Hayabusa 2008 Teardown Step by Step Video

Tommy Bolton with Tombo Racing tearing down a 2008 Hayabusa motor that he will be rebuilding into a street racing motor.

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Simple Turbo Boost Devices for Turbo Systems

Simple Turbo Boost Devices for Turbo Systems

Simple Turbo Boost Devices for Turbo Systems

A boost controller can be used to control the boost pressure of a turbocharger with an internal wastegate by adjusting the pressure going to the wastegate. A basic boost control setup involves a wastegate and a wastegate actuator, and works without any electronics. 

Here are some steps for installing a boost controller for an internal wastegate:
- Let the engine cool down
- Locate the wastegate actuator port and pressure source on the turbocharger
- Remove the factory boost control solenoid from the boost pressure supply port
- Install the boost controller in the wastegate pressure line, with the wastegate arrow pointing towards the actuator.
- Block any additional ports on the actuator
- Secure all hose ends with hose clamps
- Mount the boost controller bracket and attach the controller to it
- Before making adjustments, turn the boost dial completely counterclockwise 

A boost controller works by modifying the pressure signal sent to the wastegate actuator. This allows the turbo to produce a new boost level.

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Internal vs. External Turbo Wastegates

What Does A Wastegate Do?

Wastegates allow exhaust gasses to bypass the turbine of a turbocharger, regulating its speed (RPM), when a specific spring pressure is reached.

How Does A Wastegate Work?

Wastegates can be controlled in several ways but the way they work out of the box is by referencing the turbochargers boost pressure. The spring/s inside the housing are rated for various pressures. Many wastegates are calibrated to 14.5 PSI | 1 Bar of pressure. A boost pressure reference line is run to a port on the lower wastegate housing filling it with boost from the turbo. As the turbo spins faster, it makes more boost. Once the boost signal starts to reach the spring pressure, the valve will start to lift/open, allowing air to bypass the turbine of the turbocharger. Bypassing exhaust air around the turbine regulates the RPM of the turbocharger so it cannot make more boost pressure than the combined spring pressure. (if the valve is sized properly).

What Is The Difference Between Internal And External Wastegates? 

Internal and external wastegates are both valves that bypass exhaust air around the turbine of a turbocharger in order to regulate turbo speed/boost pressure). The differences are the size of the valve and the placement of the valve.

Pros and Cons For Internal And External Wastegates

External Wastegate Pros

• Multiple valve sizes

• Larger valves respond quicker and smoother to provide even boost control

• Less backpressure in the manifold

• Add multiple valves to get the flow you need

• Fabricate for best air priority

• More efficient design

• Better heat control through design and water cooling

• Serviceability through replaceable components

• Color options

External Wastegate Cons

• Larger in size and requires additional fabrication

• Additional component/s to integrate into the turbo system

Internal Wastegate Pros

• Compact and simple because it’s integrated into the turbine housing

• Reliable for lower boost pressures

• Cost effective

Internal Wastegate Cons

• Small valve with limited flow capability

• Cannot increase size of valve

• Slower to respond to changing boost pressures

• Can have issues with overboost in high flowing configurations which can damage the engine

• Bypassed flow can cause turbulence in the housing resulting in additional backpressure and turbo lag

• Valve is integrated into the turbine housing increasing heat buildup

Here you can see the pros and cons of internal and external wastegates. Based on your setup, it may be best to utilize external wastegates especially with higher horsepower applications. Now, in large frame turbo applications you must use external wastegates.

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Gen3 Hayabusa MaxxECU Walk Through

When You Are Spending This Kind of Money for Tuning
You Need to Have an Agenda... And some Experience.

You plug a MaxxECU into your vehicle for sure you have to have some electrical and engine mechanical background to make this work. Not for novices. 

MaxxECU PRO is a product developed from the ground up to be flexible, reliable and fast. MaxxECU PRO gives the user complete engine control!

Fast Facts:

Up to 12 cylinders sequentially.

16 injector outputs (low or high impedance injectors).

12 ignition outputs

12 inputs for exhaust gas temperature sensors (EGT).

Built in MAP-sensor for boost pressure up to 3bar (400Kpa).

