HollywoodMX
Coast to Coast
Ya except it takes longer to set the cards as it did to paint, lol. Well almost..compoundcycles said:Neat trick with the playing cards for overspray!
Ya except it takes longer to set the cards as it did to paint, lol. Well almost..compoundcycles said:Neat trick with the playing cards for overspray!
Hey man. Define oil pressure issues? Did you run a oil restrictor on the turbo? The oil restrictor restricts it to very small hole. You have to run those on smaller turbos like that. Even for cars. Those turbo bearings need temperature cooling so the oil needs to move faster through the housing. The actual area for oil is small.der_nanno said:Hey Mr. HollywoodMX,
so did you run into the same oil-pressure issues with taking the oil-pressure from the union bolt as I did?
I am going to run a GT1548 (cheap and plentiful in used condition overhere) on the next setup as a replacement to the T3...
Cheers,
Greg
HollywoodMX said:Hey man. Define oil pressure issues? Did you run a oil restrictor on the turbo? The oil restrictor restricts it to very small hole. You have to run those on smaller turbos like that. Even for cars. Those turbo bearings need temperature cooling so the oil needs to move faster through the housing. The actual area for oil is small.
That's good to know. Seems like you have a few choices then. I thought I remember reading you can upgrade the 920 pump with an xvs pump but I can't remember. Did you try opening the lower bolt a little for more flow?der_nanno said:Hey! Yes, I did run a restrictor, but still I couldn't get enough oil-pressure to the turbo. I'll try a completely different approach on where to pick up the oil for the turbo next. I was just wondering, whether you had the same issues and how you got around them or whether it was something to do with my engine (as it seems).
The bike looks gorgeous, even without a turbo!
HollywoodMX said:I thought I remember reading you can upgrade the 920 pump with an xvs pump but I can't remember. Did you try opening the lower bolt a little for more flow?
You could add a mechanical oil pump which will be a pain and full custom as it will have to be driven off the crank on the left side.
Last option is get a new turbo. There are turbos while pricey that don't require oil or coolant feeds. They use these on Harley's and I've seen wierd setups where they put them at the end of the exhaust too.
http://compturbo.com/products/turbos/ct2
Well I can tell you. I have a supercharged kz1000 and it's waaaaaaaaaaaaay more work than that expensive turbo in the long run. The xv also doesnt have the room for it either. My sc the size of another xv cylinder and head. Maybe Ur thinking centrifugal, but it's major headaches regardless.der_nanno said:Already running a very late XV oilpump, which is similiar to what is installed in the BT and XVS models. I thought about adding a mechanical oil-pump out of a pit-bike pump (I've built something along those lines years ago as a scavenge pump for a completely different turbo setup), but you'd have to build a complete filtration system etc. so it's not really worth it.
I have to admit, before I go down that oil-less-turbo route, I'll put a classic blower on the bike. I already have an Eaton kicking around, but currently simply not enough time to engineer a drive-system from scratch.
Well my cafe engine was far from simple and enough engineering to keep any builder busy. Think of the people who pioneered the xv1100 conversion to 920s. I did the same with big bore 920s. Piston kits exist on the market because of the engineering done by Greg (big twins), Arias and I. Mine was the first to prove it as well.der_nanno said:But you already mentioned the two points that both bug and challenge me: expensive and more work/more challenging.
I am an engineer and currently (sort of) working at uni. Means no money, but a lot of time and I have the workshop to suit. If I wanted simple, I'd simply get a different bike. It's the challenge that gets me with this one... ;D
HollywoodMX said:Well my cafe engine was far from simple and enough engineering to keep any builder busy. Think of the people who pioneered the xv1100 conversion to 920s.
HollywoodMX said:That cafe is a gambit of all the best ideas new and old. Modified frame, under 400 lbs, 41mm dual fcrs, equal length exhaust (to the inch), ignitech ignition, race cams, modified head to fit the cams, race valve springs for higher red line, roller cam bearings, R1 coils, 9 pack vx1100 clutch (was that you? I can't remember) I took it a next step by adding race springs which you now get a free workout pulling the clutch, ported heads, 190 rear tire on a stock swingarm, I think was the first for that as well. I pioneered the triumph shock swap. The gsxr steering stem is also on the market because of me.
HollywoodMX said:What I'm trying to say is there is enough engineering you can do without going FI to make a rad bike. I look forward to finishing the cafe next but I worry about how many hours are left.
HollywoodMX said:Not trying to tell you what to do just some wisdom from someone who knows these bikes better than most. There are only an handful of people in the world who have taken these bikes to another level...
Sorry for my rant. I'm just happy to ride the bike at 98% completed. There are a few things I need to clean up.
der_nanno said:In the US you mean, right? The 1100 conversions on both TR1s and 750ies started about 20 years ago in Europe. (check out TR1.de, the oldest references of hopped up TR1s and 750ies) That being said, I don't mean to offend and yes I catch your drift. It's just, I do not only have ONE TR1, it's multiple and the two of them which are roadworthy are built for completely different reasons - the Tractor is my everyday ride and the turbo is for those days, when I just want to engineer stuff for engineering's sake.
Yup 9-disk-clutch was me, first (modified Triumph-rear shock was about ten years ago... but the XT-shock is better, which is why I gave that one up...) - yup, I have (by now) gone the other way and actually lowered the spring pressure a bit, exactly for this reason, still works fine when adjusted correctly.
Not planning to go FI to be honest, it would be relatively easy, with the necessary funds, but I don't find it very tempting to be honest...
Well, I've been working and hopping up TR1s for the last 16 years, so I guess, I may know a thing or two about them ;-) That being said, input is always welcome. It might not always be new stuff, but sometimes simply someone telling you WHY they did something a certain way, is helpful per se.
Cheers
Greg
Well the triumph shock isn't close to bottoming ever. The opposite really. It reacts well to high speed bumps but low speed bad payment is an issue. One big bump is ok. Multiple bumps is the issue.der_nanno said:Oh without a doubt, you had to put your braincap on more than once during your build(s), which is why I keep following them here and back on VTF, when you built the cafe. As you said to many Greg H. clones out there already.
Regarding shocks: There used to be a stiffer spring from WP-suspension for the old XT (steeper progression) and that would probably be the perfect spring. With two full grown (i.e. around 400 pounds of weight) the progression at the very end is a bit too soft. It's not bottoming out, but I'd wish for a bit more. But as I mostly ride alone, it's absolutely perfect.
Oh and talking of firsts: I am working on the very first double-squishband, small-valve head setup for a TR1.1 at the moment meant to work with stock pistons and still getting a solid 10:1 compression. (Talking about innovation)
920s out perform all virgos including the xvs. 1100s are Long strokers. More tq less hp, less rpms . It's about how you want the bike to feel when riding it.JAGspeed said:Great pics of the bike the Tank looks cool in the background. Was wondering what happened to this build, but I get it my XV stalled for a bit because of LIFE. I finally started to make some progress lately though. Was debating on doing engine mods possibly XVS crank, pistons, and high perf cam. No turbo quite yet. I know you have experience with this and thought at one point recommend leaving it stock but I'm not sure I can help myself. I know it's a disease. Any recommendations DR. ....