Just like on a naturally aspirated engine the overally performance is vastly affected by how well thought out the exhaust header design is. On the TR1 it is (even more than on other bikes) a balance between performance requirements and packaging.
For example a 90 degree bend right after the exhaust is definitely not the best one can do, but it is the only way to join the two header pipes together without creating terribly long downpipes and thereby wasting precious gas velocity and therefore energy that should be used to spool up the turbo!
The chosen diameter for all the pipework is a mere 40mm for exactly the same reason. The smaller the pipe the faster the exhaust gas will flow and thereby transfer more energy onto the turbo's turbine and hopefully spinning it faster.
It may not quite look like it, but the two headers are almost the same length and as short as humanly possible without interfering with either the fuel tank, the cylinders, the frame or the rider's knee.
Front view. It never ceases to amaze me, how narrow a v-twin engine is...
With the frame backbone bolted on.
And the turbo clears the fuel tank (just)!
And that's a few weeks later with the new forks in place, new tyres and even some paint gently applied to the frame and tank. Oh and let's not forget the huge K&N filter.
... and that's pretty much all there was to it, when it comes to turbo headers!
No comments:
Post a Comment