tyrel

Well this project is finally off the back burner.....I have made a few changes for the rebuild, TDR head, switch to methanol, 4 injectors at 530cc each, common plenum intake, single throttle body, blow off valve, new chassis. Hopefully back on the dyno in next few weeks! I'm liking the new look, getting rid of all the street legal crap shed alot of weight and wiring. Anyone make a 17" paddle tire?

Ouch, Looks like i'm spending some money on a keyed crank!

good to know, so I if keyed is the way to go I should just go with a 4mm vito

So far my reeds are showing minor wear. I talked to Tony from TDR and will probably be going with the several cylinders on the stock welded crank. now I just gotta save some cash!

I took care of the crank seal issue (although on teardown i didnt see much movement) I welded aluminum retainers on both sides of the cases, the seals can no longer physically move. Not the prettiest but hey it should work just fine Bad news is this project is on hold until winter, upon re-assembly i must have missed somethnig that must have dropped into the intake.......found its way up the transfer port and took out the left cylinder, piston and head. So for now this build is out of dollars. When I get back to it I will have a few options......... stock bore / stroke / porting would leave it 350cc and eligible for a 350cc land speed record. also the cheapest option I could go with the 392 cub on the stock crank or do a 4mm cub I think I have the domes figured out so I will go with a TDR 1 piece girdle head The turbo should work well on all the set-ups. Any thoughts? it was hovering around 100 rwhp on 18psi boost

Hey Stimbert, I will have to give you a call one of these days and talk about some ideas. Are you running stock bore /stroke?

Did you see problems on boost blowing through the seals or actually pushing them out? I was thinging of welding large aluminum retainers on the outside of the crankcase to ensure they cant push out.

Update if the week we purchased a dynojet 250i with an eddy brake!!! I will have lots of dyno data now, I plan on trying everything from completely stock cylinders to full drag port (whos got any spares to part with!), I will post results with various set-ups to see what differs. so far it seems to like more timing, we picked up 10hp so far by going from -2 to +2 bad news is I fixed a big exhaust coupler leak and tried out the new dyno, boost comes on fast and made into the 18psi range when we kept leaning out, tried adding more fuel in various ways, upping fuel pressure and ve tables.......chased it for 7 runs. And then melted a piston. it turns out the fuel feed line had kinked and was dropping pressure under load. we have now seen 100hp and I will keep pushing the limit of this set-up

Good thing they are cheap!!, they are not leaking yet after a fair bit of abuse and multiple stints to 25psi. I plan on keeping pistons, reeds, and crank seals in bulk haha

I haven't talked to that builder but I may try and get in touch with him!. Crank seals are held in with a gratuitous amount of yamabond

I would try completly stock cylinders, The only reason for raising the port was to pull a little more rpm to help spin a larger turbine. it has a nice fat power curve from 8500 to 11k. around 65hp at 8500 up to 70 at 10200 and still 65 at 11k

Boost is measured at the throttle bodies. While 70hp and 40ftlb isnt anything crazy yet I feel I am on track for some good numbers. Keep in mind this is low compression, stock bore, stroke, cylinders and basic port cleanup (exhaust port was raised 1.5mm). from the limited information I have found on turbo 2 strokes it seems that they dont make more than there NA counter parts until 6-8psi. that being said this motor will be tuned to run 20-25psi where I expect to be well over 100 rwhp

Well the bike hit the dyno!!, and it turns out I have alot of tuning to do.........running pig rich in boost it seems. Its funnny because on the street it always seemed pretty good into and above 20psi. Anyways at 10.5 psi boost the bike is making a solid 70hp at the wheel at 10200rpm, anything over 11psi and afr's go to around 8:1. hopefully in the next few weeks I can work on the tune and get the afrs perfect into the 25psi range. It takes alot of load to spool the turbo, the pulls were done in 6th gear. I have a gt12 I might try and see if I can get a bit faster spool. Doesnt make all the power yet but sure is light! 6th gear pull from 5000rpm http://vid202.photobucket.com/albums/aa268/Baja_Neufy/IMG_1957.mp4

quick update, I have been very busy at work but still managing to put some miles on the bike........I lost the oil pump and scrubbed the turbo. I decided to pull the motor and do a teardown. Everything looks great internally, I doubled up on the base gasket and dropped some compression (along with slightly higher port timing), currently at 118 psi cranking compression. I finally ponied up for a brand new turbo and went with a Garrett gt15. the bike now comes on boost around 5800 rpm and makes 25psi by 8000 rpm. I have some dyno time coming up and expect some decent numbers, 100mph in 4th and can pull wheel up. dyno video and some go pro soon!

