Bike is a 2002 model with Lennies, SJ filter, Remus Y-piece, Laser road legal exhaust (baffles in), 3.5bar fuel pressure regulator (K1200RS), 9 degree advance cam sprockets, PCIII wideband USB jobby with its own lambda sensor (which was a pain in the arse to fit because as I've said elsewhere the Remus Y is rubbish).
I didn't have the bike dyno'd standard but enough people have done that - around 80ish bhp at the rear wheel, I think. I saw tripe's/Henry's figures and they were a few more than that (no figures, no embarasment
) but I don't think that bike is entirely standard?Anyway, bike was running pretty well, I thought, before I took it in - I'd done valve clearances, new plugs, TB balance etc that morning. Some initial runs showed that it was fine in the closed-loop part of the map but as soon as it came out of that it was pouring fuel into the engine by the bucket load! That's the K1200RS fuel pressure regulator, and on this evidence I'd definitiely NOT recommend fitting one to anyone. If it's running so much too rich as to be off the scale on a bike with freer-flowing intake and exhaust, imagine what it'd do to a standard bike (aside from kill the cat) without re-mapping!
Within the closed-loop part of the map the 3.5bar fuel pressure made no difference - the ECU adjusted to suit. So that was a waste of time and money to fit. Most of the mapping work involved leaning off the mixture big time because of the fuel pressure, and the re-mapping added only 2bhp and 3.5lbft, but it added these figures across pretty much the whole rev range.
First-run figures were 93.6bhp, 69.7lbft, final figures 95.5bhp, 73lbft, all at the wheel. The biggest difference is that torque is increased from lower revs (that'll be the new cam sprockets) and it now stays over 60lbft from 2500rpm up to the limiter. Peak torque at 6000rpm (pronounced peak on the graph, not so on the road), peak power around 7600rpm, tailing off slightly from there to the limiter (cam sprockets again).
I'll be the first to admit that dyno figures are meaningless (although I must admit they give me a warm glow
) and it's on the road that it counts. Well the bike is far more 'immediate' accelerating away from rest - there's clearly more torque low down but this is coupled to a new-found smoothness in the power delivery from 2000rpm right up to the top end. This makes it far smoother and more satisfying to ride in traffic or on twisty roads, and on open roads the bike flies. I've become accustomed to a 650 Transalp for the last 4 months but even so the S feels faster than it was before. I get the performance I expect and then realise there's another 20% or so of throttle opening still available!I can't in all honesty say which of the modifications gave the most improvement but I'd guess that the exhaust and SJ filter probably lead the contest. It's a case of knowing where to stop, really. I was horrified to realise that, when I calculated the value of the mods for insurance purposes yesterday, it came to a shocking £1378
That's new price, for insurance - I bought a couple of bits second hand but the real amount is still the same once you add in the dyno session and fuel pressure regulator which don't have an insurance value. And then there's the non-tuning bits - carbon hugger, etc etc. 
Is the bike nearly £1400 better? That's absolutely impossible to answer objectively but having experienced the results I don't regret spending the money or doing the work. I'm just glad I spent it over a period of time and didn't keep track....... In all honesty, though, some might say it's only really made the bike the way it should have been from the factory
It's worth it if you think it's worth it, and I do.Incidentally, prices for the imported parts were:
SJ filter - about £110 including shipping and taxes
Lennies induct and cam sprockets - about £285 including shipping and taxes.
There you go. No more spending for a while as I'm taking the bike off to Italy for a month to worry Ducati development riders on the Futa pass
