Brocks Performance
2011 ZX10R Vista Project Bike Conclusion Part 3 (with audio)
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The Brock's Performance Super Stock Legal Generation 3 Suzuki Hayabusa is FLYING!
Watch XDA Racing Super Stock National Champion, Jeremy Teasley, fight a gangster wheelstand en route to victory over XDA #2 Plate holder, Mike Davis, on his mighty ZX-14R. From the looks of Mike's reaction to losing in the shutdown area... he didn't like it too much, lol. Please note: Mike and Jeremy are GREAT friends and enjoy a little spirited jabbing to take some of the pressure of in this extremely competitive "riders" class.
Check out the Super Stock Rulebook here: bit.ly/424OxUr
For more information, please check out: bit.ly/3UFpfKw
See @thebrockdavidson or @brocksperformance for race details.
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This is the first time in class history a Suzuki Hayabusa has won the class, much less the fickle and (previously) non-competitive Generation 3 Hayabusa.
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****Full video coming soon***
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See @thebrockdavidson or@brocksperformance for race details.
For more information, please check out: bit.ly/3UFpfKw
👀 Watch on YouTube at youtu.be/bc_-Jh7dhVk
or
👂 Listen at link.chtbl.com/RedHillRacingPodcast
As an ardent performance enthusiast and connoisseur of acceleration, it only makes sense for Brock to put the RS through its paces on a closed-course drag strip, ensuring a safe and exhilarating performance test. Before hitting the track, Brock and his team make some adjustments to safeguard his shiny new Shoei X-14 helmet from any potential scratches caused by the 175 ft-lbs of torque.
With the Ohio drag strip season drawing to a close, Brock and his crew head to Northern Cincinnati's Edgewater Sports Park for the final Tune and Test event of the season. Ever eager to share the joy of motorcycle racing with his riding companions, Brock extends an invitation to his recent convert, Mike J, and his Brock'ed out Gen 5 ZX-10R - Long Term Sprint Filter Test Bike (More info: bit.ly/2xllNwq).
How will an amateur racer fare on an extremely fast sportbike when pitted against the smooth, nimble, and ridiculously easy-to-race Energica RS EGO? Continue watching to uncover the answer.
Sit back, relax, and enjoy the thrilling showdown: Energica EGO RS vs Kawasaki ZX-10R: Who's Faster At The Drag Strip?
VIDEO TIMESTAMPS:
0:00 – Video introduction
2:25 – Energica EGO RS walk-around
6:50 – Let’s have a little friendly competition
8:00 – EGO RS vs ZX-10R round 1 pass
10:30 – EGO RS vs ZX-10R round 2 pass
12:40 – Discussing the race results
15:42 – EGO RS vs ZX-10R round 3 pass
18:00 – Time for riders to swap bikes
22:18 – End of the night discussion
24:30 – What comes next?
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Stay tuned for the full video, coming soon!
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Is the Generation 3 Suzuki Hayabusa a contender now? #stupidfast
Visit Brock's Performance now to see more: bit.ly/37YjTEU
So how does Brock feel about the "new Busa"? As a performance enthusiast, he candidly admits that initially, he wasn't particularly fond of the machine's arrival. However, tireless product development, an infusion of dedication, and sheer determination has transformed his perspective.
We invite you to experience this captivating journey: Can Brock unleash the true potential of a Gen 3 Suzuki Hayabusa #stupidfast?
G3 Busa OEM cam timing: Intake = 107 degrees / Exhaust = 101 degrees.
G3 Busa Project Bike Build List: brocksperformance.com/suzuki-hayabusa-2022-project-bike-build-list
Video Time Stamps:
0:00 – Gen 3 Hayabusa video introduction
3:30 – What does Brock think of the Gen 3?
7:00 – Patrick Cooper's 2023 XDA performance
10:10 – Why doesn’t the new Hayabusa perform?
