i have modified R25, in stock condition the output was 26 WHP. I do some modified on the cam, porting polished, valve, exhaust, throttle body, stand alone ECU and final gear. and now the output is 36,9 WHP on dynojet 250. and im very happy with that, thanks TST for this build inspiration.
Don't worry, you will get to the 50 HP range soon enough with cams and cnc ported heads and manifolds. 45hp on a stand alone ecu with leo vince full exhaust system with stock internals is common here in asia but then again it varies from dyno to dyno and also other variables. Good luck trying. Looking foward to the next build and upgrades.
its very easy for them to attain 50hp if they would only focus on horsepower. tst focus on a good rideability with also having a high horsepower for consumers. most builder here in asia sacrifices rideability and engine reliability for horsepower which is not good for everyday usage
@@jaredshelton4718 It really depends on the bike, dyno, bike setup on dyno, and atmospheric conditions at the time of testing. This is why we ran a baseline on the same day on the same dyno. We got a baseline of 34.5 horsepower from a full stock bike.
LOVE the videos . . . WOW! 10 hp gain on a 34hp motorcycle? yeaah I'd say that was impressive!! I can't wait to see how that translates on to the track!! informative . . learning so much . . thanks guys !!
TST should come to SEA and see what we do to our 125cc - 300cc, we have various custom engine parts just for modding definitely an increase of more than 10hp. you will be so amazed by it :)
Nice work! Encouraging results so far... It would be great if we could see the curves from the dyno runs, and perhaps a curve with stock and superbike curves overlaid. I think the curves tell the story better than a bare peak power/torque figure, because you could have a curve that dips and has a single high peak, or you could have a smoothing climbing curve up to a large flat peak...
You are correct. The shape of the graph is much more important than the bare numbers. We did sacrifice a higher number on this bike for certain rideability parameters that have to do with the shape of the curve, and how fast the motor can put itself into the power producing area.
The Yamaha Handling principle: Bikes that responds as the rider intends to do so, that's why back in the 90s the R1 was, and still is a huge cornerstone of all the sport, supersport and track bikes. Without sacrificing anything.
@@Gamen4Bros that series concluded a long time ago. We since moved on to some newer model bikes. We just received our zx4R so that project is starting up now.
@@Gamen4Bros we didnt have time to film episodes while building yhe Ninja 400 bikes but we did some cool things with those as well. We came put with a proper airbox for that bike triple clamps, and some other kind of exotic parts only available from us.
Awesome crazy build, I was out there this Sunday on the naked R3 next to you. I didnt even realize it you were riding an r3 until i really looked at your bike! Hope you got to your lap goals you guy were reaching for! It was my first time out there in a small bike and it felt amazing, im sure it would be 10 times better with your build haha
Hey man. I was trying to spark a conversation with you but someone interjected and I got side tracked. Hopefully we can catch up next time. Unfortunately we didn't get the bike running right yet. There are still some areas of concern. We were supposed to work on chassis and suspension, but we never got past the fueling stumble. The OEM sensor pack is inadequate for how much this motor breathes. We will have to circumvent that and see if we can improve the rideability of this machine. It is very potent but not user friendly. I tested it out the best I could with the setup I was given, and the end of day results were that I was consistently running about three seconds faster than FMRRA competition record. I know I can do better when we get the power delivery stabilized, and fix geometry and suspension. For your enjoyment of your R3, I think if you are considering any mods, they should be tires, braking, and suspension. More power will not give you immediate results like those three areas. Please let us know if we can assist in any way. Even if you just need advice.
TSTindustries thanks I really appreciate it! I was just focusing on getting comfortable on the r3 to be honest and have not really thought about any upgrades at the time besides the super cheap tweaks. We had met before at tally and I used to run advance with my stock cbr600rr. There's just some enjoyment I get with pushing a stock bike with little to no changes to the best of my capabilites. The r3 I was riding was completely stock besides running SC2 pirelli tires, a r6 throttle insert which didn't feel much different than stock, and cheap risers I used to push up the stock rearsets. My camera crapped out on me but by the end of the day when I had a clear lap in intermediate I am sure I was running near or sub 1:30s. I wanted to get in advance but was discouraged by another rider saying they were doing sub 1:20 laps and didn't want to get in the way. I might be back on the 13th of this month. Hope to see you out there again and hopefully try to follow you or learn some spots where I can improve
Sorry bud...that is mother's day. As much as I would love to be out there with you I have to pay tribute to my kickass wife and spend time with the fam. Another time perhaps.
Please educate yourself before you make comments. Go read rule books of racing organizations and find out what race bike builders have to conform to for the different classes in existence, especially supersport and superbike. You can also start here: th-cam.com/video/OJCnzhNU_ZQ/w-d-xo.htmlm23s
Patrick Wilsey Exactly. People love being negative, especially when it’s not even deserved. This is a super cool build, and I fully understand the mindset.
We have not raised it beyond 13.5k yet. There is no need with the current configuration because the motor peaks right around 12 and then falls on its face. We will be changing some things to lift that in the RPM range, and make the peak area broader.
Thanks. We did several generations of this motor build. The latest won a bunch of championships, and was putting down 53Hp at the wheel, with almost 24 ft-lb of torque (at peak). The power and torque curves were much more usable too, with flatter peak to red zone, and faster climbing 3k-10.5k area. The latest mnotor just shot a rod through the case so we are on break from that project contemplating phasing it out. The N400, R6, and R7 programs are taking priority now. You should check out the Ninja 400 airbox video we made. TRhe sound from that bike is wicked too. And with very impressive results.
Wow, I just watched the whole superbike bike build from 1 to 11 I love it and I'm looking to buy an r3 in the future so to know how much like this I can do, is amazing. TST you have taught me so much and I really enjoy watching your videos keep up the great work.
Hi Jordan, I do understand that there are many opinions about what size cc to start off on and move up with, but for me who has a 125cc to jump to a 600cc is huge. I have done quite a bit of research on this topic, yes it is possible and to "take it easy" but with what i was taught, to enjoy the power and excitement of every cc as you move up, going to an r3 seems just right :). Thank you for your input though.
nice build & bike, over in Australia we race these r3s in 2 classes, i've had my bike dyno tuned 3 times at different dynos and results all come around the same figure, but the only difference is, i have a stock motor putting out more hp then your fully built Superbike. hopefully in future runs you guys get better results
Jake Brett that is not possible. At the crank it is 42hp. But due to drivetrain losses it would be lower. Not to mention you're on the otherside of the world, the results would be different to his, due to humidity, elevation, etc.
Your local dynos must not use SAE compensation and smoothing. SAE is an American thing, and your local setups are likely different. What would be more interesting is to get both bikes on the track together and see how we stack up against each other in either time trials or races.
id love to have both bikes next to each other and have a nice race and time trials with you. and see the difference in both bikes. Lets make it happen!!
