Big CC Racing
Novice Class
Posts: 33
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posted April 07, 2013 12:47 AM
I don't wanna get involved in argueing on differing opinions. If I experienced cracked blocks I would, like Doug look to eliminate the problem. Perhaps we just have not got to that point? Always things to learn.
Modifying the underskirt of the blocks for pressure relief may cause weakening but I have never done that. Some tuners do. Most turbo bike head gaskets fail not from boost pressure or build issues but from misfires caused by weak ignitions, maxed injectors, excessively rich air/fuel mix, Sync ref errors etc.
Regards the pistons I prefer MTC as the JE lack resilience around the valve pockets & have burnt through easily in the past . Sumps we use our own billet 360 degree swinging pickup . They are good for car app too.
The chargecooled bikes run ice tanks but for dyno use I just connect up a small garden hose from a tap to simulate it for mapping & it's usually spot on.
My humble 2 cents
   
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KZScott
Needs a life
high on speed
Posts: 7235
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posted April 07, 2013 07:53 AM
Excellent answer. Some guys just want to stir shit.
Would you be willing to share details on your ign setup?
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01 ZX-12R 8.84 @ 156.3 no bars, DOT tires. Pump Gas, NA.... turbo 8.47 @ 164.
00 ZX-12R 8.62 @ 165.2 no bars, slicks, Pump Gas, 55 shot.... turbo 8.32 @173
00 ZX-12R Fastest NA Kawasaki in the world 1: 222.046 1.5: 226.390 Loring AFB
00 ZX-12R street turbo 1: 227.9 1.5: 234.1 Loring AFB
00 ZX-12R LSR turbo 1: 263.1 1.5: 266.5 Loring AFB Worlds fastest ZX-12R
CMG Racing RCC Turbos
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ThunderZX10R
Parking Attendant
Posts: 7
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posted April 07, 2013 03:27 PM
quote:
I don't wanna get involved in argueing on differing opinions. If I experienced cracked blocks I would, like Doug look to eliminate the problem. Perhaps we just have not got to that point? Always things to learn.
Modifying the underskirt of the blocks for pressure relief may cause weakening but I have never done that. Some tuners do. Most turbo bike head gaskets fail not from boost pressure or build issues but from misfires caused by weak ignitions, maxed injectors, excessively rich air/fuel mix, Sync ref errors etc.
Regards the pistons I prefer MTC as the JE lack resilience around the valve pockets & have burnt through easily in the past . Sumps we use our own billet 360 degree swinging pickup . They are good for car app too.
The chargecooled bikes run ice tanks but for dyno use I just connect up a small garden hose from a tap to simulate it for mapping & it's usually spot on.
My humble 2 cents
I've seen your pan on other bikes but the bike in the picture looks to be wearing an OEN oil pan. But your pan is a wet sump design right? Dry sump isn't required with the 12R according to popular belief here? Detonation is the killer of turbo bikes it always has been as you pointed out. When I switched to a Mag from a battery powered ignition and cured the misfires back in my drag days the difference was night and day. Problems that I thought I had weren't even close to being problems it was weak ignition from the get go. On the Motec what do you offer for a wiring harness if anything or does a man need to build his own from a pin out map?
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Gunner
Needs a life
Posts: 5778
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posted April 07, 2013 08:04 PM
BigCC have you seen any advantages from grouping of header pipes on Turbo systems. Example like on a divided vane turbo grouping 1&4 and 2&3 over each side of the vane? Or is there nothing there and not worth the added fabrication for little if no gain?
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There's no such thing as a motor with no more power to give only people with no more intelligence to get it
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Big CC Racing
Novice Class
Posts: 33
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posted April 08, 2013 09:06 AM
It makes a big difference to sequentially fire the headers on a split turbo housing. The problem with split turbo housings is that they are more restrictive than single entry so sizing is important.
I am converting some split header units back to single entry for this reason. Not that impressed by them.
Regards the sump the other bike shown is a land speed bike / road bike & we will use the stock sump as it is not lowered much. I find overfilling the engine oil works well with baffle plates where available & then put a good breather tank that recirculates back into the motor.
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Gunner
Needs a life
Posts: 5778
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posted April 08, 2013 10:11 AM
 Edited By: Gunner on 8 Apr 2013 18:22
So are you saying split housings are best left to the F1 guys with tons of engineering dollars to size everything perfectly? I have never understood the split housing purpose anyway since the whole exhaust system is under pressure and achieving delta pressures better than 1 to 1 is a very expensive task that requires perfect sizing of every piece of the puzzle. Again back to the split housings sequential fire issues of perfect sizing. Since you are converting some headers back to single entry units would it be safe to say getting a split housing system to perform optimally would require trying several different A/R turbine housings before getting the thing close? Or does the exhaust header tube size also need to be changed up as well to get everything sized properly?
Sorry to keep beating a dead horse here but are you saying you saying your billet pan with the swinging pick up doesn't hold enough oil for land speed? Road / Land speed is my interest these days. Owning a trailer queen lost it's appeal many years ago.
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There's no such thing as a motor with no more power to give only people with no more intelligence to get it
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