My preference if not going custom ECU is a flash/rewritable ECU And A PCV just for how easy the PCV is to tune at the track and use both tools as appropriate
Brock you are the best i have watched so far and you have such a cool way of explaining things but i am going to give you a curve ball if you dont mind and that is to see what you can do with a 1100 Suzuki GSX and see what the hp you can tune out of it
Thanks, @Tim Jones ! We are in the editing room now, I know it's taking a while to get the vids out, but we are documenting every step - the bike is impressing already! I think we have a winner :)
Thats awesome sir ill be keeping a look out . Ive been waiting for the videos then i saw this one pop up and was like HELL YAH!!! Thats good to hear i hope it makes the 200hp mark!! I want the 3rd gen busa to come out im a big suzuki fan myself. Thanks for the reply and for the badass products you make as always.
@ Brock, I would have thought Guhl or Woolwich would have been a good platform for this. to my understanding the pc5 only a piggyback that allows adjustments to the 4 lower( primary) injectors and also doesn't override the ecu completely from compensating for air temps and other sensors and parameters the bike sees and selects different maps. With that said, I have ridden a gsxr with your exhaust and map and the thing pulled hard like no other bike. this was an 05 gsxr1000 though. You are the expert, not me, keep up the great work!
I’m considering buying your setup. Will there need to be any upgrades in the drivetrain, shocks, chain, etc? Will stock handle the additional power?...
Stock drivetrain will handle the power at stock wheelbase and we will probably have gearing changes.. If we lengthen the bike, chain/sprockets/shock will all change.
@@BrockDavidson Thank you for the quick reply. I actually purchased the shortmeg 2 exhaust, ECU flash, and quick shiftier/ blipper this morning, should be fun... Hoping that will get me an extra 20ph...
I've seen other video baseline pulls on a stock Suz 1k...curious to see what does Brock come up with or if he's even done one already before he works his magic.
Brock, I know that over the years you have worked with several fuel commander packages. My question, why stick with Dynojet power commander? Here in South Africa, the track racer's technicians tell me that the PC5 is not trust worthy, although the PC4 didn't give them the amount of problems the PC5 has, and they rather go for the Bazazz. I'm in the process of getting the factory BMW ECU unlock code and race calibration unlock code done by BMW. From there I want to try and get as much from the 2015 S 1000 RR as possible using the BMW software and hardware. When that's tapped out, I'm looking to go with a after market fuel management system. The race tech's here tell me that, with PC5 it only reads from 2 injectors, as opposed to the Bazazz that reads off all 4, or something like that. I have a friend that installed a Bazazz system onto his 2014 S1000RR, and got 210HP from it, so he claims. I've also heard of a system called RapidBike from DIMSport, a company of Holdim. My question is, what would you recommend be the best for a 2015 BMW S 1000 RR? I still need to take off the stock headers, and replace them with stainless race headers. From there, I got a slip on Akrapovic long end can, as well as a short one(short one currently fitted to stock headers). Servo motors are disconnected, so butterfly valve, or actuator valves, whatever they are called, are open all the time on the stock exhaust, so my bikes fueling is messed up for now( running to rich, but sounds like a beast). I'm getting off topic, any how, would like to hear your feedback and suggestions on this. My bike will be a full time track bike, I've done about 8500km or 5300 road miles with it.
The PCV, combined with a Dynojet Model 250 and Dynjet's tuning link program allow us to tune under precise, constant loading over ramped/time-based areas in the map at precise throttle openings. This provides unparalleled acceleration mapping, IMO. Bazzaz has traction control and other features that road race tuners enjoy, it's understandable they would go in that direction. We have tuned the fueling on several BMW's using the race calibration kits... we just used a PCV and model 250 on the fueling side, as the race kit calibration for throttle control is 'terrible' according to the riders. Our PCV tune makes the throttle control 'perfect', according to those same riders :)
I agree with you on the race calibration kits. People have told me that you can only do so much with them. I think that the problem with us this side, may be that we don't have all the required and sophisticated machinery as you have over there. Maybe that's why the are struggling. We are a 3rd world country, but we try our best to keep up with technology.. I've just heard from the one race tuner complaining that they had plugs come loose during a race using the PC5, whether its human error, or manufacturing error, I'm not sure. In all my years I've only heard good things about DynoJet PC, and people always told me, stick with Dyno Jet, that's why I'm scratching my head as to why the sudden shift to Bazazz. Thanks for your explanation. Keep on tuning, well keep on watching and learning from the best in the business.
