Kawasaki, of course, already has supercharged models in production, but these are ultra-high performance machines, such as the Ninja H2. Next month, Kawasaki will introduce another production, supercharged model, but this time it will be a sport tourer that emphasizes “low-to-mid range pulling power” and improved fuel economy.
Here is what Kawasaki has to say, followed by a teaser video:
Third iteration of Kawasaki’s unique supercharged family breaks cover. Until now the Kawasaki supercharged story has been almost entirely performance focused. For 2018 Kawasaki will unveil a brand new machine at the EICMA show on 7 November utilising balanced supercharger technology to create even greater low to mid-range pulling power.
While none of the exhilarating forced induction performance feeling is missing, this unique power feeling is now joined by superior fuel economy and an overall riding feeling directed towards the sport touring market.
Supercharge your journey with the only manufacturer that can deliver such a machine –be prepared for Sport Touring to accelerate impressively and efficiently into its next exciting phase.
The bike is not being designed with the American market as the primary objective. The audience for that sort of bike is tiny here. Americans buy cruisers and Off Roaders, sport and sport touring is all but dead and the modern classics like the BMW R nineT series and Triumph T100-120 derivatives are slow movers.
I have two bikes, a BMW R1200RT and I just bought a new T120 Bonnie for the Distingushed Gentlemans Ride and around town riding.. The RT will outhandle any other sport touring bike on the market. That’s why it is becoming a top choice for Law Enforcement nationwide. 125HP in a balanced bike like the BMW is perfect. My first RT, an R100RT purchased new in 1979, had about 65hp I think and I rode that coast to coast two summers in a row 2-up. [still the prettiest RT ever made with the red smoke paint scheme]. I’ve owned a ‘Busa and the Honda ST1300 and a Blackbird before that back in 1998. If I want to go any distance the Beemer is the only choice.
No Offense, but BMW has moved the 1200RT to strictly touring kind of bike. They don’t even describe it as a Sport Touring bike. Yet, they offer the 1200RS and the S1000XR which they both market those bikes as sport touring and adventure sport touring respectively.
Max,
I agree with your comments about BMW. The more than adequate power coupled with relatively low weight makes the boxer RT’s a balanced bike. The current Concours at 700+ lbs is pretty close in weight to my old Harley Electraglide. To me, “sport touring” and 700+ lbs are mutually exclusive.
Hopefully the Kawasaki sport touring H2 will be no more than 600 lbs. A Concours weight bike with a supercharger is not what I would be looking for.
just my opinion….
I think that Kawasaki will supercharge the current Concours (GTR1400) while at the same time reducing both its engine size and weight in order to aid both its handing and gas mileage. The new bike will of course be be ride by wire as well.
Why would they do this? Because Kawi is under intense Euro pressure to improve the gas mileage and emissions on their current larger models. Today’s Concours already has a very advanced engine with advanced variable valve timing that actually performs well without the performance problems that Honda experienced on its variable valve timing VFR models. Variable valve timing will also allow a lighter, smaller displacement bike to potentially be more fuel efficient than it would with conventional timing (just like is the cause in present day automobiles).
Another big factor favoring a re-do of the Concours is that it is already has a very high tech driveshaft, a feature which many people feel is mandatory on more expensive, sport touring bikes that try to compete with BMW. Other desirable features that encourage simply an upgrade of the current model are that it already has detachable luggage and an electric windshield. Redoing the Concours is simply the cheapest way for Kawasaki to go. Why reinvent the wheel, especially in the very problematical sport touring category which has seen fewer and fewer sales in recent years (at least in the USA).
Using a chain drive on the new Japanese model bike will make it unsellable for much more than $16K. A belt drive is also simply not worth considering for a bike with this potential power.
Putting a blower on a bike like the current Ninja 1000 presents another problem. While this model is admittedly very popular in Europe, it has never sold well in the USA because it is far less comfortable than bikes like the current Concours when they are used to cover the far greater traveling distances we often experience here in the USA, especially with a passenger on board. The addition of a supercharger will not increase its sales here either.
The accountants at Kawasaki have probably already made similar points as those listed above.
Just de-lard the current model by about a hundred pounds and the mileage and and handling will improve accordingly. Kawi has already significantly de-larded some of its smaller,cheaper models so they already know it how it can be done.
