IHI RHB31 VZ21 Turbo charger . is the smallest turbo charger in the world. It is designed for Small Engines of 125cc, 150cc and 200cc, 250cc sizes, etc This is good quality turbo is ideal for turbocharging your Motorcycle, scooter, dirt bike, ATV, go kart, buggy, snowmobile or any project or toy you can think of. The compressor wheel is only 37mm diameter.
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| THE YAMAHA FZ16 TURBOCHARGED |
The most common type of hybrid car uses electricity stored in batteries to power an electric motor. But what if instead of going to a motor, that electricity was used to power an electric supercharger? That’s exactly what UK firm Controlled Power Technologies (CPT) is doing, and the results are promising. Tests on various engine types have shown that a gasoline engine equipped with this tech can compete with a diesel, and torque has been increased by 40-50% and CO2 emissions have been reduced by around 20%.
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| Electric Supercharger |
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| Electric Supercharger |
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| Electric Supercharger |
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| Electric Supercharger |
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| Honda CBX Turbo Six |
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| Honda CBX Turbo Six |
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| Honda CBX Turbo Six |
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| Honda CBX Turbo Six |
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| Honda CBX Turbo Six |
The 6 cylinder 1047 cc design eventually won the day, but not without numerous design complications. Clearly the initial headache was that of managing a workable design using an engine 585 mm wide. Narrowing the width of the crank case, widening the tank area and tilting the engine forward by 30 degrees were some of the design aspects that were use to make it work.
The schism regarding turbocharged motorcycles is clear. One side maintains that adding the weight and complexity of a turbocharger to a motorcycle is the worst idea ever. Others believe the combination of Eighties motorcycle technology, TURBO spelled out in sci-fi typefaces, and an unpredictable power curve is the greatest idea ever. This heretofore unseen combination of an inline six-cylinder Honda CBX and period-correct aftermarket turbo system trumps both arguments, without possibility of challenge from either side.
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| Honda CBX Turbo Six |
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| Honda CBX Turbo Six |
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| Honda CBX Turbo Six |
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| Honda CBX Turbo Six |
The original owner of the CBX installed the turbo system and lengthened the swingarm onto the CBX, drag racing up to the point where things at 10 pounds of boost got too hairy for comfort. The CBX was parked until resurrected as shown.
The engine gives a claimed 45 hp and 78 lb-ft of torque, but more significantly Evaproducts claims the T800CDI has fuel consumption up to 140 mpg for general riding – twice the economy of the most efficient large capacity petrol motorcycles.
The chassis is designed to compete directly with the KTM 990 Adventure and BMW R1200GS, so it has WP suspension, Brembo brakes and a modern trellis frame.
Starting the Track T800CDI gives an unusual experience – it clatters into life like a tractor, giving off rumbling vibrations with the disgusting-smelling diesel fumes rising from the small forward-facing silencer in front of the right footpeg. Anyone who’s ever got stuck behind an old school bus will instantly recognize the smell. You can’t blip the throttle either – doing so will engage drive and send you shooting forward.
It’s a shame the engine isn’t much comp – the rest of the bike is built to a high standard, and the chassis is as good as any major manufacturer. The look is distinctive too, and the riding position is adjustable so it should prove comfortable over distance.
Evaproducts hopes to have the Track T800CDI diesel motorcycle ready for production in the Netherlands by the summer of 2010. The reason for the bike’s low power output is Evaproduct’s desire to make it last– an engine life of 250,000 miles is claimed – and give excellent fuel consumption. Those qualities only appeal to a limited number of people – for the rest of the world, they’re attributes of limited use that come at the expense of riding enjoyment, so until diesel bikes tune in to the needs to the wider biking public, it’ll stay as a niche machine.
Evaproducts aims to have this motorcycle available by the summer of 2010 in the Netherlands first, followed by the European Union.
THE FACTS
Track T800CDI
MSRP: £15,000
Engine: 799cc, six-valves, liquid-cooled inline three-cylinder, turbo-charged diesel
Transmission: Continuously-variable transmission.
Fuel System: Common rail fuel injection
Power (claimed): 45 hp
Final Drive: Shaft
Front Suspension: WP upside-down 48mm fork
Wheelbase: 1610mm
Brakes: Front Dual Disc, 310mm diameter
Rear Single Disc, 265mm diameter
Wheels: Front 1.85 in: 21 in.
Rear 4.25 in: 17 in.
