Why not just use the standard parts (e.g. cams, pipe, pistons, stroker, etc) to add HP?
The advantage of turbocharging is that it can provide large HP increases without internal engine changes. Off boost the engine runs like stock and isn't being strained. On boost the acceleration will take your breath away.
Isn't turbocharging expensive?
Not relatively to other modifications. A turbo on a Busa for example can generate up to 300rwhp on pump gas with lowered compression and stock fuel injectors. Assuming an installed cost of $4500 that equals $30/hp.
What internal engine changes are needed?
None if your satisfied with a boost level around 10 - 12lbs, which is good for 200 - 250hp on, pump gas. As you move up in boost several things will be required. To go above 12lbs requires either race gas or lowered compression to prevent detonation. Race gas is pretty impractical except for track use so lowered compression is the common choice. It can be accomplished one of two ways. The first is by installing new pistons with a lower crown and the second is by installing a spacer plate under the cylinder block. The spacer approach requires cam-timing adjustments since raising the block will advance the cams. Lowered compression will allow up to 300rwhp at which point (Hayabusa) the stock fuel injectors are max'd out both in duty cycle and pressure. A good turbo kit will include a turbocharger large enough to support well over 300rwhp if you're willing to make the necessary engine mods.
Doesn't the turbo create a big lag when the throttle is opened?
The latest generation of kits has all but eliminated turbo lag. Turbo lag is caused by the time needed for the compressor fan to speed up. The problem has been solved by two design changes. 1) By placing the turbine housing close to the exhaust valves unexpanded gas is introduced into the port that feeds the turbine, which makes it more efficient. 2) New designs in compressor fans are much more efficient and can compress air with less temperature rise thereby generating more hp/lb.
With all that hp isn't it difficult to ride?
That depends on how you drive. If you use throttle control to keep the front wheel on the ground you can do just fine. If on the other hand you want to be able to whack the throttle open in any gear you will need boost control of some sort. I use a gear position based pneumatic control that steps the boost up in each gear. Full boost isn't used until 4th gear. A gear based electronic controller is expected to be released soon.
Does it make a lot of noise?
Actually it makes less than a normally aspirated engine. The turbine fan dampens the exhaust pulses.
What kits are available?
That is another subject.
The advantage of turbocharging is that it can provide large HP increases without internal engine changes. Off boost the engine runs like stock and isn't being strained. On boost the acceleration will take your breath away.
Isn't turbocharging expensive?
Not relatively to other modifications. A turbo on a Busa for example can generate up to 300rwhp on pump gas with lowered compression and stock fuel injectors. Assuming an installed cost of $4500 that equals $30/hp.
What internal engine changes are needed?
None if your satisfied with a boost level around 10 - 12lbs, which is good for 200 - 250hp on, pump gas. As you move up in boost several things will be required. To go above 12lbs requires either race gas or lowered compression to prevent detonation. Race gas is pretty impractical except for track use so lowered compression is the common choice. It can be accomplished one of two ways. The first is by installing new pistons with a lower crown and the second is by installing a spacer plate under the cylinder block. The spacer approach requires cam-timing adjustments since raising the block will advance the cams. Lowered compression will allow up to 300rwhp at which point (Hayabusa) the stock fuel injectors are max'd out both in duty cycle and pressure. A good turbo kit will include a turbocharger large enough to support well over 300rwhp if you're willing to make the necessary engine mods.
Doesn't the turbo create a big lag when the throttle is opened?
The latest generation of kits has all but eliminated turbo lag. Turbo lag is caused by the time needed for the compressor fan to speed up. The problem has been solved by two design changes. 1) By placing the turbine housing close to the exhaust valves unexpanded gas is introduced into the port that feeds the turbine, which makes it more efficient. 2) New designs in compressor fans are much more efficient and can compress air with less temperature rise thereby generating more hp/lb.
With all that hp isn't it difficult to ride?
That depends on how you drive. If you use throttle control to keep the front wheel on the ground you can do just fine. If on the other hand you want to be able to whack the throttle open in any gear you will need boost control of some sort. I use a gear position based pneumatic control that steps the boost up in each gear. Full boost isn't used until 4th gear. A gear based electronic controller is expected to be released soon.
Does it make a lot of noise?
Actually it makes less than a normally aspirated engine. The turbine fan dampens the exhaust pulses.
What kits are available?
That is another subject.