K has spent significant money on the H2 powerplant. My guess is they will use it directly (with some mods) in the same H2 frame, and wrap everything else around that. Why develop another powerplant and/or size a blower when it already exists…and every H2 owner out there has been abusing for 2-3 years doing testing for Kawi? This new ST bike will probably be fairly low volume, why dump more capital into the heart of the beast when it exists already?
I’ve been shopping for a new bike (my 2010 Multistrada is no longer worth all the problems I keep having with it…yay Ducati “character”) and have been looking at BMWs…but that’s on hold until Nov 7th. My only concern is that it will be heavily beaten with an ugly stick.
What??? Somebody give this poor guy a hug!!
Gotta make room in my garage for this sweet thing.
J.
No matter how amazing this thing turns out to be, you can be certain that someone here will decry some utterly trivial nothing such as lack of self-cancelling turnsignals a “deal-breaker.”
Yeah, sure, buddy, you were all set to sign the dotted line and dole out the cash, but for the all-important addition of an aesthetically challenged safety reflector, or the unbearable burden of having to click off your blinking turnsignal yourself.
I mean, seriously, how could one possibly be expected to know that his turnsignal is still blinking? Are we really supposed to, oh, I don’t know, maybe take an occasional peek at our gauges and notice that little yellow light that keeps doing that rhythmic flashing thing…AND we’re supposed to know what it means, including how to make it stop flashing at us?!
Unconscionable. No way I’m buying this high-tech rocket ship now. Yep, you just lost a sale.
http://www.motorcyclenews.com/news/new-bikes/2017/october/kawasaki-supercharged-ninja-h2-sx/
This is what I was hoping for….sweet!
J.
Not bad. I think the green frame detracts from the look, but it’s a small matter
MCN
The national enquirer of motorcycle websites.
Good looking photoshop by the way.
Chris
MCN as the enquirer of motorcycle media, I love it. Really laughed out loud.
What a wonderful world it would be if all the ‘future’ models MCN broke had actually made it to production!
No doubt this would be a cool bike if resembles the actual release. The problem for me would be the price. I’ve come to realize that I don’t want to spend 20K on a bike.
If Kawi wants supercharging to ever be anything other than a curiosity, they can’t keep pricing their supercharged bikes like the H2.
Kawi also has a huge, built in, 30 year following for the Concours. It sounds strange if they just walk away from many of those almost guaranteed upgrade sales, by pricing the replacement too far above the outgoing bike.
Forced induction does make it easy to offer an engine in a fairly wide state of tune, so does open up for offering a somewhat “detuned” version as a Concours replacement (“detuned” and “Concours” in the same sentence doesn’t really seem sane, but if we’re now in the 200HP touring bike era…..), a year after they launch some completely over the top, active and auto everything, contraption, to go after BMW and the like.
I really, really hope they keep throttle cables (fat chance….), and especially that they don’t fall down the rathole of fitting a steering damper. Nothing kills the soul of a two wheeled street machine more dead than those two. Especially the latter.
you’d have to expect that if they were building a new normally aspirated sport tourer that it would be in the $18K-$22K range depending on features to keep it in line with FJR and BMW RT and less than the Wing and BMW LT and Yamaha Venture and Harley Davidson RK. If they keep this new bike in that $18-22K range wouldn’t they basically be giving the new technology away?
re: “If they keep this new bike in that $18-22K range wouldn’t they basically be giving the new technology away?”
exactly the supercharger is totally a USP, Kawi will GIVE AWAY NOTHING. if a consumer decides he or she doesn’t want to pony up…? no worries, they are certainly free to run normally aspirated with all the other “billionaire cheapskates”. paying less to receive less IS a valid choice.
Weight saving can not be the goal. The goal is a taller/wider torque curve, with small to moderate boost in peak power, than what a normally aspirated motor could attain. A lesser goal is less reciprocating weight, which aids handling/cornering transitions. A normally aspirated motor with similar performance would require yuge increase in reciprocating weight v. the turbo.
i were to hazard a guess i’d say they’re up-marketing the Connie to try and go head to head (or at least steal thunder) from Honda’s new GoldWing that’s about to drop.
Maybe it’s a supercharged and updated Ninja 1000….YESSSSS!
I think it’s the 650 Ninja/Versys engine. I like that!
I want a green lantern ring, but sadly, reality just doesn’t make things appear because you want them realllllyyy hard.
Hope so too, that would be cool!
That would make sense, and could be a lighter, but more powerful bike.