Length: 2450mm
Seat height (adjustable): 780/900mm
Fuel: 22.5 liters
Weight: 220kg (fluids, no fuel)
Colors: Silver, black or white
Contact: Official Website
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Mahindra XUV500 sold like hot cakes right from the beginning. An out-and-out deviation from Mahindra and Mahindra’s usual line-up gripped the consumers this time.
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| Mahindra XUV500 |
The new monocoque design and the fabulous exteriors turned out to be the major selling point of the car.
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| Mahindra XUV500 |
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| Mahindra XUV500 |
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| Mahindra XUV500 |
Technical specifications of Mahindra XUV500 –
2.2 Litre mHawk Diesel Engine
Transverse CRDI Diesel Engine
Turbocharged Diesel Engine
Max power of 140 BHP
Max Torque of 326 Nm
6 Speed Cable Shift manual transmission
4 Wheel Drive and 2 Wheel Drive Options
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| Mahindra XUV500 |
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| Mahindra XUV500 |
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| Mahindra XUV500 |
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| Mahindra XUV500 |
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| Mahindra XUV500 |
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| Mahindra XUV500 |
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| Mahindra XUV500 |
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| Mahindra XUV500 |
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| Mahindra XUV500 |
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| Mahindra XUV500 |
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| Mahindra XUV500 |
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| Mahindra XUV500 |
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| Mahindra XUV500 |
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| Mahindra XUV500 |
ABS with EBD
Traction Control System
Electronic Stability Program (ESP)
Large 17 Inch tyres
5 Spoke Alloy Wheels
Steering mounted controls
LCD Infotainment System
Leather Upholstery
Rear Wash and Wipers
Rear Spoiler
New Design Outside door handles
Large front Grille
Multi-barrel Xenon Head Lamps
Large Dual Glove Box compartment
3 Spoke Sporty Steering Wheel
Large Instrument cluster with chrome garnish
Climate Control System
Integrated Audio system and Multi-function central console
High ground clearance
FREEBIES : www.mahindraxuv500.com/downloads
Daytime running LED lights
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| Mahindra XUV500 |
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| Mahindra XUV500 |
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| Mahindra XUV500 |
Mahindra XUV500 in OFF-ROAD ACTION
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| Mahindra XUV500 |
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| Mahindra XUV500 |
New X5 tri-turbo said to ape X5 M styleThe intriguing story is doing the rounds on the web after details of the development program were posted on a German car forum.
Apparently tri-turbo equipped X5s are already being ’Ring tested, although key body differences are currently disguised. These are said to include wider arches – although slimmer than those on the X5 M – and a new front end that will also mimic the X5 M’s style but with smaller grille openings.
It is claimed that the new generation of tri-turbos will come with ‘Efficient Dynamics’ features such as regenerative braking and Start-Stop technology, and the original forum post says the diesel development is part of a new ‘Supersports’ program designed to bring greater performance to drivers of petrol and diesel engined BMWs.
by: Larry Shimp
The focus of this article is on the silencing efficacy of an exhaust system, and how to get the minimum sound with the minimum flow restriction. This may not be of interest to everyone, but for those who want to drive for long distances, especially with air conditioned cars and closed windows, this may be more applicable.
Source of noise:Muffler principles:
There are four main performance muffling principles: expansion, “turbo”, noise cancellation, and noise absorption. Old OEM mufflers worked primarily by restriction, but these will not be considered for performance use.
Dale Knapke’s Supertrapp mufflers utilize the expansion principle.
ExpansionExpansion is one of the oldest designs and works by letting the hot exhaust gases expand and cool so both their velocity and volume are reduced. These mufflers are simply long, big diameter tubes with no internal baffles, usually with an increasing diameter from the inlet to the outlet. As the exhaust gases slow down, the amplitude of the noise they carry is reduced. Expansion is relatively efficient in that the exhaust flow is not really hindered. Unfortunately, it is only practical for smaller, low power, low speed engines. It worked on Model T Fords and similar cars, but modern V8s put out too much exhaust volume for any reasonably sized expansion muffler to take care of.
However, hybrid expansion mufflers are still around. The megaphone mufflers seen on some motorcycles work by expansion in the increasing diameter exhaust tube, and by sound absorption in the fiberglass lining. This is also the fundamental principle of SuperTrapp mufflers (without the plates installed). At this year’s British V8 meet, Dale Knapke utilized SuperTrapp mufflers on his Ford SVO Turbo Triumph, and had good sound attenuation.
Leonard Marshall‘s Summit Turbo mufflers utilize the same noise canceling principles as OEM mufflers.
