Simmy's Naked Turbo Project

I've been dreaming about this project, going on now for about 33 years. I finally made the commitment to start this project with my latest acquisition. I plan to continue this thread and post any updates to the build here. I found an unmolested 82 XJ650LJ Turbo with relatively low mileage (36,000 kms) that's been sitting in a garage the last 15 years. Apparently it began smoking terribly so was just parked. He said it ran and idled fine but would fill the neighborhood with smoke so that suggests oil is leaking past the seals in the turbo unit. I'm hoping I can get the turbo repaired, I've seen the options Chacal lists and also plan to start replacing all the rubber parts in the carbs. To be honest without knowing of Chacal's parts availability I might have shied away from this altogether. So step one will be to just get this thing running soundly. What I really have in mind is a Seca Turbo that looks like the 82 XJ650RJ Seca with a few custom touches, 16" wheels being the most obvious change. I also bought a very shabby XJ650RJ donor bike. Although what I need are good cosmetics this bike will enable the mock up to proceed.

88 FZ600 on the far left will donate the front forks, fender, wheel and brakes.
82 XJ650RJ will supply big 9" headlight, clocks, tank, seat tail piece and side panels.
I'm envisioning putting the 2 bare frames side by side and transferring any brackets from the standard Seca onto the Turbo frame, and also cleaning the Turbo frame up to eliminate all the unneeded fairing brackets. This is going to be a long term project. It sounds straight forward but anything like this will always throw curve balls.


My son says the Turbos is way cool and can't understand why I want to make it look like the Plane-Jane bike sitting next to it. The Turbo's cosmetics are actually in great condition and I feel just a tiny bit guilty bastardizing it. No offence to all the Turbo owners but most anyone's top 10 ugly bike list includes the Yamaha Turbo.

In 1984 I was a 23 year old hooligan with a brand new Seca Turbo. I rode it 5 years and 75,000 kms. Rocket boy styling was never to my liking. 33 years later I'm lugging another one home, this one I'm doing up the way I want.

Donor Seca in real bad shape. Shame really as it shows only 29,000 kms on the clock. The headlight and instruments are hard to find now days, actually any parts for them are rare. This one has the electronic tach, oil cooler and YICS. Seat is aftermarket Travelcade. Tank is real rough and I'm not sure if it will be salvageable. I will be on the look out for a good one. If it was in better shape I could stick all the Turbo body work on it but who wants to ride a sheep with wolves clothing? It even has the original Yamaha chain lock, unfortunately it came without keys. When I had my Turbo new I wrapped that silly chain through the back wheel. I forgot about it and when I moved the bike off the centre stand the chain broke. What a joke. I've already forced the seat and tank cap open with a screw driver. The tank still has some vile liquid in it and doesn't leak, perhaps it can be salvaged.

 

Vile liquid? Sign me up!

 

The 650 turbo shares the same basic frame as the 650 Maxim, with the necessary bosses welded on for the additional stuff for the turbo Seca. I am NOT sure how closely the non-turbo frame lines up with the 650 Maxim frame, though I suspect it's pretty much the same except for saddle mounts, side cover points, etc..... So I'll be watching this with interest.

Dave

 

That huge gas tank on the Turbo might be a challenge to get rid of....... I think it would be easier to swap the turbo engine and wheels, etc. onto the 650RJ frame. Figuring out the electronics (which can stay and which can go) in terms of the knock sensor and the pressure sensor might be a challenge............I think those go thru the "computer" in the Turbo dashboard, and surely you want to get rid of that?

I think that the turbo uses a beefier swingarm (more gussets), and fitting the turbo surge tank/air cleaner apparatus onto the 650RJ frame might also require some effort.

I really like the idea and perhaps you will start a new trend in the XJ world. The RJ Seca is a fun, comfortable, and well-balanced bike.

 

Thanks for the replies guys. Chacal I'm curious why you think it would be easier to convert the RJ frame to accept the Turbo versus just changing the cosmetics of the Turbo? What about the tank? Does it allow a recess for the fuel pump or something? All I was aware of was the different petcocks. The electronics I realize are going to be a challenge. Simply changing the tachometer can play havoc with the ignition on some bikes. I'm tempted to simplify the wiring as much as possible. I have lots to learn here. The RJ has no ownership, not impossible to overcome here in Ontario. If for good reason turbo-charging an RJ is easier I won't rule that option out.

