bruteforce

Unstable idling

Hello Homer, No I didn't. I recall having tried that once and it messed up the motor.

In the meantime we've figured out that the turbocharger must be on its way to die. Proof of the pudding is that the motor delivered just over 180rwhp on 6 psi and only 200 rwhp on 15psi. It just generates heat and I think this might have had an effect in killing the headgasket. Just hope that it's only the gasket. Always thought the present KKK K04-22 to be too small for the 1195 motor anyways so I've bought a Mitsubishi TD05H-16G for it.

No, just Cometic head gasket for 81mm bore. Never gave me trouble all these years of abuse before so don't know what went wrong. Will get the engine out coming weekend to see.

Put the bike on the dyno today and it ran rich as expected. By the time we got the AFR sorted and upped the boost, the headgasket blew. Bummer, especially as this is an engine-out job on this bike. Good news is that I have it on video!

Right, that doesn't seem to work because the boostmeter is totally hapless and indicates randomly. Back 2 the plenum it is then. It runs rich on transition now, I think it will clear up when I up the boost. Laterssss.

Last saturday at 17:00 finally the ordered gaskets came in. I had some minor oilleaks so time to equalise the oilpan (was warped from welding), fit the stronger clutchsprings, and neaten everything up by making a nicer oil return for the Facet pump whilst changing back to a standard igi cover. While I was on a roll I also enlarged the mains and dropped the needles one notch. As the boostmeter is working great I now decided to shorten the cable to a decent length too. As per manual I made the boostpickup between carb and head instead of on the plenum. No time yet for a longer testdrive but we'll get there, need to paint the igi cover in GSXR grey also.

I'm glad to hear that it runs great! Turboz are addictive and when someone wants to swap bikes I simply say NO, because... and then the excuse-book opens...

Sure, if I'm not away on holiday. Rene lives very close to me.

I'll be at the Cadwell OSS meet and at the Wheelie Record weekend at Elvington

@Captain Chaos Pitot tubes go to the carbs, boostmeter is usually fitted to the plenum

Was engineered like this on the good old Yammi XJ650T and as I'm stil using its fuel pump and regulator this is how I configured it on the TurboGS

Okay, I take it that he's seen that on some pressure gauges. But the lagging of fuel pressure doesn't have any effect because the floatbowls will maintain their fuellevels it that little lagging time. If the boost is measured on the plenum and fuel reg reference is off the vaccuum ports (like it should be) there will always be lagging.

All I know is from my own experience, I'm no scientist and can't really explain why. On my old aircooled TurboGS the plenum was larger than the one I have on now. That needed near-standard mains. On my GS550 based new TurboGS I have a smaller plenum and now I need 134DJ mains to cope (instead of 112mikuni). apparently the "dynamic boost" is relying on a certain volume of plenum. I hear some people say that they need to restrict their pitots size because it runs way rich. Never had that myself! Same story on buddy Eggberts' old wheelie bike that had an oilcooled turbo GSXR motor: He changed things on the plenum and immedeatly needed mains changes.

I'm still not sure what the "tyre valves" connections are used for? On my bike I only have two connections on the "carb balancing" points: One goes to the fuel reg and the other to the BOV. How could these be too small as they only give boost/ vaccuum reference? Only thing I know is that a change in plenum shape/ size ALWAYS affects main jets. And if you have rich mixture now, that would indicate that the dynamic boost is working way better.

Hi Greg, good to see your here! There hardly is any noise from the pump, you only hear it when the engine is shut down.

Rode the bike for some distance today and the Facet turbo oil returnpump works fantastic. Only the oilreturn on the igi cover leaks so I've taken the thing apart to make things more definite instead of temporary. This means the return will be redirected into the side of the lockup spacer and a standard igi cover will be fitted. Because I'm on the oily bits already I've taken the sump off to be replaced by one that isn't warped (and weeping oil because of it) off of a Bandit. Also will replace clutchsprings by Barnett ones because it slips on low revs. Ordered some gaskets and fittings for it so it will be finished somewhere next week. I really really love this bike, especially the sounds it makes and sheer maniac pull are very addictive. Also lots of jawdropping when you pull up somewhere

Hi Kevin, Thanks @Kid Kearsley for your comments. Why the doubled-up springs, were they opening too fast? And yes, unless the bike blows up (like it did last year) I will come over to Elvington on it coming august. Will be great to see you lot again.

Rainy Kingsday here in NL so time to lock myself in the garage to do some work on the bike. AMP automotive connectors to make the two Innovative gauges work ON Stealthy OFF New setup, maybe later make a fitting right into the side of the lockup spacer, but I had the modded cover already Bit of an overview. If this isn't trick looking, I don't know what will. Did a little clip on the "noise" it makes, it is very quiet. It only makes itself heard when it's running dry. Things still to do: Fit bigger mains and up the boost

Wow, your turbo is VERY low. I've the same kind of catchtank setup with a short silicone hose and filter on an overflow pipe. Haven't got time yet to wire it in but I will.

They're actually quite nice bikes, very fast and torquey. They are quite heavy but this only shows if you treat them like you would a sportsbike. Nice find!

Good thing I haven't looked then

Oww very nice!

I've decided to try an alternative for the crank driven scavenging pump that's currently fitted. There's just too many technical challenges here: Main problem being that these Gerotor type pumps do not self-prime, they're supposed to be submerged. As my turbo is (a lot) lower than oillevel, I've proven to need a very large pump (at crank height) to get things going. Also I needed to fit a one-way valve to keep the oil "column" standing in the hose from turbo catchtank to pump. Sometimes the valve leaks a bit and then the catchtank suddenly overflows when parked. I've spoken before to several guys that reported electric scavenging (gear)pumps to be noisy and break quickly. Except for one so-called solid-state type: Facet Posi-flo pumps came in today and I have to say- Impressive! Relatively small, lightweight and sturdy. Only takes 1,5A so I'd say that's low power consumption. They do self-prime and can be fitted just about anywhere. Big plus for me is that I can keep it pumping just after engine stop, so all oil is removed from the circuit and catchtank. I will install this soon and will report back. I'm also thinking of some kind of indicator light that needs to come on when the pump is not working for any reason. TBC!