Goo'Roo

No leaks until 14psi with no sealant.

I've ridden all the 18 pages..simply amazing. You wrote that it takes a weekend to work on the gearbox, it's not just for reducing play of the selector I suppose.

In bandit engines the common problem is that 3rd and 4th gear loose theeths hardening treatment and start to whine and rattle more than dogs engagement issues. I was looking to superfinish too, it costs nearly 300€ for a single gearbox here in Bologna. But if the hardening is cheap and weak it's just a matter of time. I've asked for some shoot peening too, but the request is a whopping 6-700€ plus 300€ for the superfinishing. With some new gears needed you're very close to nova gearbox. Even if it's a 6 speed and I'm working on turbo engines. The Guy Martin's Martek has a 6 speed gearbox and has been dynoed at 280bhp at the wheel at the pikes peak start altitude. I can't decide what to do at the moment, but my 3rd gear is getting worst. Very interesting the work on the selector and gearbox play

Hello, I used two different 1157cc engines on my bikes, the one I'm using now is turbocharged, and now a customer with a 96 bandit came to my workshop with the same problem. 3rd and 4th gear whining. The turbo now is starting to whine just in 3rd at low revs but I know how it'll end soon. I had lots of other sacs engines, but I never had this problem before. Is it so common on that engine? Is there a definitive solution? Because I'm thinking about custom gears

You mean that'you're at 28° at 2 bar of boost? Fueling at the moment is a bit lean, 12.5/7 afr at wot, I've to increase a tad the fuel pressure and test. When I'll be around 11,8/12 I'm going to give more degrees to the ignition

No, it's an Ignitech that controls only the ignition, the bike Is carbed. What kind of values would you suggest?

Hello, in the pic there's my ignition map, is it too safe under boost? The bike is a gsf1216 with busa pistons. Bike is not intercooled at the moment, and is running at 11/12psi 0,8bar of boost I'm using 100ron Eni fuel, what do you think?

I've sorted the bowls pressurization moving the port to the front of the plenum duct and the main jets now are 125 with a really nice transition and 12,2-6 afr at wot. 2 problems remained. 1. When I shut off the throttle under boost, from mid to high revs, the afr falled to sub 10:1 choking the engine of fuel. If you kept slowing down, without touching the throttle the overly rich condition after few seconds returned normal with a 13,5-14,4 afr. 2. At the very first opening I had a weird overly rich transition. Both problems were caused by the blowoff valve in the plenum, disturbing in both cases the idle circuit. I moved the bov just after the turbo and before the pilot pressure plug and magic has happend.

I don't really have room problems because the bike Is a gsx1100f. I have a kinugawa td04-20t with 11 blades turbine and 7cm Volvo housing, I'm going to use it on a 11W frame with a sacs engine for a customer. I'll have the possibility to compare the two solutions.

I have a chinese (cxracing) td05-20g with 7cm turbine (Mitsubishi evo1-3 flange) with ported wg port to help and fit an external wg, slightly ported head and 11f intake cam, dot 750f ex. As soon as I solve the problem I have with the enrichment I'm going to dyno. It's much more progressive than the Volvo Td04-16G I had before and It spools nearly 1000rpm higher, but it's easier to drive. Some days ago I wrote to kinugawa to ask them to "compose" me a turbocharger that basically Is a TD05H-25g with 8mm bigger cnc impeller, 9 blades instead of 12 7cm turbine, and a reinforced core. I"ll keep posting about It

I'll give a try. I've changed the malpassi regulator, fittings the newer black one, just to be sure that there weren't issues with It. It didn't solve the problem, but transition Is smoother and more stable. I"ll move the bov.

I've sorted the bowls pressurization moving the port to the front of the plenum duct and the main jets now are 125 with a really nice transition and 12,2-6 afr at wot. It remains a problem When I shut off the throttle under boost, from mid to high revs, the afr falls to sub 10:1 choking the engine of fuel. If you keep slowing down, without touching the throttle the overly rich condition after few seconds returns normal with a 13,5-14,4 afr. I've the feeling that the intake ducts remains wet after a full pressure run, and the fuel starving without air when you shut off chokes the engine. The pilot jet is 37,5 and the screw is at 1,5turns on 36bst from a bandit. Never had this problem before.

