| Author | Message | ||
     Rodent |
Heres what it used to look like. I'm adding some thunderstorm heads. I think the stockers, even though I had them ported, were limiting the intake charge from getting into the cylinders.   New Parts  Heres what it looks like now  | ||
| Brother_in_buells |
Yes that's indeed a very nice looking S1  | ||
| Hybridmomentspass |
very awesome! is that an oil cooler underneath? | ||
| Rodent |
Oh yeah, I forgot to mention that in my profile. Custom oil cooler and remote filter made by righty and lefty. | ||
| Rodent |
Hey Brother, I took your advice on where to post this project. Thanks again! | ||
| Leftcoastal |
I think the compression ratio needs to be low for the aerochargers to function properly, too. FiremanJim on this board is the resident wizard for these things. Beauty of a bike you got there! | ||
| Firemanjim |
What was bike running like before? My 88" made 177 hp, compressions was stock with Mikuni carb and Red Shift cams.It is said porting is not as important with turbo--turn up the boost.Mine saw 15 psi but I was running race gas. Turbos like cams with not alot of overlap as well | ||
| Firemanjim |
Also mine made more HP and ran better with about and 18" exhaust pipe--we did it on the dyno and kept cutting pipe from original 24 til it ran the best. | ||
| Rodent |
Hey Jim, I checked out your profile. Holy shit man! As you probably know Aerocharger went out of business for a few years, but they're back now. (Kind of like Buell) During their hiataus, I tracked down one of the previous owners. Forgot his name, but he said they got the best power from unmolested Thunderstorm heads. So I bought a set and like three years later I'm finally getting around to putting them on. The pistons are shorter, they're 883 to 1200 conversion pistons, and they should bring the compression down to about 8.5:1 These are actually the second set, and are .010 over as I honed the jugs since I had it all apart anyway. The others were also Wiseco's, and I didn't know it for a long time, but I had a horribly lean condition as the boost started to build, right through to the far end of the powerband where it would start to come back. I only found out on a dyno. It was right off the scale. Scared the hell out of the operator. But the pistons stood up to it hundreds of times on the street. I'm sold on Wiseco's forever. It also started a lot easier than it used to when hot with the 10.5:1 slugs, and lost a lot of its low-end grunt. To me, both things point to lower compression. The 8.5:1 number is kind of an educated guess. I posted some other pics in the Buell Pics thread. Let me know if you have any advise on eliminating the leaning out problem. Heres what I've changed: Stock to Pingel Guzzler petcock 1/4" rubber to -6an (3/8") stainless fuel lines Aeromotive fuel regulator, way bigger than what the turbo came with It seems that the last bottleneck is the cone operated by the floats in the float bowl. S+S had a turbo carb, with two inlets, but it was meant to be a draw through, so I passed. (for now) As for the pipe, mines about 3 inches long. I think I can touch the impeller with my finger. Oh yeah, still got the stock cam. I dont think it has much overlap, but I'm not entirely sure, dude from Lineweber cams said it would work pretty well. It awesome to find someone else to have turbocharged a Buell. I've been going at this blind. Researching everything. Takes a lot of time to break new ground if you dont have the money to replace busted stuff. | ||
| Moxnix |
My 96" S2 had Mik 42 w/float bowl spacer added to avoid fuel starvation, flowed Super Stock heads & S&S Supreme rods, forged 8.5:1 turbo pistons, drop-in cams, 9 or 13 lb. boost switch, and that same longer exhaust, running on race gas. 220 on the dyno with nitrous before the wheel bounced on the drum. For modifying a standard engine, I bought an S&S kit #7800. it's stock length heavy duty rods to build a 1200 motor & Aerocharger "some day." | ||
| Rodent |
Whats the point of having more exhaust pipe after the turbo? Backpressure? Wouldn't you want all of the spent gasses energy to transfer to the impeller? It seems like having any restriction afterwards would take energy to overcome. Energy that would be better spent spinning the turbo. Please teach me. I'm here to learn.  | ||
| Ducxl |
I admire the man who fits his own pistons | ||
| Moxnix |
A long pipe after the turbo is like ceramic coating it and the intake pipes, it just works better on a Buell. Ask the dyno. | ||
| Rodent |
I don't doubt that it works better. Thinking hard, I seem to remember a picture of another turbo bike with a longer after pipe. I just wonder why. I have to know the reason behind why something works the way it does. A good theory will pacify me until proof shows up. | ||
| Rodent |
Mox- how tall was your float bowl spacer? I'm loving that idea. I'll make my own, I'm thinking maybe a half inch? Its so obvious, I can't believe I didn't think of it when I was wracking my brain to cure my lean problem. Time to go back out to the garage........ Thanks Ducxl, nice profession.  What has righty and lefty made for your bike? | ||
| Moxnix |
Mr. Turbo still sells the spacer, don't know the price but they weren't too bad in the late '90s. Oh, and if you want your cams massaged for a particular application, send a set to Lineweber, they'll do a turbo grind. (Message edited by moxnix on May 27, 2011) |
