Dyno Case Studies

Optimising The Fuel To The Hardware

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A few examples of fuel re-mapping and what you can expect from us

  1. Kawasaki ZX10R 2006

  2. Kawasaki ZX6R B1H 2004

  3. Kawasaki VN1500 Meanstreak

  4. Kawasaki ZZR1400

Carbon Bar

Kawasaki ZX10R ith Akrapovic Exhausts

DYNO CASE STUDY
PROJECT KAWASAKI ZX10R 2006 

The ZX10R in standard trim was awesome.................

added the cans and it got better.................

removed the baffles and it got ragged.

1000 Bhp per Tonne!!

What did we fit? .......

We fitted a pair of Cans, and a Power Commander.

Akrapovic End Cans: These are bolt-on "race" end cans produced by Akrapovic in full carbon or titanium with carbon end cap finishes. The Akrapovic cans fitted very well indeed and instantly made the back end of the bike look lighter (they weigh substantially less than the standard cans). They sounded good and rode very well with the baffles in. I have to say however that with the baffles removed the bike suddenly felt viscious and ragged and was obviously affected by the big change in airflow.

It needed the fuel mixture setup. - On with the Power Commander and off to Stevo in the Dyno. (I used to do all the fuel work myself until Steve stepped in, took onboard what I knew and improved upon it - The art of leadership - know when your beaten!!).

K&N High flow Air Filter :

As the bike has done few miles and because we can tweak it later as and when we need to (Everyone should have a dyno!) we didn't bother with a filter at this stage. We don't always practice what we preach........

Dynojet Power Commander: 

Well, we've let more air through the combustion chamber, but to date no bike can adjust its own fuel to compensate. This is why we fit a power Commander that allows us to optimise fueling thus releasing the power increases that the other modifications offer. Please note we use the word optimise as in many areas of the fuel map we will reduce fuel injection durations.
It allows us not only to help the other parts work to their full potential but also gives us the opportunity to make the bike more tractable, rideable and far smoother low down in the rev range. It also ensures that it does not run weak thus protecting valves etc from burning out.
Believe me - at 11 stone wet through I need this bike to be smooth.

The Results:

All of the unpredictable raggedness of power that the open race cans created has gone. Whether you tickle the throttle or give it a fistful the power delivery is smooth, linear and in direct proportion to amounts of throttle applied. In short - it does what it's told again, but now is crisper, more responsive and substantially more powerful.

Dry weight on this bike is 175 Kg - Therefore power to weight ratio is now in only just shy of 1000 Bhp per Tonne at the rear wheel without RAM AIR being taken itnto account. (Another 10+ Bhp).

Is this still usable power? ........

More so than ever! the relationship between throttle and power response is more predictable, more controlable and obviously more exciting. Our setups concentrate purely on ridability even at the cost of a few more GG's. As the famous saying goes "Power is nothing without control". On bikes like the ZX10R the dyno charts only tell half the story - Riding the bike tells the rest - I love it more each time I get to ride it! 

Power Curve

Kawasaki ZX10R Power Curve

Torque Curve

Kawasaki ZX10R Torque Curve

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Kawasaki ZX6R B1H

DYNO CASE STUDY
KAWASAKI ZX6R B1H 2004

Having had close involvement with the MSS Discovery race bike fueling along with our own continuing research, we have been able apply much of the experience gained to the road bikes that we deal with.

Our aims are to optimise first gas flow and then fuel rate to match without touching the mechanics of the engines. ie. with the use of Exhaust cans, full systems, high flow air filters and in some cases minor airbox modifications.

It is important that once the flow of air has been increased that the fuel delivery is adjusted to esnsure a smooth ride at any throttle position and more importantly to supply sufficient fuel to keep the valves cool at high engine revs.

Below are 3 examples of the Kawasaki ZX6R 2003/4 model power output in 3 stages of tune. All power figures quoted are measured at the rear wheel (Add approx 13% to convert to crank measurement).

RED LINE: Totally standard bike. (106 BHP)

As can be seen from the fuel curve, the bike runs slightly lean around the 4-5500rpm area. This was a neccessary setup in order to pass strict emmisions laws when the machine left the factory. To date practically all fuel injected bikes have this. The by product of this is that power delivery at this area can be a little snatchy.
Yes, even a standard bike can have improvements made to its low rpm response with a power commander and a setup.

BLUE LINE: 50mm Race can with K&N filter - Fueling standard (110 BHP)

The combination of a can and filter have accentuated the lean area of the fuel curve which in turn could make the power delivery feel a little more snatchy at 4-5500rpm. The fuel at the upper end of the rev range is still rich enough however to take care of the valves at high revs. A power commander and setup would provide a very noticeable improvement at the low rpm range. ie. smoothing the delivery out.

GREEN LINE: Akrapovic Race System, K&N Filter, PC3 USB & Airbox Mod. (116 BHP)

Even we were surprised to see what could be achieved. In this case, the bike has been re-fueled with the use of a Power Commander PC3 USB. As can be seen from the dyno graph, we have dramatically increased flow that not only has increased power, but held on to that power much deeper into the rev range. As can be seen from the fuel curve, we have flattened this line which has made the bike an absolute pleasure at low rpm and small throttle positions.

Whatever air flow modification you make to your bike, whether this be a can, a filter or more, we would advise that you get a quick power run done on a dyno that can measure and chart Gas/Air ratios just to make sure that all is OK. 

Power Curve

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Kawasaki VN1500 Meanstreak

DYNO CASE STUDY
KAWASAKI VN1500 MEANSTREAK

Eddie is into Horsepower. Four legged or on two wheels. His steed, a Kawasaki VN1500 Meanstreak. (The other - a woolly mammoth otherwise known a shire horse).

