| Author | Message | ||
     Schemky |
Swede and Craigster, Thanks for the information. The EXCEL formula is really helpful. I realize a lean condition (more nitrous than fuel) will quickly melt a piston crown. For around $550.00 I can gain 25-30 H.P. There is nothing else I am aware of that will provide that scope of increase for the money, equates to about $18.50 per H.P. I intend to have a system installed no later than the spring of 2002. | ||
| Aaron |
The RR was my first experience with nitrous, and I've gotta say, I was impressed. Hitting that button sure makes dyno pulls get over in a hurry. 160hp on 1000cc ain't too shabby, neither. And, on the salt, we were doing 184+ mph in the first quarter of the third mile (then the bottle ran empty  and we ended up with "only" 178mph for that pass). The bike would do 190 with a bigger bottle and using more of the course, easy. 2 miles is not nearly enough space to accelerate with that much power and that little traction. As Richard went into high gears, on just gasoline, the bike would bog, it was geared so tall. Then he'd hit the "instant bog remover" as Brian called it. In the subsequent teardown, we saw no indications of any leanness or overheating in the chamber or on the pistons, it all looked perfect. Cost per hp is good, but we spent a whole bunch more than $550 on the hardware. Progressive controller, fuel pressure safety switch, purge solenoid, heater, pressure controlled heater switch, extra bottles, refill hardware, filter, plumbing, switches, etc. And the stuff ain't cheap. We probably spent in the neighborhood of $2000, maybe more. The key is to keep the bottle warm, keep the head pressure up. It wants to cool down as the gas escapes. AW | ||
| Jmartz |
Aaron: Terminal velocity in any gear is determined by the overall ratio, engine redline and the ability of the motor to reach it. When you use nitrous in your 1000 cc bike, I assume you do not exceed a designated maximum engine speed (circa 7500?). Are you using it beacuse the gearing is so high that the engine could not otherwise reach redline? Generally on street engines N2O allows a quicker spin up to redline but after that you can't go any faster. Jose | ||
| Aaron |
Jose, We geared the bike radically differently depending on whether we were running the nitrous or not. It was geared for about 165mph at redline on gasoline and 190mph at redline on nitrous (same redline rpm). These are the speeds that the math said could be supported by the available horsepower, and the math was correct. Taller or shorter would've made us go slower. There's uncertainty in those speed numbers because there's a wheelspin factor built in, and wheelspin percentage varies with salt conditions. For example, at the beginning of the event we were seeing 8.5% loss at 160mph, and by the 3rd day that had dropped to 6.5% at that speed. It's substantially higher at 184mph. You should see the 190mph gearing. The rear sprocket is damn near as small as the front. AW | ||
| Johnsachs |
Schemky, Rule of thumb; run .004" larger gasoline jet than nitrous.Have good headgaskets, and back your timing down to 28-30 degrees.Use .022" nitrous jets and .026" gas jets,900 p.s.i. bottle pressure,and you should pickup about 35-40 r.w.h.p.Use only a 2 or 2 1/2 lb.bottle.Drop a little weld on the intake manifold where you're going to mount the fogger nozzles. Biggest bang for the buck is an Aerocharger with a carb.We have one on a 1200c.c. S-2 that makes 165 r.w.h.p. at 20 lbs. boost. | ||
| Craigster |
Remember: The "rule of thumb" numbers are based on the 4 psi NOS fuel pump. I've had them vary from 3.5 to 5.0 psi. Flow rates for this pump vary from pump to pump for any given head pressure. Don't attempt to add more than 75 hp with this pump as it is a high dollar gamble. Read 75 OK, 100 or more the jetting/fuel flow in lbs. per hour must be tested and verified. It's wise to use a better quality (and lest costly) Holley, Summit or Magnaflow pump for high power apps. Just my additional $0.02 | ||
| Rocketman |
John : Never had the pleasure of riding any turbo motorcycle, mores the pity, never mind an Aerocharged Buell. I'd be pleased to hear your comments on road ride-ability. Lag effect or any draw backs in general, and of course, how would you describe the performance in arm pulling terms compared to say, a 100+ RWHP n\a motor ? TIA Rocket in England | ||
| Johnsachs |
Rocket, Jim has 8,000 trouble free street miles on his S-2.He sure doesn't baby it.Even with the Aerocharger,the bike handles as well as a stocker driven by a 59 yr.old man who rides agressivly.Wheel stands are a problem,especially in third gear,at high speed.We geared the bike with a 55T rear sprocket and a dump valve,so there's no turbo run on when you let off.Aerocharger's have no lag.Crusing at 40 you are at 2lbs. boost.He also uses a blend of race and pump gas. My opinion,this bike will scare the avg. 100 +r.w.h.p. rider. | ||
| Schemky |
Gentlemen, It sounds as though adding 35-40 RWHP with nitrous is within the mechanical limits of the 1203 engine. After I finish performing my normally aspirated modifications this winter, I should have an estimated 92 - 95 RWHP. Add a 35 HP shot of NOS, and suddenly I have about 130 RWHP. I will dyno the engine both ways in the spring of 2002 (probably at Shreveport HD-Buell) and post the results. Don't remember seeing any dyno listings on the BBS with NOS. | ||
| Aaron |
 Can you tell where I hit the button? Sure makes a dyno pull get over in a hurry! | ||
| Mikej |
Aaron, If you can talk about it, did you have anything done with the piston rods? I've seen some stretched out ones from a drag bike. | ||
| Aaron |
