That's the standard term for an engine which doesn't have any form of forced induction, i.e. turbo or supercharging, Andres.....
Power Commander , Remap, or other...
- Thread starter Wilsdorf
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That's the standard term for an engine which doesn't have any form of forced induction, i.e. turbo or supercharging, Andres.....
Maybe a nice turbo, and full Ohlins is the way to go
Deleted account 211025001
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That's the standard term for an engine which doesn't have any form of forced induction, i.e. turbo or supercharging, Andres.....
Doh! Thank you young man. I was thinking FI v carb..........
Andres
Bendy toy
Registered user
Here's one http://www.visordown.com/motorcycle-news--general-news/167bhp-twin-turbo-bmw-r1200gs/19582.html It wont go around corners, cost isnt even mentioned and the cylinders wont see much cooling air.
That's the standard term for an engine which doesn't have any form of forced induction, i.e. turbo or supercharging, Andres.....
"Naturally" aspirated, coming from a career with engines..........
Al
Big Lee
Registered user
That's the standard term for an engine which doesn't have any form of forced induction, i.e. turbo or supercharging, Andres.....
Apology accepted 
Oh, and as already mentioned, in terms of outright performance and getting from A to B quicker then quality suspension is the way to go IMHO - far more effective than an engine tune
Andres
Very true
I do think the £470 charged also comes with a bit of snake oil to lube the components you buy
As Mike Hailwood said, when asked what he thought was the best tuning tool for a motorcycle... "A fast rider".
Power-commander
PDQ quoted me £334 for a PCV unit and £180-£240 dyno time,they say that both cylinders are mapped separately.
PDQ quoted me £334 for a PCV unit and £180-£240 dyno time,they say that both cylinders are mapped separately.
Big Lee
Registered user
Do they offer a money back guarantee if you don`t notice a shite of difference?
I`ve had turbo petrol and diesel cars remapped and that does make a hell of a difference when you get another 30bhp etc and extra torque. I had a series 1 RS Turbo mapped up an extra 45bhp a few years ago and that puts a smile on your face
I`ve had turbo petrol and diesel cars remapped and that does make a hell of a difference when you get another 30bhp etc and extra torque. I had a series 1 RS Turbo mapped up an extra 45bhp a few years ago and that puts a smile on your face
That does seem a lot of money, for what I would imagine would be a fairly limited benefit. £574, at worst - although some of us spend that on less useful things for the bike. Psychologically a £250 solution would be nice.
That said, my PC-V was £125 like new, so maybe all set up time - still at least £180 dyno time - but potentially only around £300, which looks a little better.
As my GS is remapped already and I love the bike, I'll be getting my R1200S PC-V set up properly for the bike this year hopefully - will try and get dynojet when they are over on the island to set it up. That could be it, but if it's not as good as I expect, I may have it remapped.
Gordon T
Registered user
Just been going through the postings on various tuning options and was wondering about this remap/tuning box/other tuning lark. Does anyone know of any other tuning firms that do a similar thing abroad? What do the Germans do for tuning? Surely they have some tuning firms over there?
That has to be somebody's idea of a joke.
If you don't mind your PCV map file ? I would like to see if the Auto Tune dose the same job (or post screen shot of PCV This is my Fuel Map:
Bendy toy
Registered user
Someone mentioned fitting a turbo. This seemed a good way to show why to not bother.
I got that but can't believe that anyone is trying to market that as a serious modification to what is one of the best curvy/bumpy road bikes known to mankind.
I suppose it might appeal to Harley owners who wanted twice the cornering ability of their US iron.
FWIW I 'tuned' the last single cam I owned with Remus headers and exhaust, k&n and a Wunderlich power controller and got it properly set up on a dyno. The tuner mentioned the Wunderlich controller was a fairly crude device (it can only add fuel and has limited adjustability). He thought the PC was a better product albeit more expensive. Thrown away the graphs but I think the peak gain was about 10%.
In any case it gave the small improvement to fuelling / performance you would expect and was reliable in all weathers for the two years I used it. However I ended up selling it along with the headers as the popping and farting was annoying and to be honest you get used to the slightly lumper power delivery after about 5 minutes.
So in conclusion like others have said here I would rather put the £3-500 towards some Ohlins that really do transform the bike, than chase horsepower. The twin cam is much better set up as standard so any improvement I believe would be minimal.
Do like the look of my akro though...
In any case it gave the small improvement to fuelling / performance you would expect and was reliable in all weathers for the two years I used it. However I ended up selling it along with the headers as the popping and farting was annoying and to be honest you get used to the slightly lumper power delivery after about 5 minutes.
So in conclusion like others have said here I would rather put the £3-500 towards some Ohlins that really do transform the bike, than chase horsepower. The twin cam is much better set up as standard so any improvement I believe would be minimal.