I have a Yamaha MT-25 swapped to an R3 320cc block, keeping the 250 head Base numbers after block swap & ecu tuning was around 34hp (dynojet measure) Compression ratio jumped to 12.8 which was sort of good for power, but then again the 250cc head valves were too small so obviously the flow was bottlenecked, so I did some port tuning, bored out the TB, and swapped to larger cams to compensate. Ended up with 42hp, planning to have the valves bored out this year, hoping to get 49-50hp out of it Gonna post the dyno video on my channel when it's done
WOW! Awesome. It is so good to see other enthusiasts going the distance with the little beast. It is interesting that you kept the 250 head. It is far easier to go to the bigger head and valves. You can also shim the valves to rev to 14000 RPM if you plan on messing with cam degree and other parameters that shift peak power higher. Our rev limit on our SBR3 is set at 14.5k RPM. We only go that high in drafting situations, otherwise the rider is instructed to shift at 14k or below depending on gearing. Since you already have the 320 jugs maybe you can source a 320 head assembly form a crashed bike cheaply and do some porting on that. I see them on Ebay going for 100-200 dollars all the time. I don't know which cams you have but I have a couple sets of the GYTR factory race kit that comes with cams, valve shims, thin gaskets, high compression pistons with anti friction coating, etc. These kits are made for the 320 configuration and even with FIM SS restrictions they make about 50 Hp. With the head decked and bored, TB bored, set of good velocity stacks, open airbox configuration, tuned on gas similar to MRX02 should be pumping out around 54 Hp. Anyway, thanks for sharing your story. I hope you can come back and update us on your progress.
@@TSTindustries Thanks, it's a fun little bike to throw around esp in our smaller roads I saw the heads on ebay but I happen to live in Indonesia so the shipping costs are crazy high. Also I couldn't verify the conditions and it'll be a lot of trouble if it happens to be bad. Funny thing is the R3 bikes are actually manufactured here, but due to tax laws, bikes above 250cc are considered luxury items and subject to ridiculous tax increase, causing a huge price gap between 250 and 300s. Basically Yamaha only builds them here for export, so all the parts are not available for sale through authorized dealers. There are some people who import back those brand new R3 heads but it sells for $800+ which is insane, considering a brand new 250cc head sells for under $200 in authorized part dealers. Anyway there's a local workshop who have successfully made 49whp out of a 250cc head and that's the main reason I'm keeping it for now. Really interested with your products, if only I lived closer..
At the time when we halted this project and started working on other bikes that use the succession of technology developed in the original project, the bike was making 53 Hp. That is stock bore and stroke.
My friend got a 2016 CBR300R which he got dyno tested at 45hp. He has got a pipe on it and removed the air filter and also got a programmer. He's going to sell it to me when i get my licence.
Like we explained in the video, HP numbers are not absolute. We have a local shop that has a "happy" dyno that spits out abnormally high numbers. Those numbers do not compare to ours. So, unlike what people out there want to think, a dyno is nothing more than a tuning tool, and does not give you much of a real life gauge of comparison between other bikes tuned on other dynos.
Nice work guys. Wondering if you will make a true deltabox chassis for this engine? ? As for some odd reason Yamaha didn't give a deltabox chassis for this motorcycle.
Your right. The best part of the R3 is the engine. The rest of thee bike is cheap built junk. Heavy frame and fuel tank with a swingarm made of tin. They suck the young lads in with sleek body styling and wheels. I know this as I have one myself that my son drag races on the eighth mile in a junior class. 8.5sec et@80 mph stock. Good cheap bike for a name brand.
cbr650f is "tuned" to meet a design point and reliability, quick but still street rider friendly. Certainly 650 cc could make a lot more power than its ~87 hp rating.
xorbe2 hey This r3 is race ready and was meant for 1 season anyway You need every last bit of it so You don't need to worry about that engine blow so much cause they can rebuild it or use stock parts anyway
cause it is inline 4 250 cc it can make more power but its weight is much higher than this R3 you have to compare BHP:weight in order to find if that bike is fast and good and anything ratio is the key to success so that's why in these day lower CC bike will not have inline 4 anymore or they have to make it's weight lower than before so that 1991 cbr250rr cant beat 2015 cbr250rr or R3 i'm not saying old bike suck but in terms of performance it is :P
That would be tough to do in the same way they fail over time. It is strain that kills them and that takes time and many cycles of tensile and compressive loads applied.
I hope you do this same thing with the N400. I know you already have a 400 to work with but if you're interested in having a 400 rider who rides ALOT test out and review your stuff, I'm not too far from you.
Hmmm...as in without changing the tail fairings? No. There is an internal seat pan that is taller than the stock setup, and this tail fairing mounts over the top of that. The actual seat attaches to the tail fairing.
Hello, thank you for this very illustrative video, I would like to ask you why, if the test on the dynamometer of the series bike results in a maximum power of 34.43 HP, the owner's manual of the motorcycle informs that the engine has 42 HP? Thank you.
The factory tests their engines on a dyno that hooks up to the flywheel. The output there is larger because you don't have additional drivetrain losses like when measuring at the wheel. And I have to reiterate that horsepower numbers from dynos are not absolute. They vary with the equipment, location, conditions, and the operator chosen compensation.
The bike is actually quite potent already. We did some track testing recently and the result is very positive. Couple more tweaks and this bike will dominate the classes it races in
@@TSTindustrieshere in Brasil we get 42 but its actually a different measuring, we use CV around here... Guys im about to import those pieces to put it on my bike, is there any way you guys could help me out with that? A friend who lives in us will ship it to me, maybe i could buy the parts from you?
How much faster is the new engine to the peak power ? it must be couple seconds quicker. Run through the gears and time to each shift ? Sounds awesome with that lighter flywheel 12K-12.5K peak now 13.5 k later ? Little more overlap or less and drop the curve soften that rush.
50hp on one dyno will be more or less on others. Like we said in the video, there are no absolutes. The true performance test is really at the track. We have our bike running pretty poorly still, and rideability is still affected by some hiccups that need tuning out, but I just beat the FMRRA competition at Jennings GP last Sunday by roughly 3 seconds.
You should also measure the time it takes to reach the rpm at which it makes the max power and compare it to the stock bike, with your mods , it should definitely be faster and in a race it would make all the difference. Awesome, awesome work BTW. I am forever hooked to your channel
How do you class one as a supersport bike and a superbike? What’s the difference? In racing generally supersport is the smaller categories and superbike is reserved for the 1000 category. What are you referring to by superbike?
After a full break in, tweaking the cam timing, a bit more tuning, and race fuel to run a bit more ignition timing, I’m going to guess the end result will be about 48hp all said and done.
We think that we can get to that number too. However, that may not be the money setup. If the higher HP number sacrifices too much on the shape of the curve we will dial back to where it provides better rideability. After all, the true measure of performance of this bike will be number of races won, lap times dropped, etc.
