MikaS

He just could not handle true power, he must have been riding adventure bikes for years. I am not convinced french can do anything right, i have a van made in France

29 grams is a big difference in rod weight. If they doubt that old Busa cant do 200mph on a tank, they should have it tuned, even big blocks see that kind of numbers, at least very close. i could have two Busas, this new Gen3 and then the fast one.

JD is the only one who will notice 4.2hp difference, he has the dyno

allright, so i have lost some 170hp on my gen1, must be the high mileage

210hp from DD3 , and how much was it from Gen2 ?

Where did i hear that H2R has recommended hours before replacing the engine internals, ??? One of our streetman drag racers used a H2 , he had long swingarm etc , i think he managed a season or two before the engine failed, now he has B-king with turbo

Factory stock Hayabusa (gen2) makes 390hp

Yes, every 9cc matters

Mekinley is rare individual for being so young, he is starting to understand what power and speed means to the soul

Like using double bubble screen ? Except some smaller riders get more speed with stock screen vs DB , even when their helmet is higher , why is that ?

Now with a closer look i dont like the rear light anymore. Apologies for the younger members, but i think the gen3 was designed by younger generation which is living in virtual world and has no idea of true values, play video games and think its the reality they cant understand why hyperbike needs big power engine, it is not because you need to go even faster, it is because you just need to have it

This was a good one, you see, gen3 , biggest frontal area = slowest top speed

I will wait for the IV , or death , what ever comes first

Why i do not agree hyperbikes becoming obsolete, what is better than riding powerful bike from here to sunset, fast and easy, it is the people, they dont understand true values of life, go after cheap and pointless things, i see it every day

I have some on paper but they cant be compared as they are EU standard graphs, and you are not in eu anymore

Carpenter makes race head porting, put that head in and you will lose as much as gain in other spots.

"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." Decreasing overlap also decreases peak power ?

Thanks JD, i already thought i had this always wrong, so Suzuki did what to increase mid range power ? One engine tuner and machinist in US testified how bigger throttle bodies increased power , even in stock engine (gen2) , gen1 was bigger already. We bored out also gen2 throttle bodies using gen1 butterflies, it was in Petri`s 1622cc , also Juha tested these in his 1441c and found it beneficial. Now they are all combined, its Juha`s engine 1634cc with big throttles and big tube exhaust, we never got a chance to try it on the track.

And they may be right, some guy takes a gen2 , do the right modifications and run low 9s then the second guy does the same and runs 10.5s, i have seen it, i have done it i am the second guy

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

H-profile rods used to be the same weight as stock, but later they became lighter. Carrillo and Wössner, both h-profile rods are lighter than stock. It was something like this, i just throw numbers here, stock rod g1 400g(396g something), any h-profile 400g, chinese h-profile 410g, chinese I-profile 430g, Carrillo A-profile 353g, later Wössner h-prof 383g, Falicon knife 380g, Crower ti-rod h-prof 296-299g

But you really got into it, i bet the Suzuki version means couple grams here and there

Lighter crank, updated pistons and rods, redesigned injectors, does not mean shite, 2hp max

Watch the moore mafia youtube videos, he can get that much power from 1k bikes by fiddling with the ecu, maybe exhaust. But they are restricted from the start, why, dunno? I dont think the same happens with gen3 Busa, if its not restricted in US