Do like the look of my akro though...
The Ohlins/Wilbers may be a better place for the money - but so many owners after having the remap about how there bike is completely different, whilst I notice very little difference between my old man's twin cam and my own remapped version. I do however like the difference that a set of de-cat headers, and Akra end can have made.
We spend so much cash on our bikes playing around, it is just nice to know what really works and makes a positive difference to our riding experiences. I might go for the suspension mod once I clock up quite a few more miles - but to be fair I find the twin cam suspension bloody brilliant for my mixed riding, including fast ish (110-130mph) on very mixed surfaces. Whilst the speeds are 30-40mph down on the GS compared to my Fireblade, it is a nicer place to be on calm dry day.
I love the feel of the Ohlins on my R1200S, and I could still do with more time to get them dialled in properly for me weight and riding. So I am sure the stuff for the GS would be just as nice.
I fail to see why the twin cam is down on power compared to my R12S though - even an LC can't stay with the R12S in a straight line. You would have thought an easy 130 bhp would have been possible for the twin cam, but with only 125bhp from the LC it is a little disappointing. I appreciate some people say of you want a faster bike, then buy one - but the problem with that argument for me is:- I prefer the sitting position and lazy/stable handling of the GS - if it has an extra 20-30bhp to standard it would be close to the perfect bike for me.
I thought the remap might be the answer, but even with 30% increase in dyno chart power on my bike it didn't have the effect I would have expected, or that would have made me happy. By contrast dyno-jet kit and exhaust on my CBR600FY allowed my bike to leave the same model standard CBR6's more than a few bike lengths behind at every roll on, although the dyno for the CBR was less than 10% up on standard - I simply expected something similar or better. The one benefit from the dyno-jet carb kit on the CBR6 was that it became the smoothest bike on off the throttle that I have owned to date, so much so that doing the Ron Haslam race school at Donington for the first time, it took me around 3 laps to get used to the on-off nature of the throttle on the school bikes - the first fuel injected CBR6 bikes were even worse, and I took my straight back to bike shop and swapped it for a Fireblade within two weeks!
So, maybe I need a different bike - something with a similar riding position to the GS, but with 25-30% more power the a twin cam. Hopefully in the coming weeks I'll be trying a S1000R - bit more cramped to say the least, but it might make for a fun weekend bike without all the compromise of the full fat S1000RR model - it would be my first non-twin pot BMW bike though... looking forward to trying it and the R9T (although I expect that to be the thinking man's Harley replacement)
We spend so much cash on our bikes playing around, it is just nice to know what really works and makes a positive difference to our riding experiences. I might go for the suspension mod once I clock up quite a few more miles - but to be fair I find the twin cam suspension bloody brilliant for my mixed riding, including fast ish (110-130mph) on very mixed surfaces. Whilst the speeds are 30-40mph down on the GS compared to my Fireblade, it is a nicer place to be on calm dry day.
I love the feel of the Ohlins on my R1200S, and I could still do with more time to get them dialled in properly for me weight and riding. So I am sure the stuff for the GS would be just as nice.
I fail to see why the twin cam is down on power compared to my R12S though - even an LC can't stay with the R12S in a straight line. You would have thought an easy 130 bhp would have been possible for the twin cam, but with only 125bhp from the LC it is a little disappointing. I appreciate some people say of you want a faster bike, then buy one - but the problem with that argument for me is:- I prefer the sitting position and lazy/stable handling of the GS - if it has an extra 20-30bhp to standard it would be close to the perfect bike for me.
I thought the remap might be the answer, but even with 30% increase in dyno chart power on my bike it didn't have the effect I would have expected, or that would have made me happy. By contrast dyno-jet kit and exhaust on my CBR600FY allowed my bike to leave the same model standard CBR6's more than a few bike lengths behind at every roll on, although the dyno for the CBR was less than 10% up on standard - I simply expected something similar or better. The one benefit from the dyno-jet carb kit on the CBR6 was that it became the smoothest bike on off the throttle that I have owned to date, so much so that doing the Ron Haslam race school at Donington for the first time, it took me around 3 laps to get used to the on-off nature of the throttle on the school bikes - the first fuel injected CBR6 bikes were even worse, and I took my straight back to bike shop and swapped it for a Fireblade within two weeks!
So, maybe I need a different bike - something with a similar riding position to the GS, but with 25-30% more power the a twin cam. Hopefully in the coming weeks I'll be trying a S1000R - bit more cramped to say the least, but it might make for a fun weekend bike without all the compromise of the full fat S1000RR model - it would be my first non-twin pot BMW bike though... looking forward to trying it and the R9T (although I expect that to be the thinking man's Harley replacement)
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