The original turbo for the GPZ 750 was a "throw away" turbo. These are the words from the original manufacturer, not ours. With that said, the stock stock turbo is known for premature problems, and it was not intended for repair and rebuild. That's why we developed a retro-fit turbo for this classic Kawasaki. We retain the stock header, tailpipe, and intake pipe, and then include a T-25 Garrett turbo, along with all the necessary hardware for a bolt on replacement. A perfect combo for restoration or racing.

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$1,775.00

Power Gains:
Boost / Small CC (900-1000) / Big CC (1200-1400)
10lbs / 140 hp / 170 hp
20lbs / 200 hp / 230 hp
30lbs / 280 hp / 310 hp

With the increasing use of chat rooms and an endless number of places to get information these days, be careful, much of it is bad information. Every Horsepower number claimed by us on our website, over the phone, or any advertisement is based on “rear wheel” numbers from our DynoJet 250 dyno. Rear wheel numbers, at the pavement, confirmed by other dynos around the world, no exaggerating, no “pie in the sky”, and no bragging… just fact

- 0-8psi: 92-octane pump gasoline, octane booster recommended.

- 9+ psi: Race gasoline for turbo and/or supercharged applications (VP C16, etc…)

 

Race gas and octane booster are not required when driving the bike at normal speeds and when not applying boost.  As you will learn, a turbo is only in boost when you twist your throttle telling it to do so.  A turbo is not an uncontrollable device, and using common sense and throttle control will regulate how much and when boost is used.

Octane boosters can be deceptive.  Be sure that the booster that you choose to use is acceptable for turbo or supercharged applications as many are not.  In the past, we have used 104 Octane Booster.  There are two versions of this product available; a red bottle that is intended for light duty street engines, and black bottle that is usable for turbocharged applications.

FAQ's Coming Soon.