My ZX-14R Should have come with...

1. ABS
2. 02 w/options
3. Fly by wire
4. Radar Jammer - Just kidding!

My ZX-14R Must have ...

1. ?
2. WATT
3. More HP?
4. The list goes on...
5. The hypo went typo
6. Open and closed loop options
7. Or sell two types of bikes

No, if ape so call can turn off their 02 in suchaway... Anything you think up is possible. WOT and WOTT is this bike lacking? This is a tug of war between what corporate thinks is marketing a bike and where you think this bike is headed? Short run or does this bike have legs still IT.... I'd Kill IT!

* Last updated by: Hub on 12/28/2011 @ 8:45 AM *

Right out of the box... 3 Modes.

1. I PC a map, I have to run ...
2. Shit, I'm in mode 2 and map is max map in max power mode. With a flip, I changed to a new map my mode.
3. Now I need a different map I am in 4 modes are the maps.

You can't run the same ignition when the mode is the ignition changer. Unless I'm wiring it wrong, I don't see you locking in a remote [the pc]; for this one variable will not clean up, match, but change that variable. Therefore, someone in the aftermarket has to follow the mode, or I've got the tune theory wrong in FI.

I want viral HP and lighter weight, 200 rear wheel bone stock minimum and 525 lbs wet, now you're talking! Pass me that crack pipe...LOL!

I think we are a bunch of holdouts, you and I, Kruz. You know that 2+2 package is just around the corner. When I looked at a new bike just to swap from something different, it took sitting on another bike, ask myself, what am I doing, trading in this ape when it is so sweet a bike. Jump on a heavier one? I'm trying to avoid heavy.

I'm not waiting for that 2+2. I know the cranker is the next climb and it is just a matter of time, meaning, I blow these two bikes out of my hair. The space is too small, so it's a waiting game. I wait for things to happen on the nephew's end. This is going to happen fast so a rag-0-zine means nothing to me.

Same goes for, Slow. If you are not on the rotation, forget it. Unless someone comes out with something bigger? And if history repeats itself? Only thing meaner in torque is a harley. I know this R can squirt away on the torque-away. The next year is more of the same. You know the slight revisions will trickle down on the 2nd year. Figure 3rd year is the stepper upper.

Lets number peg this way. Priv likes numbers. We have some math and now take it away. Lets run a benchmark this way. Where are we with the 14 vs. the next cc. Formula goes something like this:

1352cc is the one number to the formula. The next number is 200 HP = Answer is?
1441cc in theory, what is this hp per cc if we rate it at 200 again is the number to plug in.

The theory says, what is the hp per cc of each bike? What is the average jump, go back to the 12R, plug that cc in. The formula is skewed, of course, you can't hold that 200hp number on it, but in theory, we need that 'hp per cc' 3 numbers plugged in [12R/14/14R] shows the linear.

Now, bring that down to a 1000cc and benchmark that puppy. If that beemer is 193hp @ 998cc or whatever? You know how much bullshit the 1441 is? LOL

I want the 2012 ZX14 with a supercharger as close as you can get to 300 rear wheel HP without effecting engine life ABS and Ohlins suspension and NO NEUTERING!!!!!

Yea Hub, the liters are running waaaay higher rpm to get the big HP numbers. I remember from school what they called the PLANK equation for indicated HP. The variables are stroke, bore, IMEP and RPM, that's it. KHI played the stroke change game on the R and if memory serves me, bumped compression just ever so slightly for a small IMEP gain. Liters spin the crank for the power gain. I'm having a hard time seeing the R's 25 HP - 30 HP increase over an '06 from these changes alone. Something is not ringing true unless internal changes to improve volumetric efficiency caused massive increases in IMEP. The 90 cc displacement bump alone does not equate to these changes, witness more modest gains from the 12 to the 14. Let's see what the ragazine dyno's tell us when the shootouts begin. We might be surprised and see independent dyno reports on the new 14R to be in the 180 to 185 range max based upon the data. This would not surprise me one bit and would restore faith in what I believe I know about engine performance.

BTW , independent ragazine performance tests also, ET and MPH in the quarter data. 9.68 ET was the '06 benchmark, let's see the R up the ante. Wait and C!

KHI played the stroke change game on the R and if memory serves me, bumped compression just ever so slightly... hard time seeing the R's 25 HP - 30 HP increase over an '06 from these changes alone...The 90 cc displacement bump alone does not equate to these changes,

That was all the S1000 had to do----fairly radical squaring of the stroke/bore dimensions compared to the other liters. No real change in displacement but look at the hp/tq gain they got over the rest of the pack. I'm guessing Kawi went the opposite way, making the stroke longer than the bore by even more than it was previously? but still goes to show small tweaks might make for big gains.

The gen 2 busa motor was nothing more than a stroked gen 1 motor. 41cc displacement increase netted a 10 hp increase at the most conservative estimate (some statistics indicate ~20hp increase for the gen 2).

witness more modest gains from the 12 to the 14

Kruz, I keep telling privvy, I'm not an engineer. I can only observe through the years, take a guess, the cc stays the same, it has to be how fast can you make that event happen? King of production is mother teapot. King of HP is There, I said it.

So you take a slice off the N/A's of formula 1, meaning, you want that head. The cam and longer valve stem; the porting; the remapping; the electronics all add to that bump of HP. The next step is bigger valve; bigger ports; bigger throttle body. See, back to head design.

Basically, you are saying or what the cc's are saying; the smaller the cc, the higher the hp, the lower the torque. All that rr did was wind up real quick and sign off, here comes more torque, it just took the 14's pounds to catch up in that short a distance.

The 14 is back to head work, more grunt at the crank throw. As long as the bike takes off no matter the speed, street wise, that 14 is the safer ride. Timing. If you see someone come over, this bike accels to safer ground, you both are not sharing the same space.

And for this bike to wolf pack a group of steel for that lone gap up ahead? That makes 2 easy answers to run more grunt to dart away. The electronics shoot you out of the gate with control. Sport wise, it's Full power happy skill'inn. I don't need to wheelie. I need to hammer wide open throttle, the wheel does not spin, the front end comes up, then down on a smooth loft, not some pogo stick kind of bmwshit. I know a time delay is part of the equation, but to amp up like a lagging '06 sub? K for kiss my ass!

I'm not looking at an '06 lagger at the mode switch model, am I? The electronics are going where?

And did it take COOT long to adapt to speed? Listen to that menu.

Just imagine it Hub getting on the throttle and you hear that supercharger whistle as it spools up the front tire starts to lift one day this will be my reality!

Some day, COOTs. That is the day I'll cash out on a new 14.