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Turbo EX650r

111K views 133 replies 32 participants last post by  mchmiel 
#1 ·
I just got the turbo the other day (a GT15) and will be spending the winter putting it on the EX650 Dragbike. Any thoughts?



 
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#8 ·
What do you plan on doing for internals? For the size of the 650 motor, i would say 1 PSI is going to equal around 5 HP (just a rough guess based on other boosted car knowledge of the effects of PSI/HP/Engine Size) I have read before that the 650R motor isnt good for much past 90HP. I really cant see it taking more than 100HP at the crank, which would be a crazy 38HP nearly 70% increase in HP. An unheard of amount of power to add to any stock block. I would suggest you look into rods and pistons and I have a strong feeling you will blow this motor on your first pass running much more than 5 PSI.
 
#9 · (Edited)
also is that a CX Racing GT15 Turbo? Have you heard much about this turbo company? I looked around for some reviews, didnt see any bad reviews, no good ones either, mostly people just saying it was a Chinese Ebay turbo and most Chinese ebay turbos dont have the reliability of a Garret or Borg Warner. The price of it is tempting though, 200 bucks...
 
#10 ·
Yeah Jayson it was the CX turbo (figured for an expirement most likely ending in destruction $200 was about as high as I wanted ot go). I am most likely going to go Falicon knife rods and also ship them my crank for a knife edge cut as well as ballance it without the ballencer shaft (but that means I need to figure a different way to run the water pump so maybe leave the ballencer shaft in there). Also was thinking of going with JE pistons (not sure if they make some or not but they will do custom work). ...Needless to say this is going to take much more than slapping on a turbo, but like I told you in the ram air thread- I will do my best to post a lot of pictures/info as the project progresses...

On a side note your estimates on PSI to HP seem to be right along with mine, I am thinking no more than 7psi (at least to start out with).
 
#14 ·
Not sure if you are being casually sarcastic or negatively sarcastic... Im pretty sure this guys Ninja 650 is already running mid to low 11's in the quarter mile, if he puts a turbo on it, he will easily be seeing mid 10's. You must have one hell of a prius...
 
#17 ·
Yea very curious about this as well

Also is that a custom swing arm? Back wheel seems to be way out
 
#18 ·
No updates just yet- been out of town for work but now I'm back and slowly getting to it but this is going to be a long project... I am shooting for mid to end of January.

Also yeah it's a custom swingarm. The one on the bike now it version #3 but I am looking to make another one here during the turbo project to hold the turbo oil cooler...
 
#20 · (Edited)
Okay guys, it begins… I finally got a chance to make it down to the shop and start playing and feel like day (night) #1 was a good productive start. As I started to see how/where to place it I realized there is so much more work that will have to be done to make this work then I originally anticipated but truthfully I am very excited for such a good winter project. This will be fun!



Spent a few hours trying to find a good place to mount this turbo and of all the options I came up with this one seemed the best for a few reasons: fresh air flow on the exhaust, tube (not in existence yet) going to the intake manifold will run up the side of the bike away from the exhaust which has a better shot of keeping it cool, and because I am going to run the oil feed line from under the clutch this position will allow a short, direct line into the turbo.



Got the headers tacked up- I am going to make another set for the final product that have smother more even curves and prettier welds (I miss my TIG). I made this header mainly because I was anxious to get things started.



As you can see the lower right cowling had to be cut, which I had hoped to avoid but couldn’t find a better placement for the turbo.




It’s a great thing that I love my bike as much as I do- her having that turbo there sure does look goofy but I’ll let it slide cause she is my favorite…


So now that placement has been decided and the header is done(ish) all I have left is make the intake manifold, run the exhaust pipe, figure a way to run the waste gate, run the oil lines (make sure PSI is enough, if not run an aux oil pump), potentially an oil cooler, see about adding another pair of fuel injectors cause she is going to need it (as of the last dyno run, no turbo, with 30% fuel added across the board she was literally “off the charts” lean), stronger connecting rods (Falicon..?), beef up the crank (also Falicon..?), un-deck the head (current compression is too much for a turbo bike), and then after all of that (plus the things I undoubtedly forgot to list), tune it and go for a test ride.

On another note:
Is that a Nitrous bottle mounted on the swing arm? If so, is it ok/good/bad to have it mounted so that the exhaust points at it?
Not a Nitrous bottle, Bob. Just an air bottle for the air shifter- put there because the heat from the exhaust would add about 10psi giving me 3 back to back to back runs at the drag strip vs. only 2 back to back when the bottle was mounted on the rear cowling and got no hot air…
 
#21 ·
Man that thing is low! I'm guessing there wasn't enough clearance just off the head w/the radiator in the way?
 
