So i've been toying with the idea for a while to make my elite a lot faster... thought about nitrous, but thats boring. I dont like buttons
I was talking with my shop owner/boss just kidding around and asked him if he's ever seen a turbocharged a 2 stroke.. and he knew exactly where i was going with it. He proceeded to tell me how much 2stokes love boost, and how much extra power can be had. He went on and on and basically said he thinks i'de be better off supercharging it.
Im thinking he may be right... i've looked around for super small turbos, and they are apparently hard to come by.
I did a few searches on here and didnt find any info on it even being toyed with... and i wanna do it
... fuel is my only concern as of now.
Basically i've got the knowledge and the capabilties (if not me, then its available at the shop) to boost one of these things... just looking for anyone elses input
Turboing a 2 stroke would be almost worthless, as a 2 stroke relys on the expansion chamber design to make power, and that whole setup would be scraped running a turbo
That's not to say it can't be done, it's just to say it's a lot more work to get it right and making good power then a 4 stroke.
But not only that, turboing small engines in general doesn't work well. Usually don't produce any power if the person can even get it to run right.
I've read about many people who have tried turboing pit bikes, 88-150cc 4 stroke bikes. A few people have done it to 110cc's and bigger, but it didn't produce a usable amount of power, and the time and money wasted, they could have put into building their motor better.
I have heard of a turbo charged and stroked banshee, but it physically has the displacement to spool a turbo
Do you have any mods done to your elite yet? You would be a lot better off getting a big bore, big carb, and good exhaust
And if you want CRAZY power, just dropping a 80-125cc 2 stroke from a dirt bike haha
I saw an auction on ebay once that had a turbocharged moped, so it can be done. I don't know anymore about the small engine aspect of turbos but I have seen several larger 2-stroke turbos that make big power (mostly sleds and motorcycles). I have seen electric driven blowers for small engines like these (supercharger) but I don't know anyone who has run them long term to see how well they hold up. My favorite that I have seen is a leaf blower attached as a supercharger so there would be no power loss (typical superchargers take 7-15% of power).
We messed with forced induction on small 2 strokes in the past but decided it wasn't worth the time, hassle and difficulty in getting it to run correctly. Nitrous oxide on the other hand has been used on some drag bikes as the fastest official time recorded here was on the bottle.
The problem with 2 strokes is that at bottom dead center, both exhaust and intake ports are wide open, and with positive pressure it'll very likely blow a lot of the extra intake charge straight out the exhaust, essentially taking away a lot of the benefits you sought from the turbo/sc in the first place. Performance bores have larger ports which we found to be worse with forced induction for that reason, so we had to go after small ports and rely more on air velocity through smaller porting. Moped engines have no power valves so this amplifies the problem.
Selecting the right turbo is tough since you'd have to match the compressor's abilities to your motor, 1 bad boost spike = bye bye engine. If you somehow find that right turbo, then the plumbing becomes an issue with lubricating the smaller turbo, you'd have to have a pump, oil tank, lines, filter and a cooler to keep things running reliably. If it's an electrical oil pump, make sure it can handle the temps from all that hot oil.
I'm not going into the jetting as you can imagine you're going to be using some jet sizes you're not accustomed to for that carb size. All that extra air will need extra fuel to balance the A/F ratio. If you do find the correct jetting, you'd have to think about having an enrichment circuit when EGT (exhaust gas temps) gets too high.
Still think you're done? Well the pipe you're using won't be adequate as you'll need to consider using a pipe that's much larger than what's workable if it wasn't turbo'd. Backpressure must occur before the turbine, not afterwards as post-turbo backpressure will rob you of power. This is the complete opposite of the application of the pipe for a 2 stroke so you'll be messing with some 4 stroke tuning approaches. If the pipe is too big there will be air turbulence in the pipe making it restrict flow, too small a pipe may bust a seal somewhere if you don't have a relief valve somewhere.
Okay so is that all? Nope not quite. Ignition timing has to be altered, boost means you need to start retarding timing rather than advancing... your stock CDI isn't designed to provide the timing curve needed for when it's seeing positive manifold pressure. Guess what happens when you run a typical performance CDI meant for normal engines is used when engines that spin to 10, 13, 15k rpms is on boost? Happy 4th of July!
Reliable and dependable tuning from 15+ years of experience.
Kenny_McCormic wrote:Holley makes the kit Dac speaks of.
Dac has not posted in here
YUP thats the one GI, if you search that part# for the holley kit a few places come up that sell it a lil cheaper around $450 or so, I had interest in them at one point
...In a dry nitrous system, extra fuel required is introduced through the fuel injectors, keeping the manifold dry of fuel. This property is what gives the dry system its name....A wet single-point nitrous system introduces the fuel and nitrous together, causing the upper intake to become wet with fuel....
goodluck creating boost at wheel rpm where it is lowest, much better off going with something off crankshaft if you do choose s/c