13:00 – Discussing Brock’s Performance solution
16:05 – Steps to take before beginning installation
19:00 – Discussing valve lash & cranking compression
23:00 – Preparing the bike for camshaft installation
26:00 – Removing chain guide, oil bypass, & tensioner
29:00 – Discussing how to remove the cam caps
33:11 – Removing the OEM Gen 3 Hayabusa cams
37:30 – Installing & positioning the exhaust cam
40:45 – Installing & positioning the intake cam
43:54 – Discussing how to reinstall the cam caps
48:00 – Reinstalling the cam chain tensioner
51:00 – Verifying & inspecting final cam timing
53:45 – Reinstalling chain guide, oil bypass, & tensioner
56:45 – Checking valve lash after cam installation
1:00:40 – How do you adjust the valve lash if needed?
1:02:45 – Performing a cranking compression test
1:06:30 – Discussing the previous baseline dyno charts
1:09:15 – The first dyno pull after installing the new cams
1:13:20 – Second dyno pull and video conclusion
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In this video, Brock Davidson shows you how to set up your dyno to work with an Electric bike. He covers everything from the correct software to even testing radiation levels. You may be surprised that Brock's brain gave off more radiation than this motorcycle! We have already sent his wife this video proof; it answered so many questions.
Brock also compares the Energica's foot-pounds of torque against the Indian Challenger, ZX-14R with super sport mods, FXR with an S&S 124 motor, and a Hayabusa with a stroker crank built for grudge. The results are as surprising as this motorcycle's acceleration pull.
Brock even takes the time to answer some of the most interesting questions from the comments in our last video, because everyone should know how the Nernst equation works. 🤓
👉 Be sure to take a moment to watch one of our favorite video bloopers, the Energica EGO RS Burnout - youtu.be/eT6dEhNioIs
We hope you enjoy: Electric Bike Has More Torque Than A Grudge Busa - Are We Lying? - Energica EGO RS
Video Time Stamps:
0:00 – Video introduction
3:10 – Discussing dyno settings
6:15 – Calibrating drum RPM
8:20 – Cruising range vs. riding style
9:09 – Torque compared to other big bikes
12:30 – The Energica is a torque monster!
14:01 – Addressing comments from part one
17:21 – The Energica emits radiation!?!?
18:35 – Let's bust out the Geiger counter…
20:02 – Radiation myth busted or…?
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First, Brock Davidson walks you through the process of setting up the Energica for the dyno with a secret handshake and a combination of button clicks like you're breaking code on your favorite video game! With one pull on the dyno, the Energica EGO RC instantly showed herself at 154 HP and 175 ft-lbs of torque! Brock then heads out to see how this electric bike rolls through Mexico, and before he can make it out of the parking lot, Brock is laughing. Which will be the theme for the rest of the video.
It's a strange feeling when there is no sound or the rumble of power between your legs. But then it gets surreal when you reach for the clutch and shift lever, but they aren't there. Brock's first impressions will definitely shock the HATERS of electric motorcycles. During Brock's ride, he talks about several performance issues to be addressed, but the bike is aggressive, and the acceleration is downright crazy! Without any noise, it's an instant go.
Watch the video and let us know what YOU think the next steps should be to a #StupidFast transformation in the comments below. 👇
We hope you enjoy: Electric Bike Haters, Tune In and Have Your Minds Blown - Energica EGO RS First Ride
Video Time Stamps:
0:00 – Friendly discourse reminder
2:07 – Energica EGO RS overview
4:13 – Setting up the bike for the dyno
7:25 – Let's throw down some numbers!
9:30 – Brock prepares for his first ride
12:00 – Brock’s first ride reaction
13:40 – Let’s give this thing some throttle
15:25 – What are Brock’s initial thoughts?
17:33 – Your ass doesn’t feel horsepower…
20:51 – Discussing regenerative braking
23:24 – Final thoughts and what’s next?
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Be sure to watch to see what's going on!
Project Updates - S1000RR, ZH2, Gen 1 Busa with ZX-10R NEW Product Info.
