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I've seen it on a Dynojet Dyno. It's about 112 hp and 84 ft-lbs of torque. It makes better than 70 ft-lbs everywhere in the rev range so the torque curve is fairly flat and thus accelerates like 2005 GSX-R1000 through the midrange (Where it makes about the same torque/hp as the GSX-R). I...

Megasquirt works fairly well. I was one of the members in the group buy for the first 100 board spins we had made. (After everyone left the EFI-332 board). I converted a carbureted Buell to EFI, replaced a 32 bit Suzuki Hayabusa ECU with Megasquirt, and Fuel injected an NHRA Prostock Harley...

Correction factors: SAE -- The SAE standard applied is a modified version of the SAE J1349 standard of June 1990. Power is corrected to reference conditions of 29.23 InHg (99 kPa) of dry air and 77 F (25°C). This SAE standard requires a correction for friction torque. Friction torque can be...

Just read this on Cycle World.com Sad news. Godspeed Kenji.

My mistake. The machine was actually a 1993 not a 1992. Here you can see the EFI throttle bodies in place of carbs with injectors peeking out, the elevated "tank" cover to clear the air filter and the horrible Innovate Air Fuel monitor in the pipe and controller on the tank. I tried to...

The mechanism

Long stacks up, exposing short stacks for top end.

Long stacks down for low end power

I'm glad you enjoyed reading the results. I've had the good fortune (I'd say pleasure, but sometimes it's torture) to work with some very innovative people / teams. As one owner said, "It's not about buying the same thing as everybody else when you're racing at the top level. It's about...

And I agree. I would not remove the variable runner. I would come up with another way to breathe better without removing the variable runner intake. Good for you for developing a real work around.

The video you show is effectively what this system is. Only several years earlier - on a Gen I! Although i will say, that I saw the same type of system on an MV Agusta about the same time.

I asked if the owner was sharing any of this online. He said no. I guess there was some discusion about it back in the day, but a lot of naysayers. As there is always is with forums. Lots of experts who already know it won't work, so he just developed it himself and kept it to himself...

Here's a comparison to a guys '88 with just exhaust.

In the end, he made a peak of about 133 to 134 hp on a motor with this intake and a modified stock exhaust (gutted cans with Supertrapp end caps adapted to the ends of the cans for tuning).

This is all the curves overlaying each other. The blue is the system fully active. Notice how the blue curve runs along withe the green curve up to 7500 rpm. then as the long stacks are lifted out of the way, the blue curve departs the green and continues up along the the red curve.

This is the system fully active. Mind you he started developing this around 2003. His own dynamometer was far less cooperative so he came to see me in 2005. He continued to work on the system until around 2008. The real goal was to have an EFI turbo motor, but sometimes inventive people get...

For comparison here is the two overlayed.

With the short stacks in place the bike, again with out being fully sorted produced a curve like the one below. Notice how saggy the bottom end is. Yes there is also a huge lean spot, but he did not want to alter the fueling curve he was developing for the bottom end. Still this shows the...

Here is a chart showing the power the bike made with the low rpm long stacks fixed in place. The tuning was not fully sorted at this point, but it showed how the intakes performed.

V-boost does provide for breathing through an additional carb. And, since the intake is out of phase, the wave created from the opposing cylinder's intake valve closing event surges into the receiving cylinder's open intake. This still did not provide enough for this particular customer. You...