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How to build a 400 HP Nitrous Bike

The Tiger has been stripped of her electrical guts

After you have removed everything that isn't going to help you achieve 400hp, you can then start working the fuel system, and 400HP likes a lot of fuel.

While I had everything off the bike, I installed a TBB-1324 24Volt Start System. You can see how the tray fits perfectly in the subframe with the extra battery. Now that's trick if I do say so myself.
Not much left to look at I'm afraid pic11
62# injectors
The next thing I added was a set of 62# Injectors from MPS.

I talked with a lot of folks and did quite a bit of research on this subject and found that the stock Hayabusa injectors were just too small and the S2000 or Blackbird injectors too inferior for the needed output for 400hp. I spent several hours at the track last year learning from the Big Dog of EFI / Nitrous racing himself, Rob Bush from Fish's Customs. He is quite the information guru and has succeeded in using this system in the 1/4 mile using a Hayabusa motor for Pro-Mod applications.

After selecting the injectors that would be needed, I then Installed the special T-fittings from MPS for the fuel rail. They were quick and easy to install (hint - I always apply just a very small film of Vaseline to all the o-rings before pushing them into place.)
Why T-fittings you may be asking, well (in my best Ricky Ricardo accent) I will splain it to you Lucy.

I'm going to use the Pro-Mod style flow thru fuel system of regulation. This is where the bypass pressure from the regulator is sent back to the fuel tank so there is NO dead heading of fuel. This way, when I unleash the 62# injectors to full open, I don't have any fuel pressure drop normally associated with deadheading a regulator. Deadheading means I send fuel to the fuel rail from the regulator and it only goes to the fuel rail. In one side and out the injectors, a recycling regulated system is where I send fuel to the fuel rail then back out of the fuel rail to the regulator where the regulated bypass of fuel is sent back to the tank. So whether the fuel injectors are on or off, I'm always regulating my fuel pressure without the worry of a drop in pressure. Clear as mud huh?

Now we throw in a special Accel high pressure fuel pump , find a good spot to mount it and you're off to a good start. All the Earls fittings are a must for a clean installation on all the hose connections to the 6AN fittings. We will be hooking up a fuel circulation system just like Pro-Mod bikes.


Now get yourself a Magnaflow Pro Regulator and install your DynoTune Fuel Pressure sensor and your halfway there. This great regulator is precision machined aluminum and can be configured to fittings of your choice. I use the 6AN and all Earl's fittings for all my hoses and tank connections.

After stripping all the electrical off the bike, it was time to install an extended Tiger Tail Inner Fender.

As you can see, the extended version of the Tiger Tail inner fender is very customizable to fit any rear cowling of your choice. I used a jig saw with a metal blade to form the tail which fits perfect in my AirTech 8" over Rear Cowling.

There is plenty of space to mount just about anything you want on the tail and still have plenty of room for your seat, hump and/or grabrail. I've decided to mount my LM-1 data logger on the tail so that I have oodles or area for more electronics.



Now that I had the new Extended inner fender in place, it was time to start mounting some of the needed items to make this machine scream down the runway. I decided this time that I would isolate my circuits and try to make it look a bit neater this time. So in went the terminal strips and now my wiring will be so much easier to identify (why didn't I do this last time?) on the bike at a glance.


The Schnitz Racing PNC-3000 Progressive digital controller is the heart of my Nitrous Control System. This little baby will regulate how much and when my nitrous comes on, for how long and in what amounts. You just can't get any better than this.

I've spilt my airbox open so that you can see how my new MPS Spyder Spray bar system is mounted. It employs 4 seperate jets to control the Nitrous output to the intakes of my throttle bodies. I'm going to be tuning for 200HP on the juice so I needed some pretty big jets. As you can see, the install is really quite simple and elegant. Remember, this is an article on how to build a 400HP Nitrous Bike so pay attention.
My McIntosh extended swingarm returned from the chromer and it looks like a million bucks. I've lowered the 5# bottle into the swingarm an additional 2" which will allow me to lower the bike even farther this year.

As you can see in the picture my Dymag 5-spoke all Carbon Fiber wheels from are mounted and ready for the track. If you have the extra cash (yea right) these babies are a must for your bike. Less rotating mass which allows you to get up to speed quicker. Your HP will be used for moving forward rather than spinning the mass of a heavier wheel.

I've chosen to continue using the Ti-Force Titanium full exhaust with the stainless canister and Titanium Conical tail cone this year due to it's massive air flow design and extreme weight savings. This large pipe exhaust system allows big bore motors to breathe out what they breathe in with out any notable restrictions.  Orient Express Racing is your Ti-Force Exhaust headquaters on the web and can get you the right pipe for your needs.

Look at the size of that exhaust hole...Yikes!

You caught me using my new Tiger Racing Laptop Table when I'm tuning the DynoJet Power Commander and re-flashing my ECU using my Boost by Smith custom programming box.  I also download track information that was recorded during a run from my LM-1 computer.  The Laptop Table collapses and stores away when not needed and is a necessity for any race team using a laptop when programming their newer bikes. 

You can see from the cockpit view that I've added a new triple gauge plate and three new DynoTune Digital Pressure Gauges.  One for Nitrous Pressure, another for Fuel pressure and the center gauge for Air Shifter Pressure.  But they could very well be for Turbo boost,  Vacume or any of a number of gauges you can use.  The gauge plates make it easy to mount up to 3 of your favorite gauges on the triple tree.

The custom paint work was performed by Jamie Barnes at Barnes Customs located in Detroit, Michigan.  Changing the color scheme for the Tiger was important if we were going to get a new attitude for the 2009/2010 Racing season.  Installing all of these wonderful high performance parts would be useless if we didn't put all this hard work to the test at the Maxton Monster Mile.  We have been working on breaking our record of 228.803mph again for the last 2 years with no success, but maybe this year.  Maybe this time we will have a favorable run and travel in to the 230's on Nitrous.

The next step in the process was to take this beautiful machine back to the shop at Maximum Performance Cycles and let Mike Caputo (my evil twin cousin) work some magic on the DynoJet Dynamometer.












As you can see from the picture to the right, Mike Caputo is busy tuning the DynoJet Power Commander for more fuel for the gargantuan jets in the MPS Spyder Dry Nitrous system hidden away in the airbox. Mike was able to tune the Maximum Performance Cycles 1397 motor for about 208Hp and then giving us an additional 190hp tuneup on juice for a total of 398rwhp on Nitrous Oxide. The Schnitz Racing PNC-3000 Digital Nitrous Progressive Controller keeps control of the power output of the nitrous tuneup while the DynoJet PCIII with the optional HUB plugged in allowed us to tune 2 different maps in the powercommander.  Map1 for the street (all motor) and Map2 for when we likes to use the juice. The 62# injectors makes the bike very tuneable for large amounts of fuel to be used for the big HP tuneups.

The Tiger has a new paint job, new Nitrous system, new electronics, and a new attitude.  Going 230 should be a cinch (if all goes well, and the creek don't rise).  Wish me luck.








C'mon 240mph.