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Best comment on the video: There you have it... the biggest advantage that a Gixxer 1300 and ZX14 have over the FJR is a six speed close-ratio transmission.

The problem with the torque vs horsepower confusion here is that the dyno measures the torque applied to the dyno's drum. It knows the torque applied to the drum, and the speed at which the drum is turning, and the diameter of the drum. So it can calculate horsepower and simulated road speed...

I like how they list the self-proclaimed "FJR1300 Owners Association" as the first resource for the bike. That place has less activity than RadioHowie's pants when the manatees have migrated away, they've let its domain name registration lapse, and it will become ad-supported in 2012.

I think there's a lot confusion about the weights. Not only is there the normal wet vs. dry weight confusion potential, but there's also the with/without bags confusion with both bikes, and the potential to confuse weights between the K1600GT and the K1600GTL. The official BMW spec sheet for...

What he said... The 6th gear on the C14 is really an overdrive gear for reducing RPMs (and probably increasing MPGs) at freeway cruising speed only. If you run through 5th gear, then shift to 6th in hopes of getting some more speed, you'll actually slow down :) So the C14 has more of a...

Yeah... if only we could get rid of all that pesky air, our bikes would be so much faster! We'd hit the rev limiter in 5th somewhere just above 170mph, and just before hitting the rev limiter, we'd be accelerating as fast as we currently do at about 110mph. Then again, the weight of the giant...

Well.. it all depends on the speed that you start the race and how long you race. The K1600GT has quite a significant advantage over the FJR and C14 below 45mph, and the C14 would noticeably pull away from the FJR and K1600GT above 55mph. But they are all in the same league as each other, which...

And for those of you that are thinking, "I don't care about racing fast in a straight line. I want usable passing power on the freeway", here's a top-gear acceleration comparison. The C14 appears twice on this one because its top gear is not truly a fair comparison. Its 6th gear is pretty weak...

Here's the results of the FJR/C14/K1600GT acceleration comparison. I also included a Harley Street Glide (with the 103"/1700cc engine) and a ZX-14 for perspective. That is using torque curve data from stock vehicles and assuming the same weight rider (155lbs) on all vehicles.

I think that's pretty common. You can reduce the vibration by twisting the mirror within the housing so that part of the mirror is quite assertively touching the housing. Maybe someone has a picture of their twisted mirror for visual aid?

Assuming that you're both in the best gear for acceleration at the time the roll-on race begins, and that you both weigh about the same, the FJR is quicker only at lower speeds (below about 50mph, IIRC). I'll post a fancy graph this evening. I'll also try to get data for K1600GT and include it...

I don't know why. It's still open. I'm actually planning on going this Saturday (Oct. 1st) as long as the rain-free forecast holds up.

Those times are significantly quicker than any other published times I've seen. Here's my best performance stats so far: 0-60mph: 2.9s (actual) 0-100mph: 6.3s (actual) 1/4 mile: 10.824s @ 126.77mph (actual) 1/4 mile: 10.597s @ 130.46mph (corrected) I'm not a professional racer, and I'm...

Actually, there were pretty significant differences in the shape of the torque curve between my bike and a stock bike. The peak TQ and HP values were very close, but the shape was very different: https://www.fjrforum.com/forum/index.php?showtopic=120164 I am now back to a stock header and a...

You know, this thread was a ride report on the K1300GT, not the K1600GT. The topic seems to have switched somewhere along the way.

It all depends on what angle you are looking at. The angle between vertical and a line extending from the tire's contact point through the center of gravity will not change as you hang off the bike. What does change is that the center of gravity is no longer in-line with the bike and your body -...

I used the data from a dyno run of a stock gen II bike. It's the red line in this chart: I have the original DRF file, so I exported the raw data (no human error in reading the chart to get my data). The max acceleration through all gears data is generated a program I started writing to...

Actually, the FJR has more torque at 8k than at 4k, but it is quickly dropping at that point. Looks like 8.4k is the point where the torque drops below the 4k level. So that's why it accelerates faster at 8k than 4k. If you are referencing my dyno chart, make sure you're looking at the torque...

Not really. Look at any dyno chart from an FJR. Also, avoid confusion between torque and power. Torque directly translates to acceleration (through the reduction ratios of the transmission, of course). Power is a more abstract concept that represents how much work is done over a period of time...

That would be this thread: https://www.fjrforum.com/forum/index.php?showtopic=120164 I don't want to summarize the whole story yet again, so just don't jump to any conclusions without reading through the whole thread. I'd like to get my bike on a dyno in its current state to see where I'm at...