[sleepyk]

Very interesting.
Always enjoy watching people doing work like this in India, and sharing it as well.
Please do post more if possible.

[srini1785]

This thread piqued my interest. Could you please share some schematics on how connections are done?. The turbo charging circuit i mean. If any modifications to existing wiring etc?. Even a hand sketch would do.

[Kosfactor]

Originally Posted by Alka panwar

Its already pretty low on 883 evolution motors. 8.9:1. Pretty much spot on for some boost.

Yes, these lazy old engines are made that way for a certain set of buyer who like them. I hope the inside bits can take the additional stress. Do you have to make an intercooler of is there one available off the shelf for such projects?

[Alka panwar]

Originally Posted by srini1785

This thread piqued my interest. Could you please share some schematics on how connections are done?. The turbo charging circuit i mean. If any modifications to existing wiring etc?. Even a hand sketch would do.

Physical part is very simple ,Engine oil pump supplies the lubrication tapped at oil pressure switch ,oil returns to cam chest.
Few adaptors made for turbo oil circuit , few for additional sensors, only one wire sliced , soldered additional electrical coupler for additional sensors on factory loom . No major electrical changes to loom.

Originally Posted by Kosfactor

Yes, these lazy old engines are made that way for a certain set of buyer who like them. I hope the inside bits can take the additional stress. Do you have to make an intercooler of is there one available off the shelf for such projects?

This perticular lazy old engine revs up to 8500rpm in Buell models and makes 100+bhp with just better flowing heads (bigger valves) and lighter pistons and no other fundamental changes to engine. All that from factory, and then people go and modify that further using aftermarket cams and exhausts and what not. I am just trying to get to that level.
Intercooler isn't really required with very low pressure ratios this is going to work on. 6-8psi hardly adds 20*C to air temperature going into engine , we can have air temperature based spark retard build into tune permanently or an intercooler can be installed later if data suggests so.

Formula1 stuff has started!
Data sim.
Data Simulation for 110bhp (only a sim but it would be pretty close ,this software is no joke), will compare it with actual result in about 10 days or so.stock motorcycle data and achieved results will also be compared.

Pretty much sums it up!

[Alka panwar]

Got the exhaust manifold from chrome platers. Turbo & Few more things will come in a few days from them.
I think it looks pretty decent plating quality.

[Alka panwar]

Exhaust bifurcated to left side as well. Probably India's only sportsters to sport exhaust on both side. Initially planned on using only one muffler, but that would have increased exhaust pressure, Ofcourse Turbos don't like back pressure. Lower it is, faster the spool up.
So mini project within project, dual exhaust on both sides.

[Alka panwar]

After a delay due to protests finally Turbo is back from plating guys. Awesome job i must say.
Turbine case (cast iron)


Compressor case (aluminium)


Will start with assembly day after tomorrow!

[Alka panwar]

Had to fabricate inlet manifold again, earlier iteration didn't work with clearance.This one has 4 Tig joints, can you tell? I am getting good with tig!
Perks of a project motorcycle!
Will get it chrome plated later.
New inlet manifold! Tig welded inhouse , excuse the dirt!

Whole of custom made inlet manifold weighs in at just 370gms as compared to Screamin eagle manifold which weighs 880gms. I did actually measure it. That's how race teams get superlight supercars. We aren't even playing with Titanium yet
The big news is ,i started the bike with turbo with all sensors hooked up with tune supporting 2 bar map sensor, and apart from problems during sudden throttle opening(lean) , it did just fine. Turbo gets oil flow through it within 1 sec, drain is working without leaks.
Tested the blow off valve, it actuated right on 30kpa, for reference when we close throttle from 3000 or so rpm on a stock non turbo Sportster , Intake pressure falls to 15-22kpa. So its right on!! Looking forward to some woooosssshhh sound!!
Still have to dial in the Blow off valve of turbo , that can only be done after i get some data as to how much boost is available at what rpm! It was a good Christmas gift!
All work done in SS304

[Alka panwar]

