Nannos Hotrod Turbo TR1.1 (XV1000)


I've promised, I open a thread on my turbo and it's probably one of the last things I'll do in 2016, but hey... rather late than never, right?

Well to be honest, the whole story started about two years ago, when I "bought" the bike for a crate of beer. Mainly because the engine was seized (the p.o. had pulled the carbs and then part of the roof of his workshop collapsed) and well... just check out the pictures, which make the bike look A LOT nicer than it actually was. Lots of parts simply turned into dust at the lightest touch.

Technical specs of this one:

XV1100 crank to bring it up to 1063cc
Stock XV1100 heads with polished valves and slightly ported (just taken off the casting imperfections really)
modified TR1-clutch or maybe a modified XV1100 clutch (that would allow an extra 9th disk)

There's actually two turbo setups you can see in the pics and a third one to be built soon.

1) The blow-through-setup consists of stock XV1100 Mikuni carbs (because they have very heavy slides and external floatchamber vents), a TD04-13G turbo (out of a Subbie Forester), Intercooler out of a Ford Focus Turbo Diesel, fuel pump BMW 528i E39, fuel pressure regulator: a cheap one made out of Chinesium - I've never quite finished this setup due to some issues with the TD04, but quite a large portion of it will be used for the new setup with a GT1548

2) A rather butch and simple draw-through setup with a Chinese Garrett T3 copy and a Mikuni VM44 on a 2in1-manifold. There's absolutely nothing fancy about this setup, but it worked until a bearing failure stopped the turbo dead.

So here we go:

Then I had some flanges cut for the first turbo-setup:

And this is pretty much, where the build for the first version of the turbo setup ended:

Then I started on the draw-through setup:

And that's the headers sorted:

Clocked the turbo and took off some measurments:

Used an old brake-line to work out the correct length: (35cm)

Getting the rear header right:

The finished product (admittedly the front-downtube is only tacked at that point, as I ran out of time)

And that's what she looked like in the end:

And there she's runnin':

Now you have to be patient with me as I am currently building a new sidecar for me (XS750 with a KMZ/Dnepr K750 sidecar) and well, I can't "just" build a sidecar... (and I am way behind schedule, but that's how life goes!)

I admit I've left out some bits and those can be found on my blog in the following posts (as I said, this has been going on for two years, even though only a fraction of the time was spent on building the turbo setups, but I mainly used the bike for building exhausts for my own and other TR1s/XV750ies) ... art-1.html ... bling.html ... g-out.html ... er-of.html ... s-are.html ... alves.html



Thx to Beachcomber for reminding me of the existance of CT20 turbos (and the fact that some of them in fact truly ARE carbon sealed, I had a little poke around the mighty bay of "e" and guess what - I found an early CT20 turbo in good nick for the right price. The whole thing isn't gonna be quite as straight-forward as I hoped initially as you can't clock CT20 turbos and feed and drain are on the same side. Those aren't real show stopper, but it means a little obstacle that I will be forced to work around.


I guess, this thread has lain dormant for a sufficient amount of time, so I might as well, start it off once more.

Now I had a rather nice turbo setup on the bike, unfortunately said turbo died. Then I got my dirty ol' paws on quite a nice Eaton M45, but unfortunately, no matter how I twisted and turned it, it would have meant raking the headstock to make the supercharger fit between front-wheel and engine.

So when a friend told me, that his old Jeep Wrangler with the (in-)famous IL-6 needed a supercharger I sold said Eaton M45 and made a few adaptors for him.

Fast forward a couple of weeks (months actually) and I was able to get my hands on a VW-branded Eaton M24 out of a 1.4TSI Polo.

Due to the internal step-up gears with a 1.93:1 ratio, this little blower actually displaces 46.3ci per revolution, which means it actually puts out more air than the old M45, even though at the cost of producing more heat at the same time.

I already have sketched up an adaptor for the crank, but I have to get a LH-M8 tap (easy) and a LH M8x40 bolt (the actuall challenge as I found out) to secure said adapter to the crank.

Bit more stuff on my blog:


Now being a curator of all manner of things being special, i.e. being a hoarder of my old projects, I still had an earlier set of turbo headers kicking about and as I recently had to wait for some spare parts to be delivered for the new TR1 engine, I did some measuring on a flange, only to discover that said flange could be repurposed.

Now almost nothing drills as "nice" as work hardened stainless steel, so drilling three holes took the better part of two hours and an ungodly amount of swearing.

But after a bit of dressup with an angle grinder and a flap-disk, the result is almost presentable.

The turbo in the picture doesn't only LOOK, but actually IS tiny. It's a GT1540-something, out of a Opel Astra 2.0 Turbodiesel, which makes a bit shy of 100hp.

So why go down from a GT30 to GT15? The answers are: instant boost and I had it already sitting on the shelf gathering dust. As some of you may, is this the end to the supercharger project? No, but I can get this buttoned up and working in a matter of days and then have some fun on it and the supercharger is a genuine engineering challenge and will require a bigger time investment than I currently have available. (And the everyday engine is more important for obvious reasons...)

More-pix here:


Ultimately I want to register this heap for road use, so Supercharger it is... The authorities are straight from spoil-sport-land.