Maybe the 900cc I-4 would be more market friendly, but add the extra supercharger and such, and not sure how much weight you would save over a larger motor that doesn’t need the blower.
I like the choices overall!!
I have a Concours 14, you don’t need more straight line speed and power than that. It could handle better, for sure. The only way I see this working is taking a smaller engine, like their 900, and supercharge it for similar performance to the 14 (similar), but save 100 lbs of weight, which may not be realistic given the weight of the supercharger and plumbing.
Kawasaki made a huge mistake not adding electronic cruise control to the Concours. I’m anxious to see if they make the same mistake with this bike.
I second that. Self-cancelling indicators as well.
KTM has made no secret of their wish to pass up both Suzuki and Kawasaki in the sales war. This could be Kawasaki’s way of fighting back. If that’s the case then all the more power to them.
Whatever Kawa is up to, will be to meet future emissions and provide a point of difference.
I am sure some of this is a test bed for Car’s. Is not Kawasaki Heavy Industries now called Subaru?
Honda and Suzuki can spin off tech into and from both Divisions, and Yamaha has done contract engineering for the auto industry in the past.
Subaru:
https://en.wikipedia.org/wiki/Subaru
Kawasaki:
https://en.wikipedia.org/wiki/Kawasaki_Heavy_Industries
They are not affiliated with Subaru as far as I am aware.
Subaru’s parent is Fuji Heavy Industries which is or has changed its name to Subaru Corporation.
“Iceberg, Goldberg, what’s the difference!??!”
-Fred, confused AF
The exhaust note at the end of the video gives it away as an inline-4 engine.
Otherwise, the 650cc parallel twin in the Versys will be ideal to be supercharged. Narrow, light, compact, with the power/torque of a 800-900cc bike.
But then why not just make an 800 or 900 cc Versys?
Seems the main issue with forced induction on a motorcycle is that by the time one squeezes all of the plumbing in there and beefs up the motor for the extra pressure and power, a bigger engine could have been fitted with little to no weight penalty to achieve the same result.
There is a reason Ducati’s midsize bikes have grown to be almost liter sizes. Euro4 restrictions have the OEMs looking to keep customer expectations met while keeping the regulators happy. Gotta grow the engine. Or spin it faster.
Or force feed it. It will be interesting to see if Kawasaki’s hedge plays out for them.
I think the play is to use the forced induction to achieve a broader torque spread. It’s been a long time since they figured out how to make “too much” peak power. The new frontier should be better, more efficient power.
Broader power typically comes with the territory, be it forced induction or just a bigger mill. However, I don’t think that is a selling point. Not on paper anyway. Get people to test ride the effect, and the concept may sell itself.
150 hp makes for an extremely fast bike, even if a bit porky. Put mega power on tap from idle to a power peak like that, and it would be a winner. Just not on paper.
True but the clip at the end is generic to all Kawi clips. The noise of the motor at the beginning sounds to me more like a twin..
https://jalopnik.com/mazdas-upcoming-skyactive-x-compression-ignition-engine-1797643172
I’ll bet it won’t be cheap. But it will be cool.
This bike will have to compete with the Multistrada, Super Duke GT or the S1000xr if it is to succeed.
If it is a big 590lb+ battleship what would be the point? They have the ZX14 which is in a dying market segment.
Motorcycles in general are dying off, everywhere I ride if you eliminated Harley deckers and cruisers will old gray beards on them, you would barely see a motorcycle on the road.
I see quite a lot of them where I am. A little of everything, but mostly adventure bikes. Though I do see quite a few touring bikes, too.
if you took Harley’s off the road here, all you’d see is …me lol. I rarely see another bike that isn’t a Harley. See lots of them.
Sure isn’t the mid 70’s anymore.
If you see an old fat guy with a long white beard fly past you on a K1300S or a CBR1000RR that will be me 🙂
ZX14/Concours 14 were clearly dead a long time ago, because they were never updated.
Q: If it is a big 590lb+ battleship what would be the point?
A: SURVEY SAYS…!!! (*ding*) “launching and recovering aircraft”.
’twas the #1 answer. (ex-pat Dawson voice)
Euro4 killed the discontinued ZX14.
Wet weight for open class STs start in the mid 500# range. I presume Ducati makes the lightest such bike.
I don’t see the sense in a forced induction engine to do sport touring duty unless it’s of lower displacement which when boosted produces class (leading?) power. The key here to me is the phrase “improved fuel economy”. Boosting a liter class, or larger, engine I think would be hard to improve anything but power. I guess we’ll see.
