KZEFI 810 Turbo E85 Build

Some really cool stuff going on with this, I love it. Why did you decide on a front mounted turbo with the added complexity of oil scavenge ?

I'm assuming you mean instead of under the seat? 

-Reduced spool time (turbo closer to the exhaust ports)

-Better intercooler pipe routing (shortest, least restrictive route is key for fast spool and efficient power). I'm not stoked on that sharp cobra hose from the turbo to the intercooler, but oh well, it's better than two 90s.

-More efficient packaging (turbo not taking up space under the seat where the intake and efi system can go) 

-Far easier to make an efficient intake manifold design without the turbo an inch away. Plus, it would bake the fuel system.


Also the scavenge setup is really easy. Literally an aluminum box with a crankcase pressure equalization line, then a drain from that box to an electric facet pulse pump. I did design an adapter plate for mounting a stock oil pump externally to the secondary shaft cover... Might switch over to this, but also might not as the electric is working fine 

Saablord wrote:

I'm assuming you mean instead of under the seat? 

-Reduced spool time (turbo closer to the exhaust ports)

-Better intercooler pipe routing (shortest, least restrictive route is key for fast spool and efficient power). I'm not stoked on that sharp cobra hose from the turbo to the intercooler, but oh well, it's better than two 90s.

-More efficient packaging (turbo not taking up space under the seat where the intake and efi system can go) 

-Far easier to make an efficient intake manifold design without the turbo an inch away. Plus, it would bake the fuel system.


Also the scavenge setup is really easy. Literally an aluminum box with a crankcase pressure equalization line, then a drain from that box to an electric facet pulse pump. I did design an adapter plate for mounting a stock oil pump externally to the secondary shaft cover... Might switch over to this, but also might not as the electric is working fine 

All makes complete sense (lag has always been an issue with turbo's, especially on a bike where a sudden delivery of power mid corner is less than ideal) I wonder why variable geometry turbo's never appeared on petrol engines ??? Lag is almost non-existent on modern diesels 

There are a few, but it's far less common. Google says a Porsche and the VW golf have it.

Petrol exhaust temps are higher, which means they inately spool better, but it also makes variable vane technology harder to implement. 

Most factory petrol turbos already have decent responsiveness because they're small and don't have to make large power gains. There's also divided inlet turbine housings to help with spool. For example, my 2.5T Volvo c30 has full boost by 2k rpm... Variable vane just isn't needed.


I remember this turbo bike spooling quite well. I think it was around 3k rpm for the 8psi of base boost which is far more usable boosted rev range than most turbo'd cars.

I am worried that the additional intake tract volume will affect this...we'll see just how much.


Part of the reason I went to the single TB is barely off throttle lurchyness. this isn't turbo related but more so all of the throttle area, and using map based engine management rather than TPS + boost compensation (which was not available on my ECU at the time). I think I could do tps control now, but I decided to try something new and simplify the intake system a bit. Also, a single TB is not a restriction with a turbo system... You're already limited by boost piping size.

bought the intercooler and was looking at the zx9r front forks for clearance which then snowballed into looking at the front suspension again. I need a 25mm extension for stock ride height as well as an offset to fix the high trail that is somewhere around 112mm (it was pretty heavy to steer at speed on the last test ride).

 

Best way to do both is a custom set of triples. looks like $225+ ea to 3d print in 6061 AL, then a final machining for interface features. Hopefully price will come down further by the time I order (6061 is new for 3d printing)

Here's the upper. Note: design not complete. 
 
 

cool use of 3D printing, $250 is a good price.  how does the print compare in tensile strength to 6061? 

btw, you may be aware but adding a small radii on all those inside corners will increase strength dramatically. Nice work. 

The supplier I was looking at heat treats the parts after/during printing so they will match or exceed conventional billet 6061-t6 aluminum at 290MPa yield. Impressive in my book!

Plus, the stock triples are cast aluminum, which is 50-25% weaker than billet. This is also good for less weight which means cheaper parts. I don't have a death wish, so I'll be conservative.

"Note: design not complete." 🙃 Still need to double check fork spacing, bar mounting and stem diameter, then fillets etc... Will do after testing the new manifold and sending off the forks for anodizing.
 

Also, here is the info on some OEM intercoolers with ~2" thick cores which are readily available in junkyards or ebay. I will be cutting it down to length and width as truck intercoolers are about 24x24"... enough for two or three motorcycle intercoolers! A 2x7 core cross section will fit nicely above the headers without banging into the forks (on a 78 650 atleast)

Dodge:
csf-6072, 2" thick, 06-09 6.7/5.9L dodge 2500/3500

5170704AJ, 2" thick, 04-09 6.7/5.9L dodge 2500/3500

52028881AC 2.25"

55056593AB 2.25 06-09 6.7L

94-02 ram 2500 2"

03-07 ram 2500 1.25-2"

Ford:
2C3Z-6K775-AA or CSF-6017, 2" thick, 99-03 7.3L F-250/350/450/450/550, 00-03 excursion 7.3L

Ford 6.0L diesel, 04-08, 2.125" thick

Volvo:
C30 T5 (2x4.5x26" core)

PS: 2" bar + plate custom cores are rare and pricey (~$300 at minimum)