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  #121  
Old 13th May 2016
JasonSarratt's Avatar
JasonSarratt JasonSarratt is offline
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There are a few folks with aerochargers over the years who have come super close to 200hp, like the high 190s with very mild heads and cams with no overlap. I used t22s before and started to fall off about 6500rpm, switched to modified t25s and extended the range clear to 7200 rpm limit I have programed. The turbine exit was just a touch small and it made it spool quicker but it choked it off and started backing the exhaust up it the intake and my pressure ratio between the exhaust and intake is where I was falling off early. Simply going to a slightly larger turbo reduced the back pressure enough to let me pull higher rpm with out an egr affect happening.

Turbo or not, if you can't get a completely burnable mix then the mix that can't burr is just taking up space and won't let you make the power up top.

So my fix was a little bigger turbo.....but that was fir what I was using it for. Others used vvt turbos that again would not cause egr issues. The only draw back with the larger turbo was mine doesn't spool all the way til about 3500rpm, with the 22 I was peaking my boost at 2500 wide open

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  #122  
Old 14th May 2016
Turbo Sporty 48 Turbo Sporty 48 is offline
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Exquisite.
Must be a handful to ride.
More tidbits on his website. http://streetfighterperformance.com/
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  #123  
Old 16th May 2016
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Jason, I hear ya about the turbine stage challenges. I've tapped into some really experienced people at BorgWarner and they are confident my cylinder heads are the limiting factor as of now. The turbine housing A/R and wheel size along with my exhaust manifold design should be putting exhaust pressures no higher than ~19psi @21psi of boost. At the end of the day it all comes down to mass flow and you can only push so much through a small hole. Increasing the VE of the engine through cylinder head work will benefit the turbo setup much like a NA setup. It will push the operating points further right on a compressor map and make more power up wherever the VE improves (as long as the comp stage can handle the additional mass flow @ boost pressure).

I'm planning on having Hammer do some heads for sure but I'm still on the fence for cams. The Redshift 585's look tempting with the reduced overlap compared to the stock XB cams (if I read the numbers correctly)

I'll post the work and dyno results to share how it goes. We all know a project like this is difficult to compare when there are so many variables in play here.
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There is a 1st for everything! 2005 XB12 turbocharged ~190hp ~170ft-lbs @ 19psi
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  #124  
Old 17th May 2016
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I preached too many before that if you can reduce the back pressure on the hot side that typical NA mods like cams and heads will respond in kind, everyone argued. Now when you measure the port at the head, if the exit port on the turbine housing is smaller you will create back pressure, the higher the rpm the greater the air volume and the bigger the turbine exit needs to be. At high rpm with a large volume, back pressure combined with overlap in bigger cams is going to cause egr affects.

No doubt head work on the exhaust side will hopefully help, cams will to, but only if it can get back out of the turbo fast enough. The reason I brought this up is there are VVT bikes that have run stock cams or cams with no overlap and mild heads that have already hit the mark you are going for. .....so it can be done with the motor you already have. You have a solid motor build with better heads and cams than early sportster had. You also are running more than 8:1 cr like these VVT xls. .....so I'm guessing you can use what you have, open the turbine side up a bit and hit your goal.

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  #125  
Old 11th August 2016
Turbo Sporty 48 Turbo Sporty 48 is offline
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Eric, Any updates?
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  #126  
Old 19th January 2017
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looks like Eric hasnt been on in a while...

his turbo kit if off his bike and is for sale.... He is building a 1450 ci engine with a new turbo system... shooting for 280 RWHP
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