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Thread: theoretically....

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    Senior Member abyss1406's Avatar
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    Default theoretically....

    What if you turbo'ed your FZ6r... You know its do able, just alot of custom fabrication
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    Senior Member JonKerr's Avatar
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    I don't think the drive train or the frame itself would really be able to handle that much power.
    09 Raven FZ6R / Bridgestone S20's / T-Rex Sliders & Spools / R6 Mirrors / LP Flushmounts / DDM HID / ProGrip Grips & CF Tank Pad / StompGrip / ASV Levers / GYTR Tinted DB Windscreen / GYTR CF Exhaust / DynoJet PCV / Marthy Maps / K&N Filters / NGK Iridium Plugs / Driven Lightened Sprockets / EK Chain / RaceTech Suspension / MFW Vario Pegs / EBC HH Brake Pads / Goodridge SS Lines

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    Senior Member ST3RL0's Avatar
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    Upgraded clutch and 530 chain & sprockets should cover the drive train issue

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    World Most Bad A$$ 6R Marthy's Avatar
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    Buy a liter bike! By the time you add all the hardware to get 120 HP (if all the stars line up) you're still stuck with a 500lbs bike.

    Go test drive a FZ09... you will understand what I mean.

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    FZ6R sold...

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    Senior Member Cerebus's Avatar
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    Agreed with Marthy ...except the FZ-09 part.

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    Senior Member abyss1406's Avatar
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    The purpose of the thread is theoretical. I mean I'd do it just to have the only turboed FZ.
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    Senior Member Brock Kickass's Avatar
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    There's a guy from Germany on the FZ1 forum who built a turbo kit for his 998. I think he can push 300whp if he cranks the boost way up. It looked like a lot if work. Pretty sure he is a mechanical engineer or something similar. The FZ1 is close to 500lb but at 300hp who really cares? It must be terrifying!

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    I think it would be a good bike to turbo. I was thinking about it.

    However you'd only be able to get around 120 HP and added weight and complexity. So you'd be better off trading it up for a litre bike which would be more power and lighter anyway.

    Prices : (you could double this).
    - manifold and exhaust $1500
    - turbo $1000
    - Big injectors ~$500-700
    - ECU replacement with additional sensors and retuned by a good tuner ? $2500 ?

    If you tune them for a living and can make up your own manifolds, it may be worth it if you have lots of spare time and like doing lots of work.

    If you replace the pistons for more boost, you definitely should be buying a new bike at this point.

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    Senior Member 98Deathmage's Avatar
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    Your only problem with a turbo is when the boost kicks in at a certain RPM. IF you are mid-turn and your turbo boosts your motor, you are going to spin out and low side. Superchargers are a better option for this application.

    A great example is Kawasaki's soon to be zx15r. Its supposed to be supercharged from the factory. Ill find the link to the article i read.

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    Senior Member Brock Kickass's Avatar
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    Quote Originally Posted by 98Deathmage View Post
    Your only problem with a turbo is when the boost kicks in at a certain RPM. IF you are mid-turn and your turbo boosts your motor, you are going to spin out and low side. Superchargers are a better option for this application.

    A great example is Kawasaki's soon to be zx15r. Its supposed to be supercharged from the factory. Ill find the link to the article i read.

    Boost lag shouldn't be a real problem at constant throttle. It's not that boost hits at a specific RPM, it's that the turbo needs a certain amount of time to accelerate to the RPM required to give good boost. The turbo is driven by the exhaust, so the more fuel going through the engine, the more force being applied to the turbo's impeller, the more boost created.

    Interestingly, because the turbo is driven by exhaust, boost does not directly relate to engine RPM like it does with a supercharger. For example, if you are cruising along in a low gear at higher RPM but with the throttle, say, 1/3 open, you will not generate a lot of boost because there isn't a lot of exhaust volume. Even though RPM is high and there are more ignitions per second, there isn't a lot of fuel being burned in each ignition. At the same RPM but full throttle, with exhaust volume significantly higher because so much more fuel is being burned with each ignition, the turbo is pushed to spin much faster, creating more boost.

    In a full throttle acceleration situation, the engine will essentially be naturally aspirated for a short period until the turbo is spooled up. Larger turbos require more exhaust volume and as such, more time to begin to produce boost. (As an aside, the article about the McLaren P1 in this month's Road&Track talks about McLaren's very interesting solution to boost lag)

    In a turn situation where you are holding the throttle to a fairly constant position the boost won't jump on you. On a turbo bike you would have to be very careful about modulating the throttle as you come out of a turn, but that's a reality for any high horsepower bike.

    A really good rider on a low power bike might be able to pin the throttle wide open as soon as they can see the apex and just wait for the bike to come up from the turn, but on anything with serious power (litre bike) the limitations in grip dictate a more gradual opening of the throttle as you exit the turn. Gradually increasing throttle mitigates the sudden onset of power that comes from lagging boost, making the power increase much more linear and manageable.

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