Built in driver for dual WBO sensors (LSU 4.2 and 4.9 compatible)

Dual E-Throttle(DBW) support.

Dual knock sensor input

16 optional 0-5V inputs.

6 additional temperature inputs.

10 additional digital inputs (4 of them can be used with VR sensors)

30 auxiliary outputs (GPO), 8 of them +12v outputs

2 0-5V output.

1 5-10v output (sensor output).

Dual CAN bus.

Waterproof aluminum case.

Connectors, software and settings completely backwards compatible with standard MaxxECU. Easy upgrade.

MaxxECU products vary in price depending on the model and what's included: 

MaxxECU STREET: The basic unit costs $960.96, while the standard package with a harness and accessories costs $1,041.04. The premium package with a harness, accessories, and LSU 4.2 costs $1,144.00. 

MaxxECU PRO PREMIUM: This package includes an ECU, harnesses, accessories, and LSU 4.2 and costs $3,260.40. 

MaxxECU Race H20: This premium model costs $2,780.00. 

MaxxECU Race: This premium model costs $2,620.00. 

MaxxECU Sport: This premium model costs $2,380.00. 

MaxxECU Mini: This premium model costs $1,350.00. 

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Can Brock Make a Gen 3 Suzuki Hayabusa Better?

Can Brock Make a Gen 3 Suzuki Hayabusa Better?

It has been well known that the Gen3 Hayabusa motorcycles have been slower than their predecessors and why is that? Well as it turns out, its all about emissions controls and what Suzuki had to do to try to make more power and also be able to sell to countries and states with tight emission policies.

Hence more electronics and a rebuild that Suzuki had to go through to accomplish this. If Suzuki just could have built a faster bike like everyone thought they should have we all would have been happier. Instead on the one side they had that intention as a leader of big displacement motorcycles and on the other they had to sell the dam bike. Caught between a rock and a hard place.

So since the Gen3 has come out, custom builders have had huge problems trying to get this Gen3 model to perform the way they wanted, spending countless hours trying to get more power.

Brock has come up with Cams, others have come up with ECU reprograms, but as you can see, with all that work, the net result is 10hp.

That is for an aspirated engine. Add a turbo and because the Gen3 is totally different visavis the ECU and electronics no one has been able to provide a direct ECU only reprogram to accommodate the turbo.

Hence, add the MaxxECU to assist. The only issue is the MaxxECU is $4k and to be honest it is still not heads on the way it should be. 

I am sure Brock or others may have more success squeezing some more aspirated power improvements but after everything he did, he gained 10hp. To get a turbo onto the Gen3 it currently requires a MaxxECU and that is upwards of $4k on top of the turbo and not easy to program on the Gen3.

So bottom line, as we suspected all along, the Gen3 is just not there as a big horsepower bike.... at least easily.

So this is where you come back to the best Busa for turbo use and beefed up programming and that is the King of power, the Gen2 Busa. Old school electronics, easy to work with and solid solutions to change. And you have BIG POWER at your fingertips, easy to tap into.

Also lets not forget, the Suzuki Bandit for turbo candidate. Low cost turbo, MaxxECU NOT required and even unlike the Gen1 and Gen2... the engine does NOT have to be pulled to add a shim/spacer to lower the compression. Making the Bandit the lowest cost way to get power.

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Response to a Gen3 Turbo Video on YouTube

 Video Post From Schnitz Racing Youtube Clip
Building a Turbocharged Gen 3 Hayabusa in 23 Minutes
https://youtu.be/CGAxavmopuk?si=cyh6FdnzoyrPl7mD

In a recent post on their Youtube video, a Schnitz Racing staff member showed an RCC Turbo build on a Gen3 (above video link), basically implying that it is an easy 23 minute installation. Number 1: He did NOT mention that a Shim/Spacer is required to lower compression. Number 2: Eliminating the oil cooler makes it not great for the engine for highway use. Number 3: the $3-4k MaxxECU (not shown) but necessary for the Gen3 is not an easy setup. 