Joe put Carillo's in it. All the lower end pieces are hefty duty stuff. You see some seriously leaned on motors at Bonneville, and ours was no exception. It's tough to take a motor, push it that far, and then keep it together through 2 miles of hard acceleration followed by another mile or 3 of wide open, on the redline running. Look at that chart, we're talking 3 times the power it made stock. It takes all the best stuff, and of course a motor builder who knows what he's doing. We could not have done it without him. AW | ||
| Rocketman |
John : I hear you, thanks. It's a good job I'm not the average 100+ rwhp rider  Anyone got a cheap Aerocharger kit for sale, grovel grovel. Aaron : Looks like you couldn't wait to hit it Rocket in England | ||
| Schemky |
Aaron, Yea. . . . I . . . .think I can see where the NOS kicked in. Impressive to say the least. | ||
| Peter |
Rocketfella, I told you I'm putting one on mine and you kept telling me that they're no good. Why the change of heart? PPiA | ||
| Bull |
I'm looking for a cam kit that moves the power to mid and top on my M2'99. The Buell lightning kit doesn't fit later than '98 so I'm looking for another supplier/manufacturer... The bike has the following mods: E-series/Kuryakyn aircleaner/Race ignition (soon, see the ads:-), So I'm not looking for anything too extreme.. Thanks in advance/ Jojje | ||
| Rocketman |
Peter : I was saying that I love the feel of n\a torque motors. My TVR gives me a good comparison of 3 ltr V6 motor against the many Saab Turbo 2 ltr and 2.3 ltr motors I drive frequently. I sold my 900 Turbo 16 valve shortly after the TVR purchase which was four years ago. Before that, I'd owned a few 99 Turbos, which suffer from lag, but they are astonishing performers, rather like storing power on a big spring and you have to control the spring to unleash the power which results in great fun once you can do it good and then theirs little on the road that can touch you, but you have to keep it on the boil. Then I moved up to the 900 T16 S which is a more refined car than the 99 Turbo's and also very quick but with less lag due to the twin cam head etc. So, when the TVR came along, it was like a breath of fresh air to me, if you'll pardon the pun, and immediately I was hit with gobs of torque and rear wheel drive in a plastic bodied lightweight proper sportscar which really opened up my sences again after many years in the turbo wilderness. Don't get me wrong, I'm not in anyway putting down Saab's. The Carlsson 2.3's are phenominal and formidable beasts even if they are a 4 door big car, and that is pretty much the same for all Saab's. Those that aren't blessed with performance are formidable in other aspects which is great. Now, as I said before, I've never ridden a turbo motorcycle, at least not that I can remember, and it is the FEEL that I'm curious to sample but I know Aerochargers are supposed to feel different and I was curious to know what they might be like in a street application. I've got an idea in my head that involves you possibly, and America, and whilst it might be a "pie in the sky" idea, I'm perusing it over, but I'm attempting to make my idea "realistic" before I engage my mouth. Are you curious ? Call me dude !! Rocket in England | ||
| Aaron |
Bull: if your M2 is an international verison, it already has Lightning cams. I actually posted a pic of the page in the parts book that shows this, look back through the archives. | ||
| Bull |
Thanks Aaron, I didn't have a clue... Yes, my M2 is an international version but it sure has a lot of low en grunt.. I imagined that the lightning cams would be more towards top end than the ones I have. Since I've already got the lightning cams, you guys better disregard the Q! Luckily, life itself is a big school.. not a single day will pass, without learning something new... /Jojje | ||
| Vr1203 |
Hi, Everyone I'm back! The turbo VR1203 will be dynoed this week, standby! So far it has not been pretty.Lots of fiddling/$$$ and very little results.Be warned these turbos are not a,"no problemoe" bolt on. I'll post a photo in the photo section. | ||
| Peter |
Vr1203, Did you buy a new turbo kit, or was it 2nd hand? PPiA | ||
| Vr1203 |
Peter, 2nd hand from Cap that has now disappeared,its the older type that mounts under the bike where the muff. used to be. | ||
| Peter |
Is that the one from his S2? PPiA | ||
| Tripper |
Somebody tell VR where to call to find Cap. I don't remember which dealer he went to work for, but they don't pay him enough to buy a PC. He will answer any calls and would probably love to hear from ya. | ||
| Johnsachs |
AEROCHARGER BUYERS Aerocharger has stopped making their Buell kit because of low demand,and also the cost of the Kooks exhaust system that's used in the kit.If they had five or six buyers,I would think that they would make up some kits.They would only be for CARBURATED engines. John P.S. The kit Cap sold is off his S-2. | ||
| Peter |
Johnsachs, I imagine they still sell the pieces individually? When I buy mine, I will have to fabricate my own headers to suit the later models anyway, so maybe I can save money too. PPiA | ||
| Johnsachs |
Peter, The exhaust system is the big expense for them.Hopefully they have the brackets that mount the blower.Everything else,execpt the charge tube, is the same as a standard Harley kit. Well it's time to take that long 3 hr. ride up to Biketoberfest. Later, John | ||
| Rocketman |
Peter : What's the problem with the Aerocharger headers if you want to fit them to your M2 (later model, year ?) ? Rocket in England | ||
| Jim_Witt |
Rocketman wrote: Da ... what's the problem with the Aerocharger headers if you want to fit them to your M2 (later model, year?) Yo, It be called a framebrace I think. S'later, -JW:>) | ||
| 911buell |
2001 X1 - Is there a turbocharger still made by any manufacturers for my fuel injected model. If so, does anyone know approx. how much are they asking for the animal? Potential buyer... Steve |