Dave I thought the Maxim frame was lower in the middle but perhaps it's just the seat that gives it the chopped/lower saddle stance? I thought the 2 Seca frames would be closer.
I'm planning to mount an XJ700 rear wheel, I heard somewhere the Turbo has a larger rear brake so perhaps I need to retain the RJ brake plate. Do the RJ and LJ take the same rear brake shoes?

K-moe once I get the cap off the Turbo I'll let you know if there is more vile stuff in there. LOL.

 

Yes........all these bikes use the same rear shoes: XJ650RJ Seca, XJ650 Turbo, XJ650 Police models, all XJ700 models, and all XJ750 models with rear drum brakes.

I believe so. The tank is huge (tall). I think that will be a challenge in trying to fit the RJ seats, tanks, and side covers. My understanding is that you want an XJ650RJ Seca visually, with a turbo drivetrain. That's why I suggest starting with the RJ and swapping the engine into it (bolt in change, basically) and then working on the electrics, etc. to make them compatible with the RJ electrics, cluster, etc. Of course, finding the room for the surge tank, air cleaner, and fuel pump on the RJ frame will take some effort , too............so it may be a "six of one/half-dozen of the other" type of situation in terms of effort involved.

I think you may be correct, Dave will know for sure as I believe he has a bunch of bare frames up there to compare against.

 

There is also a build somewhere on here, already, of someone who built a 650 maxim with a 650 turbo engine. The pipes ran around the frame like spaghetti, but do your forum searches.... you'll find it. It may give you some pointers and direction, too....

 

The 1st thing I noticed in the 2 pics I posted above is the batteries are mounted on opposite sides of the bike. Everything crammed into the cavity under the seat is obviously different and has it's own mounting tabs. As you say 6 of one....1/2 dozen other. Not sure if anyone here has watched the Hackaweek videos on You-tube. He has a series of videos where he fabricates a custom fiberglass gas tank for a 750 Honda Sabre. It's a huge undertaking, probably takes 10 hours just to watch the entire series so he's probably got 100 hours actually into it. Always an option if I have to go there. I could always relocate the fuel pump but not many places to hide on an unfaired bike. Everything will be clear once I tear them all down.

 

They make fuel pumps smaller now. Hint, hint.
Match PSI and flow rate.

 

Just Say No.


Batteries are somewhat easier to re-locate, especially if you use an AGM or similar can mount it flat, or on end, etc.

 

I recall that, too, but didn't he relocate the turbo up to the front of the engine (or add an intercooler) and that's why there was the Medusa pipes everywhere?

 

Here's a thread about frame comparisons from a year ago, or so.....

http://xjbikes.com/forums/threads/1982-xj650-frame-similarities.104088/#post-543876

 

yes I read the Maxim turbo thread. He relocated the turbo to the front, even used a different turbo I think. Many more mods than I'm planning.
I have the article from Cycle World in 91 I think with a brief inset showcasing a Turbo with the RJ seat and tank but with FZ750 fairing so it has been done. It looked like he used instruments from the FJ600.

 

Here's the thread on the turbo'd 650 Maxim for everyone else......

http://xjbikes.com/forums/threads/turbocharged-maxim-650-build.21112/

 

He sort of disappeared after his last post......wonder how it all turned out?

 

Since this Turbo will be a long term project I took the time to build a proper stand to park it on. I have a folding table that raises and lowers with a trolley jack but it's too wide for my present single car garage. One day I'll splurge on one of those commercial lift tables.
Since my last post I've acquired a few more pieces needed from the 650RJ. A guy local to me was converting a mint condition XJ650RJ into a café racer so I bought his instruments, headlight, dash panel, side panels, seat, tail piece, long uncut rear fender (yay!) and tail light and blinkers.
I also bought another gas tank without rust but has a nasty dent in the top which I think I can repair.
Bought a new Chinese reproduction gas cap off eBay.
My local wrecker had an XJ700N rear wheel to match the FZ600 front I'll be using. The spoke pattern does not match but once they're black it's not really noticeable.
The motor has no oil visible in the site glass. I suspect the PO drained it to stop oil from dripping in his garage. Perhaps his issue was just the oil check valve, we shall see.