Chambered mufflers look externally similar, but utilize the “noise canceling” principle.
Turbo”Turbo mufflers” are a variation on OEM style mufflers, but are less restrictive, so they are in the performance category. They were originally developed for the early GM turbo cars (especially the Corvair) because the turbocharged engines didn’t like back pressure. Besides, the turbochargers already provided some muffling effect through expansion and cooling, so less sound attenuation was required from the mufflers. Turbo mufflers consist primarily of a pair of parallel, perforated dead-end tubes, sometimes with a baffle in between. Old style OEM mufflers are similar but usually have smaller tubes and less perforations, and sometimes extra baffles. The exhaust escapes from the holes in the inlet tube, and exits through the holes in the outlet tube. Noise cancellation is by restriction, which slows down the exhaust gasses, and by some noise cancellation as sound waves get reflected among the many inside surfaces. There is some case resonance, but the sound is otherwise similar to noise absorption mufflers.
ChambersNoise canceling is the principle used in chambered mufflers. A well known manufacturer of chambered mufflers is FlowMaster. (Although they externally resemble “turbo” mufflers, their internal construction is quite a bit diferent.) Chambered mufflers have a series of compartments that are designed to cause the sound waves to be reflected back on each other. Sound waves have peaks and valleys. If two waves are 180 degrees out of phase so that the peak of one wave corresponds with the valley of another wave, the peaks and valleys will cancel and the result is silence. Noise canceling ear phones work by electronically generating signals exactly 180 degrees out of phase to detected noise signals. The ultimate car interior cancellation system is therefore an electronic noise canceling circuit that sends counteracting sound waves through the car’s speaker system. This would let the driver determine the amount of interior noise at the turn of a dial. Prototype systems actually do exist, and I understand that some car companies were considering such a system for their production cars.
The main appeal of chambered mufflers is their sound characteristics. Low frequency sound is much less irritating than high frequency sound and that is why these mufflers are often described as “mellow”. Another characteristic of chambered mufflers is interior resonance. The sound within the muffler tends to vibrate the muffler case, turning it into what is, in effect, a speaker. This amplifies the sound inside the car and can be either an advantage or a disadvantage, depending on personal preference.
The main disadvantage of chambered mufflers is that they tend to restrict flow. This is a consequence of their sound wave reflection operating principle because as sound waves are reflected, so are actual exhaust gasses. However, they tend to be less restrictive than most turbo mufflers.
There are three ways to minimize this restrictive effect on performance. The first is to use as large a muffler as possible. But space in an MGB or similar car is very limited so this is not practical. The other is to place the muffler as far back from the engine as possible. In this position the exhaust gases have cooled as much as they can, and cool gases take up less volume; in effect giving the same outcome as a larger muffler. Many modern cars have their main muffler at the very rear of the exhaust system for this reason. However, space for an MG exhaust is very limited behind the rear axle, so this is not practical (but it may be practical for some cars like Triumphs). The third solution is to use an X pipe or an H pipe and a dual exhaust system. The connection between the pipes (before the mufflers) permits each exhaust pulse to use both mufflers, which gives the same effect as using a much larger muffler. Because the firing pulses in a V8 engine overlap to some extent (unless the engine has a single plane crankshaft), not every pulse has the whole exhaust system to itself, but the principle is still effective.
Car Chemistry brand mufflers are a variation on the out of phase noise canceling principle. They divide up the exhaust stream into two parts, and slow down one stream relative to the other. The velocity difference causes some out of phase variation in the sound waves between the two exhaust streams which results in some noise attenuation. For the maximum effect, the gas stream has to have a high inlet velocity, and so these mufflers are best installed as close to the engine as possible.
The Car Chemistry mufflers are not a good choice as a primary muffler because their overall sound attenuation is not as great as a conventional muffler. But they are useful as a supplement. These are available as a complete muffler, or as an insert that fits into the exhaust tubing. The inserts are the ultimate answer to ground clearance issues, but there is some restriction from the inserts. It is therefore best to oversize the exhaust tubing if using the inserts.
Al Wulf’s glass pack mufflers utilize the absorption principle.