TSTindustries Well said and I definitely understand and agree with you. I’ll be interested to see the curve once the final tuning is applied to the bike. Great series so far by the way, I’m really enjoying it!
Can you please answer me , what does DB Killer ? Is it better numbers or curve ? Or it’s better without ? Or it’s better bottom power with DB KiLler .? Thank you
The Supersport variant is the bike we built for racing that is eligible for supersport races. Supersport and Superbike are classes of permitted modifications for entry in races. Supersport just has less modifications legal for participation. Yamaha does not sell that configuration from the factory.
I love to see progress in small bikes but what would a build cost to do all of this work. I know its definitely worth it for the track but i can also mod a larger bike im just trying to make the best performance decision s per budget
We don't do a series on every bike. This was just Bart's pet project. How low tech can you start with-- how far can you take it. Bike sits at 275 pounds, 53 horsepower, 23.5 foot pounds right now. We won ASRA Moto3 National Championship with this thing last year. Now the focus shifted to N400. We have actually built many race bikes here at TST over the years. Some were small displacement, some were 600's, some were 1000's. We have the tech and knowledge for whatever it is. The bigger bikes are just a bit easier because all you have to do is derestrict everything, build suspension and adapt the bike to the rider, and take off weight and you have a machine that most people can't handle 100% of. If you are a business that focuses on building bikes for customers then you periodically have a guy walk in with a 25k dollar bike with a big bank account and you get to take this much further into the National Superbike realm. Those guys can handle whatever you give them and they want more. We are in the parts manufacturing sector with a few engineers on staff, who race or raced in the past, so projects like this are important from time to learn a lot, and to show the world what we can do.
@@TSTindustries great thanks for the feedback i think lower cc light weight super bike makes more sense for the average track day. At 53 hp its a great way to learn to go faster on a stripped 600 or literbike although it could be costly for an average person to do this on a smaller cc bike whilst thinking its a great idea and get swamped on cost over time lol but thanks
Yes. We rebuilt, then made some more progress on tuning, and made some trick parts that further improved power delivery. Then we blew it up again and then made more progress after rebuild. We also lightened the bike quite a bit more.
If you follow the show from the first episode you can see some of the details and hear about them. We went top to bottom through every system and lightened it. Internal engine components, frame, suspension, fairings, steering, wheels. We still have a few things we plan to do like chopping out a part of the subframe, cutting off more redundant stuff from frame, making an aluminum gas tank, etc. I think we can bring this bike down to around 260 lb wet.
@@TSTindustries holy hell! That is stupid light! Hahah. And yes I have seen every episode LOL might just be worth it to send you my motor and have you all do the secret goodies ;-)
Or go out and purchase a used low mileage R6 which in my area go for $2000/$4000. Put another couple of grand into performance tires, brake pads ect. and end up with five times this bike for about the base price of an R3. The only time any of the expense put into something like this R3 makes sense is if you are trying to fit within a specific race bracket otherwise your better off going the aforementioned route.
This project is for the purpose of research, racing in a specific class, and to have fun. I already have bigger bikes in my stable, some in SB trim, some in SS.
@@TSTindustries As I wrote, "The only time any of the expense put into something like this R3 makes sense is if you are trying to fit within a specific race bracket otherwise your better off going the aforementioned route.". The only reason for my post is the fact I have watched many young people my son and son in law and their friends in particular pour thousands of dollars they really couldn't afford on slow bikes and cars trying to make them quicker. When all they really wanted was to have a quicker machine and they could of reached their performance goals cheaper if they had started with a more powerful base machine. Thankfully they have seen the error in their ways and have stated spending their money more wisely by buying good base machines and working from there. I was not throwing off on your R&D or race goals just trying to save some kid a little money by getting them to think through what their end goals really are then build what they really want while spending their limited budgets wisely.
TSTindustries lol it’s just rare that companies selling things have links to social media but not the website. I went to your Instagram and there was a link in your bio and I clicked it and it took me back to your TH-cam. I finally just manually searched your name, but that’s way too much work for the generation after me ;P Do you have any videos on your worx kit and what it’s effects are etc ? The worx kit is great, would love to see some numbers and reviews, but I’d also kill to buy a decked out r3 motor. I get it doesn’t really make sense financially though.
What is the best way of breaking in a 2stroke single cylinder? I've just fully rebuilt my engine and replaced the 5 speed with a 6 speed gearbox. Would heat cycles and gragual rpms be the best or would a richer mix help? I'm unsure
Nick thank you, i was always concerned with breaking it in. So would you say as it'll be running off the 2 stroke pump would you say run abit of 2 stroke in the tank or richen the mixture though the carb?
We actually built both into race bikes. Our SB R3 pushes more horsepower than our SS N400, but the Ninja has several more foot pounds of torque at the peak, and drives off corners better. Handling wise, the R3 is a much better platform, and we have the R3 down to 275 lb. so that weighs in too. The only way to make a fair comparison is if we would build an SB trim N400, which may be on the table for 2020.
Nice, which build would you suggest for Portland International Raceway? You guys should definitely do a side by side comparison, I know many of us would love to see it!
@@forrest3198 it depends what classes you want to race. In our racing circuits the n400 can't be raced in the moto3 and 300cc classes but the R3 can ride up. You can do more race classes with the R3 but can only be really competitive in the moto3 and 300cc classes. I personally like to have a smaller and lighter bike and try to ride the wheels off of it.
Yes, of course. Removing the magnets and flywheel mass does little for torque and power production. Instead, it enables the motor to get to the RPMs where torque and HP peak quicker, which is a big asset in a racing environment. You also spin less mass in the motor so resistance to turn in of the entire machine decreases. This modification works really well for its intended purposes, but it is not practical for street machines.
My 1990 GSXR 400 made 60hp and weighed in at 368 lbs in stock trim. These "NEW" 300 and 400 twins seem like they are going backwards in terms of performance. Maybe its a "TWIN" problem. My 2008 FZ6 made 100 hp in stock trim, 25hp per cylinder.
Yea the R version of the FZ6 was a pig. Luckily I chose correctly. After a Gold valve upgrade on the front forks, a dynojet programmer and a Two Brothers exhaust, she would flat move. Addon the small gear reduction and it pulled extremely hard out of the corners. The R version was a joke.
We can do it for five bucks. We will just throw a bunch of duct tape on your intake and get you right down to 45HP....hehehe, but seriously, the R6 is much easier since it's the most raced model in the world. There is so much knowledge to tap into, and we have already built those bikes up in the past. We actually have one on our race team and a couple being raced by satellite supported racers.
That is a loaded question. Depends on your skill level really and what of the list you are already taking care of. Inspection is really the first step. Are my tires in good shape and inflated to optimum pressure, are my brakes in good working order, is my chain in good shape, is my bike free of leaks....that sort of stuff. If that's already handled then you should consider drilling the oil drain and fill plugs, and safety wiring those along with oil filter clamp wired to the block. That is for everyone's safety. It is tough to answer this question precisely without knowing more about your situation.
