This will likely end up a LONG post. Recently, I switched from my TD05-20 to a billet GTX30R (5755x) oil-less turbo from On3. These turbos don't need oil feed and drain lines, so no scavenge pump and extra lines needed, but they do need coolant lines. This isn't a big deal for us since we have the oil cooler right next to the turbo to tap into. My main goal was just to get rid of all the annoying oil lines after getting tired of dealing with oil issues, oil leaks from the air filter, oil backing up in the housing at idle since the mechanical scavenge pump is RPM dependent and my turbo sat low, etc and my buddy recently got a set of the larger version oil-less turbos for his Vette and I figured they would be perfect for a motorcycle. Just wanted to share some initial impressions and info on my recent swap to one of them in case anyone was interested. Not going to be a very structured post or a full review, just a few pros and cons off the top of my head. Might come back and clean it up later, but for now it will probably be all over the place as I think of things to add that may be relevant.
First, some caveats - I am not on a ZX14, but a Concours14 (lol yep, the fat ninja). Since Concours forums are basically just group chats to talk about windshields, seats, and what oil to run, I find the ZX14 groups and forums much more useful to me but I do sometimes forget to mention the difference so keep that in mind. This bike is SIMILAR to a gen1 ZX14, with nearly identical 1352cc shortblock, but has smaller cams, a more boost friendly 10.7:1 compression, smaller TBs, and supposedly worse flowing heads that are "as cast" and not hand finished like on the ZX14. Typically they put down like 140-145whp stock. Its been quite an experience cross referencing parts catalogs to find what is the same and what is different on the Concours since very few people build them. The relevance to this means my spool may be slightly different from what you guys would make, and also between the detuned motor and high drivetrain loss shaft drive my power is probably 40-50whp less mod for mod. I havent had it dyno'd yet but will share once I do.
Comparison wise, I was running a TD05-20G, which is a bit larger than the normal disco potato because I only wanted boost through the mid range and top end - my low end is already great with the VVT, and being shaft drive not only can I not stretch the bike but I also cant change gearing so my first gear is useless either way and making boost at 2000rpm doesnt do anything for me. With an upgraded extended tip billet compressor, my last setup was making positive boost right around 3200rpm, and being journal bearing it had some noticeable but acceptable lag and some transient response delay. At idle, the turbine spun, but it was pretty slowly. Off the top of my head its ~53.5mm/68mm, but the extended tip compressor extends the wheel OD to 73.5mm while also making it 3mm taller. The new turbo is slightly larger @ 57/71, but its dual ceramic bearing instead of journal bearing so it spools at almost exactly the same spot, while having BETTER transient response(how fast it makes more boost when its already in boost) and not dropping boost between shifts at light throttle like the TD05 did (IE, if cruising at 3500rpm with boost gauge showing 1psi, if I shift the gauge would drop to 0psi during the shift then go back to 1psi. Now, it stays at 1psi). Rest of combo isnt too important but it has HTP Fuelab setup, ID1050XDS injectors, APE HD valvesprings and HD clutch springs, turbosmart compgate external WG, Woolich setup w/wideband and logging for tuning the IAP/vacuum tables, and a PC5 w/3bar MAP for pressure based fuel tuning.
Overall it has far exceeded my expectations - besides deleting all the oil lines and scavenge pump like I wanted, I ended up with better response from the larger turbo, which was unexpected. According to the often misleading Chatgpt, I was expecting ~300rpm later spool, but instead it stayed the same or even slightly improved. Also, with the larger exh side being less restrictive, the bike is noticeably more responsive off boost and seems to make more low end power when not on the turbo. If you look at the compressor map, this turbo will be best suited for running ~14-15psi of boost and making ~350-400 crank HP, which are my eventual goals once I build up my spare motor to handle it. For now, I am @ 10psi on E85 and likely around 300hp crank, maybe a bit more, which puts me lower on the efficiency of the compressor map but still way more efficient than a GT28R. A zx14 with this same combo will likely make 320-330+ WHEEL, but taking that 40-50whp off puts me around 270-280ish whp. Bike has some weight reduction and weighs just under 650lbs with the hard bags, and around 630lbs without them (vs ~700lbs stock(!)). All in all, I am very happy with the setup and its just what I wanted - a super comfortable touring bike with adjustable windshield, heated grips, and super comfy seat that just happens to also pull on modern high end literbikes like s1000s, Panigales, and ZX10s :). Here are a few pics of the turbo, eventually I'll post some of the whole bike when I get a chance.
I probably missed some stuff but this thread is getting crazy long, but I'm happy to provide any pictures requested or answer any questions.
* Last updated by: Puck on 5/21/2026 @ 9:44 AM *