 

I think he still has it? There is another guy on here, Isaacson. He has a from mounted turbo, although he now has a busa he drags with. He developed a lockout clutch to deal with the added power. I chatted with him a lot, since he and I both use Megasquirt EFI. I had him make a lockout for mine too. He Dynoed The bike at 130 hp @ 15 psi. He did a run at 21 psi and made 141 hp and 93 ft lbs tq! I found it amazing how stout these engines are. I'm getting close, it's been a long build for me. I can't wait to see what my 900 turbo will do. I'll do a dyne pull and then I'm blowing it apart. I'm doing a complete rebuild with forged pistons and custom arp hardware and mls head gasket. I shooting for 175+ hp. He owns E-Fab in Des Monies, talented guy.

http://xjbikes.com/forums/threads/update-on-my-xj650-141whp.59670/#post-450963

 

Speaking on behalf of everyone here, we're all eager to see you complete your project. A monumental undertaking for sure.
Back to my humble plans...I've been watching the classifieds waiting for good pistons and cylinder block from XJ900, XJ750 or XJ700.
I'm considering a larger bore, keeping the same bottom end and head. If I go with the 65mm pistons it would give me a mild boost to 700 cc which I think wouldn't overwhelm the standard 30mm Mikunis.
The stupid YICS passages are what is scaring me away from the 900 block. What I'll need to machine off the block for the 650 stroke will chew too much into the YICS sealing surface.
They could be plugged up I guess.
I'm thinking it would be easiest to go for XJ700 block and shim it higher with extra base gaskets. This is way down the road for me at the moment.
As I stated earlier, 1st thing on the agenda is to get a good running stock XJ650LJ.

 

I actually sold a complete engine (minus carbs) to a guy in hamilton last year for next to nothing. If you still need this, I can try and track down his old email.
I gotta come to Waterloo now to check out your project. I like the original turbo look. If Star-Lord in Guardians rode a bike, that would be it. lol.
Are you using that 4:1 exhaust on the old Seca ? (is it salvageable ?)
About 2-3 months ago a guy posted an'84 XJ750 RL with low kms that needed a new tank. Not much else and he was selling for well under $1000. Would your turbo tank fit ? They look very similar. Cheers

 

Jason I have the 4-1 Mac available if you're interested. The silencer has rust through the chrome only where the mounting tab welds on, chrome good elsewhere. The header pipes will need to be sandblasted and painted. Otherwise very serviceable, $50.
Not sure if the turbo tank fits the 750RL but it was never intended to be mounted without a plastic cover. Not a good candidate.

 

The turbo tank looks NOTHING like the 750rl

 

750rl


Turbo

 

Thanks. I'm interested. If you have a pic available, please send. We may be at the vintage show in June. Going to check out local B&Bs for availability.

 

Definitely an interesting project! FYI...if you transfer the boost pressure sensor (used as a secondary timing safety) be sure to check the output voltage. According to the manual, it's supposed to be at 2V but I NEVER found one reading at 2V until I adjusted it. The problem is that with too high a voltage at rest, it will begin retarding the timing early never allowing you to max your power!


Jeff


FWIW....I run 18psi on mine since I completed several years ago....a blast to ride!

 

How did you adjust the boost pressure sensor?
I read what you did to get more boost, makes sense and I plan to follow that.
Did you alter the turbo compressor side?

 

If you take a look here, you'll see how the boost controller is configured:
http://s808.photobucket.com/user/jeffkushner1/library/Yamaha 650 Turbo Boost gage and controller?sort=3&page=1

You will also see pics of the check valve that I installed on the oil return line. The factory scavenge pump has one but it fails over time so I modified this valve and installed it....there's enough room but you'll need to trim the ends of the valve to fit.

