Feedback on the July 2010 issue

It was great.  Love the boatloads of tech.  Really, you guys do tech articles better than anyone - keep it up!  And the 213 mph busa - no simple pics and text here, but an in-depth look at the technology used and info on how it all came together.  Awesome.  

Regarding the tech articles on the CBR1000RR, ZX-10R and R1, they were great as well, but a few things were missing, namely:

--dyno graphs for 2 of them
--explanations of EFI mods when doing the exhaust on the ZX and R1.  

Really, those articles are GOLD for someone considering those type of upgrades, but with that info left out, the whole picture is still cloudy.  

Maybe you will add the dyno sheets next issue (hopefully), but what about the EFI when you put the pipes on the ZX and R1?  Were the result you briefly mentioned with fully stock EFI settings and air filters/intakes?  Or did you change the mapping and intakes/air filters?  I would think most would not just throw on a pipe and see how it goes, but would want to optimize the pipes with proper EFI tuning and changes (minor or otherwise) to the air intake with at least a K&N filter or something.  

One more note (since this is getting long anyway).  When you guys do a bike comparo (1000's, 600's, sport tourers, whatever), why don't you take the 2 bikes that scored lowest, and do focused tech articles fixing (or attempting to fix) exactly what their biggest shortcoming were?  You have done this occasionally (like the R1's brakes in this issue - exactly what I'm talking about) but I think this would be a perfect idea for a regular thing to do after comparos.  Be it engine, brakes, suspension, ergonomics, tires, controls, seat, wind management, whatever.  It'd be good stuff!

Thanks for listening, and a great mag as always.  

P.S. - Please do more stage 1 articles (exhaust, EFI, air intake) with before and after dyno graphs.

P.S.S. - Bring back the old bike 'sportbike surgery' articles!

P.S.S.S. - How about going to thicker paper for the mag like some 'other' mags have done?  You guys deserve it.  (the european mags' paper and print quality puts most U.S. bike mags to shame!)  

Thanx for the feedback!

Regarding the missing dyno charts: The Akrapovic pipe on the Kawasaki ZX-10R was part of a project we were starting just before Trevitt was injured, and because of the ensuing confusion and workload increase, a dyno run wasn't performed before the bike had to go back to Kawasaki. The dyno chart for the M4 exhaust wasn't included due to scheduling issues; it will be in a Part 2 section in a future issue (with additional mods to the ZX-10R) very soon.

Any dyno results published are usually "stock as is" with regards to the fueling or air filters unless otherwise noted. While we will be making an attempt to modify fueling with most pipes in the future whenever possible (the R1 will be continuing with several exhausts in Part 2 with PCV AutoTune fueling changes), one problem with publishing those results is that "your mileage may vary"; in stock form, all results are relative because there are no changes to fueling. When you change the fueling, those are results achieved with the conditions present during dyno testing and the alterations made, but that particular fuel map won't work for every bike. We've seen far too many instances where someone has downloaded a map off the internet for their bike, and while it may be the same type bike and exhaust, the combination on their particular bike doesn't work all that well. With stock fueling and air filter, everything is relatively the same, so you've taken one variable out of the mix. All that said, however, we'll be doing more testing with fueling and air filters in the future.

We'd love to do follow-ups on shoring up the weaknesses with various bikes in shootouts, but one issue we've run into these days is that manufacturers have cut back drastically on their press loan fleets, forcing us to return the bikes soon after testing is completed for the comparos so that they can loan them to other publications. We often have a wait a month or two before we can get the bike back to test some modifications we've got planned.

Regarding the "This Old Bike" articles: We've been discovering that it's becoming more and more difficult to find aftermarket parts for various older machines, as aftermarket manufacturers look to make more profit on more current machinery. This is not to say we won't be doing more in the future; it's just that there are more obstacles involved, including finding a suitable test unit that isn't ready for the scrap heap.

The paper issue is just one of many things that we've been struggling with for a long time. The parent publishing company continually made us the guinea pig in the past for new corporate cost-cutting stunts because they figured Sport Rider was strong enough to weather any negative ramifications. It looks like we'll be finally in for some better paper very soon, along with a redesigned new look that will freshen up the magazine's appearance.

Thanx again for the feedback, and for reading Sport Rider. We'll be doing our best to deliver the type of detailed relevant and usable info that's missing in this day and age of bite-size chunks of information.  

I'm a little confused... .  Is it okay to run an aftermarket exhaust w/out running a p.c. or other fuel management system?  I was under the impression that w/out fueling changes, the bike wouldn't run right.  

Today's stock exhaust systems actually flow quite well, so it's possible to run a full exhaust system without fueling changes, and the bike will run fine without running dangerously lean (a slip-on generally will require no fueling changes). Granted, you will maximize power if you optimize the fuel curve for the new aftermarket exhaust, but most exhaust manufacturers realize that's not always possible.  

That insight into the Race kit ECU for the ZX-10 buckled my knees. I had no idea that was available.  And so manageable with a lap top.  Suspension tuning added to that must be right around the corner.  

It already has arrived, just not on a Kawasaki. The new Ducati Multistrada 1200S has suspension that you can adjust electronically via the dash, with much of it adjustable on the fly.  

I noticed that in the Sport Rider's report on the new Multistrada 1200S.

Now I'm wondering if The Ohlins components will be (or are) marketed so anyone can buy them and install them on their bike, and have that electronic feature (and does that link to a lap top so what is going on, can be seen on a chart? And that curve be moved (shaped) at the lap top?)

This is to Die for (as in died and went to Heaven).  

Unfortunately no, they were developed in conjunction with Ducati, so the electronics are linked to the Multistrada's ECU. Ohlins was developing an active suspension setup with the WSBK Yamahas, but it was quickly outlawed, so those products have been put on the backburner for now.

There's talk that Ohlins will have a universal suspension setup for sale in the future, but it's just talk at this point.  

With luck, the Multistrada will be such a raging success, the whole concept of this advancement will inspire bike owners to want it...for their bike...and it will go from talk to a product on the market.

The "tuning" aspect would have back road floggers going giddy.