Probably up to the owner. Reading the blog post detailing the mod is interesting but bloody hell the $$$ it must have cost - there was no detail in engineering or appearance that was not properly sorted.
Not really the engine type to do that on or bike as it does not lend itself to many options for turbo placement or exhaust pipe routing. Hardly any real info given, and the dyno sheet gives no RPM, so not sure where those figures or graph represents. Still I am sure someone loves it.
Excerpt from their blog and some pics of build: The fabrication process began with a call to the local stockist for Garrett Turbocharges to enquire about size options, we were lucky enough that they had exactly what we wanted. Once we had the turbo in our hands we were able to work out what diameter header pipe we required and it was now time to place an order for the stainless steel mandrel bends. Once we received the bends it was time for the fun to begin. Justin entered the fabrication room and we left him in the zone for the rest of the week, by the rest of the week I mean it was safe to assume that he wouldn't be home for dinner most nights. When he finally resurfaced it was time for a mock fit up. Those who know Justin know that he doesn't do things by halves and what is a 100% perfection to others is always a challenge for Justin to push it to the next level so we watched him re-enter the fabrication room again for some additional tweaks. Once he was satisfied with the pipe work and had fitted it all to the bike it was time to move on to the intake plenum. Justin had an idea of how he wanted the intake plenum to look and perform so it was time to bounce ideas with Mitch. Utilising Mitch's idea to create a cardboard template of how we wanted it to appear and fit we were able to complete a design for intake plenum. From here Justin was back to the fabrication room to fabricate the intake plenum utilising aluminium sheet metal. Those who have followed our other projects will know that appearance is always important to us so we wanted to keep some of the kit discreet. For example, the Tial blow off valve has been mounted to the plenum and disguised under the Ducati factory side cover. We wanted to create the same discreet appearance for the Tial waste gate. Once this process was complete it was time for installation of the intake plenum and we couldn't have been happier with the results. From here the next step was to fabricated the pipe between the turbo and the intake plenum after a mock fit up of this section it was time for our final build step, plumbing. One of the most important steps was to plumb the turbo for water and oil. This process was timely as again we wanted too keep the design sleek by concealing the fittings. We also needed to consider the fuel delivery system, utilising an upgraded fuel pump and injectors we were able to keep the fuel system simple but effective. Now, it was time to play with the electronics. Over the years we've built a great relationship with Wayne from Tuneboy so when we told him what we were doing he was excited to be a part of it. Justin explained to Wayne his ideas for the software and with the same plan in mind it was time for Wayne to start programming. The great thing about the way we developed the kit is that it was still able to utilise the standard ECU which eliminates the need for piggy back modules there for keeping the the electronics tidy and dependable. The Tuneboy software has always allowed us to unlock the standard ECU, program features such as cruise control, launch control, quick shifter and auto blip down shift on this model. By working with Wayne we were able to incorporate all these features along with an ECU that now recognises a boost reference. Once the EFI and software was taken care of it was time to play on the dyno. Once we were on the dyno we tuned the bike for off boost, mapping both front and rear cylinders separately. Once we finalised this side of it, it was apparent that we had nailed the fabrication work and turbo sizing as the bike was already getting big results at 1PSI, it was already making a 24HP gain over standard. After we finished celebrating our excitement and ushered Justin back to the dyno room it was time to really open this beast up and see what it could do. We were able to start increasing boost, with a maximum boost pressure of 8PSI we were able to make another 100HP over standard increasing the initial 136HP to 237HP with 122FT-LBS of torque. Once we completed the time on the dyno we were able to road test and make some final tweaks. Given the nature of the beast it's fair to assume that it's more than capable of spinning the rear tyre and/or pulling the front wheel off the ground. It was evident that the bike was still very rideable off boost but when twisting the throttle it came alive and gave us one of the most exciting rides of our lives. Although the bike feels extremely strong and fast, it doesn't feel like a turbocharged bike due to the way it applies the power, it feels more like a strong naturally aspirated bike, the power curve reflects this feeling.
Sounds like a hatchet job. None of the engine internals have been updated or compression lowered... I didn’t see it in the blurb anyway.
I know their business as a 10 year regular. They have a nation-wide reputation to uphold. As I understand it the brief was pretty much "I wanna turbo". I would be surprised if the owner was not very well informed of all that should go along with the mod. But in the end the customer is responsible if fully informed and the work done is quality. Against that background, the work done was no "hatchet job".
Customers have a habit of hearing what they want as I know well in my trade but they soon come flying back with all kind of allegations when what you told them will Happen happens and they funnily enough didn’t hear or understand your warnings. Lovely bit of welding and pipe work though. Mechanical porn
Seen this in the flesh a couple of times, very neat job. He did the tune on mine (standard) and did a great job. Well respected in Perth.