Unfortunately at this time there are no plans for that. We would like to continue with the current show until the end of this racing season, and pick up with the Ninja 400 next season.
All that build up to expect mediocre results, and it's freaking great results, considering it's not really tuned and dialed in at all yet. I wonder with all that extra cc you have now, if you could use an extra intake valve. Should be able to get it close to 50, though more likely stop around 48 or so. For all you know, the dyno could have a bad bearing, but then I don't know how dyno's are zero calibrated so :)
He probably means 3 intake, 2 exhaust like the old Kawis used to have. What's more practical is increasing the valve size and valve seats and ports on the head, but that comes with its own challenges. I don't think the bore size has enough pumping volume to support any more flow. By enlarging inlet volumes we would decrease the velocity of the charge flow and probably kill off scavenging. It would be a good test but for now we will focus on the things we are almost certain will improve output. In the future we may play around with larger valves. The dyno number doesn't matter that much. We ran one analysis without SAE compensation and it was something like 48.5 HP but that is not the most reliable number because it doesn't take into effect conditions that weigh in on the power production. For us the dyno is a tool that gives us the trend of what is happening and the actual number doesn't matter much. instead we work on percentage changes.
Actually, it's listed wet weight is 1kg more than the R3... Aside from which, which one of them weighs the most in race trim? The Ninja is hauling a twin cylinder engine, it's a lot more metal!
The Ninja 400 is actually listed as 1kg less, I imagine they'd weigh roughly the same in race trim, because of course, the R3 is also "hauling" a twin cylinder engine...
Hard break in, you don’t redline the motor you just give brief moments of full throttle in gears 2-4 and do as much engine breaking as possible. And never stay at the same speed for too long, which means if you go on freeway limit it to less than 10 miles or better don’t go on freeway until at least a 1000 miles, a race track is a great way to break in just don’t go past 75% of redline, which might be tough on a small capacity bike, try a short track.
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i have modified R25, in stock condition the output was 26 WHP.
I do some modified on the cam, porting polished, valve, exhaust, throttle body, stand alone ECU and final gear.
and now the output is 36,9 WHP on dynojet 250.
and im very happy with that, thanks TST for this build inspiration.
@Rainy what's your bike?
Don't worry, you will get to the 50 HP range soon enough with cams and cnc ported heads and manifolds. 45hp on a stand alone ecu with leo vince full exhaust system with stock internals is common here in asia but then again it varies from dyno to dyno and also other variables. Good luck trying. Looking foward to the next build and upgrades.
Are you from india?
its very easy for them to attain 50hp if they would only focus on horsepower. tst focus on a good rideability with also having a high horsepower for consumers. most builder here in asia sacrifices rideability and engine reliability for horsepower which is not good for everyday usage
In Indonesia there is a tuner that turn R25 to 321cc with a lot of tuning and get 62 hp
10 hp increase on a 34hp machine. Yeah I would say that's really really good
tmac20031 yeah, that hp gain plus the lighter bike, would be awesome on track.
Its 40 something imo
@@katdareaniket Stock is like 42
@@jaredshelton4718 It really depends on the bike, dyno, bike setup on dyno, and atmospheric conditions at the time of testing. This is why we ran a baseline on the same day on the same dyno. We got a baseline of 34.5 horsepower from a full stock bike.
@@TSTindustries what upgrades did you do to reach 44hp?
LOVE the videos . . . WOW! 10 hp gain on a 34hp motorcycle? yeaah I'd say that was impressive!! I can't wait to see how that translates on to the track!! informative . . learning so much . . thanks guys !!
I believe that the next episode will have a debrief from this past Sundays track testing.
TST should come to SEA and see what we do to our 125cc - 300cc, we have various custom engine parts just for modding definitely an increase of more than 10hp. you will be so amazed by it :)
Can't wait to see how this thing does on the track and how much more you can get with some fine tuning.
Just watched the superbike from 1-11 and now I'm tempted to trade in my current bike for a R25 😂😂😂
Great work!!!
Subscribed!!!!
Love the video. Can't wait to see how much further this build goes!
Nice work! Encouraging results so far... It would be great if we could see the curves from the dyno runs, and perhaps a curve with stock and superbike curves overlaid. I think the curves tell the story better than a bare peak power/torque figure, because you could have a curve that dips and has a single high peak, or you could have a smoothing climbing curve up to a large flat peak...
You are correct. The shape of the graph is much more important than the bare numbers. We did sacrifice a higher number on this bike for certain rideability parameters that have to do with the shape of the curve, and how fast the motor can put itself into the power producing area.
The Yamaha Handling principle: Bikes that responds as the rider intends to do so, that's why back in the 90s the R1 was, and still is a huge cornerstone of all the sport, supersport and track bikes. Without sacrificing anything.
And all the weight you saved from the race bike so way to go fellas. 10hp gain off stock on a small engine, damnnn.
That was then...now it's about a year later and we are extracting 53 horsepower, and have gotten the bike down to 275 lb. race wet
Holy shit, that’s awesome. Thank you for the update and the inspiration.
Finally what we were looking for! Great numbers! Hope to see it kicking ass on track now!
8:47 damn that sounds good.
Crazy custom bike♥️♥️
Thanks...lots of time, work, and money went into seeing just how much we can push these boundaries by.
@@TSTindustriesjust came back to this series! ❤️❤️
@@Gamen4Bros that series concluded a long time ago. We since moved on to some newer model bikes. We just received our zx4R so that project is starting up now.
@@TSTindustries yessss zx4rr❤️ I drive a Ninja400 and remember watching some vids on that as well from u guys haha
@@Gamen4Bros we didnt have time to film episodes while building yhe Ninja 400 bikes but we did some cool things with those as well. We came put with a proper airbox for that bike triple clamps, and some other kind of exotic parts only available from us.
Awesome crazy build, I was out there this Sunday on the naked R3 next to you. I didnt even realize it you were riding an r3 until i really looked at your bike!
Hope you got to your lap goals you guy were reaching for!
It was my first time out there in a small bike and it felt amazing, im sure it would be 10 times better with your build haha
Hey man. I was trying to spark a conversation with you but someone interjected and I got side tracked. Hopefully we can catch up next time. Unfortunately we didn't get the bike running right yet. There are still some areas of concern. We were supposed to work on chassis and suspension, but we never got past the fueling stumble. The OEM sensor pack is inadequate for how much this motor breathes. We will have to circumvent that and see if we can improve the rideability of this machine. It is very potent but not user friendly. I tested it out the best I could with the setup I was given, and the end of day results were that I was consistently running about three seconds faster than FMRRA competition record. I know I can do better when we get the power delivery stabilized, and fix geometry and suspension.
For your enjoyment of your R3, I think if you are considering any mods, they should be tires, braking, and suspension. More power will not give you immediate results like those three areas. Please let us know if we can assist in any way. Even if you just need advice.
