The Dyno run below is the result achieved from the previous engine spec which was essentially just a 1025 big bore, Mikuni RS34 slide carbs, a Harris pipe and Dyna ignition.  The graph shows a good performance but also an abject lesson in how NOT to set up your carburation.  The standard comparison lines (dotted) are as measured at the rear wheel of a standard US spec Katana 1000 (courtesy of Cycle World)

	DIN Horsepower: Standard at rear wheel:	107 @ 8,750rpm   90 @ 8,500rpm
	DIN Torque: Standard at rear wheel:	70lbs-ft @ 7,200rpm 60.5lbs-ft @ 7,000rpm

The chart shows a dip in the power delivery at 3,500rpm where the main jet takes over from the pilot and a huge hole around 5,500rpm which was caused partially by a known characteristic of the Harris exhaust but mostly by massive over fuelling in the carbs (so bad that the needle went right off the gauge).  It has to be said that the massive increase in power between 5,500rpm and 7,000rpm provides a grin factor that few other legal activities can bring.  Overall the output significantly exceeds the standard bike, when measured at the rear wheel, in all but 1000rpm in the mid-range - this is all on the first build engine with over 30,000 miles on the clock and what were apparently GSX750 cams !!!  So I'm well happy but looking for another 20-30 bhp and better mid-range fuelling from the latest build.

The bike was run on a Dynojet model 200 Dynamometer by DYNOTECH Performance near Basingstoke.  They have done a great job and have an outstanding reputation in the UK for really knowing their stuff.