Turbo Kits currently available?

No point wasting a thread.

Here is another I dug up that MAY have been posted here back in 2007 by FelixLeiter.

I edited the looooong list of bits into dot points below.
A Triumph dealer built this and FelixLeiter took the pics at our Triumph track day:











Link:
Echo Cycle in Edmonton

• Custom designed one of a kind low compression JE forged turbo pistons
• full floating pins
• Custom designed H Beam Carrillo conrods
• Cylinder liners and Head O ringed
• Custom copper head gasket
• Custom clutch work
• Custom hand built tuned length mandrel bent turbo manifold
• Garrett T04 Hybrid water & oil cooled turbo
• JGS external wastegate
• 2,1/2 inch wide open exhaust
• JGS Blow off valve
• Custom Air to Air Intercooler
• Custom C02 spray bar
• Custom hand built polished Inlet plenum with 3 additional Injectors
• 5/8 custom fuel rail.
• High Flow EFI Bosch fuel pump
• Bosch EFI rising fuel pressure regulator
• Ignition controllers w/boost retard
• Secondary injector controller w/ boost sensitive control
• PC3 Powercommander for first stage injector control
• All laptop programmable, which is done in store on our DYNO

Rear Wheel HP @ 16 psi boost: 335 hp @ 6500 rpm on pump gas (300% increase in hp over stock)

Rear Wheel Torque @ 16 psi 302 ft @ 5300 rpm on pump gas (300% increase in torque over stock)
This custom turbo Rocket makes more hp @ 3700 RPM then the stock Rocket 3 makes at redline! (6500 rpm)

Even with all the above modifications the bike starts and idles smooth like a stock Rocket 3, and still gets over 50 miles to the gallon. The owner of this motorcycle still uses this bike to get bread and milk in the morning, and takes it in all the local toy runs and rallies..... but when push comes to shove and you roll the throttle on and bring the engine above 3000 rpm, that's when this animal comes alive, the ear piercing whine from the Garrett T04 turbo spooling up to over 100,000 rpm cramming 16 pounds of boost into the intake plenum and the fury of a 2300cc (141ci) pouring out of a 2,1/2 inch wide open exhaust lets loose and has NO mercy for the rider or anything in its path, smoking and tearing the 240mm rear tire apart at any speed, the insane G force trying to drag you into the future as your eye balls sink deep into there sockets trying to exit out the back of your head, while you hold on for your life as telephone polls blast by like a picket fence, you now know what a cannon ball feels like when it leaves the cannon! After running out of gears at redline in top gear at around 180 mph (290 kmh) you roll off the throttle and the loud blast from the blow off valve releases the intake boost, your mind starts to catch up with the earth again and you realize you are still alive, a smile stretches from ear to ear which couldn't be slapped off your face if you tried, and all you can think about is how incredibly fun this motorcycle is!

During testing at the drag strip, the bike has sent the front wheel sky high at over 130mph (190 kmh), I guess you could say this bike is not for the faint hearted! The bike has run 9 second passes during this season with ease, this is with a stock rear street tire and no wheelie bar. There will be no problem taking this bike into the mid to low 8's next season!

Bike built, tuned and DYNO'ed by Echo Cycle.

Another early one.... link dead Turbo Connection

The turbo is from New York-based iBoost, formerly Aerocharger.

Triumph Rocket 3 Turbo​

By Paul Crowe
August ’05 Motorcyclist magazine


You start with a Triumph Rocket 3, all 2294cc and 132 rear wheel horsepower of it, add one turbo from Turbo Connectionand what do you get? Well, from the looks of it, one helluva fast and fun street machine. The iBoost turbo unit with 8 pounds of boost produces 203hp and 215 foot pounds of twist. Price of the kit is $5395. The same price will get you the same type of kit for a Harley Davidson V-Rod which produces 170hp.



What’s really nice about these kits is the power is always there, no buttons to push or bottles to fill, just roll on the throttle (carefully!) and grin. I’ve never been a nitrous fan, I like a bit of mechanical wizardry that does the work. Of course, you get some computer mods with the kit, too, so everything does what it’s supposed to. The turbo is small and fits on the bike without major remodeling. On the Triumph, the turbo is almost hidden, on the V-Rod it’s out for the world to see but it’s a clean installation and looks good.