With the harder springs the afr goes from 15,0 cruising to 12,5 Probably the higher vacuum sucks much more fuel. Pressure now is 12psi that is much closer to the 10 psi it should be

Sorry..the wg is seriously leaking..

I've found the wg was leaking from one camera to the other because one of the 3 bolt that keep the valve attached to the piston was missing.. I'm going to test the bike in few minutes. Turbine housing has been ported a lot to avoid boost creep and the pipe that goes to the wg is the biggest than possible.

The shorter is the gsf1200 mk1, the much harder I can't really remember where it comes from, but it could be from a gsxr1100w with 40mm carbs. I'm going to use them to exaggerate the reaction and see if I can cure some rich condition when I close suddenly the throttle like after a burnout or a very hard braking condition after a wot, and see what's going to happen during the transition from n/a to boos

What kind of wg do you have?

I had some other problems that stop me at the moment.. I had to modify the exit pipe in the wg and some weather issues slowed me down. I went for a leaner needle setup, now I am at 3 and 1/2 from the top (gsf1200 MK1 carbs half step leaner from stock) and the bike runs at 14,7/15 when cruising and with a crispier response when wot from low down. I've found that the float levels were wrong, like they have been bent by fuel pressure. I'll give another check soon, now they're back at 16mm. I'm waiting for some softer wg springs, because for unknown reasons at the moment the boost pressure rises from 10 psi to 16/17. I've checked for leaking in the wg, but I haven't found any, polished the valve and greased it with a graphite grease, works perfectly but the pressure is still higher than the spring suggests. I am without intercooler at the moment and with afr issues it gets dangerous to do some wot tests. But I keep the post alive when I'll have some news. Rising from 10 to 15/17 (I can't read it correctly due to a shit shaking Autometer boost gauge) it has gone leaner at the top end even on 150 mains that still suggest the wrong pilot pipe design. But I'm waiting for the softer wg springs to start again.

I'm going to play with float level, air screw and springs load today

Bike runs really smooth with that plenum and I see 10psi of boost at 4k rpm with a td05-20g with 7cm exhaust, that I think is pretty good. Bike start to take off at 5-5,5k It works pretty good. The only thing I cannot figure out is how to solve is an overly rich condition (10,5/10,7 afr) when at low revs (2,5-3k rpm) I give full throttle. The turbo start to push but the engine is still out of cams, the afr goes down. I lowered the needle, but it just smooths this weird transition. I'd like to try harder springs on the slide This is the bike

I can't switch to efi at the moment, even if I had everything ready. I have to understand properly how to set carbs because I have to do 3 turbo carbed bike for different customers. My plenum is pretty huge. The total volume is more than 3 liters Anyway going to 150 solved the problem, now I have 12.2 afr at wot with 10psi of boost

When you change cams and pods filters on that Na engines you have to go to 145/155 main jets, so I think that I could still be in that range, because the volume of the plenum is pretty big. Anyway I'll go on trying with the main jet and see what's going on. For sure if I have to go over 155 I'll consider to redesign the pilot pipe. But I have a strange dual chamber plenum design and it's not that easy

Hello, I'm just curious about your main jet in turbocharged blowthrough sacs engine. I know that main jets are effected mainly by the pilot tube. I have 36mm mk1 gsf1200 carbs I used to have a 127,5 with a 11,5/11,8 afr at wot before. Now I've changed the plenum completely with a much larger volume different duct and pilot pipe, moved from a gsf1200 intake cam to a gsx1100f one, changed the turbo from a Td04-16G to a TD05-20G. Now I'm running a 135 but it's still lean, reading more than 15, even spikes at 17. I'm going to change them to 150 and try but I'm starting to think that the pilot pipe design I've done is wrong.