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Link or something didn't work....love to hear what they were sayin
 

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still anxious to see a dyno sheet...
 

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Mid December...right after the release to the public of the first orders.I would imagine anyway.It won't be long now;)
 

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How sure are you of mid December deliveries? I am still being told January, and I am supposedly in the first shipment to the US.
 

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I'm in Oklahoma and my dealer was told bikes wills "start" shipping in mid January.
 

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When I said mid-December I was replying to Bazza's comment about Dyno sheets...not machine shippings.Although some may be almost ready to go...in the UK for example...
 

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Link works but the video won't play.

The intake system has a bypass valve but its only function is to open when the throttle is shut, so that the compressor does not run nearly deadheaded in "surge". You could hear this in one of the early promotional videos that revealed the strange sounds.

This type of compressor is incapable of overspeeding - the boost pressure is defined by the intake air density and the speed of the compressor, which is mechanically linked to the engine. There's no need for boost pressure regulation, and it would be inefficient to do it that way. Kawasaki brags about the efficiency of this supercharger ... they're not going to engineer it to compress more air than the engine needs and then throw it away.

Obviously the H2 engine is restricted but I betcha they do it the completely conventional way ... Not opening the throttles all the way! It's ride-by-wire, so it's dead simple to do that.
 

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Discussion Starter #11 (Edited)
Link works but the video won't play.

The intake system has a bypass valve but its only function is to open when the throttle is shut, so that the compressor does not run nearly deadheaded in "surge". You could hear this in one of the early promotional videos that revealed the strange sounds.

This type of compressor is incapable of overspeeding - the boost pressure is defined by the intake air density and the speed of the compressor, which is mechanically linked to the engine. There's no need for boost pressure regulation, and it would be inefficient to do it that way. Kawasaki brags about the efficiency of this supercharger ... they're not going to engineer it to compress more air than the engine needs and then throw it away.

Obviously the H2 engine is restricted but I betcha they do it the completely conventional way ... Not opening the throttles all the way! It's ride-by-wire, so it's dead simple to do that.
In the video they say that the H2 have a lower pressure ( I have read 20psi for the H2 and 35psi for the H2R) then the H2R and that is acomplish by the different instruction in the ECU so it look like if someone can hack the ecu we will be able to boost the pressure. Ricky Gadson's video seem to confirm that to. From what we know now it look like there is no difference in both H2 and H2R supercharger (same gear ratio).
 

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I've read that too, but it doesn't make sense, and it's not consistent with the audible operation of that bypass valve in that early video. One way or the other, the H2 is restricted, and I'm sure someone will figure out how, once the bikes show up.
 

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You know i dont get those psi numbers at all, they must be absolute not gauge pressure
as any 1000cc bike pushing 20 psi gauge with a well sized turbo or supercharger is going to be a **** of a lot more than 200hp
so if the h2 is 20 absolute or around 5.3psi i can see 200hp out of that no need to intercool and lots of room to upgrade
again if thats so and the h2r is running 20 odd real psi i would have expected closer to 400hp on an intercooled system, non intercooled must have a lot of timing pulled out to make it reliable ,

Or are we are still to find out the real numbers
 

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I remember reading that there is a wastegate valve, I believe that since the sc is linked to the crank that the bike creating boost while off throttle was a major concern. So I think the bike will "dump" the extra air. I think this is why you can rally hear that chirping when the bike is stationary. Builds rpm fast and therefore boost and it has no place to go so out the wastegate. I could be wrong but I think that's what I heard. The fact that the R has that extra intake to me is problematic for the possibility of really making power. Having said that I couldn't see the second intake on the exhaust side in RG's bike so who knows
 

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Discussion Starter #15
I see all what you are saying but can't really comment or argue as my knowledge is really limited on the turbo and supercharge part as I have never work on one (never had one) and the information we have access up to now is limited.
Like you guys are saying we will certainly find out in a near future.
 

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He did say..."according to Kawasaki".....heck...most of the reviews on these two bikes has been guessing anyway.Carefully worded guessing that is.To make it sound accurate and reliable.The REAL one to listen to is the man himself...Ricky Gadson...he's the one running the bike...and posting his findings.
 

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He did say..."according to Kawasaki".....heck...most of the reviews on these two bikes has been guessing anyway.Carefully worded guessing that is.To make it sound accurate and reliable.The REAL one to listen to is the man himself...Ricky Gadson...he's the one running the bike...and posting his findings.


Good catch and your right it's confusing on how the information is being presented. Guess I'll just have to go hang out with Ricky. :laugh:
 

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You know i dont get those psi numbers at all, they must be absolute not gauge pressure
as any 1000cc bike pushing 20 psi gauge with a well sized turbo or supercharger is going to be a **** of a lot more than 200hp
so if the h2 is 20 absolute or around 5.3psi i can see 200hp out of that no need to intercool and lots of room to upgrade
again if thats so and the h2r is running 20 odd real psi i would have expected closer to 400hp on an intercooled system, non intercooled must have a lot of timing pulled out to make it reliable ,

Or are we are still to find out the real numbers
That is a good point; it is entirely possible that the numbers being bounced around are absolute pressure (and somehow this was lost in translation - from Japanese to English, that happens easily enough). In engineering circles, "manifold absolute pressure" (MAP) is the standard way of referring to this.

With the design of this supercharger, the boost pressure (or manifold absolute pressure) will not be a fixed number, it will vary strongly depending on RPM (compressor speed) and throttle position (flow rate).
 
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