Video Time Stamps:
0:00 – S1000RR project bike recap
4:25 – S1000RR current performance
6:48 – Z H2 project bike recap
9:14 – Z H2 discussion with the owner
15:21 – Air shifters explained
19:18 – ZX-10R product development
23:42 – Hayabusa discussion with the owner
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In this accelerated video presentation, Brock manages to cram an entire build series into a single video by highlighting the essential improvements and skipping past the minutia. As a bonus, Brock also gives the viewer a glimpse into the mysterious world of velocity stacks and demonstrates exactly why he chose the OEM Gen 6 Kawasaki stacks over an assortment of others.
After a quick trip to Mexico, riding alongside Mike J’s 2016 ZX-10R, Brock returns to the dyno to quantify the results shown on the road. How can a bike with 31K miles and 10+ less horsepower do so well against the most potent 1000cc sportbike our dyno has ever seen? Watch now to find out.
We hope you enjoy: 2021 Kawasaki ZX-10R Sets New 1000cc Horsepower Record
Video Time Stamps:
0:00 – Dyno runs / bike walkaround
3:41 – Brock’s ZX-10R test ride in Mexico
8:57 – Discussing modern sport bike technology
11:36 – Discussing an engines consistency
15:56 – Discussing velocity stack principles
17:58 – Dyno chart/tuning recap introduction
20:45 – Completely stock vs. BT Moto flash
22:49 – BT Moto flash + Penta-Carbon Exhaust
26:10 – What does removing the velocity stacks do?
29:09 – Are aftermarket velocity stacks any good?
32:55 – The Internet says the Gen 5 stacks are better!
34:48 – Why we decided to keep the Gen 6 stacks
37:17 – Velocity stack choice acceleration vs. time
39:22 – Let’s get into some bigger horsepower!
41:45 – 89 octane pump gas vs. VP MR12
43:00 – OEM oil vs. Alisyn synthetic + Petron
47:44 – ZX-10R (2016) vs. ZX-10R (2021) roll-ons
51:20 – Mike J. and Brock switch bikes
53:11 – We have a new dyno HP king!
57:24 – Why was this video such as mess?
59:40 – Gen 5 vs. Gen 6 dyno acceleration
1:02:02 – Conclusion and a special sneak peek…
2021 Kawasaki ZX-10R Product Listing:
Penta-Carbon Full System Black: brocksperformance.com/penta-carbon-full-system-15-muffler-black-zx-10r-21-22
BT Moto Stage 1: brocksperformance.com/bt-moto-ecu-flash-stage-1-kawasaki-zx-10r-rr-21-22
BT Moto Stage 2: brocksperformance.com/bt-moto-ecu-flash-stage-2-kawasaki-zx-10r-rr-21-22
Dynojet PCV: brocksperformance.com/dynojet-power-commander-v-zx-10r-21-22
Dynojet Map Selection Switch: brocksperformance.com/dynojet-map-selection-switch-power-commander-v
Sprint Filter P08 F1-85: brocksperformance.com/sprint-filter-p08-f1-85-zx-10r-16-22
Alisyn Less Than Zero Full Synthetic Motor Oil: brocksperformance.com/less-than-0w-alisyn-synthetic-oil-gallon
Petron additive: brocksperformance.com/petron-oil-additive-4-cycle-lube
Lowering Link Kit: brocksperformance.com/window-link-kit-adjustable-zx-10r-21-22-for-drag-racing-applications
Track Style Kick Stand: brocksperformance.com/billet-adjustable-brockstand-black-track-style-zx-10r-16-21
Radial Mount Front End Lowering Kit: brocksperformance.com/radial-mount-front-end-lowering-kit-100mm-for-zx-10r-16-21-s1000rr-10-21-s1000r-14-20-panigale-v4-and-1299
WWB Ceramic Wheel Bearing Set: brocksperformance.com/ceramic-wheel-bearing-set-zx-14-r-06-22-z-h2-20-22-zx-10r-11-22-zx-6r-rr-98-22-and-zx-12r-00-05-for-oem-wheels
Clutch Mod Kit ‘Super Stock’: brocksperformance.com/clutch-mod-kit-super-stock-zx-10r-04-21
PAIR Block Off Plates: brocksperformance.com/pair-block-off-plates-ninja-h2-15-21-h2-sx-se-se-18-21-z-h2-20-21-zx-14-r-06-21-zx-10r-04-21-z900-17-21-and-z900rs-18-22
Carbon Fiber Mirror Block Offs: brocksperformance.com/mirror-block-off-plate-set-carbon-fiber-zx-10r-16-22
For a complete listing of 2021 ZX-10R Brock’s Performance Parts, Click Here: brocksperformance.com/mmy/kawasaki/zx-10r/2021
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Rear wheel speed from 0 to 155 MPH in .5 seconds.