TSTindustries thanks I really appreciate it!
I was just focusing on getting comfortable on the r3 to be honest and have not really thought about any upgrades at the time besides the super cheap tweaks. We had met before at tally and I used to run advance with my stock cbr600rr. There's just some enjoyment I get with pushing a stock bike with little to no changes to the best of my capabilites.
The r3 I was riding was completely stock besides running SC2 pirelli tires, a r6 throttle insert which didn't feel much different than stock, and cheap risers I used to push up the stock rearsets.
My camera crapped out on me but by the end of the day when I had a clear lap in intermediate I am sure I was running near or sub 1:30s.
I wanted to get in advance but was discouraged by another rider saying they were doing sub 1:20 laps and didn't want to get in the way.
I might be back on the 13th of this month. Hope to see you out there again and hopefully try to follow you or learn some spots where I can improve
Sorry bud...that is mother's day. As much as I would love to be out there with you I have to pay tribute to my kickass wife and spend time with the fam. Another time perhaps.
That’s a massive gain! Love that you guys call this a superbike!
We didn't just decide to call it a superbike. We used racing rule books to build in mods that are allowed in superbike classes only.
Please educate yourself before you make comments. Go read rule books of racing organizations and find out what race bike builders have to conform to for the different classes in existence, especially supersport and superbike. You can also start here: th-cam.com/video/OJCnzhNU_ZQ/w-d-xo.htmlm23s
Brenden you just got briefed. I think he knows what he's talking about so sit back and learn something
Patrick Wilsey Exactly. People love being negative, especially when it’s not even deserved. This is a super cool build, and I fully understand the mindset.
Brendan Nolastname Yamaha considers the R3 to be a supersport. Go check it out for yourself if you dont believe me!
Good job guys... Those are nice gains for a break in run!
all kinds of gains
That's the proper qualification for being a phenomenal little beast! Well done!
What was your top RPM for the superbike?
We have not raised it beyond 13.5k yet. There is no need with the current configuration because the motor peaks right around 12 and then falls on its face. We will be changing some things to lift that in the RPM range, and make the peak area broader.
amazing, just amazing, you can try in the R3 championship and take some podiums
That engine sounds great; very cool project
Thanks. We did several generations of this motor build. The latest won a bunch of championships, and was putting down 53Hp at the wheel, with almost 24 ft-lb of torque (at peak). The power and torque curves were much more usable too, with flatter peak to red zone, and faster climbing 3k-10.5k area. The latest mnotor just shot a rod through the case so we are on break from that project contemplating phasing it out. The N400, R6, and R7 programs are taking priority now. You should check out the Ninja 400 airbox video we made. TRhe sound from that bike is wicked too. And with very impressive results.
You TST guys are making a very good job with this amazing lil machine.
Thank you. It was a fun project.
Very impressive gains yet you say there's more to be had. Yay.
This will be an all season thing. We will not stop until we get everything milked out of this bike.
Good numbers & it's only the beginning, Loving the videos
You guys are awesome and those figures are impressive for an r3!
Thanks.
Awesome superbike, I'm jealous, congrats, hope best on track.
Great job at starting the unending race...the race of life for the R3 bike
But i still love an FZR400 myself
Wow, I just watched the whole superbike bike build from 1 to 11 I love it and I'm looking to buy an r3 in the future so to know how much like this I can do, is amazing. TST you have taught me so much and I really enjoy watching your videos keep up the great work.
Black Dragon dont but a 300you will just hate yourself later for wasting the money you are better off going easy on a 600
I disagree. I race an R3 and an R1 and have the same amount of fun on both. Lessons learned on the little bike make me perform better on the big bike.
Hi Jordan, I do understand that there are many opinions about what size cc to start off on and move up with, but for me who has a 125cc to jump to a 600cc is huge. I have done quite a bit of research on this topic, yes it is possible and to "take it easy" but with what i was taught, to enjoy the power and excitement of every cc as you move up, going to an r3 seems just right :). Thank you for your input though.
Thanks TST, I agree with what you saying :)
Man I learned so much about my R3
That's great
awesome stuff !🤟🍻
nice build & bike, over in Australia we race these r3s in 2 classes, i've had my bike dyno tuned 3 times at different dynos and results all come around the same figure, but the only difference is, i have a stock motor putting out more hp then your fully built Superbike. hopefully in future runs you guys get better results
Jake Brett that is not possible. At the crank it is 42hp. But due to drivetrain losses it would be lower. Not to mention you're on the otherside of the world, the results would be different to his, due to humidity, elevation, etc.
Your local dynos must not use SAE compensation and smoothing. SAE is an American thing, and your local setups are likely different. What would be more interesting is to get both bikes on the track together and see how we stack up against each other in either time trials or races.
id love to have both bikes next to each other and have a nice race and time trials with you. and see the difference in both bikes. Lets make it happen!!
Man that clutch works in a weird way haha
What makes you say that?
That's over 50 at the crank🤩
Our latest version of the R3 SB trim bike puts out 53.5 hp at the rear wheel. That is still with stock bore.
it's too early to say it but I'm going to say it anyway; a job well done, good work, TST team
Thank you.
WSSP300 YAMAHA R3 has 50hp
our latest motors for our team's R3 bikes peaked at 53/54 and only tapered 1.5 from peak all the way to red at 13750
Phenomenal!
Congrats guys - awesome work.
Thanks so much!
Best small displacement cc I have heard props
Put a banshee motor on it.
Gameover.
This is a race bike for certain spec classes. A Banshee motor in it would disqualify us from racing those classes.
I have a Yamaha MT-25 swapped to an R3 320cc block, keeping the 250 head
Base numbers after block swap & ecu tuning was around 34hp (dynojet measure)
Compression ratio jumped to 12.8 which was sort of good for power, but then again the 250cc head valves were too small so obviously the flow was bottlenecked, so I did some port tuning, bored out the TB, and swapped to larger cams to compensate.
Ended up with 42hp, planning to have the valves bored out this year, hoping to get 49-50hp out of it
Gonna post the dyno video on my channel when it's done
WOW! Awesome. It is so good to see other enthusiasts going the distance with the little beast. It is interesting that you kept the 250 head. It is far easier to go to the bigger head and valves. You can also shim the valves to rev to 14000 RPM if you plan on messing with cam degree and other parameters that shift peak power higher. Our rev limit on our SBR3 is set at 14.5k RPM. We only go that high in drafting situations, otherwise the rider is instructed to shift at 14k or below depending on gearing. Since you already have the 320 jugs maybe you can source a 320 head assembly form a crashed bike cheaply and do some porting on that. I see them on Ebay going for 100-200 dollars all the time. I don't know which cams you have but I have a couple sets of the GYTR factory race kit that comes with cams, valve shims, thin gaskets, high compression pistons with anti friction coating, etc. These kits are made for the 320 configuration and even with FIM SS restrictions they make about 50 Hp. With the head decked and bored, TB bored, set of good velocity stacks, open airbox configuration, tuned on gas similar to MRX02 should be pumping out around 54 Hp. Anyway, thanks for sharing your story. I hope you can come back and update us on your progress.