AbsorptionAbsorption is the principle by which a glass-pack muffler works. There is a perforated tube within the muffler, and the sound radiates out through the perforations where it is absorbed by the fiber filler. Essentially, the sound is dissipated trying to vibrate the filler material and, in addition, the filler material does not reflect the sound waves back to the exhaust stream. Unlike chambered mufflers, these mufflers absorb sound at all frequencies and the result is the normal exhaust sound, only quieter. They will not produce a nice rumble like a chambered muffler without a lot of higher frequency noise accompanying it. The goal of an absorption muffler is as quiet a sound as possible; otherwise the higher frequency components of the sound can become annoying. One advantage is that, because most of the sound is absorbed before it gets to the outer case, the case resonates very little, and so interior resonance is generally less compared to a chambered muffler.
Absorption mufflers can be more efficient than chambered mufflers, but that depends on the design and installation. Many of these mufflers have a louvered internal tube. When the flow goes against the louvers, the sound is efficiently absorbed, but the louvers create turbulence that restricts flow. Turning the mufflers around greatly reduces turbulence, but it also greatly increases noise. Some mufflers, like the Magnaflow, have perforated tubes with plain holes and no louvers. These can be installed in either direction, and have the best compromise between flow restriction and sound absorption.
Of interest is that absorption mufflers both get louder and lose flow capability if the packing starts to come loose. Loose packing creates larger internal voids and this causes greater turbulence in the exhaust gases as they penetrate farther into the muffler outside of the main flow tube.
Additional IssuesMuffler configuration:
For the least noise it is always best to have two mufflers in series. The second muffler will absorb sound missed by the first muffler, and there will be some wave type noise canceling in the tubing between the two mufflers. Ideally, the second muffler should do most of the silencing but even a small resonator at the end of the exhaust system will make a big difference.
Exhaust outlet:
The exhaust outlet should extend beyond the separate bumper found on MGBs and most vintage sports cars. This is because the curved inner surface of the bumper will reflect the exhaust noise back towards the car contributing to “droning” during cruising. Another alternative is to used turned down exhaust tips to keep the noise away from the bumper/reflector.
Exhaust pipe size:
As a rule of thumb, a 2 inch dual exhaust is fine for a mild 215 engine, a 2 1/4 inch diameter is good for up to about 300 cubic inches, while a 2 ½ inch exhaust is good for a highly tuned 350. A 3 inch exhaust is better for larger performance engines. In theory, using too large of an exhaust can decrease low end torque because the increased gas velocity of a smaller pipe helps scavenging. However, I doubt this is too strong of an effect, and probably header diameter and length is more important for scavenging. But with an old British car, ground clearance is limited and that is a good reason for not using too large of a pipe.
In any case, the largest piping is needed before the X or H pipe. As was explained earlier, the X or H pipe allows the exhaust pulses to use both exhaust pipes, while the pulses are restricted to only one pipe before the cross over connection. Also, the exhaust gases have cooled slightly by the time they reach the cross over and will take up slightly less volume, but the cross over connection is the main effect. Logically, then, a way to minimize ground clearance issues and retain many of the advantages of a large diameter exhaust is to make a custom crossover piece with larger diameter inlet than outlet pipes.
To summarize, there are ways to make a quiet exhaust system without sacrificing power.
Disclaimer: This page was researched and written by Larry Shimp. Views expressed are those of the author, and are provided without warrantee or guarantee. Apply at your own risk.
He shot to Internet fame back in 2002 with the release of Ghost Rider: The Final Ride – a DVD video featuring an anonymous rider, clad in black leathers, black helmet and a dark visor, pushing a black GSX-R1000 to top speeds of around 300 km/h on public highways around Uppsala, Sweden. The images of this maniac weaving between traffic and almost magically avoiding lane changing cars and trucks that could never possibly have seen him coming were an instant sensation, for better or worse.
To some, he signified the pinnacle of skill and sheer cojones, an ethereal figure flashing through the grey mass of law-abiding commuters, flipping the bird at traffic police and leading them on high-speed chases until either he tired of the game or the helicopters came out, at which point he’d stop hanging around, hit the gas and vanish.
Of course, to the vast majority of people he was viewed as the worst kind of road menace – the kind with the genuine potential to cause serious harm to others and not just himself. To people looking to demonize the motorcycling community at large, he was a symbol of every reason why these damned deathtraps should be banned from public roads. As a result, the majority of the riding fraternity hate him for the way his actions reflect on bikers in general, while perhaps just being a tiny bit impressed.
But there’s no questioning his skill or bravery – even in the legal world, Furstenhoff holds the official world record for high speed wheelstands, hitting a blistering top speed of 215 mph (346 km/h) on the back wheel. Anyone who’s taken a sportsbike on a racetrack knows how powerful a force air resistance can be as you approach 180 mph (300 km/h) – the idea of raising the front wheel at those speeds is frankly terrifying. The air itself would be like a brick wall – you’d be hanging onto the bars for dear life, let alone trying to deal with that force getting under the bike and trying to flip it over backwards.
