www.boxertrix.com

vroom vroom!

or in my case, kaboom (again)

Having just read through all this lot makes me wonder what some are after? I used the rolling road to adjust the fuelling mix, I gained small levels of power/performance AS A CONSEQUENCE. If owners want REAL performance gains, look to HUGE expense in head mods, larger pistons, more clever exhausts and detailed fuelling. At the end of the day, best gains are acheived from rider training. Well ridden, the R1100S will hold up pretty well against amatuer GSX1000/Blade/R1 riders. For a snapshot comparison, look at rivals tyre scrub. Me - I'm now content to just scratch gently around the lanes, solo, on my own, no more street racing .

ditto oyster

thank god for that

Tripe - we shopuld do that analysis with my Laser set up on the A40.

p.s. Jap and German are doing my crown wheel bearing today.

I finally got around to fitting the sjpf today, and after a swift 80 miles of twistys, WHAT A DIFFERENCE much better low down shove, and throttle response is better throughout, I don't use top end much but in my usuall rev range, this is a vast improvement

Steve

I have one (SJPF) for sale. Not perfect condition filter but ally all OK.

Rgds,

Rob

I search a Powerfilter!

have now fitted the dynojet a/f gauge - which gives an on board readout of the air/fuel ratio as determined by the PCIII from the wideband lambda sensor. This main reason was to avoid a feared lean out at high speed/high rpm now that the Lennies is fitted. However, the gauge showed that just the opposite was happening: in sixth gear it was going very rich (10.0 or less) after 8000 rpm. At first I put this down to the BB chip which is fitted, and thought that maybe Bernard had programmed whatever stage it's currently set on, to lob a load of extra fuel in at high rpm. So I succesively altered the PCIII map to remove fuel at 100% throttle at 8000, 8500 & 9000 rpm. Its now at '-30' (ie 30 percent less fuel) and it still goes a bit rich in 6th after 8500. At least the gauge confirms that my tampering with the PCIII actually works!.
...And now to the point: in lower gears ie 2nd, 3rd etc. it now goes way LEAN at 8000 plus rpm. This means that (with a lennies fitted) its going rich at high rpm in 6th (=140+mph) and lean at the same rpm in 2nd/3rd (<100mph) This seems completely at odds with what my ignorance tells me to expect from a ram-air system, although Lennie did confirm that he got similar results when he was developing the induct. I'm left wondering whether the motronic has an input from the gear position sensor, which tells it to richen up whenever it's at high rpm in 6th, and this is partly defeating my laptop-attempts to lean things a bit - the result being that I'm leaving it way too lean for lower gears. Any ideas with this - similar exepriences? It can't be that flow through the Lennies is 'breaking down' above certain speeds, because the on-road result shows that it's working really well and has added a good amount to the top end. (Please no expressions of sympathy for the over-revving engine - it's been built to withstand it!)