Tried to get the link to work but failed miserably.

Hopefully the dyno chart for SuperBike is attached. This seems optomistic but shows a fair increases at the top end and throughout the rev range. Standard Bike with power commander.

Power freaks will read the peak figures and vertical difference (HP & Torque) between the curves. For road riders look along the RPM axis to see the same power arriving between 500 & 750 rpm earlier. The bike feels quicker - sooner.

 

Third curve isd stolen from another Brit R1KSU earlier in this forum. Hopefully he will chip in with any errors mad by me. Woolwich ECU flash plus Decat pipe on an otherwise standard bike. an awesome set of figures which should have transformed how the bike felt performance wise. curve shows 140hp 1500rpm earlier than stock, 6th after the tune should pull like 5th before!

 

Stock bike, before and after reflash by Hilltop Motorcycles to sort out the unpredictable throttle response. +10 bhp and +10 ft/lbs was a happy byproduct

 

Thanks Martin,



Really impressive before and after figures, I think you are understating the performance increase, looks like plus 20hp or more at 9000rpm and 12 ft lbs at 8800rpm.

Your tuned bike now make the same power at 8500 rpm that it did at 10250rpm, and hits 100bhp about 1000rpm earlier. Torque increased everywhere past 6000rpm and the tuned bike hits the original peak torque figure 1600 rpm sooner.

That should make a huge difference in real world conditions with better driveability and acceleration.

I am sure that someone will say your figures are low, take no notice if they do, probably down to dyno settings. Be good to see other results from Hilltop.

 

Simon this link works. Get adminn to delete this post if you think it is cluttering the thread.
Suzuki GSX-S1000 F Power Commander | Superbike Magazine

 

Just a decat and standard end can 2016 model, Simon W posted it above, but its so small

 

R1...nice chart...think a lot of people over look its just a decat with stock end can....big number result for little money spent......is it stock ecu.......flash..pc.

 

Woolwich Base flash with PCV custom map for K&N filter and stock exhaust. I now have an almost linear air / fuel delivery and the throttle snatch has completely gone, super smooth throttle and the power comes in completely predictable, smooth and constant, really happy with the results and have now re-installed the OEM throttle tube. More torque, increased HP, increased rev limit this is how the bike should have been from new if it wasn't for emission law.

Sent from my SM-G900F using Tapatalk

 

most people seem to get high 130's hp and in the 70's TQ stock so i am not sure where 124hp comes from. glad to hear it is improved though!!

 

Dynos trick people. Never look at the numbers since every dyno has a different setup and reads differently. Always only look at the percent difference in the graphs.


Sent from my iPhone using Tapatalk

 

ok, let me put it another way then. I have not seen any legitimate source claim gsxs hp gains, percentage or otherwise, such as lee's below, even with a full system.

I would suggest that as much as dyno's may "trick people", much more often, PEOPLE trick people, or try to anyway.

 

Here's mine from earlier this year

 

There's something up with the image Guy it won't open in the forum page. I right clicked and downloaded it but it is too small to be legible only 3.0 kb.

 

Dyno printout

Hi here's mine from earlier this year. Hopefully this one can be seen/read.

 

Nice one Guy, thanks for sharing.

Continual increases throughout the curve with impressive torque increases at 4500 and 7500rpm. It looks like your peak torque (an extra 7 ftlbs)now occurs 2000rpm earlier. likewise your original peak power figure is reached much earlier.

Seems that yours is one of the few that show an increase in maximum RPM pulling at least 200rpm more than stock.

Can you confirm the mods undertaken and let us know how the bike feels before and after.

 

why does it cross at 9800 not 5250

 

I always look for that too

The HP scales are on the Left with torque on the right with different scales.

 

Simon ,it's got a full Yoshimura headers and collector with a R11 can. K&N filter in both cases baffles left in. Also fitted a pcv. I thought the mid range was impressive before going on the dyno to get custom mapping done on the pcv but now even bigger grin. When it was first run up it was a very weak fuel mixture. Next up is a healtec x-tre and baffles in air box and can removed and get it put back on the dyno to see if there's any gains other than noise increase. That's for the spring time.