I am currently running the stock head with stock wossner pistons, +6 timing. It is running around 12psi boost on 110 octane at the moment, I think I am going back the timing off a bit and push the boost up. I have a set of domes for the cool head that I am going to get machined down to 26cc and see how far I can push the boost. This motor loves to have a load on it (as with any turbo application), I am going to try a 19t front and 35t rear sprocket. I finally figured out how to get rid of the lean decel I was getting and got this bike as responsive as my dirt bike (only with a tad bit more power), I am finally able to put those sticky tires to use in the corners

Well I have installed a "new" Garrett GT17 turbo, 470cc injectors, larger rad, and done some more tuning. It just keeps picking up power, it probably the scariest bike I have ever ridden. On the list for the near future is taller gearing, RZ transmission, and a day of dyno tuning. The much smaller RHB32 turbo had zero lag when I switched to one pipe, it was a riot around town. the new GT17 feels much more like any turbo car, little bit of lag then massive power that doest quit.

Haha there is obviosley room for improvement on the pipe!, I did try and get the length close to what the pipe designing program said. I will call this one a prototype, the budget is almost up for this year anyways!! I have been having a blast running this thing around the street but have now killed the little turbo (it was well used before I ever got it), its not rebuildable at this point and hard to find another so I am going to switch to a Garrett t25, according to the calculators it should be a better fit and leave more room for power. time will tell JUSTWANNARACE - I may take you up on the head, any input on MLS gasket vs o-ring in this case?

Its a cut and turned CR250 pipe with a fabbed Y pipe

Well the new pipe doesnt look as nice as the duals, but who cares more power!!. I will look into getting the stock head machined and will go with the MLS gasket. I am hopeing to run this bike in bonneville this year

Well you guys were right about alot of things haha, the stock head makes more power than the 21cc domes. I am going to get a set machined for the pro designs head to lower compression below stock and raise boost levels. I have 450cc injectors on the way!!

I HAVE CREATED A MONSTER!!.....big update for this bike. I ended up building a big single pipe to see the differance, well it is unbelievable. The bike is almost unrideable now, you can flip it over in any gear hahahaha. the turbo lights up almost instantly The bike was always pretty fast at the very top of its rpm range but i was apparently missing out. I believe it all went wrong when I built the dual pipes with space in mind and not 2 stroke pipe design. the new pipe is almost 6" longer to the exhaust port and hits like a hammer. So now I have to do alot of re-tuning. I cant get enough fuel in it anymore, the injectors max out way too soon (currently flowing around 350cc each) so the next step in 450cc injectors and either data logging or dyno

Well its been awhile since I have had time to work on the bike but the good news is I fixed my charging and ignition problem. I was grounding everything through the frame and apparently that was my issue. The weather has finally turned around here and I have been putting some miles on it, I ended up raising the suspension about 4", i was leaving too many sparks in the twisties. I just have to chase down an oil leak and dial in the fuel map a little better! If i still have the bike next year I will probably go with a big bore, stroker setup, single custom pipe and keep the same turbo

Pick up gap is 20 thou, running ms3, using a rising rate regulator (fairly confident its not a fueling issue), I will go with a 36-1 wheel and hall sensor if needed but would like to keep the stock ignition if possible for simplicity! I will try the factory pick up next, if that doesnt work I may run the microsquirt of a second VR sensor and see what happens

I did some data logging and the VR signal is definatly getting erratic at 8500 rpm (my dashboard tach must not be that accurate) doesnt seem to matter if im in boost or not. Time to figure out how to keep that signal clean! I was thinking of a dynatec CDI and using the tach output for the microsquirt, so the VR wouldnt need to be tapped. Any thoughts?

Thanks for the input, I put in the plugs suggested and gapped to 20 thou, tightened up the pick up gap and no change. I am running the stock cdi and coil next I set the timing back to stock......no change . stock stator.....no change next i wired the wastegate open to see if the turbine was too restrictive, no change other than the bike felt very slow with no boost Tomorrow I will bring my computer and data log the VR sensor and see if it goes haywire at 9500 rpm. If that all checks out I will bolt the stock head back on and see where that takes me. The bike is fast pulls, hard approaching 100mph and still has more to go but its not the screaming death bike I want yet. It currently feels like its pulling like a diesel and poof 9500 wall (almost like a rev limiter)