mark3evo

but without the Hill hold i remember MCT saying when fitting my rear ohlins Darren said new zzr1400 nice bikes a very plush ride like sitting in an armchair he took mine out and Darren said wow the Busa rides like old skool choose your weapon

but does she like the price

well go buy one then you can it to Malton take the Zorsts off get a long metal bar and smash out the catalysers out and get it mapped

During the launch video it says it is still possible to crash

There is a 2001 model at Gt Motorcycles, 300 hp turbo for £11,999

we are an ageing and dying niche they want to give this new bike to a new younger wider audience that needs aids , stabilisers and hill start

found this online from Suzuki engineers.... So why not employ the GSX-R1000’s variable valve timing? The engineers deemed it an unnecessary complication: "The new Hayabusa achieves target performance without a variable valve mechanism, which Suzuki decided not to adopt in order to maintain the ease of maintenance and serviceability." Without the need for a complex VVT system, servicing will be cheaper, reliability and durability greater, and the overall cost of the bike constrained. And if you really want more power, fit a Euro5-dodging exhaust: "We cannot mention the exact figure, but the revised engine should have better potential. If I am supposed to join a drag race, I will choose the new Hayabusa without hesitation," says Engine Test Engineer, Shunya Togo. He knows a bit about engine development, too: "Before I joined Suzuki, I was an engineer to develop diesel turbo chargers for automobiles. In Suzuki, I was engaged in development of MotoGP engines such as the 800cc V4 and 1000cc inline-four which Joan Mir won the championship with. But I applied for Hayabusa development team as it was the reason I joined Suzuki." ............................... The new Busa gets redesigned 7-spoke wheels which are claimed to deliver better flex properties to improve grip feel, although they’re not any lighter than previously

lost like the dead sea scrolls

the vid says could be marketing hype gain 15hp ?? but maybe lose torque/power mid range due to low gas speed

as you say when UKB was rebuilt 2 years ago most of the images did nit copy across

seems like a well ported head - makes 15 to 20 hp with nothing else no cams Mika, John

so who has a 1441 power and torque curve they can post on here

goes to find Mekin map you know the one with bottom lip out

eh? linked to your iphone - connects with loads of Russian satellites what could go wrong

maybe i should take out Gen3 test ride later, out of view of bike shop - strap on the VBOX data logger go for a thrash

hang on Suzuki say Gen3 Torque fills the hole at 4.5k to 6.5k in where many ride at not bothered below 4k i got reduced inertia wheels makes up for it now look at my 2012 map in Malton - the remap with 4 in 1 full exhaust fills the gap in the Hype

200 hp and 168 lbft 218 mph 496 lbs (224kg) £27k + https://lightningmotorcycle.com/product/specifications/

This was 7 years ago electric bikes beats best petrol in pikes peak challenge Next Gen4 dont worry john you can still fiddle with electric motor and be making use of your dyno

good i was testing your metal John

i guess the view is suzuki have all the foundations in place, but type approvals means having to destroy the power to meet emissions.. USA die hards think unlocking all the Euro 5 crap means a high revving drag motor anyone chump can take to the track and be an instant hero with launch control and run a 9 second quarter