Educated Guesses:
Engine Size: 998cc, same as H2 and H2R. Kawasaki had 300+ engineers developing the H2, so those astronomical costs need to be amortized over additional models.
Weight: 600 pounds wet, vs 525 (H2), and 695 (Concours 14).
Price: Split the difference between the H2 ($28K), and Concours 14 ($16K). Probably $22K.
Features: Trellis frame to dispose of heat, beefed-up sub-frame to handle hard-cases and passenger, First use of TFT display on a Kawasaki, L.E.D. lights all around, less-expensive paint for easier cleaning.
Power: 170 RWHP, splitting the difference between Concours (135 RWHP), and H2 (190 RWHP).
I’ll be first in line at my local Kawasaki dealership.
Nah… the article emphasizes fuel economy so 1000cc engine size isn’t necessary. Plus Kawasaki current liter class of sport touring has plenty of models to choose from. I would say around 600cc with supercharge.
They are emphasizing mpg COMPARED to the H@ application, but it’ll still be the same basic config: supercharged 1000cc four.
Don’t the 1400 have enough power and torque as it is?
I think the long stroke 636 would benefit most from force induction.
Euro4 killed the discontinued ZX14.
I personally think the 636 is already the perfect street sport bike. At least for those young enough to still do a decent pretzel impersonation.
Will the Super Duke GT have a green challenger?
Wow. Go Team Green!
so what displacement are you all guessing this new supercharged Kaw sport tourer is going to be?
Liter bike or larger..or smaller than a liter?
1200cc
Since the release cites improved power and fuel economy, I’m guessing the benchmark is the firm’s Concours 1400GTR. I suspect Kawasaki’s 998cc engine will be adapted to a touring platform similar to to the GTR, but scaled to the reduced engine proportions. If they can keep tank size the same, the improved fuel economy would make for a formidable long distance tourer.
I would guess it is the same mill used in the H2, detuned for around 170 rwhp.
That makes sense. It has been put through the paces, and in 170k(ish)hp trim should be reliable.
But who needs 170 HP on a touring bike?
Nobody needs it, but then that is sort of the whole point of such a bike.
need is a hard to explain emotion.
Who needs 170 hp in a touring bike?
Tire manufacturers and dealer service departments lol
Lately car manufactures have technologically outdone those of motorcycles, with some pretty spiffy turbocharged and supercharged engines. Forced induction, done “properly”, is somewhat overdue for bikes.
Motorcycle power levels have been pretty darned adequate for a while now. It seems the best applications for supercharging would be to: 1) somewhat reduce overall mass, 2) significantly decrease fuel consumption.
Reviews and tests of current sport touring bikes usually report mpg of low 40s at best, and often into low 30s. There are some fairly spirited turbo/supercharged cars today that can do this, or come close. It’s time for bikes to improve in this area.
“Forced induction, done ‘properly’, is somewhat overdue for bikes.”
– I’ve been saying the same thing on repeat since I got my GTI. Esp since I live at 5000 feet and often ride a lot higher than that.
Also less reciprocating mass for a given torque/power curve. NA motor requires 60% greater displacement for similar torque/power, plus the blower can occupy space other than cylinders, plus less negative impact at elevation.
With modern engine controls, modern reliability, and little to no blower lag, FI is 100% positive (pun intended, homage to Norm).
I’ve said for a long time that a supercharged single or twin would be an awesome machine. Light yet powerful. Maybe…just maybe this supercharging concept will trickle down to smaller displacements.
I would like to see something to replace my high mileage FJR. I’ve tried the Ninja 1000 UJM and it’s a bit too light. Fuel economy is ok but the tank is too small giving a range of about 200 miles – too small for my touring needs. The ZX14 could be a great tourer but the very expensive, short interval valve adjustments make it a non-starter.
I also lean towards simplicity ; I’ll add my own do-dads thank you very much.
So, include me in the “very interest” category.
“it’s a bit too light.”
Never thought I’d read THAT statement here on MCD
And I never thought I’d say it. But I do find it makes a difference for stability in many situations. When I ride, I don’t like spending the day chasing the center line and expending all of my effort trying to make curves into straights. So I don’t fee the need for light at any cost.