@@TSTindustries Thanks, it's a fun little bike to throw around esp in our smaller roads
I saw the heads on ebay but I happen to live in Indonesia so the shipping costs are crazy high.
Also I couldn't verify the conditions and it'll be a lot of trouble if it happens to be bad.
Funny thing is the R3 bikes are actually manufactured here, but due to tax laws, bikes above 250cc are considered luxury items and subject to ridiculous tax increase, causing a huge price gap between 250 and 300s. Basically Yamaha only builds them here for export, so all the parts are not available for sale through authorized dealers.
There are some people who import back those brand new R3 heads but it sells for $800+ which is insane, considering a brand new 250cc head sells for under $200 in authorized part dealers.
Anyway there's a local workshop who have successfully made 49whp out of a 250cc head and that's the main reason I'm keeping it for now. Really interested with your products, if only I lived closer..
That's some crazy numbers right there!
Love this series👌
Top Class work!
Congrats.
Don't tell my CBR600 I said this, but this is the one pretty sounding bike!
Oh we have some CBR600RR's here too...don't worry they aren't the jealous type ;)
Keep them coming!
we will
Can you guys give the name or brand of the hose inserted on the exhaust pipe to read AFR? thanks, because some pipes don't have a O2 bung
Wow, great number gains ..
Good work
Now in Taiwan there’s r3 that can make up to 50hp
No increase of displacement just high compression, cams, exhaust and stand alone ecu
At the time when we halted this project and started working on other bikes that use the succession of technology developed in the original project, the bike was making 53 Hp. That is stock bore and stroke.
Ive been waiting for this video :))
My friend got a 2016 CBR300R which he got dyno tested at 45hp. He has got a pipe on it and removed the air filter and also got a programmer. He's going to sell it to me when i get my licence.
tosgem I hope he didn’t remove the air filter. That leads to motor damage and all kinds of junk getting into the motor!
Like we explained in the video, HP numbers are not absolute. We have a local shop that has a "happy" dyno that spits out abnormally high numbers. Those numbers do not compare to ours. So, unlike what people out there want to think, a dyno is nothing more than a tuning tool, and does not give you much of a real life gauge of comparison between other bikes tuned on other dynos.
10:50 ... proof of getting that knee down! Nice vid - and that bike sounds so sweet - will be interesting to see the final figures and performance :)
Nice work guys. Wondering if you will make a true deltabox chassis for this engine? ? As for some odd reason Yamaha didn't give a deltabox chassis for this motorcycle.
At the moment we have no plans to deviate from the trellis frame.
Your right. The best part of the R3 is the engine.
The rest of thee bike is cheap built junk.
Heavy frame and fuel tank with a swingarm made of tin.
They suck the young lads in with sleek body styling and wheels.
I know this as I have one myself that my son drag races on the eighth mile in a junior class. 8.5sec et@80 mph stock.
Good cheap bike for a name brand.
make it 50bhp from 34bhp engine would be really insane
since 649cc (cbr650f) bike make around 90bhp
its good to see the big gain :D
cbr650f is "tuned" to meet a design point and reliability, quick but still street rider friendly. Certainly 650 cc could make a lot more power than its ~87 hp rating.
xorbe2 hey
This r3 is race ready and was meant for 1 season anyway
You need every last bit of it so
You don't need to worry about that engine blow so much cause they can rebuild it or use stock parts anyway
Well.. the 1991 Honda CBR250RR made 45hp from factory, and it had a smaller displacement than this
cause it is inline 4 250 cc
it can make more power but its weight is much higher than this R3
you have to compare BHP:weight in order to find if that bike is fast and good and anything
ratio is the key to success so that's why in these day lower CC bike will not have inline 4 anymore or they have to make it's weight lower than before
so that 1991 cbr250rr cant beat 2015 cbr250rr or R3
i'm not saying old bike suck but in terms of performance it is :P
dallatorretdu the 250RR also had 2x the number of power strokes and made peak power some 5000rpm higher. It's not really that comparable.
Great vid guys. These little twins are so fun to mess with.
Yes they are.
Salve do Brasil amigos manda um escape desse pra mim no Brasil eita muito top !!! Tenho uma r3 2018 !!
Dope😍
Any chance you guys could do a failure test on the stock piston rods?
That would be tough to do in the same way they fail over time. It is strain that kills them and that takes time and many cycles of tensile and compressive loads applied.
TSTindustries what about compression to yield comparing the new rods to old?
I hope you do this same thing with the N400. I know you already have a 400 to work with but if you're interested in having a 400 rider who rides ALOT test out and review your stuff, I'm not too far from you.
Where are you from exactly? What type of riding do you do? Street or track?
i wonder how sturdy that engine will be.. because i know its for track only.. not for daily...
We will wring its neck out at every event and report when we finally blow it up.
TSTindustries nice... good luck . i think the engine you built is plenty strong . hope you guys win in a lot of event
Yay! New tst video. Awesome
Can you get that race seat put on a stock R3 without adding the race fairings?
Hmmm...as in without changing the tail fairings? No. There is an internal seat pan that is taller than the stock setup, and this tail fairing mounts over the top of that. The actual seat attaches to the tail fairing.
Hello, thank you for this very illustrative video, I would like to ask you why, if the test on the dynamometer of the series bike results in a maximum power of 34.43 HP, the owner's manual of the motorcycle informs that the engine has 42 HP? Thank you.
The factory tests their engines on a dyno that hooks up to the flywheel. The output there is larger because you don't have additional drivetrain losses like when measuring at the wheel. And I have to reiterate that horsepower numbers from dynos are not absolute. They vary with the equipment, location, conditions, and the operator chosen compensation.
Good job. Hope there is so much boost on the power ahead
The bike is actually quite potent already. We did some track testing recently and the result is very positive. Couple more tweaks and this bike will dominate the classes it races in
TSTindustries cant wait to see the final result.
Isn't the stock r3 engine already 42 hp from factory?
The stock R3 bike puts down roughly 34 HP and 17~18 ft-lb at the rear wheel.
@@TSTindustrieshere in Brasil we get 42 but its actually a different measuring, we use CV around here... Guys im about to import those pieces to put it on my bike, is there any way you guys could help me out with that? A friend who lives in us will ship it to me, maybe i could buy the parts from you?
How much faster is the new engine to the peak power ? it must be couple seconds quicker. Run through the gears and time to each shift ? Sounds awesome with that lighter flywheel 12K-12.5K peak now 13.5 k later ? Little more overlap or less and drop the curve soften that rush.
We will deliver those figures in the next engine video. We will be pulling the motor to change some things again based on current knowledge.
