2017 GSX-R1000 S2B: Episode 9 (P1) Dragstrip Prep Overview and Theory 

Make it happen! We have dealers all over the world who organize drag races. Anyone can do it, just takes a little work.

@WRIGHTRACING, thanks for the props. The BMW S1000RR (Christine at stock wheelbase) is our target, at our home track with a jockey at the controls: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-cl-xchTqlZg.html

Those roll on guys don’t really pull on each other and they are so excited about being 12” in front of there buddy’s lol they would all get beat by a stock 1k with a good rider at a track but whatever to each there own

@@Da-wooley18 How can you gauge how much fun they are having? How can you gauge they will have more fun at a track? I just dont understand your logic. You're barking at the moon!

I’m not trying to make trouble all I’m getting at is there’s no cars changing lanes into me or front of me at a track It’s just way safer and also you get back data so you can work on the right things to improve your ability In the street there’s on reaction time 60’ time and so on it’s only in front or not

I appreciate your input on roll racing and not being super disrespectful about it. As an avid roll racer myself id like to maybe clear up a few things. Myself included ill say many of us roll racers actually came from the dragstrip and graduated to roll racing, when i say graduated i dont mean that in a way which suggests roll racing is of a higher level in superiority or even skillset but more so in thrill and more learning curves about the bike which ill explain here shortly..you also mentioned drag strip racing being better for data reasons which is debatable as well.. to the other other gentlemen who mentioned we all have to pay for it in insurance premiums because of the street race guys that can also be debated but ill say thats probably partly true. I feel that from an insurance standpoint they will use such videos in meetings as an excuse to charge higher premiums and say well owners of these bikes are irresponsible hence the reason for high costs but alot of premium costs are based on the likelyhood and projections of what they will be paying out from claims and claims from previous payout history amongst other factors which have nothing to do with racing. So we have to understand that innocent tipovers in a parking lot which prompts payout for expensive oem fairings and other components, high rates of theft, guys crashing the bike at the drag strip and then lying about whre it happened just to get coverage is also taken into consideration for all of our costs not just street racers screwing up everything but yes we play a part in it. Now back to the drag strip talk and addressing the graduation comment, i meant that in such a way that means there comes a point when your like 90 percent of all sportbike owners and you have a bolt on machine or mild engine work and youve already seen what the bike and ones like yours are capable of with various different setups to achieve those 60fts and mph traps and e.t so some of us grow bored and we ask ourself well ok this particualr bike with this size rider is doing an average of 150mph at 8.9secs in the 1/4, i wonder what it can do in a half mile or whats very popular now known as the rolling 9/10ths where you measure out on gps 9/10ths of a mile with a start point and finish line and see who crosses first and at what mph, and its done from a roll since its nearly impossible for some of us to just stop on a highway and race.. some of us know that these bikes are restricted to 186 mph with stock ECU and cant help but see just what it takes to reach that speed or beyond after governor removal and in how short of a distance(gps verified,not gauges). Plus beyond the 1/4 mile most people have no idea what there bike is capable of. If you gather up every semi modern to modern 1000 and busa and zx14 from lets say 2005 till now and set them up the same way they all can run mid to high 8s in the 1/4 between 150-160 mph on average which makes them appear similiar in perfomance. But not many people know what those same bikes can do in a half mile or 1 mile run and they all behave very differently beyond the 1/4 mainly becuse of aerodynamic efficiency which is greatly maginified at 150mph and beyond which is when the 1/4 mile game ends. Alot of people who believe they have a good tune in there bike because there decent at the drag strip find out on the street that there 6th gear sucks because they never utilized it on a short race and the ignition timing or afr isnt suited for that amount of ram air in real conditions outside of there dyno or strip test. As far as data there are many of us who use garmin or other high tech datalogging or gps devices that can tell us similiar data to the drag strip and beyond such as time it took for distance traveled with mph and also mph to mph like 150 to 180 mph time and distance so when tuning for the street we know if the bike got faster or not. not all of us just swerve cars for fun at over 100 mph and we use secluded roads or wait until no cars are present at all even if we have to wait for a night run. So there is data gathering for roll racers and learning curves for the bike like is your windscreen allowing too much trubulence on the shoulders when you click 6th gear at 180, is your suspension too bouncy with too much preload, is your tuck form fitting, is your left foot faced down after 6th gear and under the shifter still and causing the bike to pull left when approaching 200 mph from wind drag on the foot from not placing it on the peg and tight against the frame , are your shift points timed right for the powerband to have the best forward momentum. is my gearing proper for this type of run. All of the same variables as the drag strip and more. All we have eliminated was the 60 foot and traded that for more speed to test the bikes top end capability since we dont have 600hp prostreet bikes which do 200+ in the 1/4.. different 170 hp bikes will have drastictly different street results from aeros, ram air design and more, the longer the distance the more you see what the bike is truly made of. I love drag racing but besides the safety aspect of it and slipping the clutch for 3 seconds it gets boring and very short lived plus cost of admission each time, unnecessary wear on tires, higher engine temps, and a roll race bike will use the same set of clutch fibers for years with daily roll racing. For many its more convenient, more fun and less wear and that is the appeal. Land speed events are nice if you want longer runs like rickey gadson has dived into but those events are always far away and only a few times a year. The street is always available and its free.. and yes we are all well aware that it aint free when u get caught or crash but im just explaining the thought process of thousands who do this and not because we dont have a clutch hand.. sorry for the book but i had to clear that up.. peace and ride safe to all who read this regardless of riding style..