A bit too light? Well, this is relative. I’d like to see a 500 lb sport tourer with big bike mid-range torque and a smaller motor (600-800cc). A small turbo could make that a reality. What today’s sporty motorcycles don’t have are flat torque curves, which are useful for road riding.
I understand exactly what he means. My ST is 700 pounds + but I only feel that when pushing it around. Out on the highway it is extremely light feeling, yet stable and planted, whether riding single, two up, in curves or on the freeway surrounded by trucks. I do wish it were more in the 600 pound range, for the pushing it around part, but glad it’s not under 500 pounds at which point I think it would feel twitchy on the road. My CB is 575 pounds and that feels good to me both pushing and riding.
>”The ZX14 could be a great tourer”
It is- in the form of the Concours 14/GTR1400 (arguably the best Sport Tourer ever made, and is still made). Take a ZX14, tune it for midrange, add luggage, shaft drive, heated grips, keyless operation, variable valve timing, larger alternator, adjustable windscreen, change suspension some, 3 year warranty extendable to 9, etc…. voila… you have the Concours 14 (but it is even slightly more expensive than the ZX14).
We will have to wait to see if they make a “real” sport tourer or just slap some accessories on some short sport frame with chain drive and label it “sport tourer”…
Euro4 killed the discontinued ZX14.
Have you tried the Motus? Wondering how you would rank it in the sport touring category.
When I figure out rigging the lottery I totally want to try one of those…till then….
200 mile range on FJR? you must be racing it! I normally get 250 mile tank at the least.
Read his comment again. His 200-mile tank range thing refers to the Ninja 1000, not the FJR.
Praying they make a true ST machine, not some bloated pig with all kinds of BS powered accessories and cruise control.
Make SportTour sporty again.
To be fair, many high performance bikes have cruise control, heated grips, etc, now since everything is fly by wire. It’s mostly code and a switch on the handlebar. Heated grips and a power outlet add almost no weight, just a slightly bigger stator. That being said, I get you, but not all technology makes things a “bloated pig.”
> not some bloated pig
If there is one thing that ultimately ends in a bloated pig design, it is the weight of the engine as the forces resulting from said weight work their way through the frame and running gear. Everything has to be heavier to resist that weight, ending up accumulating in the final weight. If engineers can supercharge the engine and the weight of the charger plus the engine is lighter than a bigger displacement engine, weight savings can be achieved.
IMO neither the motor nor the bike shall be lighter than average for the genre of motorcycle.
The motor requires appropriate mass and metal for reliability for the torque and HP curve. Displacement shall be less than a NA motor with similar curves, but I suspect not much less weight considering the blower and plumbing.
The fact that this bike’s torque and HP curves shall set the bar so high compared to anything else prior, largely diminishes the potential negative of it not being the lightest bike of its genre. You’d not brag about sub-200 lb American football linemen, sub 200 lb sumo wrestler, or sub 200 lb heavy weight pugilist, because no such thing exists nor could it. Said another way: a bike that leads the class by insane margin in torque and HP can not simultaneously be the lightest bike in its class. Or I’ll channel Norm’s pithy version: “No free lunch.”
The larger the vehicle the less is motor weight as a ratio of total vehicle weight. For this reason forced air benefits larger vehicles like passenger cars and trucks more than motorcycles.
I suspect this bike’s claim to fame shall be class leading pulling power from any gear and RPM, unlike anything seen before.
Think of the space occupied by the blower and its plumbing as providing torque and HP greater than displacement from a NA engine. Also, the blower and its plumbing offer greater placement options compared to engine displacement. This fact offers potential for greater design choices, which might also improve appearance v. a larger displacement NA motor.
One thing that I suspect everyone reading this would agree is that the trend seems to be (possible exception is cruisers) that the smaller the engine the better looks the bike.
Half of the “sport tour” equation is TOUR. There are certain amenities folks who actually tour on their machines desire..shaft drive, cruise control, heated grips and ABS are at the forefront of those desires. If you truly tour, like a 14 day cross country ride, or a couple of multi state multi day tours a couple of times a year, all of those things come in quite handy, but if your only interested in the SPORT half of the equation, riding up the local canyons, you’d be better off buying a sport bike and throwing some soft luggage on it if you plan on an over nighter.
I think for most people, sport-touring conjures up a sporty tourer.
Half the Sport touring equation is SPORT… Something in my honest opinion neither the FJR or Concours was never good at. Shaft drive adds unnecessary weight and steals power. Too relaxed of a riding position in the leg area creates clearance issues when you are trying fulfill the sporty area of your touring.
