West Yorkshire |
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| Posted: Wed Jan 06, 2021 7:57 am Post subject: |
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I will  |
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| creedxup
Parts department
 | | Joined: 14 Oct 2005 | | Posts: 2369 | | Location: hastings sussex |
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| Posted: Wed Jan 06, 2021 12:15 pm Post subject: Thunderace |
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I’m not sure what benefit the Nikki racing box would be, I’m not so sure the Thunderace was restricted in any of the gears?
Black widow do a 4 2 1 stainless exhaust that eliminates the Exup valve if that’s what you’re after for £300
It’s a lot cheaper and easier to go the 1040 route for almost the same gains as the 1070.
fFor the 1070 you need to have new liners fitted to the barrel and have the crankcase machined to accept them which I can testify is a real pain in the arris.
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1992 RU midnight blue, Wiseco 1070, 6 speed, r1 calipers, ducati discs , 157 bhp crank, Ohlins shock |
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| YZF1000R-SPRINT
Test Rider
| | Joined: 23 Jan 2006 | | Posts: 292 | | Location: West Yorkshire |
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| Posted: Wed Jan 06, 2021 3:35 pm Post subject: |
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There is one thing that I'm confused about is that I found a website selling some Wiseco 1040 & 1070 pistons.
1040 are £757
1070 are £607
Should this be the other way around or do you think the website knows that most people will do a 1040 conversion rather than a 1070 RE your comment and put up the price accordingly?
As for the racing box, I thought the T-ACE was also un-restricted so I wonder if the box does actually make any difference at all? |
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| creedxup
Parts department
| | Joined: 14 Oct 2005 | | Posts: 2369 | | Location: hastings sussex |
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| Posted: Wed Jan 06, 2021 5:59 pm Post subject: 1070 |
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Yes I would think that they are having trouble selling the 1070 kit Jason which is why it’s cheaper.
Even though I have the 1070 Wiseco set fitted to my EXUP, if I was doing it again I’d fit the 1040 set.
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1992 RU midnight blue, Wiseco 1070, 6 speed, r1 calipers, ducati discs , 157 bhp crank, Ohlins shock |
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| YZF1000R-SPRINT
Test Rider
| | Joined: 23 Jan 2006 | | Posts: 292 | | Location: West Yorkshire |
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| Posted: Sat Jan 09, 2021 8:23 am Post subject: |
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So I've been trying to do a bit of research into turbos to understand the problems of fitting one to a normally aspirated engine.
It seems that the following main items would be affected :-
Oil
Air
Temp
Compression Ratio
So as you guys probably already knew, this isn't case of just buying a turbo, fitting and away you go.
1.] The turbo needs an oil feed and it will also raise the temp of the oil before it returns it to the engine so this would need to cooled down, I would need more oil in the engine and I would have to consider oil starvation to the rest of the engine as the turbo would use a certain qty of oil itself
2,] The Air pressure will be affected in the carbs and this has something to with Atmospheric air pressure, ie petrol wont flow if the pressure is the same as outside
3.] The overall temp of the engine will also raise due to the hot exhaust gases etc.
4.] The Compression Ratio needs to be reduced
Then I would need to decide where and how to position the turbo
How to get the air into the carbs
I'll do some more research :-) |
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| Stig
Site Admin
| | Joined: 28 Sep 2005 | | Posts: 11559 | | Location: digging through projects |
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| Posted: Sat Jan 09, 2021 9:35 am Post subject: |
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Check out Dangerous Daves ride. He’s already done it so should be able to point you in the right direction
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| YZF1000R-SPRINT
Test Rider
| | Joined: 23 Jan 2006 | | Posts: 292 | | Location: West Yorkshire |
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| Posted: Sat Jan 09, 2021 7:42 pm Post subject: |
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| Oh yes I will cheers |
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| YZF1000R-SPRINT
Test Rider
| | Joined: 23 Jan 2006 | | Posts: 292 | | Location: West Yorkshire |
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| Posted: Sun Jan 17, 2021 3:17 pm Post subject: |
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Hey guys, well I've now started to strip down the Thunderace.
Basically just taken off all panel, radiator and exhaust for now
But it has started so I reckon in 18 months it will be ready, the reason I estimate 18 months is cos I save up £200 per month and say I want to buy a big bore kit that costs £700 then that's 4 months time :-(
for starters a quick video to keep you amused
https://www.youtube.com/watch?v=VHAsJU9eB8M
Jason |
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| pilninggas
Lap Record Holder
 | | Joined: 29 Jan 2006 | | Posts: 492 | | Location: West Beirut |
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| Posted: Sun Jan 17, 2021 4:00 pm Post subject: |
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I have been building a turbo bike based on an Xj600 since April. I bought a bike in bits and thought id build something more interesting
https://photos.google.com/album/AF1QipO9q5Vf_D6lAPkETKOLV-cgRp0MzVycFZIBxX23
The turbo manifold was mig/inverter welded - DD's stuff is all tig, which i need to learn. The turbo - a TD04L - was matched to the XJ's NA power output, although I am going to change the wastegate actuator and lower the pressure (10psi down to 7 psi). I actually think it might be a bit laggy, but we will see.
Lowered the compression using 2 base gaskets. The standard compression ratio is 10:1, this brings it down to about 9.45:1, which is fine with 7psi.