Full mods rc390 with cams, pistons etc. achieving 50whp. If you can topped that, hats off to you guys.
50hp on one dyno will be more or less on others. Like we said in the video, there are no absolutes. The true performance test is really at the track. We have our bike running pretty poorly still, and rideability is still affected by some hiccups that need tuning out, but I just beat the FMRRA competition at Jennings GP last Sunday by roughly 3 seconds.
That RC numbers were from Dynojet dyno.
That doesn't really matter.
Looking forward on how far you can push the whp numbers.
Nice Job. I liked your explanation of different DYNOs giving different numbers.
You should also measure the time it takes to reach the rpm at which it makes the max power and compare it to the stock bike, with your mods , it should definitely be faster and in a race it would make all the difference. Awesome, awesome work BTW. I am forever hooked to your channel
Next dyno session we do have plans to capture every available metric, and catalog them for future comparisons.
How do you class one as a supersport bike and a superbike? What’s the difference? In racing generally supersport is the smaller categories and superbike is reserved for the 1000 category. What are you referring to by superbike?
th-cam.com/video/OJCnzhNU_ZQ/w-d-xo.htmlm24s
what makes the bike sound like that? is it all the aftermarket engine parts and stuff? cuz ive never seen an r3 sound this good.
Full exhaust kit. If you look up most bike when you delete the cat it really opens up the sound
love the bike
In our country, the bike R3 horsepower is 41 with stock exhaust or stock engine
In our country they only output around 35 on average
After a full break in, tweaking the cam timing, a bit more tuning, and race fuel to run a bit more ignition timing, I’m going to guess the end result will be about 48hp all said and done.
We think that we can get to that number too. However, that may not be the money setup. If the higher HP number sacrifices too much on the shape of the curve we will dial back to where it provides better rideability. After all, the true measure of performance of this bike will be number of races won, lap times dropped, etc.
TSTindustries Well said and I definitely understand and agree with you. I’ll be interested to see the curve once the final tuning is applied to the bike. Great series so far by the way, I’m really enjoying it!
I got 43hp from the wheels on my r3 with an ECU and full exhaust
Can you please answer me , what does DB Killer ? Is it better numbers or curve ? Or it’s better without ? Or it’s better bottom power with DB KiLler .? Thank you
I already find the answer in you last video :)
OK, cool. Glad you found the info in one of our videos.
Pleasee do a top speed video of both the supersport and superbike build
We sold the SS bike last year. The SBR3 GPS recorded max speed is 128MPH/206KPH
@ 14:00 I’m so confused? What’s the middle bike? Yamaha sells that from the factory? The supper sport bike you mentioned ?
The Supersport variant is the bike we built for racing that is eligible for supersport races. Supersport and Superbike are classes of permitted modifications for entry in races. Supersport just has less modifications legal for participation. Yamaha does not sell that configuration from the factory.
TSTindustries gotcha sorry I thought you meant a r6 or factory supersport
Sounds awesome
I love to see progress in small bikes but what would a build cost to do all of this work. I know its definitely worth it for the track but i can also mod a larger bike im just trying to make the best performance decision s per budget
We don't do a series on every bike. This was just Bart's pet project. How low tech can you start with-- how far can you take it. Bike sits at 275 pounds, 53 horsepower, 23.5 foot pounds right now. We won ASRA Moto3 National Championship with this thing last year. Now the focus shifted to N400. We have actually built many race bikes here at TST over the years. Some were small displacement, some were 600's, some were 1000's. We have the tech and knowledge for whatever it is. The bigger bikes are just a bit easier because all you have to do is derestrict everything, build suspension and adapt the bike to the rider, and take off weight and you have a machine that most people can't handle 100% of. If you are a business that focuses on building bikes for customers then you periodically have a guy walk in with a 25k dollar bike with a big bank account and you get to take this much further into the National Superbike realm. Those guys can handle whatever you give them and they want more. We are in the parts manufacturing sector with a few engineers on staff, who race or raced in the past, so projects like this are important from time to learn a lot, and to show the world what we can do.
@@TSTindustries great thanks for the feedback i think lower cc light weight super bike makes more sense for the average track day. At 53 hp its a great way to learn to go faster on a stripped 600 or literbike although it could be costly for an average person to do this on a smaller cc bike whilst thinking its a great idea and get swamped on cost over time lol but thanks
If not posible Can you make it go 65 hp in indonesia they already have r3 with 60 hp😁
Did y’all ever re Dyno it after it blew up?
Yes. We rebuilt, then made some more progress on tuning, and made some trick parts that further improved power delivery. Then we blew it up again and then made more progress after rebuild. We also lightened the bike quite a bit more.
How the hell did you shave off more wait? Or is it a secret? Also. How are those fork clamps working out?
If you follow the show from the first episode you can see some of the details and hear about them. We went top to bottom through every system and lightened it. Internal engine components, frame, suspension, fairings, steering, wheels. We still have a few things we plan to do like chopping out a part of the subframe, cutting off more redundant stuff from frame, making an aluminum gas tank, etc. I think we can bring this bike down to around 260 lb wet.
@@TSTindustries holy hell! That is stupid light! Hahah. And yes I have seen every episode LOL might just be worth it to send you my motor and have you all do the secret goodies ;-)
Or go out and purchase a used low mileage R6 which in my area go for $2000/$4000. Put another couple of grand into performance tires, brake pads ect. and end up with five times this bike for about the base price of an R3. The only time any of the expense put into something like this R3 makes sense is if you are trying to fit within a specific race bracket otherwise your better off going the aforementioned route.
This project is for the purpose of research, racing in a specific class, and to have fun. I already have bigger bikes in my stable, some in SB trim, some in SS.
@@TSTindustries As I wrote, "The only time any of the expense put into something like this R3 makes sense is if you are trying to fit within a specific race bracket otherwise your better off going the aforementioned route.". The only reason for my post is the fact I have watched many young people my son and son in law and their friends in particular pour thousands of dollars they really couldn't afford on slow bikes and cars trying to make them quicker. When all they really wanted was to have a quicker machine and they could of reached their performance goals cheaper if they had started with a more powerful base machine. Thankfully they have seen the error in their ways and have stated spending their money more wisely by buying good base machines and working from there. I was not throwing off on your R&D or race goals just trying to save some kid a little money by getting them to think through what their end goals really are then build what they really want while spending their limited budgets wisely.
How do you not even have your website in the description
I guess our video staff determined that the TST logos all over the video were enough for branding.
TSTindustries lol it’s just rare that companies selling things have links to social media but not the website. I went to your Instagram and there was a link in your bio and I clicked it and it took me back to your TH-cam. I finally just manually searched your name, but that’s way too much work for the generation after me ;P
Do you have any videos on your worx kit and what it’s effects are etc ?
The worx kit is great, would love to see some numbers and reviews, but I’d also kill to buy a decked out r3 motor. I get it doesn’t really make sense financially though.