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This kit will be available in Spring 2023 to remove the OEM "assist' clutch that currently prevents smooth/consistent dead-stop launches.
Watch www.BrocksPerformance.com for an official release or subscribe to our newsletter to stay informed.
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The information in this video applies to many other machines; we are simply using a Gen 1 Suzuki Hayabusa as it's broken and readily available.
In Gen 1 Suzuki Hayabusa Miss (Part 4) - Magic Cam Timing?, Brock discusses cam timing and misconceptions about cam timing on his way to the end goal of repairing Scott’s beautiful Gen 1 Hayabusa.
In this episode, Brock continues on his quest to replace the cam chain, as well as the faulty kickstand/switch, to finally end the troublesome miss the bike has been experiencing for over a year. At the end of the video, he discusses all that we learned along the way as well as documenting the changes in cranking compression as it relates to proper cam timing.
We hope you enjoy: Gen 1 Suzuki Hayabusa Miss (Part 5) - It’s Fixed!
Video Time Stamps:
0:00 – Video introduction
5:35 – Prepping starter gear assembly
10:56 – Reinstalling starter gear assembly
16:35 – Prepping and installing the starter
19:28 – Reinstalling the stator cover
24:04 – Properly grounding the starter
28:32 – Compression check after repair
33:09 – Discussing compression test results
36:37 – Reinstalling head cover and spark plugs
42:52 – Reinstalling and wiring ignition coils
46:38 – Reinstalling throttle body assembly
50:03 – Reconnecting throttle body cables
53:48 – Reinstalling the airbox assembly
57:57 – Prepping for gas tank installation
1:01:42 – Reinstalling the gas tank
1:06:09 – Reconnecting the fuel lines
1:10:17 – Prepping and fueling for startup test
1:17:34 – Removing the faulty kickstand
1:23:32 – Installing the new BrockSTAND
1:28:48 – Post-repair test ride in Mexico
1:32:23 – So, were we able to fix the issue?
1:37:40 – Project discussion following Brock’s test ride
1:42:04 – Reviewing the numbers / conclusion
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If so, please reply in the comments.
Full Video: youtu.be/oFckYanl_Ys
The information in this video applies to many other machines - we are simply using a Gen 1 Suzuki Hayabusa as it's broken and readily available.
In Gen 1 Suzuki Hayabusa Miss (Part 3) Cam Timing, Brock painstakingly demonstrates his unique method of checking cam timing and documenting engine health. In this episode, he continues on with the installation of the cam chain, with the engine still in the frame, while also sharing his personal views/experience on related subjects such as manual cam chain tensioners vs. OEM. "The Best" camshaft timing/lobe center numbers and various other camshaft/cam chain-related topics.
With his Hero 8 Go Pro in hand, Brock is able to focus on the intricate details of this type of mechanical work on the mighty Hayabusa.
We hope you enjoy: Gen 1 Suzuki Hayabusa Miss (Part 4) Cam Chain Replacement:
Video Time Stamps:
0:00 – Adjusting a manual cam chain tensioner
4:08 – What is the “best” cam timing?
