Once they had the plan locked down, B.J. and Johnnie got to work tearing down the bike to the bare form to begin rebuilding it right. Exercising care when tearing down the bike is essential, the Basnetts say-taking a few extra hours during this part of the project-can literally save days when it comes time to put the bike back together. Take notes to help you remember how complicated assemblies go back together, and even snap a few digital pics to aid you with reinstalling tricky pieces, especially when it comes time to route wires and hoses. Label, sort and organize everything (especially hardware and other small bits that can be difficult to identify out of their original context) and store it carefully so you don't lose any important pieces over the course of the project. Take your time and always use the proper tools to keep from breaking or damaging parts during disassembly. Be careful especially with bodywork, electrical connections and the myriad plastic clips and fasteners that invariably take your local dealer weeks to special order (of course no one stocks these) and usually cost an arm and leg to boot.
Anyway, about that motor: Just because they went back to a stocker doesn't mean that they didn't give it a little high-perf love before slotting it back in the frame. First, they went though the salvage motor for a top-to-bottom tune-up, checking for any leaks around the exhaust header, resealing all oil lines, inspecting and, where needed, replacing the bearings and tightening things up wherever necessary. Once the motor was tight, in went a set of Yoshimura drop-in cams to boost top-end power, while the dark and dirty stock air filter was replaced with a freer-breathing one from K&N. The used Yoshimura Duplex exhaust on the bike would join the old motor on eBay, to be replaced with a less-restrictive Brock Racing Sidewinder megaphone, which is said to add 15 hp. The Brock pipe also works better with lowered bikes-unlike a traditional system that runs under the bike, the side-routed Sidewinder will not scrape the pavement even with the substantial lowering planned for this bike.
You'll notice that we haven't mentioned that Velocity turbo yet-that's because it was "revised" out of the original plan due to cost and also fear that it might affect the ridability of the bike. Not everyone who can afford one can necessarily handle a 300-hp motorcycle. Instead, the boys settled on a NOS "wet" nitrous kit that would add "only" 30-50 hp on-demand to the 'Busa's stock 170-hp output. The wet nitrous system injects the nitrous oxide directly into the engine's combustion chamber, a setup typically considered superior to a "dry" system that sprays the nitrous into the airbox-the wet system is more efficient, wasting less gas, and also delivers a stronger hit. And even though the wet system is more complex than a dry one, B.J. says that even a relatively inexperienced wrench can install it in about four hours, thanks to NOS's thorough instructions and an intelligently engineered plug-and-play wiring that piggybacks on the stock wiring harness at the ECU. Activated via the horn button, an electronic throttle position sensor modulates the system and the two-pound bottle the Basnetts speced is good for around ten hits before needing a refill.
All this newfound power necessitated one final drivetrain mod for this project-a heavy-duty lock-up clutch from Barnett Performance Products. These much-ballyhooed babies are intended to assist drag racers in launching their bikes at high revs without worrying about clutch slippage, and the Barnett item in particular is known for being strong enough to handle 200 horsepower without requiring a forearm like Popeye's to engage it. This new clutch was covered with a chrome case (and a matching chrome stator cover, too) and the new motor was ready to be bolted back into the frame.
That's where Part One of Rick's Pro Street 'Busa Project leaves off. Tune in next issue and we'll follow along as B.J. and Johnnie do some serious tweaking to the chassis, installing a Tricky Air Ride suspension, widening the rear wheel (you're going to be blown away by how they do this) and crafting what we will guarantee is the craziest kickstand you've ever seen on a motorcycle. 'Til next time...