Personally, a good sport touring bike would be mid to high 500lbs, 180hp ( If kawa wants to stand out), A little more relaxed than the Ninja 1000, but still a slight forward lean, Adjustable windscreen, Heated grips, heated seat, ABS, 1 Power outlet, and cruise control are all that should be on a sport touring bike.
Keep the shaft drive and large dimensions out of it and strictly buy a touring bike at that point.
Sport touring is changing for the better…. I was tired of the no power heavy sport touring bikes… I’m hoping team green does something for this segment.
re: “Praying they make a true ST machine, not some bloated pig”
no promises.
“Professional riders under closed conditions……..”
Except….., there were no riders, professional nor otherwise……….
2018 looks to be the year of BIG launches. New Gold Wing and Yamaha flagship tourers, V4 Duc, new Softails, whole slew of mini Adv bikes, new GSXS750 and CBR650F, now this….. The Motorcycle industry seems to really have shaken off the caution of the past decade by now….
Of course, if you want better low to midrange pulling power, they could simply go to a longer stroke and forego the complexity, extra engine heat and cost and of a supercharger. You’ll just have a lower rpm range and lower peak HP but the low end will be there. High rpms and forced induction are just not needed to get the job done. But I do realize EPA measurements are better on forced induction vehicles and high output high revvers that keep heat in the catalyzers.
Granted, we’re talking about a rather large displacement if you want a long stroke 180 HP sport touring engine. But a long stroke 1000cc I4 could easily put out 130 HP and 90 lbs/ft, maybe even 100 lbs/ft, which will be a very satisfying ride for ST purposes.
I’d been getting 48-55 mpg out of long stroke twins pushing 115 HP and 85 lbs/ft for over a decade. Surely, 10-15 more years of engineering knowledge and better materials can do better than this.
My Ninja 1000 is a pretty good ST. Good power figures but ho-hum in delivery and poor mpgs. My twins are simply better suited to long distance touring.
That said, I have friends with Busas and ZX-14s that will cruise across I-10/I-8 from Houston to San Diego with a ton of power and really good mpgs too. But there’s that displacement thing I was talking about. My twins will consistently get 55 mpgs on that 1500 mile stretch and not break a sweat. Plently of passing power from 75 mph too. Not like a Busa or ZX-14 tho.
To what twins are you referring, specifically?
Imaginary ones (twins, get it)?
Norm’s disease is contagious!
> they could simply go to a longer stroke and forego the complexity
The problem of long strokes is that it increases side loads on the piston/cylinder wall.
So a (lighter I hope) Concours-14 that gets better fuel economy? Final drive chain? Are we talking about a revival of my beloved ZZR?
Just add coin. Lots of coin.
I’d be happy if they just put a shaft drive on the Versys 1000, ala old ZG1000.
A drive shaft and better forks and shock. I’d trade in my Ninja 1000 for it.
with a shaft drive I would take a closer look
That’s why the Honda Crosstourer looks good to me. It’s awfully tall, though.
too tall for me, I’d have a serious look at the Crosstour if it were about 3″ shorter. (Dang munchkin legs)
> a sport tourer that emphasizes “low-to-mid range pulling power” and improved fuel economy.
This is a better application of the technology for most riders. Could it lead to a supercharged KLR 100?
“This is a better application of the technology for most riders.”
Agreed. I bought my last SUV with a V6 because I still prefer the smoothness and less vibration compared to a I4 with turbo. Heat and vibration a an engine’s worst enemy.
HP wasn’t that much different, but surprisingly, the I4 turbo was posting near the torque figures but flat across the rev range starting at 1750 rpms!!! I will not deny what forced induction can do. But it will cost us. It will cost us in initial buy-in, maintenance money, maybe long term reliability, engine heat and more stress on internals.
Maybe I’m still holding a grudge after that horrible POS turbo attached to a 301 on the ’80 Firebird.
Too funny about that turbo 301, I purchase a 1979 with the last of the 403 Olds engines and I think 3.42 final. The car moved along very crisp for a smogger. My first intro to turbo charging was on a 1984 Kawasaki 750 turbo, borrowed and two up, and that was a hoot. The longest wheelie I never wanted to do, my passenger was impressed and probably still is.
I think forced induction motorcycles are cool, but history might be repeating itself. Those turbo bikes of the mid 80’s are still cool but folks just don’t line up for that.