8:26 – Discussing and removing the cam caps
13:55 – Removing cams and checking for damage
16:31 – Removing the starter gear assembly
19:13 – Removing the cam chain tensioner
21:41 – Preparing for cam chain removal
25:18 – Making clearance and removing cam chain
29:27 – Installing the replacement cam chain
32:21 – Reinstalling the starter gear assembly
35:49 – Reinstalling and positioning the exhaust cam
38:49 – Reinstalling and positioning the intake cam
41:18 – Reinstalling the exhaust cam cap
45:00 – Reinstalling the intake cam cap
47:19 – Reinstalling the camshaft oiling line
50:02 – Discussing the OEM cam chain tensioner
53:11 – Adjusting the OEM cam chain tensioner
56:32 – Installing the tensioner oil pressure line
58:40 – Calculating the intake cam timing
1:01:00 – Calculating the exhaust cam timing
1:02:45 – Video conclusion and what comes next
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In Gen 1 Suzuki Hayabusa - Diagnose Mysterious Ignition Miss (Part 2) Compression and Leak Down Testing, Brock showed viewers how to perform and document compression and leak down tests to determine the bike's overall mechanical state before proceeding with his diagnosis/repair. After all, why repair one gimpy section of the engine now, just to find out another part of the engine needs attention and be forced to tear it back down again? Some might be saying “Wow Brock, that’s a bunch of extra work?!” Yes, this is true but as one of Brock’s previous co-workers used to say “There’s never enough time to do it right…but there’s always enough time to redo it” and Brock follows that mindset in all he does.
Since he has determined the bike is mechanically sound, showing good leak and compression results, he continues his deep dive into the techniques he has developed over many years of engine building. As a former AMA Dragbike 750 Superbike National Champion as well as the rider/builder of the world's first seven-second street-legal motorcycle, Brock can do this stuff in his sleep – but realizes you probably can’t and doesn’t mind taking the extra time to show you his work. As a bonus to the viewer, Brock painstakingly demonstrates how to find top dead center (TDC) using the positive stop method and then measures valve lash as well as exhaust and intake cam timing. These steps are not ‘technically’ required to reach the end result, but Brock believes it’s the right way.
Cam timing calculations are advanced and a mystery to many enthusiasts and novice engine builders. As always, Brock tries to break the information down into chunks that excited rookie do-it-yourselfers can digest, as well as seasoned builders viewing to compare their own techniques to Brock’s. Educational real-world examples and stories of experiences generated throughout his long engine-building career are used heavily throughout, so anyone looking to legitimately enhance their own technical abilities is invited to view repeatedly (with minimal use of the fast forward button ;) ).
We hope you enjoy: Gen 1 Suzuki Hayabusa Miss (Part 3) Cam Timing
Video Time Stamps:
0:00 – Picking up where we left off
2:58 – Eliminate aftermarket parts first
6:35 – What is valve lash and how do we check?
8:27 – Valve lash on exhaust cam position 1
11:40 – Valve lash on intake cam position 1
14:21 – Valve lash on intake cam position 2
16:34 – Valve lash on exhaust cam position 2
18:11 – Preparing to remove the stator cover
20:55 – Removing the idler gear cover
24:19 – Removing the starter for clearance
26:50 – Final removal of the idler gear cover
29:47 – Final removal of the stator cover
31:22 – Installing the degree wheel
33:42 – Creating a reference pointer
36:52 – How do we find top dead center
38:40 – Installing the positive stop
41:07 – Finding and calculating TDC
43:27 – Which camshaft rotation are we on?
46:20 – Preparing to check cam timing
48:56 – Setting up our dial indicator
51:56 – Calculating exhaust cam lobe center
55:50 – Calculating intake cam lobe center
58:50 – So what does this all mean?
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In Gen 1 Suzuki Hayabusa - Diagnose Mysterious Ignition Miss (Part 1), Brock demonstrated the ignition miss and explained what had been unsuccessfully tried previously to resolve it. He asked for the viewer's thoughts/input and addressed those items in the comments section (please read).
Now that the bike is back on the lift, Brock dives into not only disassembling Scott’s beautiful Gen 1 Hayabusa but also addresses the proper way (in his humble opinion) to test for any other issues that could possibly be a problem, as well as issues that could quickly turn this series from a relatively simple repair into a full-blown engine rebuild. Watch as Brock explains how “he” attacks problems as unsolved mysteries have bitten him in the past....complete with stories, of course.
