mark3evo
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Posts
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Posts posted by mark3evo
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12 minutes ago, Busa Harbour man said:
Marie likes it
and as she's says "Its still a Busa"
BHM
but does she like the price
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10 minutes ago, Busa Harbour man said:
Marie likes it
and as she's says "Its still a Busa"
BHM
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
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4 minutes ago, madmattt said:
It's my limits I want to push. The bike will I think always stop quicker, corner harder etc than me, but with Ai in place, it's likely to boost my confidence, wether it does it or me, for me that's irrelevant. All about the ride and the enjoyment you get from it.
During the launch video it says it is still possible to crash
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3 minutes ago, enfabusa said:
Can't remember when I last saw a Fireblade. All adventure type bikes now. Given the price of a Gen3
I'd say get a Gen i, fit Ohlins rear, Ohlins springs in front with better calipers, and get a turbo. 250-280 bhp for a LOT less money. 
There is a 2001 model at Gt Motorcycles, 300 hp turbo
for £11,999
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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
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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
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2 minutes ago, madmattt said:
They weren't there to be copied. Unfortunately the site before the update had become so outdated etc things were being lost. We tried hard to find all images but a good chuck are lost for good
.gif ":(")
lost like the dead sea scrolls
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58 minutes ago, MikaS said:
Carpenter makes race head porting, put that head in and you will lose as much as gain in other spots.
the vid says could be marketing hype
gain 15hp ??
but maybe lose torque/power mid range due to low gas speed
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12 minutes ago, roddy said:
Bazz's motor was 1441 before the latest crank and I'm sure there were graphs posted but they may not have survived the updates. Bazz or John will probably have copies though. Mine was 1400 then 1600.
KJA and Bigfella also had 1441's if I remember right so there should be plenty comparison graphs.. somewhere.
as you say when UKB was rebuilt 2 years ago most of the images did nit copy across
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seems like a well ported head - makes 15 to 20 hp with nothing else no cams
Mika, John
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18 minutes ago, mark3evo said:
goes to find Mekin map you know the one with bottom lip out
so who has a 1441 power and torque curve they can post on here
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47 minutes ago, mark3evo said:
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
goes to find Mekin map you know the one with bottom lip out
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6 minutes ago, JOHN-DYNOSTAR said:
. Box of rolling marbles sheesh
eh?
linked to your iphone - connects with loads of Russian satellites what could go wrong
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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
.gif ":rolleyes:")
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2 minutes ago, Busa Harbour man said:
To true.
But your bike no longer complies even with Euro 1 emissions
Bhm
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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
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35 minutes ago, Mcbean said:
Kevlar chain Enf - you can smoke that
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200 hp and 168 lbft
218 mph 496 lbs (224kg)
£27k +
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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
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6 hours ago, Kzin said:
Let's do it. If we ever get out of this cockdown , dyno shootout & laid back pub day.
I'm sure I can last until 10pm
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54 minutes ago, JOHN-DYNOSTAR said:
the Americans talk bollocks . spreading the cams literally means widening the lobe centres
which moves the valve timing backwards , retarding the timing, which gives more top end and less midrange
on about page 3 in this thread (10 days ago
) I said the DD3 had gained midrange "probably" by just Advancing the cam timing
which low and behold he dozy Americans are going to move it back to stock Slo8 timing and gain loads
of hp. ,well they will only regain the lost 7hp sad to say.
They are just wishfull thinking, it is basic engineering
and with smaller throttle bodies the game is set. I know I have had a FiNNish top speed bike on my
Dyno with bigger cams and bored out throttle bodies bigger than a DD3 will ever see, so I know what is possible.
and
we also did this with Mekinleys bike . once the top end HP disappeared his bottom lip came out
so it does not matter what torque or midrange it makes . if the top end is not there you are nowhere .
if you cock the gas flowing up in a motor the gas speed drops, a cheap way to speed it up is to reduce the throttle body size. That gives load of low speed accel and pickup, response. as does advancing the cam timing on big old bus.
I have not done a 6 second 1/4 and don't feel the need to. or shout about it. it is possible the secondary
butterflies are restricting the top end . but why and how do they gain the midrange as the butterflies are there to restrict the bike for emissions.
deshrouding the valve pockets as Mika will confirm helps with gas flow but not 10hp worth.
bullshit Mr American guy, sorry Waaasssssuuuuuppppp !!!!!!!!!!!!
good i was testing your metal John
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7 minutes ago, MikaS said:
Do they consider that Suzuki may have been forced to use bigger exhaust cam, redesign the chamber and do other things because they have exhaust stuffed with catalytic converters.
Have they not done these mods to the gen1 engines already, use different cam profiles, modify the chamber etc, and know the results, what power comes out of certain engine capacity , instead of thinking Suzuki invented the wheel again
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
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14 minutes ago, Bazz said:
did that 3 years ago
are the carillos lighter than stock - they look heavy but strong
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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... hmm
So, 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.
Dead DUCK 3 , DD3, The new generation GEN 3
in Gen 3 Hayabusa (2021 - onwards
Posted · Edited by mark3evo
removed H@#%a pic
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