Heads up, we have our money on the chrome plated green Kawi.
In true JDM fashion, mismatched wheels add a flavor of foreign that you don’t often find in the states.
If the metallic paint didn’t grab your attention the side-mounted turbo will.
A quickshifter cuts time at the strip and makes for ultra fast passes in traffic.
When the sun is shining, the metallic paint adds a nice glare onto the A/F gauge.
Tribal paint is a universally popular theme but what’s found at the tail is truly made in Japan.
On display is a Cycle Logic Motorsports aluminum airbox assembly. US made, this plenum was import cool when installed on a wicked Japanese street ride.
Boosted from the back, turbo piping runs to a snail hidden underneath the tail section.
Catching a tail wind has never looked so trick. Is it just us or is that Devil pipe bent out of shape?
In the import car world, there’s nothing better than something that’s straight JDM (Japanese Domestic Market). If Japanese performance cars and bikes are your thing then having something only available in Japan, whether it be an entire bike or just some parts from a Japanese-only model, gives you something unique anywhere outside its country of origin.
Beyond the dope bikes and unique parts, there’s also a JDM style that many have attempted to emulate but failed to do so. It’s loud, crazy and almost cartoon-like but in a cool way. There’s no replacement for the real thing and in this case, these two turbocharged terrors are proof that there’s nothing better than the real deal.
The Boosted Green Giant
Few words can describe the magnitude of Isao Yoshioka’s first generation 2004 ZX-10R: It’s ferocious from all angles. But to truly understand the depth of Isao’s affinity for Team Green, one must trace his roots back to the early Kawi turbos of the ‘70s and ‘80s—the bikes that inspired him to build a modern-day variant.
“The factory Kawasaki turbos were amazing and so far ahead of their time, I wanted to build something today that was just as ahead of its time,” Isao said.
But Isao is also a tried and true drag racer and although there are only a handful of tracks in Japan, he relished the straight-line speed and decided to build himself a street-going drag bike.
“I’m different from almost everyone here (Japan) because I like drag racing instead of road racing, but it’s nice to be different,” Isao said.
Inside the motor a balanced and blueprinted crank supports Carillo I-beam rods and MTC 10:1 low-compression pistons that are sandwiched by a stock head. A Turbonetics T3 snail, normally at home on import cars, breaths life into the built motor while a host of SARD components like 550cc injectors, fuel pump, fuel pressure regulator and gauges help harness the incoming air. An HKS boost controller lets Isao wick up the power whenever he’s itching for boost and in kill-mode it’s good for a claimed 285 HP @ 10,300 RPM on 16 PSI.
With nearly 300 HP at the tire one would think this green giant would wheelie at any turn of the throttle, but a custom six-over stretched swingarm with a built-in oil catch can did wonders in keeping the front wheel planted.
“We made the swingarm ourselves and it took five tries to get it right, especially the internal catch can,” Isao said.
A Shinko Hook-Up drag tire on a Marchesini rear wheel also helps turn boost into forward motion. Speaking of wheels, up front an aluminum Dymag unit holds a Braking perimeter rotor that’s pinched by a BR Systems 4-pot front caliper–the combo is truly one-of-a kind and offers more than enough bite to offset the boost.
Other noteworthy details include the green chrome plated paint, the custom exhaust fabricated from raw titanium and a host of other go-fast goods. Although the recent tsunami sidelined everyone’s hopes of drag racing when it wiped out most of the drag strips in Japan, Isao is determined to race the green giant and will be shipping it out of country for some dedicated racing. He’s not sure when and where, but we’ll be eagerly awaiting the times because the possibilities are endless when you’ve got a stretched wheelbase, a lightweight chassis and nearly 300 HP on your side.
2004 Kawasaki ZX-10R
Front End: Braking perimeter rotor, BR Systems caliper, Dymag aluminum wheel, custom master cylinder, Hel Performance stainless steel brake line, Bridgestone tire
Rear End: Custom six-overstack swingarm with internal oil catch can, Marchesini wheel, Regina chain, Shinko Hook-Up tire, Öhlins shock
Motor: MTC 10:1 low-compression pistons, Carillo I-beam rods, balanced and blueprinted bottom-end, Muzzy lock-up clutch and exhaust manifold, custom turbo kit with Turbonetics T3 turbo, HKS EVC boost controller, custom piping/intake manifold and SARD wastegate, 550cc injectors, fuel pump, fuel and pressure regulator, custom titanium exhaust, Trust air filter, secondary throttle blade delete, MPS quickshifter
Accessories: SARD boost gauge, Defi fuel-pressure gauge
Owner/Builder: Isao Yoshioka, President of Blaze Bikes Club
Sometimes fate happens as quickly as the click of a mouse; owner Kenji Teramoto is all too familiar with that notion. One day while browsing some online auctions he accidentally clicked on a “Buy it Now,” and was inadvertently stuck with an overpriced 2007 Honda CBR1000RR. Instead of getting down on his mistake, he took it as a sign of fate and moved forward in buying the bike.
Although he’d overpaid for the ride, he still had high expectations for the build and wasn’t going to let his now-shallow pockets stop his success. Kenji was friends with Isao, president of Blaze Bikes club, owner of the green Kawi and a fan of forced induction, so it only made sense that the Honda too would be immediately boosted. But unlike the high-dollar kits seen online, the two created a low buck rear-mount kit that stores the IHI turbo in the undertail. This not only saved costly pipe bending and fabbing since much of the stock exhaust system was retained, but it meant the world could see the snail sitting in the open. No secrets here, the sights and sounds of the turbo, the modded Devil pipe and the noisy HKS SSQ blow-off-valve are immediately evident when all 195 HP are set free at 10 PSI.
Since going fast was easy, stopping also needed to be a priority and Galfer Wave rotors at both ends make the Continental tires work hard when the brakes are pumped. Other bits of bling include chrome accents, painted OEM pieces and a fresh paint job that features some mild tribal, panels and gold leaf in a combination that screams JDM.
Although Kenji might consider his boosted CBR to be of meager roots, anyone on the outside only needs to take one look to know that this Honda is proof that you don’t need a ton of money to build a bangin’ bike.
2007 Honda CBR1000RR
Front End: Galfer Wave rotors, stainless steel brake lines, Continental tire
Rear End: Galfer Wave rotor, stainless steel brake line, Continental tire
Motor: Custom rear-mount turbo kit with IHI turbo, one-off intake and exhaust piping with stock headers and HKS SSQ BOV, Devil shorty pipe, Cycle Logic Motorsports turbo plenum assembly
Accessories: Blaze chrome grips, Logitech display
Owner: Kenji Teramoto
Builder: Kenji Teramoto and Blaze Bikes Club