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Post by captain chaos on Oct 28, 2013 12:22:32 GMT
Hi guys,
a good friend of mine sold his Thunderarse and bought a GSX-R1100M with the intention of turbo'ing it. A few months ago i checked it, it's basically a good bike. I have found the head is with screws and locknuts and not shims though, the engine number starts with V712, is this correct for an 1100M/N? Does the earlier head affect compression ratio?
Some more questions: - What thickness base gasket/spacer is needed to lower the compression enough for turbo use? - I guess it's a good idea to install heavy duty cilinder studs, do the crankcase studs also need replacing? - Is a heavy duty camchain needed or is the original one ok? - Any other recommendations/advice?
Thanks - CC
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Post by captain chaos on Oct 28, 2013 12:38:17 GMT
Oh yes, the carbs are BST40SS's with plastic tops. Will it be enough to replace the tops with aluminium ones, or would it be better to put older 34mm carbs alltogether? The 40's are a bitch to set up correctly, i guess on a turbo bike it's the same?
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Post by katana on Oct 28, 2013 15:52:21 GMT
The level of build depends on the amount of boost he is going to run! A low boost set-up (6-8psi) can use stock compression and bottom end - providing its all in good condition. Once you start turning it up you'll deffo need forged pistons (busa pistons are budget option) Cylinder studs and i'd do the case studs but isn't strictly necessary. A 2mm plate will drop CR sufficiently for high boost, 1.5mm if you are careful. Never been able to determine any difference in std or HD camchains - I use Tsbaki when possible! Ditch the 40's - not nice carbs full stop! Early 34's or 36's much nicer - plastic tops will survive low boost....just! Going to require decent ignition system - plugs (stock) Leads (Dyna or Taylor) Coils (Dyna green or Grey (if using the 2000i)) Ignition (Dyna 2000i or anything that can be 2D or 3D mapped is better) Personally, EFI with a turbo is the Dogs Danglies and I wouldn't do another turbo with carbs - its just sooooo much easier to set up with better control!
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Post by captain chaos on Oct 28, 2013 16:57:23 GMT
Thanks for the reply.
Can 1127 barrels be bored out to 1216 (Busa pistons), or do we need new liners?
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Post by katana on Oct 28, 2013 22:49:52 GMT
They'll go to 1216 no probs
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Post by jaydee on Oct 29, 2013 19:40:04 GMT
Hi guys, a good friend of mine sold his Thunderarse and bought a GSX-R1100M with the intention of turbo'ing it. A few months ago i checked it, it's basically a good bike. I have found the head is with screws and locknuts and not shims though, the engine number starts with V712, is this correct for an 1100M/N? Does the earlier head affect compression ratio? Some more questions: - What thickness base gasket/spacer is needed to lower the compression enough for turbo use? - I guess it's a good idea to install heavy duty cilinder studs, do the crankcase studs also need replacing? - Is a heavy duty camchain needed or is the original one ok? - Any other recommendations/advice? Thanks - CC Think all the 1127 K,L,M,N engines start with V710. Stumped to find anything with the number 712, nearest is R712 and thats a 750 teapot see pics. The earlier head won't affect compression ratio. Combustion chambers on all 1127 motors are about 27cc in volume. Apart from the difference in tappets (locknut Vs shim) and respective camshafts, the M/N head has more flow potential (as tested by Banzai on the old site) Any other recommendations/advice? If you're stripping the motor down to the crankcases, it might be no harm getting the crank balanced, x-rayed, magnafluxed to make sure its in tip-top condition for the turbo. If you're rich, get carrillo or Falicon rods too.
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Post by captain chaos on Oct 29, 2013 19:46:29 GMT
Think all the 1127 K,L,M,N engines start with V710. Stumped to find anything with the number 712 thanks for the tips. Once i owned an 1100L with a V711 engine number.
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Post by jaydee on Oct 29, 2013 19:59:39 GMT
Think all the 1127 K,L,M,N engines start with V710. Stumped to find anything with the number 712 thanks for the tips. Once i owned an 1100L with a V711 engine number. Just had a look at an engine that I know is an 1127L in the garage, starts with V710. Maybe the V711 and V712 designations something to do with the mainland European market?
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Post by nitro on Oct 30, 2013 12:28:44 GMT
Would use bandit cilinder. I think the sleeves are a bit bigger for boring. Not necessary to change the plastic caps of the carbs. Had 1 bar on them and they did not crack
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Post by captain chaos on Oct 30, 2013 12:41:42 GMT
Would use bandit cilinder. I think the sleeves are a bit bigger for boring. that's what i thought i read somewhere too. Good to know that the plastic tops can handle the boost. We will probably go EFI though, or smaller carbs. The 40's are a real bitch to set up correctly.
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Post by nitro on Oct 30, 2013 12:45:20 GMT
I go EFI this winter with my turbo bandit. I don´t like carb any more (although my BST36 work quite well)...
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Post by captain chaos on Oct 30, 2013 14:41:42 GMT
I don´t like carb any more (although my BST36 work quite well)... wanna sell them?
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Post by nitro on Oct 30, 2013 14:50:39 GMT
Hmm... may be next year, when my EFI works
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Post by captain chaos on Nov 3, 2013 17:20:52 GMT
Ok, another question.
The oil feed for the turbo, can it be taken from the oil line to the cooler? Or is the pressure too low?
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gsxrdude
Velociraptor
Posts: 23
Reg: Oct 11, 2013 13:14:54 GMT
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Post by gsxrdude on Nov 3, 2013 17:35:06 GMT
Once i owned an 1100m with a V711 engine number
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