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Looks like they were still around in 2009 when this article below was written.
Copied for fair use as research. Edited content, spacing etc.

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TURBOCHARGED TRIUMPH ROCKET III - BOOST BROTHERS​

Turbo Connection turns a Triumph Rocket III into true boulevard badass
By Roland Brown
February 24, 2009
Moments later I have to slow for traffic, and my chance to feel the Triumph bashing up against its rev limiter in top gear--as it was about to do--is gone, and gone for good. Daytona's streets are clogged with bikes and police, and I don't need to be reminded that the last time I rode a turbo-bike here it cost me $250 after being speed-trapped at just over 100 mph. And the world's first Rocket III turbo has the horsepower to be a whole lot more expensive than the Bonneville I was riding then.
©Motorcyclist


The compact iBoost turbo unit lives below and behind the Rocket's gargantuan inline triple. Even with a relatively conservative 8 psi of boost, it turns the volume all the way up to 203 horsepower and 215 pound-feet of torque.

The Hinckley-built triple is seriously fast in stock form and has sold quite well since its introduction two years ago. But some were disappointed its massive, 2294cc triple was tuned more for flexibility than balls-out performance. The Rocket makes a respectable 132 rear-wheel horsepower and a whopping 141 pound-feet of torque, but it isn't half as scary as it looks. Some might say it looks a bit tame.

Bolting on a turbo from Turbo Connection changes all that. Running just 8 psi of boost on standard pump gas, this Rocket III routes 202.8 horses to its rear tire along with 215 pound-feet of torque. Turbo Connection boss Brian Olson can't help grinning when he talks about the bike, which was like a Hinckley factory gift to someone specializing in turbocharged Triumphs.
"It's just a beautiful turbo motor," says the man from Rapid City, South Dakota.
"As well as its size and three-cylinder smoothness, it has low compression, just 8.7:1, which is what you want [when turbocharging], and a strong bottom end. It even has twin plugs per cylinder, which helps combustion. As soon as I saw it I knew it would be ideal [for a turbo]."

Olson should know. He's a 33-year-old motorcyclist and engineer who began turbocharging cars in the late 1980s, progressed to 200-horsepower turbo snowmobiles and then concentrated on Triumph triples after founding Turbo Connection in 1992. His blown Speed Triples and Sprint STs have been producing a Hayabusa-beating 160 bhp for years, but the Rocket III offers a dramatically different level of performance.

Olson says developing the Rocket kit was relatively straightforward. The turbo is from New York-based iBoost, formerly Aerocharger. The unit differs from many turbos because it's a variable-vane unit, meaning boost is controlled not by a wastegate but by adjusting the position of the turbo's vanes. For more boost they're closed up; for less they're opened slightly to allow more exhaust gas to escape straight into the exhaust.

Olson fitted the compact turbo beneath the huge engine, where it's barely visible at first glance. His kit includes everything needed to get the bike running with "about a day's work for a typical owner," according to Olson. Besides the unit itself there's a special aluminum airbox, a stainless steel exhaust system and a boost computer to monitor the fuel-injection system.

The Triumph's burly bottom end, lightly stressed in stock form, is more than capable of handling the extra performance, Olson says. His only strengthening mod is to fit stiffer clutch springs, included in the kit. Even so, lever action is surprisingly light as I climb aboard and press the starter button, setting the motor alight with a slightly high idle and a deep and very loud burble from the slash-cut silencer.
If my first impression is of how docile and normal the turbo-Rocket feels as I maneuver it from a parking lot out onto the street, the second is exactly the opposite--because this bike is just crazy fast.