First start : just a little bit of oil leak from Oil line at turbo end. Probably just need a new copper washer or bit of tightening.
All systems go!

https://youtu.be/krHyqWCS6pM

[Alka panwar]

First disaster hit! While finalising the wiring, connected Map sensor with reversed polarity. This stupid thing isn't reading anything now.
Options :-
1. import new 2 bar Map sensor from Usa.
2. Use a domestic Tmap sensor from some Turbo car ( they aren't 2 bar exactly, usually 2.54 bar)
Most probably going for domestic option unless i find some really express and expensive shipping options from usa.
2.5 bar sensor reduces resolution in VE table.

[Alka panwar]

New year began with some work. Got a used TMap sensor from a local Hyundai workshop. Comes from an accidental Hyundai Verna.
If this doesn't work will return it tomorrow. Tested it using Power vision it is a 2.5bar sensor.
However its OD is larger than previous sensor so to test it while running will need to get a new adaptor made.
Meanwhile update the clutch pack to some hybrid Extreme performance ,combination of Screamin eagle and barnett is able to handle in excess of 120bhp.
Here it is in pictures.
TMap sensor from Hyundai
OD of the sensing part is larger than previously used sensor.

Here we begin the Clutch update. As obvious remove gear lever,footrest,drain oil and undo the primary chain tensioner from underneath the case, then remove all bolts from primary case.
Primary with all bolts removed. Clutch wire unhooked .

Primary case removed.

Clutch engagement spindle is held in place by a snap ring. It easily comes out of its seat with a snap ring plier.

Now comes the real part. Clutch plates are under tremendous pressure from a spring plate (Diaphragm). That's the pressure you realease while pulling in the clutch lever. And a snap ring holds the diaphragm , preventing it from coming off . So the snap ring is also under same pressure exerted by diaphragm. Pressure must be taken off the snap ring to make it come off its seat . Harley Davidson sells a nifty tool set for this job. Why buy one when you can make one!

Hacked an old conical bearing outer seat. Welded it to a twig some distance apart so as to just miss pressing the snap ring while pressing the clutch diaphragm.

Side view. Not the most handsome of tools for sure.

Minute made pressing contraption. Held in place by 4 bolts at places where the primary case is bolted.

Tightening the bolt is supposed to be pressing diaphragm while missing the snap ring.

In action.

After about 10mm of bolt tightening, there is clear daylight between diaphragm and snap ring. Ring os also moving about by fingers.

Just checking all sides if pressure is well distributed and ring is free from all sides.

Once free ,it comes out just like that using small pliers.

Easy to take off the clutch cover now with diaphragm removed.

The clutch plates come out easy, notice the 5th plate. Its a riveted spring plate to reduce clutch chatter and voilent engagement. Also know as grenade plate.

Rivets are made of brass and shear off under hard or abusive clutch engagement. Most racers got rid of this grenade plate as soon as they could.

New Screamin Eagle clutch plates.

Although i bought them from Official HD workshop and they came in HD packing ,plates bear a mark of Rayathons.Dont know what that is.

Barnett heavy duty clutch spring / diaphragm.

Empty clutch basket.

Basket packed with new SE clutch plates.

Barnett diaphragm goes in too.

Again contraption gors to work to press the new diaphragm to make space for snap ring to take its seat.

Right into its seat all around, checked twice and confirmed and then checked twice again and confirmed again.


The stock diaphragm has two greenish markings. Info if you guys ever need to confirm what clutch are u running.

Put everything back just as you dismantled it.

Adjust clutch engagement point and free play before you close the case.

[Alka panwar]

Old injectors out, in goes High flow 5.3gps red band ones. Blue band ones are stock rated at 3.8gps. stock are good for roughly 85bhp.
First test and tune ride tomorrow!

[Alka panwar]

How about this? Not yet sure if I would need an intercooler! Just trying

[Alka panwar]

First Tank full. Just random pics , nothing noteworthy!

[Alka panwar]

A small generic walk around.

https://youtu.be/kJk90s9bIKE