raceaddict321 your the only person who hasn’t come off like a pissed off teenager about a negative comment on roll racing For me it’s different I ride both in the street and the drag strip and not that I’m the fastest or best guy out there but I got tired of beating all these dorks around here so I took my Busa which was a street strip set up and turned it into a purpose built drag bike Basically I wanted to go where I had some competition and that worked out well but I also enter races to see how I stack up against the Jeremy Teasleys and Ricky Gadsons So now I ride something different in the street a little slower that turns better and I still have the occasional dude pull up next to you and rev lol but I mainly get out my aggression on the strip Thanks for the comment you sound like you guys have your own way of doing things stay safe

jeremybly - it depends on your riding style. If you are an aggressive rider, you will need to change your oil more frequently than a non- aggressive rider, but there is no such thing as changing it to often. (but this can get very expensive) we generally don't go over 5K miles on our daily drivers. As far as your oil...Amsoil is one of the best. As far as your filter, A Sprint Filter P08 will help keep dirt out of your engine better (P08 is OEM in several Ducati's), as well as let your bike perform at it's maximum potential. Here is more info. on your Alisyn oil in high heat areas: blog.brocksperformance.com/faq/what-is-the-best-weight-alisyn-oil-for-my-application/

Sure - Have you seen this? ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-tn88EtR5O9g.html

Sure - enough weight to help you go quicker, but not so much that your MPH suffers. Placement is critical, low and as far forward as possible. When AMA Prostar allowed ballast, we had a 25 lb. weight mounted in the nose of the fairing - our 2005 GSX-R1000 ran in the eights with only 175 RWHP! blog.brocksperformance.com/brocks-team-suzuki-caps-off-successful-season/

@@BrockDavidson Wow!!! OK Thanks for that your the best.

Hello Miguel, we try to make the bike as level as possible. Our next episode covers lowering the front end.

I have blown up a few bikes in my day. Best tire pressure is as much as you can run without spinning.

$34 gets u flush mounts side markers and there is an integrated taillight for $134 on ebay. I just installed both. Easy and looks awesome

@Lifted_Above. You are 100% correct and in the old days the shallow attack angle of the swingarm did lead to traction issues when stretching the bike. These issues were not as great as problems associated with a high center of gravity. Drag surfaces are smooth/straight and have a greatly enhanced coefficient of friction (due to the addition of traction compound) compared to road race surfaces. Also today, the swingarm pivots are much higher, so we get the best of both worlds - a lower bike that still has an aggressive swingarm attack angle. Please check out this video for an example of how drag suspension set-up differs from road racing: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-ZsIcE5GoGvk.html

@@BrockDavidson Cool thanks! Traxxion Dynamics has a whole series of free-to-watch videos where Max explains some critical processes of how suspension works, how frame geometry works, and how to set it up to perform on a track. Somewhat different goals with drag racing obviously, but similar principles. Here was the one where he explains swingarm angle: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-ECV4LWMtlZM.html My guess too, is you can do smaller front and larger rear sprockets to regain some "pull angle" lost from flatting out the swingarm angle after lowering the bike. But of course gearing is a greater consideration for optimizing gear changes to achieve the best overall acceleration averages down the strip.

@@everydayirace Thank you very much, just subbed to you.

We have been product testing components on Gixzilla since we purchased the bike. We now have our Full Titanium CT Meg on the bike. It will go down the track this way.

Nice! But Which brocks performance exhaust system is the best one?

The CT and Alien head are designed for street/drag use (allow max ground clearance etc..) they both make about the same power, the CT is lighter. The Predator makes great peak power but the low/mid range is great as well. Predators are designed for street/knee dragging etc. Choose on your personal preference- look/sound/budget - you can't go wrong either way. Call 937-912-0054 for more info.

Thank you so much sir. Do you deliver to dubai? And also which one would you recommend on a gsxr 1000r, an alien head or CT. And which is better and which sounds better because i cant find any RU-vid videos on them!☹️

The Alien Head is our most popular system - it's very loud: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-VBeYEhEIX3U.html

devious1 and???? Better listen when Brock talks, because he’s dropping golden knowledge.

was disappointed when i didnt see one wrench get turned... not gona argue the info is great, just wanted to see some modz or new products. like the older videos

devious1 oh, ok

@devious1 It's important to understand the theory first...then apply the theory in actual applications. Episode 9 (Part 2) begins with wrenches and they don't stop flying until we put it all back together in preparation for the track.