As I remember, the boost pressure sensor has a strain gauge (that measures the pressure) that once you use a razor knife and open the box, you can gently bend it to raise or lower the output voltage...yeah, I was kinda surprised too but it worked! No worry if you mess up...if you shop on fleabay, you can get them for 20 bucks.

I rebuilt the turbo using the kit from Jerry at Gpop shop and I called him when it seemed like I had leftover parts. He explained that the kit is designed for several models so I was ok. I did nothing to modify the factory turbo but I was VERY careful in rebuilding it. You must index the impeller (the turbine and shaft are one piece) to the shaft before disassembling or you will have to send it out to get professionally balanced. It spins at 212K rpm so any imbalance will lower overall boost and very possibly can destroy it.

Slip a fender washer behind the stock blowoff valve in the surge tank & it will raise the blow off from 14 to 21PSI...once you have the controller installed, you run the bike and carefully set it so that it opens at 18psi.....the OPEN point is what you are searching for since that will open the bleed off from the turbo....

jeff

 

I just bought 2 motors however I haven't picked them up yet.
One is an XJ900 and the other is a 650Turbo.
I haven't given up on the idea of grafting the 900 block and pistons onto the turbo bottom end, for an XJ740 Turbo.
What these motors will allow is a mock up in parallel to my task of reviving the actual bike back to life.
This spare turbo motor is very rough and could be seized as I was told. That's fine, all I need it for is to get one (2 actually) of the crank throws to top dead centre, fit the 900 barrels and one piston and measure the volume of the resulting combustion chamber.
This is what I'm anticipating:

1. the 650 cases will need to be enlarged to accommodate the 900 sleeves. No problem with a Dremmel.
2. the 900 block will need to be shaved down a considerable amount to achieve 8.2:1 CR of the stock turbo. The problem with this is that I can't take this off the top as it will compromise the YICS passages but more importantly the recessed keeper for the cam chain guide. This means machining from the bottom of the block which also means removing the sleeves, then shortening them and reinstalling.
3. the 900 block looks to have the boss for the knock sensor cast in and just needs to be threaded

My big concern is, after removing the sleeves and pushing them back in will they be distorted beyond serviceability?
The 900 has 49,000 kms so I'm hoping the pistons, rings and bores are good for use.
The Turbo had stronger forged pistons but I'm willing to bet the 900 pistons will be up to the task.
Anyone have any water to throw on my plan? I suppose if the 900 motor checks out good I could go that route but I'm still planning to use the 30mm turbo carbs and turbo head, this would require shimming the barrel to lower the compression, making the motor even taller than a stock 900. There's over 8 mm difference in the stroke between the stock 650 and 900 so the turbo air pipes might not fit right. I'm thinking the carbs might work better on a 740 versus an 853.

 

Turbo engine

XJ900 engine

 

Simmy,

You might want to wander over to the Turbo Forum and do a search. Looking under the Seca 650 section, I found 4 pages of threads for a "Seca 900" search.....http://tmioa22687.yuku.com/directory#.WTfUu-srLcs

A couple of the guys have done it and know the idiosyncrasies of that exact project. One guy, Positive Pressure was the one that "took me under his wing" and taught me all I didn't even realize that I didn't know about turbocharging but he got angry at someone or something and deleted all his posts....a real shame because it was a treasure trove of information....just gone, poof!


P.S. on the 650 turbo forum, I use the screen name "eradicator".

jeff

 

Yes I read everything I could on that forum. There was one guy posting in broken English describing motor swaps into his XJ-Turbo. XJ900's, and parts there of, I really got skeptical when he said he tried the XJ700-X motor in his Turbo. There are so many questions concerning that mod I wouldn't know where to begin. Frankly, his posts read like the over-active imagination of someone with a pound of knowledge and a ton of BS, maybe I'm mistaken here. Without pics it didn't happen, right? Not sure if its the same guy you're referring to. As you say, he taught you a lot.
I have some mechanical experience building my XJ911-X motor. In that case there were already FZ911's put together so I was pretty confident it was going to work. There was a surprise in the way the XJ-X water pipes mounted differently than the FZ but other than that it went together pretty easy.
I read your posts over there and learned a lot. Seems relatively simple to extract more boost, and cheap at that!
I will be calling on your experience when that time comes.
There's already a ton of knowledge here, much of the electrical mods, eliminating the Atari and such I believe I can work through with the electrical experts here, XJ550H, Rooster, K-Moe come to mind.
I'm not too proud to admit I will need help with this. I know the end result will be a keeper.