There’s also no questioning the credentials of his machinery. The Suzuki Hayabusa was not only the fastest bike ever produced, with early models able to hit 200 mph (320 km/h) before they were reined back in to a governed top speed of 180 mph (300 km/h) in subsequent years – it was also massively over-engineered to make it a tuner’s delight.
With relatively few modifications to strengthen engine internals, you could turbocharge a ‘Busa engine and draw very serious power out of it – and that’s what Ghost Rider did to build his most famous ride – the 499-horsepower, naked Hayabusa turbo in the photos here.
You can see the bike in full flight by searching “Ghost Rider BusaTurbo” on YouTube – we’re a respectable publication, we won’t link to such shenanigans here, but you can see the bike in question, painted flouro yellow, pulling ultra high-speed wheelies down a runway and then doing similar stunts on the highway.
And now he’s giving it away, in a lottery through the official Ghost Rider website. I’ve already put in my entry – I need something practical to commute on. I wonder if I can fit a luggage rack on it?
Via :Gizmag
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At the center of the Horex VR6 is a, surprise, surprise, VR6 engine.
The engine is called a VR6 because the cylinders are laid out in a ‘V’ configuration, the ‘R’ stands for ‘Reihenmotor’ – the German word describing an inline motor, and 6 for six cylinders. The unconventional arrangement of the cylinders – they are staggered and mounted at only a 15 degree angle – means that they are packaged in a much smaller overall space than other 6 cylinder engines. The engine itself is only slightly larger than an inline 4-cylinder, and considerably shorter than a conventional V6. VW were the original inventors of the VR6 engine, and as Horex cite VW as a technical partner in the Horex VR6 project, there’s a pretty good chance the bike uses a VW derived unit.
Not content with just your everyday run-of-the-mill naturally aspirated VR6 engine, Horex decided that the addition of a supercharger would be the cherry on the cake. This means that the 1,200 cc engine produces a substantial 197 horsepower, and 110 lb-ft of torque. To ensure smooth power delivery, the engineers opted for a tough rubber belt to transmit the power to the rear wheels.
Styling
In the looks department the Horex VR6 isn’t anywhere near as adventurous as its clever engineering. It’s still a good looking bike – not a stunner – but a good looking machine. Horex state that; “This design will polarize”. No it won’t. It looks too sensible for that. What it will do however is prove that you’re a buyer who chooses substance over style – and pays a good chunk of change for the privilege. €20,000 will secure you one. Sales are to start in Germany, Austria and Switzerland. Later sales are set to expand into the rest of Europe and North America.
Via: Horex Motorcycle
Turbocharging Your Motorcycle |
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 After my recent article and defining the available superchargers that are on the market today, I was asked to follow up with an article on turbochargers. I have loved these systems since I saw them on the racetrack, and decided to sneak this in before winter is in its full fury.If you have decided to increase the horsepower of your motorcycle, have you considered a turbo? Using a turbocharger can increase the output of an engine by 30 percent or more, without a significant increase in the weight of the vehicle. And rest assured that your face will never be the same when your bike hits warp speed and the turbo is at full boost. At least that’s what I have been told by my favorite drag racing buddies.To find out more about how a turbocharger works and to understand how each part functions, I paid a visit to my official tech consultant, Larry James, of James Racing. I want to make this as simple as humanly possible, so let’s start out with some frequently asked questions about this system and what it can do when installed properly. How does a turbo system work? An engine that is equipped with this system produces exhaust gases that exit through the exhaust ports of the cylinder head. These exhaust gases flow through a turbo manifold just like it does through a normal exhaust head pipe, then flows into a turbocharger unit. As the exhaust gases enters the turbine housing the velocity of the exhaust gas ‘spools’ (spins) a propeller bladed-type wheel called the turbine wheel. As this turbine wheel begins to spin, it turns and drives a common shaft. This shaft has another propeller-type wheel on the other end, called the compressor wheel. The compressor stage of the turbo begins to suck air in as the compressor wheel begins to spool. The compressor wheel spools faster as RPMs (Revolutions per Minute) increase and the air becomes compressed. The faster the turbine wheels spin and the faster the shaft speed turns, the greater the pressure that is obtained from the compressor stage of the turbine. The air then travels to the throttle body from the carb and back into the motor. As more air is force-fed into the motor, an additional amount of fuel must also be added. The amount of fuel must be proportionate with the amount of air that is supplied to the motor. Bottom line – more air and more fuel equals more power; the same as supercharging! What are the main components of a turbo system? The turbocharger is an exhaust driven compressor with three main components. 