Added other stuff like an egt probe.
Did experiment with pressurising the carb float bowls. The float valve couldnt cope with a few psi (think rising rate) and i spent a few months on and off fiddling with that. In the end i made up some throttle bodies, based on some FZ6 units (respaced with modified fuel rail) and with 3d printed throttle body to inlet manifold adapters - coated in resin (im a bit of a resin guru sometimes). To control it, ive built a speeduino, which ive bench tested, although some borrowed by sig gen and never gave it back, so i havent done all the checks on it. A generic bosch-style fuel pump and adjustable regulator are mounted up to feed the fuel rail.
The last few months ive done bits, but havent been as motivated as i should be. Due to the drain on the turbo being lower than id like i fitted a scavenge pump. This is on welded bracket below the frame.
Loads to do, but faffing, will be doing more when the weather warms up again - if im not out riding the Niken or NC. |
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| pilninggas
Lap Record Holder
| | Joined: 29 Jan 2006 | | Posts: 492 | | Location: West Beirut |
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| Posted: Sun Jan 17, 2021 4:02 pm Post subject: |
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| pilninggas wrote: | I have been building a turbo bike based on an Xj600 since April. I bought a bike in bits and thought id build something more interesting
https://photos.google.com/album/AF1QipO9q5Vf_D6lAPkETKOLV-cgRp0MzVycFZIBxX23
The turbo manifold was mig/inverter welded - DD's stuff is all tig, which i need to learn. The turbo - a TD04L - was matched to the XJ's NA power output, although I am going to change the wastegate actuator and lower the pressure (10psi down to 7 psi). I actually think it might be a bit laggy, but we will see.
Lowered the compression using 2 base gaskets. The standard compression ratio is 10:1, this brings it down to about 9.45:1, which is fine with 7psi.
Added other stuff like an egt probe.
Did experiment with pressurising the carb float bowls. The float valve couldnt cope with a few psi (think rising rate) and i spent a few months on and off fiddling with that. In the end i made up some throttle bodies, based on some FZ6 units (respaced with modified fuel rail) and with 3d printed throttle body to inlet manifold adapters - coated in resin (im a bit of a resin guru sometimes). To control it, ive built a speeduino, which ive bench tested, although some borrowed by sig gen and never gave it back, so i havent done all the checks on it. A generic bosch-style fuel pump and adjustable regulator are mounted up to feed the fuel rail.
The last few months ive done bits, but havent been as motivated as i should be. Due to the drain on the turbo being lower than id like i fitted a scavenge pump. This is on welded bracket below the frame.
Loads to do, but faffing, will be doing more when the weather warms up again - if im not out riding the Niken or NC. |
working link: https://photos.app.goo.gl/z1CmAdUB5SCerHHa7 |
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| YZF1000R-SPRINT
Test Rider
| | Joined: 23 Jan 2006 | | Posts: 292 | | Location: West Yorkshire |
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| Posted: Sun Jan 17, 2021 4:56 pm Post subject: |
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Wow still lots to do.
Is the blue pipework the finished product or is that a mock up to see how it fits?
I've been trying to see if I can get an oil cooler that fits the Thunderace, first choice is the FZR1000 Exup one but I just cant make out from any pics if the oil hose mounting points on the engine are the same.
Then I was thinking how would I fit all this inside the fairing.
Also your exhaust manifold, I noticed that it looks sort of parallel across the engine IE no fancy pipes, do the pipes have to be fancy or just plain straight ones direct to the turbo |
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| pilninggas
Lap Record Holder
| | Joined: 29 Jan 2006 | | Posts: 492 | | Location: West Beirut |
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| Posted: Sun Jan 17, 2021 5:11 pm Post subject: |
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| YZF1000R-SPRINT wrote: | Wow still lots to do.
Is the blue pipework the finished product or is that a mock up to see how it fits?
I've been trying to see if I can get an oil cooler that fits the Thunderace, first choice is the FZR1000 Exup one but I just cant make out from any pics if the oil hose mounting points on the engine are the same.
Then I was thinking how would I fit all this inside the fairing.
Also your exhaust manifold, I noticed that it looks sort of parallel across the engine IE no fancy pipes, do the pipes have to be fancy or just plain straight ones direct to the turbo |
The blue air feedpipe is pretty much in the right location - it runs from the outlet of the compressor side to a plenum up at the throttle bodies - incidentally i think the thunderace carbs will pressurise fine, so you wont have these issues.
Ideally the manifold should be branched with smooth mergining, but doing so would have put the turbo far too low. This set up is called a log manifold. Ultimately turbos thermodynamically rely on pressure drop, not flow rate, so having the turbo as close to the valves is king (hence why new cars have turbos hanging off of the head) and why downstream should be as close to atmospheric as possible. Of course a less efficient flow is far from ideal, and ultimately via a few mechanism relating to cylinder emptying could induce knock at lower boost pressures (read dynamic cylinder pressure) and in general lowers boost power by a couple of %.
As it is just a side project, im less worried about these things and have time to play.
If someone (DD?) can supply you with the exhaust-turbo manifold, and maybe even a plenum, then that is the hard part of any turbo project. Setup and reliability can be a big element too. |
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