Response from HardRider Motorcycle
Re: Schnitz RCC kit video:
https://hardrider.net/proboost-turbokits/

Ok lets discuss and keep it honest if people can handle the truth. I would recommend keep the Gen3 stock and buy a Gen2 plus and a Proboost turbo kit and have 2 bikes. Why? In this column it was reported that the turbo kit for the gen3 complete was $11k, (RCC kit and MaxxECU) plus installation.

The problem with the Schnitz installation video is what they don't tell you. First off this installation provides a 4psi max turbo limit and with the elimination of the oil cooler, not a great bike for the highway because without the oil cooler the bike will overheat without using the turbo and will be a boiler on a hot day with turbo usage.

Why do they not suggest adding the shim/spacer to lower the compression from 12.5/1 to the 9.5/1 to run the turbo. The answer is simple, most people do not want to take their engine out and taken apart on a new Gen3 motorcycle. Its a lot of work and very costly. So you are limited to 4psi which is really, really a low boost. Most people will want more and when they use more boost, without the spacer, the motor will blow.

Likewise with an installation like this, the RCC turbo requires the elimination of the oil cooler. The turbo adds a lot of heat to the oil and taking the oil cooler off is bad for the engine and even worse when you use the turbo and yet worse on a hot day. Highway riding is very hard on the engine without the oil cooler.

Alternatively, we suggest you purchase a Gen2 Busa, then have Schnitz purchase a ProBoost turbo kit from HardRider Motorcycle (North American Distributor for ProBoost). Retail price is considerably lower than the RCC kit, you do not require $4k MaxxECU unit plus installation, you can use the bikes stock oil cooler, all for the same price as the RCC $11k turbo kit.

Plus the benefit is, you now have up to 11psi boost and the bike is not going to overheat on the highway.

Yes it requires the shim/spacer but every Busa requires this due to the high compression of the motors. This is a necessary step to save your engine.

If you want to save even more money rather than purchase a Gen2 busa, purchase a Suzuki Bandit. With this engine you do not need to take the engine out because the compression ratio is a much lower at 9.5/1. So its a real bolt-on turbo kit, that you still use the stock oil cooler and your total cost of the ProBoost Turbo Kit is only $3k. This is a great way to go for a streetfighter. The Bandit with the turbo is 240rwhp, more if you put in forged pistons. See our Bandit Turbo build on our turbo page at:  https://hardrider.net/proboost-turbokits/

This bike is also for sale: $8900.

You can purchase the ProBoost Turbo directly from HardRider Motorcycle or at the same price from Schnitz Racing. 

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Neither Dracula nor vampires are, strictly speaking, real — at least so far as we know — but that doesn’t mean they don’t have their basis in reality. While writing his endlessly influential novel Dracula, author Bram Stoker was inspired by Central European folklore in general and Vlad III in particular, whom history often remembers by a more colorful name: Vlad the Impaler. The son of Vlad Dracul, he’s believed to have been born in Transylvania, eventually became voivode (ruler) of Wallachia (a region of Romania south of Transylvania), and more than earned his nickname by impaling his enemies. Vlad Dracul took his name when he joined the Order of the Dragon, a secret cabal of Christian knights; “dracul” is Romanian for “dragon.” As fate would have it, “Dracula” means “son of Dracul.”

Stoker called Transylvania “one of the wildest and least known portions of Europe” in the book’s first chapter, an evocative description based on his research into the area and 19th-century travel literature (though the author never actually visited Romania’s spookiest region). Before falling in battle in 1476, Vlad III earned a reputation for brutality. Impalement was his favorite means of torturing and dispatching his enemies, but he was also known to decapitate, disembowel, and skin them; some claim he even dipped his bread in his victims’ blood while using their impaled bodies as morbid dinner guests. Whether such gory details are true may never be known, but it’s easy to see how he inspired one of the world’s most fearsome fictional characters. HardRider Motorcycle Performance Products | Nitrous | Turbo | Superchargers Email: info@hardrider.net | Web: hardrider.net Tel: 1-800-971-5030 | News CAN/USA ProBoost Distributor | NitroBoost | TTS Toronto Canada | Lewiston NY USA | Worldwide Shipping

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Zelensky, Trudeau Tops Trump's Hit List, EU On His Twist List.