Shane bought the GSX-R1000K2 brand
new from Future Sport Motorcycles. “I always wanted
a 1000 and at the time the Gixer was the most powerful,
plus I’ve always had a soft spot for any model GSX-R
having owned a 400 and a 600 in the past.”
But as is the case with most horsepower maniacs Shane
soon found the power of the in-line four a little
under whelming. “I had a set of Yoshimura cams installed,
a Yoshimura exhaust system fitted and a re-map done.
I also went further and had the head ported and flowed.
In the end I found out about S&R Pro and just
decided to send the bike there. I figured that if
a turbo doesn’t scare the crap out of me nothing will!”
First
up Jamie and Snake ripped into the engine. The
gearbox and clutch were carefully inspected
and the crank oil galleries were modified to
supply more oil to the main journals – which
were replaced with new Teflon items. The cylinder
head had already had Colin Linney’s (Ten Tenths)
magic porting tool waved over it and was flowing
well so there was nothing needed there. |
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The Yoshimura cams were left in the engine and a
set of CP forged pistons were fitted to stock rods
– something that is common on Suzuki engines as they
are quite strong from the factory. With the compression
ratio set at 8.5:1 the engine was carefully re-assembled
and work began installing the turbo.
The snail of choice is a 350-horsepower Garret ball
bearing unit and a Turbosmart wastegate, mounted to
S&R Pro turbo headers via custom brackets fabricated
by Snake and Jamie. The fitment wasn’t exactly straight
forward, though, and required a set of custom billet
triple clamps to rake the stock forks out a further
five-degrees. Fork travel was also reduced 10mm and
the bodywork modified to suit.
The S&R Pro intercooler was fabricated and fitted
next, and the plumbing from the turbo outlet to the
custom S&R Pro alloy plenum chamber carefully
routed as discreetly as possible. As is the case with
most turboed sportsbikes, the original ram-air ducting
holes in the main frame spars was perfect for the
new turbo plumbing.
“Once the plenum chamber, turbo, wastegate, BOV,
intercooler and exhaust were all in place we started
on the fuelling and ignition,” says Jamie, “We decided
to go with the stock injectors with a high-flow pump
and an auxiliary 800cc injector located at the entrance
to the plenum chamber.” Jamie continues, “The auxiliary
injector is controlled by the Microtech Micro Fueller
and adds fuel on boost. Off boost the bike runs stock
fuelling controlled by an S&R Pro Interceptor.
The set-up works well and we’re very happy with the
power. In fact this bike is making 30-horsepower more
than any other GSX-R we’ve seen with the same boost.
I think the head is really helping, and the whole
set-up is quite good. Very torquey, that’s for sure!”
Aside from heavy-duty springs and some oil
pump mod’s the rest of the engine is stock,
again demonstrating why Suzuki engines are
the most popular turbo conversions in the
world.
“We’re running 18psi and making just over
300-horsepower at 9500rpm with 140ft/lbs of
torque available at 9000rpm, so over double
standard output on lots of stock components
– see what I mean when I say Suzuki build
strong engines?”
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But you can’t have a bike as quick as this without
looking the part, too, and in true Ghost Rider form
Shane has gone for the black look. “I chose the Diablo
Black and Zarate Smash painted it. In the meantime
I had the wheels Electromold nickel-plated with gold
centres and also had the frame, swingarm and rearsets
done. The Powerbronze undertail and rear hugger add
to the look and I like the look of the Iridium double-bubble
screen too.”
So in the end was the job all worth it?
“Sure was – this thing is fast! In fact, I wish I
hadn’t have wasted so much time getting it down to
Snake and Jamie in the first place.”
One thing is for sure – those long stretches up north
are going to be a lot more exciting than ever before…
SPECIFICATIONS
ENGINE Liquid cooled four-cylinder DOHC four-stroke,
bore and stroke 72.0mm x 46.0mm, capacity 998cc, 8.5:1
compression ratio, Yoshimura cams, balanced crank
with modified oil galleries, CP forged pistons, modified
cylinder liners, heavy duty clutch springs, stock
gearbox, Ten Tenths Performance ported and flowed
head, 350 horsepower Garret ball bearing turbo, Turbosmart
wastegate, Turbosmart BOV, K&N pod filter, S&R
Pro intercooler, S&R Pro plenum chamber, Yoshimura
muffler with S&R Pro headers, hi-flow fuel pump,
stock fuel system with auxiliary 800cc Bosch injector,
S&R Pro interceptor, Microtech fuel controller
for aux injector, stock ignition CHASSIS AND BODYWORK
Stock frame with five-degree increase in rake, S&R
Pro billet triple clamps, modified forks for reduced
travel, Electromold plated rims, frame, rearsets and
swingarm, stock re-valved rear shock, DID 530 chain
conversion, BT012 hoops, stock brakes, Powerbronze
rear hugger and undertail, Iridium double-bubble screen,
Zarate Smash Repairs Diablo Black paint, boost gauge
in PSI POWER 300hp@9500rpm / 140ft-lbs@9000rpm END
RESULT Oh dear…
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