#24 ·
It is low but could always go lower… It just feels better and easier to handle on the launch that way (plus less wheelies). But yeah the radiator wasn’t actually the issue- if it was going to be I had planned on just moving it to the back of the bike. It was actually the front wheel… Because of how low the bike sits and the angle of the forks- when I lowered the bike the front wheel sits about 1.75 inches closer to the engine than at stock height and I was about 1” short of making it work just off the head.
 
#22 ·
Hey man, placement doesnt look that bad imo, how about ground clearance when the bike is leant over? Although I do feel stupid asking about this about a drag bike it still would be interesting to see how much room your left with

Looks like a hell of a project man, good luck!
 
#25 ·
At my home track I only have to worry about turning left ;). Haha, I honestly hadn't thought of that but since you mention it I don't think the turbo will get hit but I bet I lose an air filter or two... Haha


And RacinJason,

Yes I am going to go with the stock cylinder head off my spare motor. The one on the bike now is decked 0.025" and has a mild port & polish job on it.
 
#23 ·
Are you going to get a different head since I assume you have milled some off your current head?
 
#28 ·
Maybe.... lol

It's something I have been thinking about doing for a long time, but since I picked up my R6 race bike recently I am not sure if I want to commit my 650 to being a race bike as well.
 
#29 ·
Maybe.... lol

It's something I have been thinking about doing for a long time, but since I picked up my R6 race bike recently I am not sure if I want to commit my 650 to being a race bike as well.
I can understand that! I am going through the same thing with my ZX11- I love having a good street bike always ready to go but at the same time it could go faster... Haha, not going to lie though I still ride the 650 around town quite a bit- it feels solid but I cut my gas mileage in half... Haha
 
#30 ·
Do you guys think a 650 motor has room for internal mods while still being streetable? Seems like it could use more compression + up top breathing w/o losing that off idle beast torque or overall reliability
 
#32 ·
Internal mods dont really effect the streetability of the engine, just makes it stronger. If you get a good port and polish job on the head you can gain some power uptop, will most likely loose a little down low. Anytime you modify a motor it becomes less reliable than the factory. No aftermarket part you every buy will be as tested and as proven as the factory parts. If you want a reliable bike, leave it stock.
 
#31 ·
sweet, do you think the turbo would have fit behind the wheel if your bike wasnt lowered? Cause that is where i was planning on putting a turbo. Nice and snug. Otherwise looks great so far. What internal compression are you going to go with and what size injectors? What size are the stock injectors for that matter? Are they low impedence or high impedence? What are you using for tunning? PCV autotune seems like a good start, you can command the injectors to meet the required AF ratio for each table, pretty simple and from what i hear makes a pretty good baseline tune also the option of ignition advance and retard is a must for any forced induction.
 
#34 ·
sweet, do you think the turbo would have fit behind the wheel if your bike wasnt lowered? Cause that is where i was planning on putting a turbo. Nice and snug. Otherwise looks great so far. What internal compression are you going to go with and what size injectors? What size are the stock injectors for that matter? Are they low impedence or high impedence? What are you using for tunning? PCV autotune seems like a good start, you can command the injectors to meet the required AF ratio for each table, pretty simple and from what i hear makes a pretty good baseline tune also the option of ignition advance and retard is a must for any forced induction.

-Jayson-,
Yeah Jayson I think the turbo would have fit right under the radiator no problem if the bike was still stock height. On that note though if you haven’t gotten a turbo yet two things I learned today may help you out: 1) Avoid one with a built in waste gate- it makes the whole turbo assembly bulkier, harder to fit, and puts the air outlet in a bad position. An external waste gate gives you options on placement and will make mounting there easier. 2) Try to get one that comes with the oil lines (trying to make them is being a pain in the butt).

The combustion I am shooting for is between 10:1 and 10.5:1. For every 3psi it adds 1 to the combustion so at 12psi a 10:1 motor becomes a 14:1. I am going to start with around 9psi and start pushing it up from there assuming everything holds together… All I have on the injectors right now is that they are INP-287 fuel injectors and are high impedance (11.7-12.3 ohms at 20 degrees Celsius). No tech data on flow rate yet though. For getting enough fuel I was going to try a different route then the norm- instead of getting bigger ones I was going to try running 4 (2 in stock positions and 2 directly above the throttle bodies). Not sure if it’s going to work out or not but I like the idea of it. And for tuning purposes I am with you on the PCV. Bang for the buck it’s the best deal with the most options.

sportyaccordy,
I have nothing more to add to Jayson’s reply about your question, he covered everything.

andrewhtf,
Nice links, thanks for posting those up!


Not much more has gotten done since my last update beyond fabbing the exhaust out of the turbo. But I did realize while playing with it today that by placing the turbo as low as I did I am going to have to put an oil scavenger pump in to get the oil from the turbo back into the motor (gravity kicks me again).
 
#35 ·
I've been wanting to do the same thing since i got mine, very interested to see how this goes:cheers-004:
 
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