The purpose of a turbo charger is to make use of the large amount energy carried away by exhaust gas. This energie, readily available when an engine is under load and exhaust flow high, is used to force a higher volume of air through the engine, increasing its effective displacement. Thus turbocharging delivers extra power from an engine in the middle and high rpm ranges. The general advantages of this are obvious: agiven amount of power can be extracted from a relatively small, light engine. When extra power isn't needed, the engine can be run economically at relatively low rpm. Kawasaki was able to place the turbo next to the exhaust ports and eliminate the need for a low-rpm bypass. Using higly heat resistant steel (to prevent cracking), we were able to route pipes from the exhaust ports to a specially designed 4-into-1 collector for the turbocharger. While this was a difficult engineering problem, test result (and the final product) prove that the faster turbo response thus gained more than make up for a slightly longer induction path. But we didn't stop there. To eliminate the low-rpm bypass found on early Kawasaki prototypes, and further improve response time, our designers shortened the induction path as much as possible by placing the air cleaner near the engine sprocket. (this was done without affecting the bank angle.)
The Kawasaki turbocharging system is protected by a waistgate which passes exhaust gas around the turbo if boost pressure reaches the maximum of 650 mm/kg.
For those who may want to race the bike without the standard aircleaner, the compressor wheel is specially treated to withstand increased abrasion from unfiltered air.
Fuel and air system