Simply remove your factory velocity stacks and install. These are plug-and-play and require no additional modifications to your airbox to fit. Made for an OEM fit, the BT Moto velocity stacks bolt to the airbox to ensure tight fitment while also being easy to install. We've tested all the others on the market and this one has the best power hands down!Ĭustom composite with our logo etched into them, the BT Moto Velocity Stacks have been carefully engineered and designed to maximize power in the higher RPM range while not losing power in the low RPM range (with ECU flash).
No power loss in low or midrange (with BT Moto Flash).Gain 20+HP (depending on bike and mods) at higher RPM's (with BT Moto Flash).OEM fitment and ability to go back to stock when ever you'd like.Custom velocity stack designed for YOUR airbox.Engine tables corrected for BT Moto velocity stacks (comes with flash).Correct fueling on both banks in “Alpha N” mode and race modes (comes with flash).With our flashing, there's no need to worry about fueling or rideability.*VELOCITY STACKS DO NOT REQUIRE FLASH PURCHASE BUT IT IS RECOMMENDED FOR ADVERTISED RESULTS* Flash adjustments include revised tuning for BT Moto custom velocity stacks. We highly recommend these with our flash as it’s the best bang for your buck modification for the platform.īT Moto velocity stacks are developed and designed TO WORK WITH BT MOTO CUSTOM FLASHING. The low rpm losses can be minimized with careful throttle and fuel tuning. Our box filler design maintains a flow where no air gets trapped in corners of the airbox at speed to maximize the powerband under ram air pressure. We spent a lot of time building a design that captures more air at high rpm and high speed to fill the throttle bodies versus tuning it for low RPM cruising response. Since the Hayabusa isn’t a big tune only power gainer, we knew we had to bring a hard part to complement our ECU flash. some even came apart with mileage (yikes). We studied the other velocity stacks on the market, and some were too tall, too short, or simply didn't fit the factory airbox. The velocity stacks equalizes this and gives the Hayabusa a needed advantage it need to be competitive again.
The engine has tons of torque and displacement but absolutely just no legs as it’s revved out compared to its 1000cc brothers. We decided on this design because it mimics what every part / aftermarket exhaust does to this platform, which is move the powerband to the right.
The BT Moto modified velocity stacks gives you almost built cylinder head power gains in an easy, bolt-on, plug-and-play package using factory hardware and air filter (optional). With higher RPM the engines nods off soon and loses nearly 30HP as you rev it out to peak RPM. Unfortunately, this kills the racing range of horsepower. This is a lengthy process due to using read only data, by contrast a Power commander runs live data, meaning an adjustment can be made while the bike is running and the results instantly measured giving a much quicker way of completing the fuelling process.Ī Power commander on it’s own can only do one function that being the fuelling however it does this very very well, gaining a better result easier than ECU mapping, but is unable to change other features and therefore restricts the overall gain.įor the best results possible an ECU base flash alongside a PCV is always the best option getting the best of both worlds.Īnnex 1: With multi function maps as standard these are always best optimised through the ECU as a Power Commander acts as a mask and will not adjust when different modes are selected causing potential fuelling problems.The Gen 3 Suzuki Hayabusa uses extremely long and thin factory velocity stacks to slow down the airflow for immediate torque and daily riding response. Maps designed for other vehicles may have similar parts I.E exhaust, air filter however the fine details in construction of the bikes, how the air box is fitted the build tolerances and even how the headers are fitted change the characteristics of air flow and the demands of fuelling/ignition.ĮCU mapping on standard equipment is done in a way which involves taking lots of recorded data then pulling out the information from the bike, editing tables in accordance with the given data and our reference points then sending this information back to the ECU for another round of testing and further adjustment. Only a full custom map covers fuelling, a quick flash with any map is irrelevant unless it has been tailored specifically to your bike that means running the bike on a rolling road as is in the configuration to be ran therefore differing exhaust configurations require different mapping tables (we always offer baffle in/out maps along with wet maps). Most commonly asked question for a tuner, “do i need a power commander if I get an ECU flash?”