CODE4 wrote:Just made the jump from MS1 to MSII.
Rewired the whole engine bay and power distribution. 1999 Mitsubishi Eclipse, 2.4 swap, Garrett GT3076R, Crower Stg 3 Cams, RC 750s.
MSII v3.0, sequential injection, 4 bar w/baro, p&h board, full standalone on 3.0.3y.
R100RT wrote:Recently joined the ranks of Extra code, on 3.1
My project is listed over on the success stories, but it changed physically so drastically this winter, that by rights it is like a different machine, and project really.
-1983 BMW R100RT MotorBike (988cc air cooled, opposed cylinder boxer engine, Nakasil liners, dual plug heads, etc.)
-Delphi injectors, sensors, MS ecu's, LCI wide band, etc. & much advice from helpful guys @ DIYA
-Some donor parts from Honda CTX650 "turbo" donor bikes (exhaust "Y" collector castings, and dual throat throttle plate plenum chamber assembly)
-Mitsubishi #TD025M-08T-3.3 Turbo, with aftercooler fabrication from 1/2 core from Sabb 900
-Exhaust manifold pipes and outlets from 321 SS mandrel bends (to avoid the ever hazardous "intergranular corrosion" that results from high turbo manifold temperatures)
-Water injection with miniature Peerless 12vdc diaphram pump that develops 80psi @ 120ml/min through ultra fine SS fogging nozzles from MacMaster Carr stock. 4L reservoir is hidden within rear upright seat.
-Tested to 23psi boost levels which correlate to uppermost rpm zone of turbo map, but presently tuned to 7psi.
-Stock bikes with Bing Carbs require highest octane gas to avoid "pinking", however I'm able to now use lowest octane without issue (and at substantial savings)
Other photos or details available
Almost forgot, underachieving stock Bosch crankshaft mounted alternator (280W on a windy day) upgraded prior to MS project, with a 900W compact Mitsubishi Alternator (by upgraded I refer to serious fabrication and machine work to shift to a frontal belt drive system - however was ideal lead in to a project that tends to request more electrical power every time you add something.
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