Turbo Kits currently available?

[Claviger]

Thanks, for some reason the idea of dumping the ITBs and going to a single TB never came to mind, but doing so gives a lot of space an actual plenum with nice tapered runners etc. it also solves another packaging issue, the air water IC. Now that I think about it, it’s a no brainer solution to buy a billet TB, transfer the IACV over and still maintain idle air control. Secondary stepper/ sensor could be modified with a very short rod and tucked away to avoid the CEL so the sensor still gives the ECU feedback on secondaries like it wants.

Looking at it, the barrel style intercooler I’m considering should fit under the tank. Doing so would allow me to keep the radiator less cluttered so I can mount a the oil cooler just under the radiator and the heat exchanger for the intercooler water.

Need to really think on this idea, it’s a great one, but does introduce a lot more work to get setup.

If I’m going to this route and reengineer so much of the bike, I’ll end up doing forged and a megasquirt of some type, either pro or micro.

On the one hand, the extra will be beneficial long term when going for more power, on the other hand I can do a ton less work and save $1500 or so, decisions decisions. I’m only apprehensive because my last turbo project got way out of hand and turned into basically a registered road race car, fun, but not pleasant.

 

[Torque addict]

So, looking at the stock pistons, the ringlands don’t inspire a ton of confidence, but I’m far from any sort of expert on the subject. I’ll wait on a decision but I’d rather not have to crack open the motor.

Looking into JE 327209, 10.5:1 piston kit, it’s $402. Thinking it may be money well spent, and if going that route might as well up the boost target to at least 14.7 PSI, or 2 BAR absolute. Suddenly 250-300 is a very real prospect.

I’ll wait on those who’ve personal turbo kit experience on an R3 to speak up. The stockers may hold up fine to 11PSI, I suspect they will as long as detonation is avoided.

EDIT: did find this which is an interesting read, it seems stockers are fine for moderate boost under 300hp.

I'm running 10 PSI on my turbo setup with no problems. I bet you could do 11 or 12 on the stock pistons just fine if you keep detonation in check like you mentioned. I also don't think you could go wrong sticking some forged pistons in there. I did have to pull out a piston with broken ring lands on mine that was like that when I bought it. I decided to replace with stock and have not had a problem so far (about 3500 miles). Since it happened before I bought the bike I can not be certain what the exact cause of the failure was. I personally would not try to push past 12 PSI on the stock pistons though.

As far as kits, it looks like the the boost is good/turbo connection kits have changed and are not using the variable vane Aerocharger any longer. See this link: Turbo Triumph Rocket 3 | Billet Charger

I would give them a call to discuss but it sounds like you're the type that has the knowledge and ability and would have more fun doing one yourself. What I do not like about the kit I have and the one in the link even though it's a different turbo is the lack of an intercooler. When it's in the mid to upper 70's I'm running intake temps of 120 to 130 and last summer when it got into the 90's around here I saw intake temps of 150 to 155 degrees. Ouch!! It seems to handle the 120 to 130 temps OK though but anything over 140 and I just play it safe and stay out of the boost.

On the injectors... I've been told the stock injectors are good up to 250 HP above that you should go bigger. I'm using stock injectors with a rising rate fuel regulator. Dynojet PCV and ignition module for mapping.

Clutch... MTC fibers with the carpenter springs is the best non-locking set up you will find. I also recommend MTC's billet basket but it's expensive. You will also want the 2009 and up OEM pressure plate, lifter and bearing.

Air intake plenum... I use to have the plenum from the turbo connection kit but switched out to the plenum that TTS uses for their supercharger kit just for looks. It's their older plenum. They do have a new larger one that they said flows better. I have not noticed any difference with this different plenum that introduces a sharp 90 as opposed to the open air box I had on there before. I have not put it on the dyno yet though after changing out. I'm about ready to take it to Nels at 2Wheeldynoworks to do just that. Just need a dry day when I'm not working.