 

You already know who NOT to listen to....your BS detector is working perfectly<LOL>. Unfortunately, the guy I'm speaking of has been gone for a couple of years now. A real shame. From what I gather, the basic crank blocks of the XJ 650, 750 & 900 are nearly identical and much different then the FZ engines. I've "heard" that the 900 cylinders will slip right onto the 650 crank but since I learned how to extract more power than the running gear can really cope with, I never found a need to try it myself but like I said at the beginning, I like seeing out of the box projects go through the development then implementation stages.

If you've read what I've posted over there, then you pretty much know what I know....but knowing to look for help is the smartest of qualities that not all men possess!

jeff

 

When you remove and reinstall the cylinder liners you will be heating the block and taking advantage of the difference in expansion rates. That will prevent damaging either the liners or the block.

 

I'm liking my Turbo even more now. That discarded body work weighed a ton!
I need to weigh everything coming off and compare it to the RJ stuff going on to see how much lighter it will be.
There's a big steel cantilevered bracket holding the headlight way out there. I can't wait until that and the Atari are gone.
If anyone is interested in the entire Turbo fairing let me know, I'll package it up in one bundle. I can even provide the mounting tabs.
Just completed a major project on the house (painting) which was taking all my time. Now that winter is approaching I hope I'll get more time for this.

It's barely noticeable in this pic but the top cooling fin on the head is broken. I will get this welded up when I have the head off.

I toiled with the idea to get it running the way it is, before tearing it apart for mods and cosmetics but there is so much stuff I would need to handle twice that I've decided to tackle everything all at once.

I've decided to go the 740 big bore route using the pistons and block from the 853 motor and bottom end from the 650 Turbo.
This way the carburetors will be positioned in the same place. That 900 stroke would be nice but I'm worried about any misalignment in all the Turbo equipment that extra 8 mm might create.

 

Sometimes, "easy" is not a bad thing! Besides, 100cc is a 100cc.....and size matters!


jeff

 

I'm optimistic the extra displacement, extra boost as you've done and shedding 50 lbs of fiberglass will liven er up.
Besides, this is incredible fun!
I've just located some nice chrome header pipes from an XJ700. I read here the ID is slightly smaller on the Turbo pipes to speed up flow to the turbo.
I'm doing this purely for cosmetics but the added displacement should compensate for this.
My last Seca I went for the blacked out look as much as I could. This one I'm going for as much chrome as I can.

Jeff how much boost can you get with the OEM fuel pump? I see you're using an 00-02 R6 pump and seems to be everyone's choice.
At this point I'm unsure if my pump still works.
I spent 1/2 an hour removing body panels, that's virtually all I've done so far, except shoving another back wheel on it which holds air just to roll it around.
So far I have collected:
donor XJ650RJ
donor 900 motor
spare Turbo motor and spare boost sensor
FZ600 forks, wheel, fender and brakes
XJ700 rear wheel, header pipes, crank end caps and horns (yay more chrome)
mint condition RJ 9" headlight, speedo, electric tach, blinkers, tail light & fender and idiot light bezel
RJ gas tank, side panels, seat, tail piece
new gas cap.
And I dug out the shorter side stand I modified for my sidecar bike when I rode it solo.
The 16" wheels lower a 650 Seca about 1" in front and 3/4" in rear.

 

Hey Jeff, I'd like to ask you a couple of questions about the turbos, but your inbox is full............can you send me a note? info@xj4ever.com

Thanks,
Len

 

Opps...I cleared out my inbox.

I'm not sure of the max boost with the stock pump but Yamaha used a unique check valve/fuel pressure regulator arrangement that allows for higher boost with a lower pressure pump. Only recently, someone said the output pressure of the 99-02 R6 pump was only a few PSI but I can tell you, it works great all the way up to 21PSI.

