Shierts' new shop has a very well-stocked parts department (better than most dealerships we've seen) that ensures a quick turnaround when a customer brings his bike in for performance modifications. There's also a ton of bikes for sale on the expansive showroom floor.

Then it was time to try Rich Yancy's turbo Hayabusa. Although Shierts has done most of the tuning on Yancy's bike, he didn't have a hand in its construction, and doesn't really deal with turbos that much. "They're extremely finicky, and take way more time and effort to get running right," he complained. This is most definitely not your average turbo 'Busa, however (well, if a turbo 'Busa could be called average). Yancy is the lead fabricator for Dale Earnhardt, Jr.'s NASCAR team, so his skills in creating and building custom components are pretty impressive. Yancy bought a Mr. Turbo kit, and then decided he wanted to improve upon its design for even more power; he basically ended up revamping nearly every component save for the turbo unit itself. The end result reflects Yancy's fabricating skills and attention to detail, with his 'Busa featuring numerous touches like a custom-built intake plenum sporting an air-to-water intercooler, custom wastegate, and a complete data acquisition system. Yancy also spent a lot of time cutting off as much weight as he could from the Suzuki, and was able to get his 'Busa down to 495 pounds fully fueled-65 pounds less than the stocker. Running a mild nine psi boost on stock engine components, Yancy's 272-horsepower 'Busa has been clocked at 212 mph during the East Coast Timing Association's Maxton top speed meets.

Yancy's bike has the stock swingarm, so although it was lowered a tad, the turbo 'Busa was still a handful to launch. But its mondo power and lighter weight paid off down the second half of the strip, as I was surprised to be able to run 9.45 seconds at 165.80 mph after three tries (Shierts subsequently was able to get it down to 9.28 seconds/164.86 mph). The top-end pull of this motorcycle has to be felt to be believed.

I then jumped back on Bidwell's GSX-R after it had been lowered, and it was far easier to launch off the line. After about four runs, I was able to get my E.T. down to a somewhat more respectable 9.19 seconds at 155.54 mph. I'd hoped to be able to get back down into the eight-second bracket with either of the GSX-Rs, but I simply ran out of time, and it was a bit difficult switching back and forth between bikes during the few hours I had at the dragstrip (Again, Shierts' dragstrip experience enabled him to get the GSX-R into the eights with a 8.978 sec./154.74 mph pass).

Shierts' drag Hayabusa launches ferociously off the line. With 370 horsepower and over 170 ft./lbs. of torque feeding through a lockup clutch, I was hoping to let this bike get me into the 8.5-second bracket (which Shierts has done easily). I'll be back for another shot at it.

I was sure about getting back into the eights, however, with Shierts' monster Hayabusa dragbike. This firebreathing beast's raucous roar rattles your teeth as you rev it at the start line, and with the near-1500cc motor (Shierts didn't want to divulge the actual displacement) spitting out 250 horsepower without nitrous-and 370 with-I was sure this land-based missile was going to be the ticket to my quickest quarter-mile run ever. I have to admit that I was a bit apprehensive after watching Shierts wrestle the big 'Busa down the strip for a couple of practice passes; the bike was churning the tire off the launch pad, making it seemingly want to head in every direction but straight.

One unique feature on Shierts' drag 'Busa is the MTC multi-stage "lockup" clutch. This unit utilizes weighted arms that progressively engage the clutch as the rpms rise (using centrifugal force); once you begin engagement manually, the lockup clutch takes over from there, and you let go of the clutch. Not only can the rate of engagement be adjusted, but the pressure of that engagement can be altered as well.

Unfortunately, as I made my first launch, the clutch plates decided to give up the ghost. And there wasn't enough time for me to stick around while Shierts replaced them. I was bummed, as my 60-foot time was my best ever; and then Shierts was able to run an 8.525 sec./169.65 mph blast after the clutch was fixed.

Although my time with Shierts' group of low-flying rocketships was cut short due to time considerations, I was able to at least sample some of their incredible performance. And I'll be returning in the future to get another crack at getting deep into the eight-second bracket aboard one of his creations. In the meantime, we're thinking of sending him a motor to build for the ultimate project GSX-R1000...