EDW 845 I have a pc5 with autotune box on my '13 bmw s1000rr and it runs flawlessly. It runs so well that I've decided to not flash the ecu. Your friends rwhp output seems very high if he claims to just have bolt on mods. To get to 210 rwhp it would take more than a bazzaz...
Your system seem great for performance but could you redesign for looks? They currently look like trumpets. The headers look great. This is important for the non drag racer. Wouldn’t care at the drag strip.
Hey Brock, looking forward to your work on the new 2017 gsxr1000. One question, I know you adjust fuel using the pc5, but for those that just flash the ecu, is it possible to convert the map data created using the pc5 to a flashed map? That way when buying your exhaust and other components can still benefit from your tuning work. I had a pc3 and pc5 problems in the past causing the bike to cut off while riding and also not to start and don't trust their products anymore. Any clutch mod for this model and any word on changing the vvt spring to change the RPM it retards timing?
@apexhunter2K, great questions. Many are asking us to incorporate our fuel mapping technology directly into our ECU flashes - we have tested several platforms and none have met our standards to date. That said, we will continue to test and develop methods, once this is available, we will offer this service. We are working on the clutch and currently see no reason to change Suzuki's revolutionary variable cam timing adjustment methods.
@Becky - sort of. Our 2015 R1 testing was performed by a Brock's associate, under my supervision - But he was a bit camera shy, so it wasn't documented exactly like this. We obtained great results from the R1! Check out this page for more info: www.brocksperformance.com/brocknm/templates/bpp1.aspx?articleid=779&zoneid=22
All modern day fuel injected motorcycles must be flashed to remove restrictions - this is not in debate. The question is 'obsolescence' of a pcv for fuel control...
D F910 WRoNG!!!!!!! THE ECU CONTROLS ALL THE POWER ON THE BIKE.... YOU CAN INSTALL AND TUNE CUSTOM MAPS ON THE ECU... TUNE THE AFR ON THE ECU.... INSTALL DIFFERENT MAPS ON THE SELECTED MODES ON THE BIKE FOR MR12 OR PUMP GAS ECT.... PLUS CONTROL FAN TEMP.... MODE SELECT....TIMING....FUEL CUT.... QUICKSHIFTER....SERVO....ECT......AND MORE. PCV IS A OLD NEWS PERIOD .
@Justin - that's a great question, and seems simple... but it a little complicated to get the gearing correct for the application. Check this out for more info: blog.brocksperformance.com/faq/what-is-the-best-gearing-combination-for-my/
We do on our personal bikes... but have not previously for customers. We are compiling a complete listing of bikes we will be flashing in house soon. Check with our sales staff for updates: sales@brocksperformance.com
Start a goFundMe with whatever limit would be needed to take a stock bike(loaner/demo) off the show room floor, and give before, and after 1/4 mile times with, and without ceramic bearings. I don't think they make a difference on a bicycle let alone a motorcycle with 100+ hp. Prove me wrong i'll give money to the fund.
On my personal 7 second Bandit, steel wheel bearings netted hundreds of runs in the 177-179 MPH range in the 1/4 mile. After switching to Worldwide Bearing Ceramics (that was to ONLY change...), the bike instantly jumped over 180 MPH for hundreds more passes. The average increase was right at 2 MPH, apples to apples conditions-wise. Over the last 20 years, we have measured increases form .5 MPH (typical is 1.5-2 MPH) up to as much as 7 MPH (on bikes with seriously neglected wheel bearings, etc...) we have NEVER seen any bike slow down as a result of adding them. Our land speed racers over the years have seen even greater gains and no serious racer would show up at the track without them, IMHO. Our touring customers have experienced solid 1 MPG increases - over the course of a year, they pay for themselves in fuel savings. I spent 15 years in the special machine/test industry before opening @BrocksPerf full time, so I belive my understanding of proper test protocols is solid. We offer WWB's because they are 100%, without a doubt the best-performing/highest quality bearings available in our industry. We even order our BST wheels without bearings and install WWB's into every single performance wheel sold since 2008. You might question their value, but we certainly don't. Hopes this answers your questions. - Brock
Yeah, sorry about that. The 2016 ZX-10R owner we worked with wasn't into drag racing. It's a REALLY nice bike and he's put over 10K street miles on it :)