So honestly, I don't know because I never put an actual gauge on the line but I have read that the stock pump is approx 14.2PSI which certainly should get you to some good boost numbers, especially if you take the time to make sure you have a good mating surfaces between the wastegate and the turbo to prevent leakage. That's one of the major "leak points".

jeff

 

Simmy, I meant to tell you that the mirrors from the stock fairing are VERY rare & hard to find so if your rubber boots are in good condition, please endeavor to save them. They would be worth the money or just to provide to someone that needs them some day.

Also, they say that 7 pounds of weight savings is equivalent to One BHP...so if you've cut 50lbs, you've just "added" 7BHP to your rear wheel! At least that's the thinking I used when shaving weight when we raced.

jeff

 

In car racing, they say that for every hundred pounds you shed, you gain a tenth in the quarter mile.

"Adding power makes you faster on the straights. Subtracting weight makes you faster everywhere."
Colin Chapman

 

Rubber boots are partially disintegrated so no use to a restoration project.

 

I figured out all the frame differences between the Turbo and the RJ.
I've taken pics of all the differences. Here they are;

These pics are XJ Turbo



these brackets will be discarded. I can't even test fit an RJ tank until there removed.

this side is welded on or I would have removed them already

at first I thought that clip holding the brake line was really cool. Just more metal to shed.
I will be using RJ triple clamps.



These clips hold the lowest part of the side panels and will need to be removed, all the way with a hand file since this part of the frame shows. The bike is still covered in 20 yrs of cob webs as you see in this pic.

More side panel tabs to come off.

believe it or not the seat lock on the Turbo is identical to the RJ and lines up perfectly with the RJ sidecover hole.
Lots more weight to shave on these shocks and all the interconnecting air hose.
Another small tab on top of the frame to grind off.

I'm cutting the frame off where the lower frame tube ends.
I've decided to make a bobber.
Not!
The piece that holds the seat and the rear frame rails will get transferred over from the RJ.

The following pics are XJ650RJ


RJ frame will sacrifice its tail. This is a much more noble reason for hacking up an RJ than making a back yard bobber. I'm a child of the 60's. When I was 12 the oldest kid down the street bought a brand new 1973 Z1 900 and that bike had the duck bill or what harley called the quick bob. I like tail and think every bike needs one. That bike blew my 12 year old mind.
If I cut the frame same place as the Turbo then I can just stick the entire RJ tail on.
The frame tubes are actually bent different after that point on so it would never really mimic the XJ650RJ. The distinguishing long rear fender would not fit properly.
I'm planning to mount the RJ grab rails. They are way different than the Turbo and utilize the top shock mounting bolt. They will also allow me to bolt everything together and align everything before welding. The frame is straight there so I can make some welding inserts for the frame tube. It will be just as strong as OEM.


both these tabs need to be salvaged carefully with a dremel since they both get remounted on the Turbo frame.

Another side cover tab to salvage. The seat lock is same so this bracket requires no modification.


another tab to relocate.
This RJ has a Turbo tank on it which actually fits perfectly BTW.
Not that anyone would have a reason to consider this.
I understand the petcock bolt spacing is different but never looked yet myself.

So anyway that's basically what is needed to transform the frame.
Pretty easy!

 

everyone likes pics right?

That white cylinder was the power up kit Yamaha supplied in 84 which supposedly increased boost from 7 psi to 11.
Held the wastegate closed longer by taking the surge tank pressure instead of right at the compressor.
It's been years since I read about that, I think thats how it worked.
My Turbo back then had it installed new so I never rode the 7 psi bike. I hear it was disappointing,
no doubt with all the weight tacked on to these bikes.

I hope these air scoops fit under the RJ tank. They have a cool factor and obviously a purpose.
Those fairing and horn brackets will go.

sinners waiting for church!

 

I'm having a hard time visualizing what you mean by duck tail. You'll have to finish the job quickly so we can all see it!

 

No I was referring to the original 900 Kawasaki. I love that look. This bike is just getting the RJ tail assembly.

 

In that case, go even faster!

 

Had a few moments to continue stripping the Turbo down.
Sure didn't look like the appropriate environment for spinning something faster than 200,000 rpm, LOL.
I thought if the Turbo was clean and spun freely I would give it a shot without a complete tear down.
Definitely looking at a Turbo rebuild now.