Nobody asked for this and yet still... here goes: I restarted the turbo project and want to implement quite a few of learnings I took from the last setup. Most importantly, everything should be rubber mounted or have slip joints, so it can extend and contract depending on temperature. Only thing: The space between those cylinders hasn't changed so some creative thinking was due.

No matter how much space you start out with, add a turbo to the equation and all the bits fight for exactly the same space under the tank.

Let's add several hours of trying and failed attempts and ultimately giving in and fabricating the missing bits from piecuts. Now I really don't like pie cuts, because pie-cuts are for hipsters. Even though in this case that's probably the only legit use-case for them as you couldn't bend the tube tight enough.

No dressing up here, but the result is really rather compact.

And that's the intermediate result as of this afternoon. Still quite a few bits to sort out, e.g. how to make a joint to seal the turbo nicely to the manifold and ideally give it some level of flexibility. Also the rubber manifolds have to be shimmed a bit as the manifold warped a bit during welding.

The full blog-post:


Slowly, but steadily this stuff's coming together like it should... to admit I am a bit excited by now is a wild understatement. It all seemed rather theoretical up to now, but by now it's basically down to finishing the oil-suppy and then find out which parts I robbed off the bike in the last one-and-a-half years. But I am getting ahead of myself.

First step was to clock the turbo, which is a dead simple job on a new turbo, but a lot less so, when years of caked on oil and diesel-soot glued the whole lot together for good. Weeks of penetrating oil, a heat gun and some (not overly) gentle taps with a Newtonian particle accelerator (a PROPER rubber mallet) and it finally freed up. And just to give you an idea, just how small that lil' turbo is – that's a 10mm spanner below it.

Following the tradition of this being a proper parts-bin-special, this is a wastegate actuator from some Volvo (I think) with a GT1752 as the original actuator worked from vacuum and not boost, because it was operated by the Opel's ECU and not directly. (They were waaaay ahead of their time back then...)

bit of fitting up of all the components and that VERY satisfying moment of: it's tight, but all fits in there... somewhere.

From a design point of view, this has got to be the single most elaborate plenum/intake manifold, I have designed to this point. It's every bit as three-dimensional as you would think, when looking at these pictures.

And that's actually the fabrication side of things on the cold side of the turbo mostly done.

So what's still missing at this point: I have to drill and tap the compressor housing to get a boost-source for the wastegate-actuator, sort out the oil-lines (both feed and drain), tap the engine case for the oil-supply and then sort out all the electrical gremlins that mostly stem from me "borrowing" parts for my daily and friends' projects.

I do not see a silencer as a high priority item. ;)



Bit of a slow burner at the moment, as I blew a tyre out on my car and some f*ckwit played around with the brakes on my sidecar (second daily this time of the year), so I had to fix those first and that was shed-time used up. But to be fair, some updates in the making and the first start isn't too far away anymore as well.



It's admittedly been more than just ages... :mad:

In very short: drilled and tapped the block at an unused boss, which looks a lot like it was orginally meant to be an oilpressure pickup anyway.

Changed the oil and all starter components (solenoid and starter as 38 years of carbon buildup killed the old starter) and then it was about time to push the button and spin the engine over and see if the oil-supply to the turbo works...

The long(er) version of this is on my blog:

The following updates should (admittedly) not make you wait for three or four months between each post.


Right, progress is sluggish as in reality I have mostly been working on my XS Triple Sidecar to get that fully functional as to be honest, this is a bit more important in day to day life. BUT as the flatslide carbs on the triple have fought me all the way and I needed a break, I gave it a well-deserved shot to make some progress...

Step one was to get the wastegate working, which meant giving the wastegate actuator a boost-reference. As this turbo originall came off a 2.0 litre Opel (Vauxhall) Vectra Turbodiesel and contrary to what most people think about those diesels, they already sported electronical boost management (in the late 90ies), the turbo needed some modifications.

... and even though it was a nice press fit, a bit of epoxy wouldn't do harm.

The bigger issue (for me) was the oil-return, as some numpty put the downpipes right below the turbo thus making the whole fabrication of the oil-return a slightly more elaborate task as unlike in version 1.0 a simple bit of heavy duty rubber hose just won't do.

As I was curious to find out, whether all the rumours about oil-return sizing and the fact that it ABSOLUTELY had to be perfectly vertical etc. and blablablabla, I though I gave it a shot... and guess what, the old girl fired straight up, even though there were one or two leaks around the manifold that still need addressing.

The exhaust tubes are a bit restrictive as can be seen by the lovely exhaust colours.

... and there's quite a bit of improvement in the 2in1 manifold, even though the boost gauge has taken a hit in the past and 0.5 Bar (7PSI) is actually. But still 0.2 Bar of boost at idle means a restriction of 3PSI, which quite frankly is A LOT.

Everything even held together well enough for a proper lap in the yard and the engine lasted the complete 1/4-mile in a single go...

At the moment I am working on making a mount for the seat and also tucking away all the small bits like solenoids etc. to make the whole bike look a bit neater. Not exactly the glamourous stuff, but it has to be done eventually.


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