The fabricated aluminum intake plenum is a work of art; note the strap to keep the plenum in place under high boost (top). Yancy completely reconconstructed the intake and exhaust system of the Mr. Turbo kit, including installation of a trick air-to-water intercooler with custom-built water tank located on the right fairing panel (above).

After getting a tour of the new shop, Shierts immediately put both his and his customer's GSX-R1000s on the dyno to demonstrate that he wasn't blowing smoke with his near-200 horsepower claims over the phone. "You know me, and know that I don't talk BS, but this way you definitely know for sure what these motors are putting out," he stated confidently as he strapped down the first GSX-R to the dyno.

So what was he doing to get this kind of power out of a normally aspirated GSX-R? Punching out the cylinders until they're paper-thin, and stroking the crankshaft to the moon? "Nope, no monster bores and cranks, if that's what you're thinkin'. Just my usual hotrod stuff, with a couple of extra little tricks; the biggest displacement change is the 2mm overbore-that's it." That brings the GSX-R out to 1042cc; hardly a huge displacement change, considering the power produced.

When I mentioned that it would be difficult to stroke the crankshaft anyway, since it was already pretty long (the GSX-R1000 is basically a stroked 750), Shierts mentioned that he does have a 4mm stroker crank available, but it wasn't in either of the GSX-R motors. "They don't really add any horsepower up top-the stroker crank mostly adds a little torque in the midrange, and I'm not all that convinced of their reliability yet," related Shierts. He offered to pull out a plug so I could measure the stroke for myself, but we never got around to it; I've known Shierts long enough to know that he doesn't BS about his motors. He has a long-standing policy that if someone doesn't believe that the parts in the motor are what he says they are, they can bet $1000, and he'll tear down the motor in front of them.

Rich Yancy's turbo Hayabusa may look like a standard Hayabusa with a paint job, but a closer inspection reveals a highly modified motorcycle with a lot of attention to detail. Not only has the Mr. Turbo kit been completely revamped, Yancy's bike has undergone an extensive weight-loss regimen-including a carbon fiber fuel tank and Dymag wheels-that dropped an impressive 65 pounds off the stocker. A complete RacePak data acquisition system records all vital information so that tuning is made much easier. The bike has gone 212 mph at Maxton ECTA speed runs, and cranks out 272 horsepower.

The motors in the GSX-Rs were what Shierts called "Stage 4" kits, but he also has lesser stages for those who don't have as much money to spend. The first step-Stage 2-puts out 165 horsepower, according to Shierts. It involves replacing the exhaust cam with his own grind and adjustable cam sprocket, a manual cam chain tensioner (for reliability), modifying the air injection smog pump to work as a crankcase evacuator (worth three to four horsepower), different airbox stacks, plus labor costs for degreeing the cams and dyno tuning the Power Commander ECU unit. For a total of $1070 (not including exhaust, although most customers already have this), we figure it's a great deal for that kind of power. The Stage 3 kit ups that figure to 175 horsepower, and adds an additional adjustable cam sprocket for the stock intake cam, plus cylinder head porting and valve work along with a complete top end refresh/rebuild, for an additional $1625.