Compressor outlet. WTF!


Main exhaust pipe stuffed full of fibres. I'm not sure if someone tried to dampen the sound with muffler packing or a family of mice installed wall to wall broadloom.

 

I'm guessing meece, only cuz even a PO couldn't be that idiotic!
"Hmm. I want the look of a turbo, without all the annoying performance."

 

Yes likely mice, just shows the prudence necessary when reviving anything sitting 20 years.
I share my garage with my dog and had my BSA under restoration for about 4 years. Mice packed the exhaust pipe full with kibbles!

Correction to the above pics -it is the turbine (exhaust) side. Compressor side is clean intake air, at least it's suppose to be, haven't been inside there yet.
I'm looking for a replacement silencer for the left side only, thinking a left side 1300 Hayabusa silencer would allow flow for about 100 hp.
They're plentiful on e-bay probably because everyone replaces them with aftermarket exhaust.
This will be another weight saving measure, that is a lot of weight Yamaha tacked on just to quiet down the waste gate on the RH side.
Most guys are just sticking a chrome nozzle of some sort onto the waste gate outlet.

 

Simmy,
FWIW:
Several turbo owners scrap the right side stock exh and place a chinese "shorty" on in it's place to save weight. The stock left side will not impede power....I'm running 18psi and know others running 20psi w/ no issues using stock left side exh.

G-pop shop for a rebuild kit for the turbo....stock rebuild kit is offered as well as a "trick kit" with "ported" turbo and clipped exh turbine vanes...I personally cannot comment on the trick kit but if you choose to rebuild it yourself, be forewarned.....you MUST index the retaining nut (on impeller side of the shaft) to the stem prior to disassembly (I scored 3 sets of marks over the shaft end & nut). Otherwise, it will not be balanced when you reassemble and it will either frag upon spinning up or it simply will not spool up. It took my many tries to land the nut on the marks when torqued.....but it was well worth the effort! Also, spend a few hours grinding the mating faces of the waste gate so that they are water-tight (I poured a glass of H2O from the outside of the wastegate to see if it leaked past....when it didn't, I was done).....this will prevent losing valuable boost pressures when you are assembled!

good luck, your work is amazing!

jeff

 

Thanks Jeff, your advice is always good, I will credit you on educating me on most of the immediate ailments on turbo, and the simple addition of a boost controller and washer to preload the surge tank BOV. You have some easy to follow posts, great stuff.
Another Turbo poster Zluck I think recommended "Boostvalve" but some reason but their ebay site won't take my order.
It's SS not plastic so it's a little more precise valve, still pretty cheap.

For a turbo rebuild I like your recommendation to get a DIY rebuild kit from G-pop.
His website says he only ships USA destinations when he does the work anyway.
I found a turbo rebuilder on the Canadian side. His website mentions custom turbo builds so I don't know why he wouldn't do a bike.
He hasn't answered my e-mail. I'll take your advice and just order the kit. I have a local bike/machine shop who could bale me out if I get into something too deep.

the intake side was flooded in oil.
The turbo is out now so time to find a You-tube video - Turbo rebuilding 101

I would like to re-route this oil line from the motor to the turbo since it will show on the naked bike.
I can re-route this later. For now I will clean it up and hide it with black paint.
The oil filter was missing the washer! Every used XJ I've bought had that missing.


FUGLY UGLY! this metal snout holding the headlight way out I think is responsible for 95% of the ugly factor of the Turbo.
Unfortunately I will have to live with it for a little while longer as the 2 main bolts holding it on won't slip out with the RH fork in the way.
I'm not ready to remove the forks, probably after the motor is out so I'll be staring at this ugly monolith to 80's styling for a little while longer.


Sometimes I get lucky! found a brand new XJ650RJ Seca shifter for $10, on the Canadian side.
Still looking for a good chrome brake lever. The Turbo came with blacket out controls which look shitty today as the finish is rusty.
I have all the controls intact on the donor RJ but they are very rusty to.
Collecting all the bits is 1/2 the fun of restoring bikes.