are the carillos lighter than stock - they look heavy but strong

i copied this off another forum in response to Chris moore vid, the author is a tuner and gives ideas forwhy it happened and improvements by tweaking... Welcome chris, I’ve enjoyed watching you slay the track the last few years. I can’t help but laugh thinking how fast the pst guys are now in comparison to the top fuel bikes. All that tire and wheelbase, and y’all are within a second of those guys now on a dot tire.I myself started to do a video very similar to the one you just posted going over the detailed info on the revisions to the new engine. Then interpreted it to what it means to me in the aftermarket world. Just like you said in the video, I’ve been telling guys on here, and on all busa fb groups that I’d bet money that the G3 will have a high percentage of hp gained vs a g2 with the same mods.So since you made that video, I may as well cut loose All the things I noticed about the new engine. I apologize in advanced but it’s not too often I get to geek out with a fellow advanced builder and tuner. And the guys on this site really appreciate really technical stuff. So with that said...You covered servals of the same things I was thinking. But let me toss this out there. So suzuki came out with a redesigned set of cases to improve oiling 53%. Aside from dips in oil pressure from fast 60ft’s, and lack of oil returning back to the oil pan on land speed bikes, I’ve never considered the oil system on the other generations to be a weak point. Speaking from my automotive side of experience (mostly LS, SR, and 4G63 stuff) typically you don’t see excessive oil system mods unless the engine is going to turn unusually high rpm... hmmSo, major oiling improvements, and then the crank, pistons and rods have all been lightened up as well. We know that a lighter rotating assembly will spin up faster/be more responsive. Yes a, lighter rotational mass won’t wear bearings out as fast. But all that also lends its self to being able to rev higher as well. (I swear I’m going somewhere with this lol)Im really interested in the new exhaust camshaft. It has more lift, and both cams have been retimed to reduce valve overlap. I’m excited to mess with that cam in boosted applications as when you look at aftermarket or customs cams designed for turbo applications you’ll typically see they generally have more lift and not as much duration as you’d see in a NA or nitrous combo. I’m willing to bet those cams will be worth their weight in gold in a few years on psychobike when guys start wrecking and parting out G3’s. As far as the new cam timing “that has been updated to reduce valve overlap and boost low to mid rpm range engine performance” I think we can revert back to previous generations to see what this means, and how it affects the G3’s hp numbers.So suzuki constantly brings up the low-mid rpm improvements with the G3. Looking at the dyno graph suzuki posted you can clearly see it has a much broader torque curve, but peak HP happens sooner in the rpm range, and falls off faster then the other generations. This interests me very much as I’m betting simply re degreeing the camshafts on the G3 is where we’re likely going to find a big power gain.For example on the previous generations you can replicate that same dyno chart by advancing the exhaust cam and either leaving the intake cam alone, or retarding it a few degrees. (Referred to as spreading the centers) That will decrease valve overlap. When you do that, you’ll see the engine produce a much broader tq, and hp curve, but with the sacrifice of overall peak power. Definitely going to be some big gains there I would think.And for what it’s worth I’ll add this in. From tuning cars through their factory ecus that have variable cam timing you’ll notice that they’ll “spread the centers” sometimes for fuel economy, but mainly do it for emissions reasons. See what suzuki did there?Lastly, the improvement I’m most excited for is the new cylinder heads combustion chambers.pic from suzuki Australia: The “updated twin swirl combustion chambers” is basically something called un-shrouding the intake valves. Reworking the chambers like this is common practice in the LS, and Leads to 5-10hp gains just by doing that. Doing that allows for the fuel/air mixture to stay conical as it flows over the back of the intake valves and reduces the turbulence created when the mixture bounces off the cylinder wall. This helps keep the fuel atomized and a more complete burn is the result of that. But if you look a little harder you’ll notice some other changes. There’s more chamber work done to the area between both the intake and exhaust valves. It may not be so obvious in that pic, but the area around the spark plug is recessed in to the head more as well. It will be neat to see the gains from the chamber improvements in conjunction with addressing cam timing, exhaust, tune etc.But now look at a pic of the actual head vs the G2, and you’ll see the chambers are vastly different. You can see the chambers on the new head have a much more pronounced spherical shape to them. Does Doge Hemi come to mind? The new head should really shine in nitrous/boosted applications.The G3 has the same 12.5:1 compression ratio. We know the bore and stroke are the same between the G2 and G3. But assuming the cylinder deck height is the same as the G2, the compression ratio would be a lot lower with the g3 head, on less the pistons are different. And they are. Any time you remove material in the combustion chambers you’re effective making them bigger. (More volume) the only way to get compression back up is to have a taller piston, or one with a smaller dish. You can see the difference between the two here. On the sides of the piston that run in lone with the wrist pin, you’ll notice the areas that are more pronounced in comparison to the G2. If I’m correct in my observations then that would mean the chambers are bigger. In boosted applications the bigger the chambers, the more air that can squeeze in, which means more fuel can be added which means greater power potential. This engine is gonna love boost... I think.Again Chris, sorry to write a book here, but I geek out of this stuff. I’d love to hear your thoughts on my speculations and maybe add to them. And my explanations here were intended for the members as I’ve found over the years they eat up real technical stuff. They’re not intended as me trying to big bobo you, or anything of that nature.My pipe dream assessment of the G3 engine is this. With all the lighter, stronger internals that more suited for a higher revving engine, cams that just so happen to be very well suited for turbos, and larger, more efficient combustion chambers, lead me to think maybe. Just maybe is suzuki setting the stage with this generation for a factory turbo model? Again, that’s a pipe dream that I generated since studying this new engine.