From a walking pace in first gear, a crack of the throttle has the front wheel leaping into the air in a way no long-wheelbase, 803-pound motorcycle has a right to. This bike is way quicker off the mark than the standard Rocket, itself one of the world's hardest-launching street-legal motorcycles.
Equally impressive, the engine doesn't suffer from turbo-lag. The iBoost's design, doubtless helped by Olson's plumbing experience, has virtually eliminated lag. Boost is always available to send the bike rocketing forward at the touch of the throttle.That awesome, 200-plus peak horsepower is produced at 5500 rpm, with maximum torque arriving at just 3750. Those numbers come at higher points on the scale than the standard Rocket's peak numbers, but the blown bike's curve is far higher along the chart from just off idle all the way to the 6500-rpm rev limit.
And it certainly feels that way. From almost any engine speed, hard acceleration results in a riot of blurred scenery and frantic gear-changing to avoid running out of revs. The roar from the slash-cut pipe makes it feel even faster. The drainpipe-like, 90mm-diameter tailpipe comes standard with the kit, but Olson offers a quieter unit if requested.
Plan on a very long, very straight stretch of pavement before stretching the throttle cable on a Turbo Connection Rocket III. There are 200 horses on deck when the tach strikes 5500 rpm. And figure on replacing that fat rear Metzeler at shockingly regular intervals.

This black bike's flyscreen and stepped Corbin seat aren't included in the kit, but I was glad of the way they kept me aboard as the Rocket demolished every vehicle it encountered on the straight roads in and around Daytona. Having the aerodynamics of a small building doesn't matter when you've got this much power at the end of the cable.
Olson left the Triumph's chassis standard, which isn't a problem. The Rocket stays plenty stable under ultra-hard acceleration, even while cranked over on the few fast corners I find. Thankfully, the bike's triple-disc brakes aren't fazed by all that speed and weight. And the fat rear Metzeler does a pretty good job of putting power to the ground. Rubber and fuel costs would be considerable if this bike was used as its maker intends. But at least the kit's $5395 price is reasonable.

My test ride was relatively short, which is probably just as well given this bike's performance and my previous dealings with the Florida Highway Patrol. But the memory of the Turbo Rocket will linger long.
Triumph's Rocket III mega-cruiser is supposed to be electronically limited to 140 mph, but it sure doesn't seem that way right now. As I glance down at the speedo and watch the needle blow past the 140-mph mark and into the off-the-scale white zone beyond, the open-pipe, turbocharged triple just keeps howling and accelerating as I tuck behind its flyscreen to keep from being blown off the thing.

The compact iBoost turbo unit lives below and behind the Rocket's gargantuan inline triple. Even with a relatively conservative 8 psi of boost, it turns the volume all the way up to 203 horsepower and 215 pound-feet of torque.

Plan on a very long, very straight stretch of pavement before stretching the throttle cable on a Turbo Connection Rocket III. There are 200 horses on deck when the tach strikes 5500 rpm. And figure on replacing that fat rear Metzeler at shockingly regular intervals.
©Motorcyclist

Nice article, thats a clean 04 to early 05. (You can tell by the old style of oil sump pan.)

Their are now two Aerocharger turbos still available by the look of this

More accessories here, screen through to bottom of link page.

Ishrub said:

Their are now two Aerocharger turbos still available by the look of this

Aerochargers | New Century | Aerocharger.com

Aerocharger designs and manufactures turbo kits for Harley Davidson Motorcycles as well as suppressors for firearms. Visit our site to shop for either product!

www.aerocharger.com

53 Series Turbo | aerocharger

www.aerocharger.com

66 Series Turbo | aerocharger

www.aerocharger.com

More accessories here, screen through to bottom of link page.

66 Series Turbo Kits | aerocharger

www.aerocharger.com

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Hey these guys are practically in my back yard.

CrzystghndKC said:

Hey these guys are practically in my back yard.

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Your on a RECON mission then Marine!

Ishrub said:

Your on a RECON mission then Marine!

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I forgot to post that I did check these folk out and it seems they were shutting down at that time. They are now unobtainium.

CrzystghndKC said:

I forgot to post that I did check these folk out and it seems they were shutting down at that time. They are now unobtainium.

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that sucks... is it really a huge project to get a descent turbo of a reasonable price to install to a rockeet?

Rocketeer4life said:

that sucks... is it really a huge project to get a descent turbo of a reasonable price to install to a rockeet?

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as in find even a like new used turbo unit within idk $500 min n up. then build off that?