Torbo...Yeah once more
- Thread starter OB_Yngve
- Start date
MC-Xpress Sweden Tlf+ 4691152005
SuperFlow Engine Dynamometer
GSX1300R 99/10/04 Turbo Intercooler
Owner Gary Rotwell ( yes THAT Gary Rotwell )
Rpm Torque ( Nm ) HP
6000 246,3 210
6500 266,8 247
7000 295,2 294
7300 300,7 313
7500 289,5 309
8000 292,4 333
8500 279,9 339
9000 266,4 341,5
9500 250,0 338
10000 237,5 338
10400 218,9 324
As U can see it has a max Torque 300,7Nm (216,3 ft/lb)@7300 and max horsepower 341,5@9000 , One bad m******f*****.
It has more than 300 hp from 7100 to 10400 where they aborted the run. If U cant wheelie on this bike, U must stop riding bikes
[This message has been edited by Yngve (edited 07 October 1999).]
SuperFlow Engine Dynamometer
GSX1300R 99/10/04 Turbo Intercooler
Owner Gary Rotwell ( yes THAT Gary Rotwell )
Rpm Torque ( Nm ) HP
6000 246,3 210
6500 266,8 247
7000 295,2 294
7300 300,7 313
7500 289,5 309
8000 292,4 333
8500 279,9 339
9000 266,4 341,5
9500 250,0 338
10000 237,5 338
10400 218,9 324
As U can see it has a max Torque 300,7Nm (216,3 ft/lb)@7300 and max horsepower 341,5@9000 , One bad m******f*****.
It has more than 300 hp from 7100 to 10400 where they aborted the run. If U cant wheelie on this bike, U must stop riding bikes
[This message has been edited by Yngve (edited 07 October 1999).]
I too would like to hear more about the turbo kit. It'd be a cold day in hell before I could even dream of affording one, but the project itself is interesting.
Of course, when I picture trying to ride something spitting out 300 lb/ft of torque and over 300 hp . . . well, damn, I can't even picture it.
Of course, when I picture trying to ride something spitting out 300 lb/ft of torque and over 300 hp . . . well, damn, I can't even picture it.
G
Guest
For the curious, divide Nm by 1.32. That gives the English ft/lb
[This message has been edited by Rich D (edited 05 October 1999).]
[This message has been edited by Rich D (edited 05 October 1999).]
maui: What do U mean about a surge valve or pop off valve ? Is it a device to limit boost ?
If so McXpress doesnt use any except a internal wastegate on the exaust.
Another nice thing to know is that they dont use any special fuel ( only standard 98 octane non lead ) or retard units. They run standard ignition with standard settings. One guy with a Blackbird ( simular to the one at: http://come.to/swt_racing with 320 hp and he has driven 10000 miles this summer with no blow ups and he races his on the dragstrip whenever he can.
( Please , please Erik. gimme one for free now )
If so McXpress doesnt use any except a internal wastegate on the exaust.
Another nice thing to know is that they dont use any special fuel ( only standard 98 octane non lead ) or retard units. They run standard ignition with standard settings. One guy with a Blackbird ( simular to the one at: http://come.to/swt_racing with 320 hp and he has driven 10000 miles this summer with no blow ups and he races his on the dragstrip whenever he can.
( Please , please Erik. gimme one for free now
)Yngve
When you close the throttle, you have very high vacuum on one side, and very high boost on the other. A surge valve dumps manifold pressure when you suddenly snap the throttle shut. A turbo spinning at 140,000 rpms does not just stop spinning. When you shut down, you can get an odd surging behavior where the engine does not come down right away, due to the boost over powering the throttle. Surge valves eliminate this, and allow you to have total control. Your turbo will also live longer. I've seen throttle blades literally bend from this force. It can also bend over time giving you a mysterious throttle problem.
When you close the throttle, you have very high vacuum on one side, and very high boost on the other. A surge valve dumps manifold pressure when you suddenly snap the throttle shut. A turbo spinning at 140,000 rpms does not just stop spinning. When you shut down, you can get an odd surging behavior where the engine does not come down right away, due to the boost over powering the throttle. Surge valves eliminate this, and allow you to have total control. Your turbo will also live longer. I've seen throttle blades literally bend from this force. It can also bend over time giving you a mysterious throttle problem.
Ynvge - what Bob said. I don't always post here, but I read it every time there is a new post.
How much more weight does the system add? I heard that you had to reduce compression/change timing in order to avoid detonation - is that true? Can you keep all of the original plastic or do you have to do some cutting to make it fit?
How much more weight does the system add? I heard that you had to reduce compression/change timing in order to avoid detonation - is that true? Can you keep all of the original plastic or do you have to do some cutting to make it fit?
OB_Dr Busa
Registered
The country code for Sweden is +46. MC-Express' turbokits usually fit inside the fairing, i mean if you can put a turbosystem with intercooler inside the fairing of a GSX-R 750 nothing is impossible !
A swedish bikemag ran two different configurations of MC-Express' GSX-R 1100 turbos on a dynojet dyno. They had 200 and 325 RWHP, that's rear wheel horsepower ! The only mod (apart from the turbo system) was a compressionreduction.
A swedish bikemag ran two different configurations of MC-Express' GSX-R 1100 turbos on a dynojet dyno. They had 200 and 325 RWHP, that's rear wheel horsepower ! The only mod (apart from the turbo system) was a compressionreduction.
OB_GSXRTURBO1
Registered
Yngve, I sent you an e-mail. Thanks for supplying all the info, this sounds like a very well thought out approach to turbocharging a Hayabusa...and on pump gas no less!
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