1. The turbine stage – drives the compressor stage, and is the side connected to the exhaust manifold. 2. A center section – houses the common shaft, bearing, and seals. It is also were clean oil flows to keep down the temperature of the turbocharger. This is a very important section because dirty oil will cause the unit to wear prematurely. 3. The compressor stage – is where the positive charged air is created and discharged. The turbo has two propeller-type wheels connected by a common shaft. The turbine wheel and the compressor wheel both spool up to create positive boost pressure. What other components make up a turbo system? The following components are also included in a turbo system: High volume fuel pump – Normally, the stock fuel pump cannot supply the fuel a turbocharged engine needs. A high flow fuel pump, such as a Holly, must be added. This will give a greater fuel flow and rule out a lean condition. Fuel regulator – As stated before, when more air goes into the motor, more fuel is needed. A boost dependent fuel regulator regulates the amount of fuel that goes to the injectors. As the turbo begins to spool, boost pressure builds up and as the boost pressure increases, the boost dependent fuel regulator pushes more fuel to the injector, which is sprayed into the motor. Waste gate – The waste gate controls boost pressure. It is an exhaust bypass valve that opens and closes to let out or retain exhaust gases. It maintains the turbocharger’s shaft speed through this open and close action. When the waste gate opens, exhaust gases leave through the down pipe and then through the exhaust system, which slows down the shaft speed. When the waste gate stays shut, the exhaust gases increase the shaft speed by spooling the turbine wheel, which creates maximum boost pressure. Without this component, the unit will over boost and detonate the engine (Owee!). Exhaust manifold – The exhaust manifold holds the turbocharger and mounts it to the motor. The exhaust manifold directs the exhaust gases from the exhaust ports to the turbocharger inlet. It is typically made of cast iron, mild or stainless steel. Down pipe – The down pipe is connected to the side of the turbine stage of the turbocharger and directs all exhaust gases from the housing into the exhaust system. Blow-off valve – A blow-off valve is a spring loaded valve, which is normally placed on the pipe between the intercooler and the throttle body to prevent compressor surge. The blow-off valve helps increase the life of your turbocharger unit and increases responsiveness. Blow-off valves give off a distinct yet impressive whining sound. Intercooler – The intercooler is a giant heat exchanger that cools down the temperature of the charged air. Normally, when charged air is created, it is very hot, so it must be cooled down. The colder the air is when it enters the motor (making the air denser), the easier it will combust, and the more power it will create (most of the time). Not all turbo systems use intercoolers, but it is always better to have one. What is turbo lag? Although a turbo system is very reliable, there is a factor called turbo lag you need to be aware of. A lag is sometimes felt by the rider of a turbocharged motorcycle as a delay between when they twist the throttle and when they feel the turbo ‘kick-in.’ The symptom is the time it takes for the exhaust system driving the turbine to come to high pressure and for the turbine rotor to overcome its rotational inertia and reach the speed necessary to supply boost pressure. On light loads, or at low RPM, a turbocharger supplies less boost, and the engine is more efficient. Lag can be reduced by reducing the rotational inertia of the turbine, for example, by using lighter parts to allow the spin-up to happen more quickly. Another way to reduce lag is to change the aspect ratio of the turbine to reduce the diameter and increase the width. Lag is also reduced by using a precision bearing rather than a fluid bearing, but this reduces friction rather than rotational inertia. Is turbocharging right for me? In theory, turbocharging is a great way to increase horsepower. The unique thing about turbo systems is that it comes in two flavors; carbureted and fuel injection. Drag racing enthusiasts prefer the carbureted-type induction. I have heard great things about Suzuki’s flagship “Hayabusa,” because it comes stock with digital fuel injection. Turbo systems work excellent with that model, accordingly to Larry James. When you factor in the horsepower gains, turbocharging is a safe and excellent choice for performance upgrades. So, if you decide to take your motorcycle to that next level, I want to make it very clear that you must lower your compression ratio and install heavy duty valve springs, connecting rods and a higher volume fuel system. You can run stock pistons, but be sure to check the compression ratio of the model you currently own by referencing a good service manual. If you follow these tips, everything should work well for you. A special thanks to Larry James for his technical assistance in helping write this article. |
Grease n Gasoline 