just started manifold work on stock 103 dyna for turbo installation , this can be slow work but rewarding when finnished for client , early stage pics , intake pipe will be chromed and exhaust will be black ceramic coated with chrome heat shield , exhaust will be sorted later , so far so good, all this work is done by my self in house , turbo is away being black ceramic coated , had this one as spare for setting up builds ,
Great stuff . Internal or external waste gate ? ..............(edit, I can see the WG actuator now !)
Do you need to bother with a boost referenced fuel regulator ?
interal waste gate garret turbo , fuel reg , no , will run eng and see how pans out , will stay as stock 103 to see what figures at 5-6 pound boost and tune shows me , then will sort out from there , my own bike has up graded fuel reg and fuel pump , my bike with this same size turbo has no lag , power soft and progresive , no rush , just pulls hard all thru range , may be on edge of injectors ,but dyno tuning program will show in injecter duty cycle percentages , they may or may not need changing , this eng wont have the breathing in heads cams pipes etc , so may make nice torqueearly but fall over early , it still may make very usable power , will post results when run , im keen to see what it does as is , then while system away being coated maybe fit mild cam and retune again when items are back speedy ,
its ends up half way up the side of the tank when 90 degree elbow fitted for direction to air intake, have tried a million positions , but were it is ,is the easyest fitment for clearance all round , at speed the air cleaner takes in normal air temps , havent fitted intercooler to my own bike as ,from rideing slow speed to higher speeds the temp changes in the air are less variable, intercooler would help i believe for over all power , but in traffic and no air speed the tune i belive would have worse afr changes due to more varied temp changes going from slow to speed , turbo engs and blown very touchy with air temp changes which then changes afrs ,so my own one i havent worried about it , my turbo been on my bike for 3 years and had zero trouble , it would have done 500 + max hosepower runs and on street have been known to push hard when annoyed by other bikers , this dyna build is budget build , trying to keep build cost to $ 4000 finnished ,
injection is easy to tune , it would only lean out if there is fuel restriction ,regulator or from line fitting or pump not keeping up , this is stock eng so only minimal changes will need to be done when retuning to suit ,will address those if they come up , the rear exhaust pipe has 2'' radius bend into front exhaust pipe ,then into turbo , the pic doesnt show it , just wondering why there would be reduced fuel rail pressures , the latter bikes 2008 onwards appear to have better fuel delivery , my own 2012 106 cub softail so far hasnt need fuel system up grade yet , i check my bikes on road afrs with fast unit , innavative unit i have also , , i have higher volume pumps here if needed , they are around $ 65 for 40% up graded pump , i tune on dyno and finnish checking tune on road with my other afr readers tussuck , some times dyno can not show what is happening at road speed conditions , ,temp wind velosity etc ,
The logic as I understand it on the fuel side of things goes like this: 1. Say the pump puts out 30psi into the fuel rail 2. So the pressure coming out of the injectors is basically 30psi 3. Now load up the intake tract with 10lbs of boost (instead of the normal vacuum it sees) 4. That 10lbs of pressure counters the fuel pump, which means that the effective pressure at the injectors is now only 20psi 5. If the amount of fuel delivered to the cylinders is a combination of injector on time and fuel pressure, and if nothing else changes, then your going to be leaner than before. I hope that makes sense as its how i read it from a turbo book a few years ago. Having said that I would leap at the chance to replace my CV 40 Carb turbo setup with an Injected system as i recon the hardest part of a blower is getting the darn fuelling right!
i believe that boost presure in manifold at 5-7 pound would have no effect on the injectors how they operate , if the fuel system doesnt keep up then pump and injecter up grade will happen , my own 2012 softail 106 cub has 5.3 injecter up grade only , and at this stage the orig pump keeps up fine , it is 130 rwhp , this will maybe make 110 rwhp and 120 torque early in rev range hopefully , never done stock eng build with turbo , my other 106 soft tail has had turbo for years with no problem with 6.2 injectors and higher volume pump , injection lot simpler for turbo and no lag ,
I have to ask, Why not rotate the comp cover to face up like I did for a shorter inlet tract?
Edit: - Never mind I just seen your response to earlier post...
Stock pump is maxed out at 145 ish hp rear wheel. :-) Cheers D H
thats good to know , my 2012 , 133 hp ,softail still retains orig pump ,and orig fuel reg lushy , my black turbo bike has walbro pump from early commodore , it has 50 % more flow ,but hard on charge system in bike , draws lot of amps ,havent had any issues yet with my own bike ,I will run bike as is , stock injectors etc as start point for this build , as issues crop up , then will sort them , time will tell , f---k i hate fabricating pipe work and heat shields LOLO
Hey Dyno I came by this old thread and was wondering how it all turned out and what issues might have come up and the solutions that you used to overcome em?
Been thinking of turboing my 2014 XL883/1200N depending on if I put the kit on before I spend money on the turbo or after and tweak it to work on the bigger 1200 setup.
Am real interested how it all turned out as far as numbers go too!
Cheers,
NR.