Eddie brought us his totally standard Meanstreak and asked us for more power from low revs upwards and MORE NOISE!!!.

How's a 30% Increase.......louder?......HOW'S A 30% INCREASE !!

We sourced and fitted........

Kuryakyn Hypercharger : In plain english - a bug catcher / supercharger.

This replaced all of the stock air intake system (Airbox etc) and was fitted to increase airflow particularly at high speeds - the faster you go, the more air that gets rammed in. It proved to be an exceptional tool for the overall increase in power. Cosmetically it also added to the bike's already agressive looks.

Vance & Hines Straightshot Exhaust System:

These were fitted in order to allow out the additional airflow that the Hypercharger let in, plus not forgetting the request for MORE NOISE!!.
These pipes are beautifully made and are double skinned in order to reduce the effects of heat for both longevity of life and retention of their good looks. They sound awesome. (These pipes came with removable baffles. The setup was done with these removed).

Dynojet Power Commander:

Well, we've let more air in and more air out, but to date no bike can adjust its own fuel to compensate. This is where we fit a power Commander that allows us to optimise fueling thus releasing the power increases that the other modifications offer. Please note we use the word optimise as in many areas of the fuel map we will reduce fuel injection durations.
This piece of kit was made for big twins like the Meanstreak as it allows us not only to help the other parts work to their full potential but also allows us to make the bike tractable, rideable, smooth low down in the rev range. It also ensures that it does not run weak thus protecting valves etc from burning out.

The Results:

The joy of todays Dyno's is that they do not lie. Dyno's may differ by a horse or two, but what we are doing is comparing before and after results on the same dyno. This gives us percentage gains that can be seen from the charts. They say a picture says a thousand words. Well, these two graphs are the most eloquent we have seen yet. The additional bonus with the Power Commander is that it is onwardly adjustable for any future tweaks or modifications ....... What's next Ed?

What were the down sides?

The HyperCharger bolts on where the old airbox cover used to live. Unfortunately it sticks out a bit further which we found impeded comfortable access to the right footrest and rear brake. To get over this we had to space out the footrest mounting bracket and extend the brake pedal.

What did Eddie think?

First reaction once home......
" I am just; 
a) trying to gather my thoughts on the engine work and 
b) trying to get my lid off over my teeth which seem to have stuck in a grin  
will update soon...................."

For those a little wary of additional noise. That's OK as we still have the baffles to play with. - In, out or cut them about - it should be possible to tune exhaust tone to the desired level.

Power Curve

Torque Curve

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Kawasaki ZZR1400

DYNO CASE STUDY
KAWASAKI ZZR1400

Take the fastest road bike, breath on it and make it faster - Why?..... Because we can!!!.

178 Bhp at the rear wheel !! (220 at the crank with Ram Air)

The owners of all of the earlier ZZR1400's that we have tuned all commented on the lack lustre performance below 5000 rpm. (Most are quite satisfied with this calmed area of the rev range, but some do just want to control this themselves... and why not!!).

What did we fit? ....... Not a lot really - A pair of cans and a power commander!. 

Yoshimura End Cans:

These are slip-on "race" end cans produced by Yoshimura in various different finishes. The Yoshie cans were an excellent choice as the angles of the "Tri-Oval" cans so perfectly complimted the angles of the rear bodywork of the bike. The main reason for fitting these is to allow the exhaust gases to escape faster and Yoshimura really do know how to make that happen. Considering the cans were the only metalwork modification we were astounded at just how well they did work.

K&N High flow Air Filter :

Not available at the time of this setup. When they are it is preferable to use these as not only do they allow more air in to compliment the cans that let it out, but they are a servicable item that can be cleaned periodically to return you straight back to setup state at any time. (With Ram air bikes like the ZZR1400 swallowing everything bar small children it is important to stay on top of air filters to maintain power).

Dynojet Power Commander:

Well, we've let more air in and more air out, but to date no bike can adjust its own fuel to compensate. This is where we fit a power Commander that allows us to optimise fueling thus releasing the power increases that the other modifications offer. Please note we use the word optimise as in many areas of the fuel map we will reduce fuel injection durations.
It allows us not only to help the other parts work to their full potential but also gives us the opportunity to make the bike more tractable, rideable and far smoother low down in the rev range. It also ensures that it does not run weak thus protecting valves etc from burning out.

The Results:

The 0-5000 rpm power area was truly released, giving much more response to throttle demands in this low rev range. As expected from increased gas flow, the mid and upper regions of the power curve benefitted enormously. Peak power was increased form 165 to 178 Bhp (please note that the Ram Air at peak performance that we are unable to replicate without the dyno being in a wind tunnel is worth about another 13 Bhp whilst the losses through the gearbox and chain drive equate to about 13%. Add it all together and what you get is a power at the crank figure of approx (178+13)+ 13% = 220 Bhp - Wow!!).

Dry weight on this bike is 215 Kg - Therefore power to weight ratio is now in excess of 1000 Bhp per Tonne.

Is this still usable power? ........

More so than ever! the relationship between throttle and power response is more predictable, more controlable and obviously more exciting. Our setups concentrate purely on ridability even at the cost of a few more GG's. As the famous saying goes "Power is nothing without control". On bikes like the ZZR1400 the dyno charts only tell half the story - Riding the bike tells the rest.

Power Curve

Torque Curve

Carbon Bar

Why not give us a call to discuss the modifications on your bike and see if and where we may be able to help you 01508 471919

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