What is the best way of breaking in a 2stroke single cylinder? I've just fully rebuilt my engine and replaced the 5 speed with a 6 speed gearbox. Would heat cycles and gragual rpms be the best or would a richer mix help? I'm unsure
what bike? aluminium or cast iron cil?
Nick cast iron cylinder, for a kawasaki ar80
RossNos1 you should run it slightly rich and dont rev it too high for 500km/300 Miles
Nick thank you, i was always concerned with breaking it in. So would you say as it'll be running off the 2 stroke pump would you say run abit of 2 stroke in the tank or richen the mixture though the carb?
RossNos1 A bit of 2 stroke through the tank seems better i think.. but its best to block the oil pump and mix manually!
How do you think this would stack up against the Ninja 400?
We actually built both into race bikes. Our SB R3 pushes more horsepower than our SS N400, but the Ninja has several more foot pounds of torque at the peak, and drives off corners better. Handling wise, the R3 is a much better platform, and we have the R3 down to 275 lb. so that weighs in too. The only way to make a fair comparison is if we would build an SB trim N400, which may be on the table for 2020.
Nice, which build would you suggest for Portland International Raceway? You guys should definitely do a side by side comparison, I know many of us would love to see it!
@@forrest3198 it depends what classes you want to race. In our racing circuits the n400 can't be raced in the moto3 and 300cc classes but the R3 can ride up. You can do more race classes with the R3 but can only be really competitive in the moto3 and 300cc classes. I personally like to have a smaller and lighter bike and try to ride the wheels off of it.
So in theory you could do all this but keep the magnets on the flywheel and still have a "street-able" bike?
Yes, of course. Removing the magnets and flywheel mass does little for torque and power production. Instead, it enables the motor to get to the RPMs where torque and HP peak quicker, which is a big asset in a racing environment. You also spin less mass in the motor so resistance to turn in of the entire machine decreases. This modification works really well for its intended purposes, but it is not practical for street machines.
My 1990 GSXR 400 made 60hp and weighed in at 368 lbs in stock trim. These "NEW" 300 and 400 twins seem like they are going backwards in terms of performance. Maybe its a "TWIN" problem. My 2008 FZ6 made 100 hp in stock trim, 25hp per cylinder.
On the showroom floor, a 4-cyl 400 would cost nearly as much as a 600.
The 300 costs $5000 ...a fz6r is 7800 and a R6 is 12,200. No way a R4 would be close to 12k. Maybe 6500...so about half the cost.
I had an FZ6R, sold it as fast as I could. A good 400 pound 4-cyl 400cc would cost more than an FZ6R.
Yea the R version of the FZ6 was a pig. Luckily I chose correctly. After a Gold valve upgrade on the front forks, a dynojet programmer and a Two Brothers exhaust, she would flat move. Addon the small gear reduction and it pulled extremely hard out of the corners. The R version was a joke.
I wonder how many horsepower will it produce when measure it from engine crankshaft
Good stuff gents. I'll give you all a crisp hi-five if you can do the same to my r6 XD
We can do it for five bucks. We will just throw a bunch of duct tape on your intake and get you right down to 45HP....hehehe, but seriously, the R6 is much easier since it's the most raced model in the world. There is so much knowledge to tap into, and we have already built those bikes up in the past. We actually have one on our race team and a couple being raced by satellite supported racers.
You guys should check the FULL RACE JESKAP Exhaust for the yamaha r3
I believe it has the best results on the world.
check it out
Your shirt is crazy
What do you mean?
In my country we can push it higher up till 51hp and it's not that expensive
From stock OEM R3 what’s the first thing(s) I should do to “track prep” my R3?
That is a loaded question. Depends on your skill level really and what of the list you are already taking care of. Inspection is really the first step. Are my tires in good shape and inflated to optimum pressure, are my brakes in good working order, is my chain in good shape, is my bike free of leaks....that sort of stuff. If that's already handled then you should consider drilling the oil drain and fill plugs, and safety wiring those along with oil filter clamp wired to the block. That is for everyone's safety. It is tough to answer this question precisely without knowing more about your situation.
Thats awesome figure
👏👏👏👍well done guys
Thank you.
is it also possible you could make ninja 650/z650 race bike video?
Unfortunately at this time there are no plans for that. We would like to continue with the current show until the end of this racing season, and pick up with the Ninja 400 next season.
All that build up to expect mediocre results, and it's freaking great results, considering it's not really tuned and dialed in at all yet. I wonder with all that extra cc you have now, if you could use an extra intake valve. Should be able to get it close to 50, though more likely stop around 48 or so. For all you know, the dyno could have a bad bearing, but then I don't know how dyno's are zero calibrated so :)
patrickdk77 what do you mean by extra intake valve? it's already 4 valve per cylinder.
He probably means 3 intake, 2 exhaust like the old Kawis used to have. What's more practical is increasing the valve size and valve seats and ports on the head, but that comes with its own challenges. I don't think the bore size has enough pumping volume to support any more flow. By enlarging inlet volumes we would decrease the velocity of the charge flow and probably kill off scavenging. It would be a good test but for now we will focus on the things we are almost certain will improve output. In the future we may play around with larger valves.
The dyno number doesn't matter that much. We ran one analysis without SAE compensation and it was something like 48.5 HP but that is not the most reliable number because it doesn't take into effect conditions that weigh in on the power production. For us the dyno is a tool that gives us the trend of what is happening and the actual number doesn't matter much. instead we work on percentage changes.
Thats an excellent power gain. But i feel that the ninja 400 would be a better platform.
Ninjas are heavy.
krazed0451 Ninja 400 is lighter than R3 and Rc390.
It's trash
Actually, it's listed wet weight is 1kg more than the R3... Aside from which, which one of them weighs the most in race trim? The Ninja is hauling a twin cylinder engine, it's a lot more metal!
The Ninja 400 is actually listed as 1kg less, I imagine they'd weigh roughly the same in race trim, because of course, the R3 is also "hauling" a twin cylinder engine...
R25 using r3 bore got 46hp
This was an early version of the package. This bike is at 53 now
TSTindustries nice
Hey guys, does this increase affect engine life?
Yes. Squeezing that much more power out of that motor does decrease its service life.
it would be good fun to drive this against a stock engined aprilia RS250
Yes, and with a proper 2 stroke gp rider on it. Not just anyone can figure out how to make those work well. That is an art form.
Can you please tell me does stock r3 really goes upto 200kmph?
We have never had any stock R3 over 200 kph
190 is max!
Hard break in, you don’t redline the motor you just give brief moments of full throttle in gears 2-4 and do as much engine breaking as possible. And never stay at the same speed for too long, which means if you go on freeway limit it to less than 10 miles or better don’t go on freeway until at least a 1000 miles, a race track is a great way to break in just don’t go past 75% of redline, which might be tough on a small capacity bike, try a short track.