There was plenty of hype surrounding the debut of the ZX-14 in the spring of ’06. We've seen the promise of potential big performance numbers from these new model bikes over the years, and rarely do they live up to this hype. But the “14” has turned out to be quite impressive, especially in the hands of the after market. In stock form, the ZX-14 didn’t post great numbers on the dyno, but with a good pipe, a power commander, and some re-mapping, those numbers jumped up to rear wheel horse power never before seen on a stock bike. Many key pipe manufactures and high performance shops around the country claimed anything from 170hp to as much as 195. But in the words of Mr. Turbo, boss Terry Kizer, “I don’t care what it makes stock, as far as I’m concerned it’s broke. We fix it with boost!” And fix it they did. With the first ZX-14 system on the dyno, unbelievable numbers came up on the first runs. At first, Mr. Turbo employees suspected false numbers, from a possible faulty boost gauge. The power numbers at these low boost levels were quite surprising. At 3lbs of boost, 230hp, at 5lbs of boost 270hp and 151lbs of torque! Insane! It was no fluke, for the same reason the bike makes great power in normally aspirated form, it makes killer power at very low boost levels because it has very high static compression, over 12.5 to 1. This ordinarily is very high for a turbo engine, but for low boost and pump gas it works quite well for the most powerful, stock motored, street bike ever.

Since these first dyno runs, Mr. Turbo has spent considerable time developing a truckload of parts and accessories for the ZX-14 engine and chassis. With the correct application of engine and chassis components the ZX-14 can be molded to whatever performance level you can dream up.

With the heart of the system based around the Garrett T-3/T-4 hybrid turbo, this system comes complete with all billet aluminum and stainless components throughout the system to make the cleanest and best designed system, the type of system Mr. Turbo is famous for.

Stage 1
$4,995.00
200-270 hp

T-3/T-4 Garrett Turbo, ceramic coated exhaust system, anodized billet airbox block-off plates, adjustable external wastegate, high volume fuel pump, rising rate fuel regulator, silicon intake hoses, oil scavenge pump, finished fuel and oil line assemblies, all stainless fasteners and hardware, liquid-filled boost gauge, and stage 1 mapping.
System is complete, including detailed instructions with color photos.

Requirements

Stage 1 system can be installed on stock engine, ran on 93 octane pump fuel, but limited to 7 lbs. of boost. Octane booster is highly recommended. Race fuel for drag racing and Top Speed racing required. Dynojet PCIII USB Power Commander required.

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Stage 2
$5,695.00
200-325 hp

Stage 1 components, plus: upgraded T-3/T-4 Garrett turbo, Tial wastegate and dump pipe, adjustable rising rate fuel press regulator, high volume scavenge pump, Stage 2 mapping.

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Stage 3
$7,995.00
300-500+ hp

Stage 1 & 2 components, plus: stage 3 500+ hp turbo, upgraded Tial wastegate and dump pipe, Tell-Tale (for boost gauge), billet velocity stacks, secondary fuel rail and injectors, secondary ecu, and multi-stage Boost Controller.

- 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.

Does it come with an oil cooler?
Yes.

Do you suggest a full tailpipe with the Stage II?
Both Stage I and II come with a banana (dump) pipe. A tailpipe that exits out the back of the fairing is an option. Any muffler can be adapted to fit this pipe.

If I start with the Stage I, does Stage II piggy back all the components, or in the end, should one just “bite the bullet”, so to speak, and go all out?
The idea behind our Stage I is that you can “upgrade” to the Stage II & III, so it’s really up to the individual budget.

With Stage II, can I use pump gas with octane booster, or should I stick to a Stage I?
Pump gas is only good for 6 to 8 lbs of boost. Unless the system is intercooled, that’s all our pump gas (in the United States) is good for, and even then, a good octane booster should be used.

I would like to put nitrous on my bike as well. What comments do you have regarding a kit? Are there any special steps to this addition if I were to add it later? With a turbo, any extra parts necessary?
A wet NOS system is a must for reliability. Our turbo NOS system is a simple system that can be added to any turbo system at any point after installation. No extra parts are needed unless a progressive controller is desired.

Does an intercooler kit make any difference, at all, with the Stage I, or would it be mostly for the Stage II?
Intercooling is a great addition to any turbo system, but there’s simply no room on most motorcycles for a proper sized unit. Short of removing the head light and mounting one in that area, they are very difficult to utilize on a bike.

Is a Power Commander recommended?
A power commander has to be used with our system for proper mapping. Our systems come with mapping to load into your power commander, or we can sell you the power commander (with the system) with the mapping already installed.