 

Hey mate still have the gsxs ? Um just wondering does your Yoshimura exhaust system have a nasty kind of vibration around 5k rpm i just have the same setup and it has a nasty rasp to it cheers 🍻

 

Here's mine with full M4 exhaust, bmc race filter, and PCV with tune. The first pull was with just the M4. After tuning and fitting the PCV and filter those are the final results. Still need to spend some more time on dyno to fix AFR in lower rpms. Overall the difference is noticeable. Certainly feels more torquey down low but the biggest difference is sound! Wife is not a fan...

 

Those gains , especially in the usable on the street range seem nice.

The loudness thing is really what i go back and forth with. I wish i had it at times for retard prevention, but I don't want the possible extra LE attention.

I did some work on my car and it's crazy loud, but i have drive modes so can tone it down when i want.

 

Beginning to see a pattern emerging here. The GSXS gets useful gains everywhere with the biggest increase in both power and torque around 7000 rpm so very noticeable on the road. Its a genuine case of tuning increasing flexibility, just look at the increased area under the curves.

Torque increases are really impressive with more torque at just 4.5k than the original peak figure.

As expected are lots of variations on Dynos, some stop abruptly at 10.5k with others running to almost 12k.

An interesting feature of the GSXS engine is its extremely flat rise to peak power, it taking about 2k revs to gain the final 3 or 4 hp. this gives a useful range where the bikes full power is available in any gear. I would suggest that is due to the reworked cams fitted.

Keep the curves coming folks

 

i enjoy seeing the dyno numbers its nice knowing what i could get and what it would take as far as money and time and the amount of dyno runs...years ago it was important i cant remember why lol....now whats important is enjoying what i have...nice know my bike can get the same also

 

funny thing about sound...i found myself riding harder and faster with quiet or stock muffler in the street...loud i would feel like everyone would look when getting on the power..in stealth mode it seems i can enjoy the power more

 

I totally agree.

For me though, since I live in the USA (kind of) half of the population are xtards (conservative estimate), and living in Florida, half are old and/or stupid and deaf. And since there is no law against using phone (i think) everyones driving around looking at or holding phone to ear. So to antagonize, annoy, warn,alert xtarded, stupid, old, deaf people, I need to be louder

 

there was a time i enjoyed the sound also...im from boston USA....remember having straight pipes on a Harley after 100 mile highway ride..my head just didnt feel right for days...good times.....then went to the thunder header...great exhaust longer pipe sound was past my ear.....worked a lot better....its all good with me

 

Hi, New in this forum and were loocking at your dynoresult. Could help bit to se that the torque of the bikes mostly land on 80, while mine is at 106. Will try to post my curves.

 

I think some people are missing the units on these dyno curves

Marco's Dyno sheet uses Nm for torque not lbft, and 106 Nm is equivalent to 78lbft

He also uses PS for power instead of BHP, so 150 PS is the same as 148 BHp, so his bike is the same as all the others.

With Imperial figures (BHP and ftlbs) The torque line and power line always cross at 5250 RPM

 

Mods are cs full exhaust, kn airfilter, pcv, bigger injectors, and a quickshiftern. Quite happy with the diference in performance, the bike is more awake, could get higher numbers but i wanted to keep the focus on fuel/air ratio to get the engine runing cooler and and smother. Dynoresults in link. All the mods were done before the dyno so first run is with everything but pcv unplugged.

https://m.facebook.com/story.php?story_fbid=1759681394082146&id=810433285673633

 

help me out here,,looks like 140 or so....then the tq side looks like 100.....eyes are going.......explain why bigger injectors where needed ,,,,thanks

 

polo

 

Marcooooo


Sent from my iPhone using Tapatalk

 

i remember the days doing rollons against each other after adding changing or adjusting parts....it was nice to see real world results unfold as you pull away or fall behind.......ya we did dyno also but dyno didnt tell the true story,,,,,,was great to see how a bike could be made faster without gaining top hp number....guys would think they lost power with a exhaust change because it sounded slower.....and then the rollon showed it pulled away like a animal........ i know the dyno is a tool...its just not as fun

 

Standard bike with Delkevic race slip on only. Not my bike but tuned by J33 Dyno centre.

Spoke with the tuner who had the bike for a few days and he was shocked how bad the fuelling was when received. Bike still has working exhaust valve but limiter increased to 11900. Pumping and parasitic losses make high RPM not worth pursuing.

Power and torque increases across the board should make roll on comparisons interesting, almost like being a gear lower!