So I see you're close. If you're ever up north you're welcome to come take a look at what I've got. We could also meet up somewhere this summer. We could swap rides to see what the different power bands feel like if you're interested. I've always wanted to see what a Carpenter rocket felt like. Steve seems to be our local ride organizer. That would be great to meet up sometime this summer for a local ride with as many R3's in the area as possible. It's really not feasible for me to do the longer, overnight out of state rides. I would love to do some kind of Mt. Rainier ride this summer.

If you have any specific questions I'd be glad to share what knowledge I can. I've been into my bike pretty deep now.

 

[Claviger]

Torque Addict, thanks. Your thread was one I was reading through. I was unaware they’re moving away from aerochargers for the boost is good kits, and while I know I could design and piece together a system, it’s always easier to start with an existing kit and go from there.

Things like the manifold, intake piping, etc are a challenge since I don’t have a welder so I’d have to mock them up, mark for alignment and take them to someone to weld, getting those in the kit will solve the majority of my challenges. The other stuff is relatively easy in comparison.

Time to give them a second look as a basis and expand from there to add intercooler etc. Conveniently I have a second PC-V and ignition module sitting here already.

 

[Torque addict]

If you end up calling Turbo Connection I'd be interested to know why they switched from the Aerocharger and what the benefits of the Billet Charger are.

I have my old intake plenum I may sell if you're interested. Fits under the bear claw. I want to find out what my numbers are first with the new one, not that I'd probably go back if it ends up being less. It just looks to dang good!

 

[Claviger]

I’ll give them a call today or tomorrow. Looking at the setup I do see it’s still not compatible with ABS, so, that’s a no go, but perhaps I can pickup a few key pieces from them.

 

[kenne]

 

[Claviger]

The and the albrex system take the cake for best fit and finish I’ve seen thus far. The only thing about that one you linked is the intercooler placement. Functionally it’s great, but it’s get ripped right off the first time I went to the mountains lol.

I sent them a mail, guess we’ll see what pans out, I use that kit in a heartbeat(with a slightly modified FMIC mount).

 

[BigNorm]

I love what you got going here @Claviger . Keep up your progress. I love the single TB idea @Speedy had too. I wonder if a TB from a high performance car could be made to work such as a 2.5L turbo Subaru motor. Getting throttle by wire to work with this would be cool as well. I also like the idea of a single additional injector controlling the extra fuel for the boost as needed. I also like the idea of the gravity oil return line to the bottom of the oil tank. I could bolt all this together but what I lack is the know how to make all the electronics work. Keep posting. You smart guys fascinate me

 

[juice_man_86]

I’ve often thought about a Microsquirt for my bike. But I’m worried about things like the crank trigger. It was designed for motorcycles and snowmobiles. A lot of people even use it on cars.

 

[Claviger]

I ran the first Megasquirt and spark ever in the US as a prototype tester on my turbo car back in... uh I think it was 2003 I first put it in. Made great power and got crazy good gas mileage, 390hp and almost 50mpg cruising at 80mph from a 2.0 DOHC 1999 Neon R/T. Take that hybrids!!

It’s very very easy to setup, and the crank trigger for the R3 is already programmed into the standard software, there’s like 50 triggers to choose from. The other sensors are easy, GM coolant temp, has its own MAP, and will accept VSS and gear position from stock sensors. The biggest “squirt” challenge on the R3 will be getting the stock gauges to function...

I’m trying to avoid going “full retard” so to speak. I think it was Trirocket3 who went all in on a turbo build and ended up with way too much power.

@BigNorm funny I have the opposite issue, I find the engine management part to be the easiest lol. What I was thinking though, is a second oil loop using an electric pump for the turbo. Keep that scorched oil out of my clutch please . If done in such a manner it should extend the life of both the engine oil and turbo.

This project is going to be a long one, not even considering really starting wrenching until next winter when I go look for a 2014+ touring with low miles for sale.