Brock not only performs a compression test but also fine-tunes his estimate of the engine's overall condition by performing a leak-down test and documenting his results. Of course, Brock tries to explain his hypothesis and actions in terms that rookies and experienced wrenches alike can understand and appreciate.
We hope you enjoy: Gen 1 Suzuki Hayabusa Miss (Part 2) Compression and Leak Down Testing
0:00 – Intro and airbox removal
2:53 – Ignition stick coil removal
4:32 – Disconnecting throttle body cables
6:34 – Prepping for valve cover removal
8:55 – Removing the valve cover
10:45 – Removing the throttle bodies
13:05 – What are we doing next?
14:16 – Compression check overview
15:55 – Compression ratio vs. test
18:25 – Removing the spark plugs
20:54 – Compression check on cylinder 1
23:00 – Compression checks on 2, 4, and 3
25:23 – Leak down testing overview
28:32 – Removing the crankshaft access cover
30:50 – Rotating the crankshaft into position
32:57 – Prepping for the leak-down test
35:00 – Locking crankshaft into position
36:11 – Performing the leak down test
39:55 – Discussing leak-down results
41:30 – Testing Brock’s hypothesis
43:30 – Conclusion / what’s next?
Cylinder Firing Order Demonstration: youtu.be/RuO4RLVNLBU
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Ride along with Brock as he diagnoses a mysterious ignition miss in his good friend Scott's beautiful Gen 1 Hayabusa. During the ride, Brock not only simulates and defines the problem but gives a bit of a Hayabusa history lesson, from his unique point of view as an American Suzuki-sponsored drag racer at the time of the bike's release, which you won't hear anywhere else.
After the ride, Brock breaks down the bike and discusses the situation as well as his personal troubleshooting tips and techniques developed over his long racing and wrenching history.
We hope you enjoy: Gen 1 Suzuki Hayabusa - Diagnose Mysterious Ignition Miss (Part 1)
0:00 – Video and bike introduction
2:00 – What are we doing here?
4:00 – Demonstrating the “miss” issue
6:30 – Brock’s history with American Suzuki
8:30 – Modifying the early model Suzuki’s
10:20 – Brock recalls the Hayabusa’s launch
13:30 – Brock’s first ride on a Hayabusa
16:35 – First Hayabusa drag race experience
18:45 – Brock gets his very own Hayabusa
20:55 – The small block Chevy of motorcycles
22:30 – Getting started in Brock’s home shop
24:07 – Discussing the tools we will be using
26:26 – The first thing we did to this bike
28:13 – Putting the Hayabusa into dealer mode
30:57 – Bad batteries cause a variety of issues
33:22 – Discussing the Gen 1 fuel system
36:00 – Emptying and prepping tank for removal
38:30 – Disconnecting fuel lines from the tank
41:03 – Unbolting and removing the fuel tank
43:00 – Discussing a faulty kickstand and switch
44:50 – Attempting to fix the kickstand issues
46:40 – Removing the Hayabusa side fairings
48:15 – Let’s stop and reflect for a second
50:00 – Uh Oh… what’s wrong with this picture?
52:00 – What happens if a cam chain is stretched?
54:24 – What is the best way to stretch a cam chain?
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I would like to personally thank each and every subscriber to our channel.
We at Brock’s Performance/I do this because you value our work, and we/I will keep providing unique, informative, exciting content as long as the channel keeps growing.
I would also like to thank you for your patience as it’s been a while since our last video.
We are back for 2022, albeit a bit late, but ready to drop motorcycle performance knowledge you won’t see anywhere else.
Sincerely,
Brock Davidson
President, Brock’s Performance
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FYI: this repair technique works for almost all carburetors, brands (Keihin, Mikuni, etc…) and types (flat slide, CV, etc…)
Brock also explains the transition of Millennial Blue from “not quite basket case” to a fantastic handling American machine utilizing Brock’s Performance aftermarket and various sportbike parts (Dynazuki?!) as he dives into the repair of the Keihin 45mm CV carb using practical experience as a guide vs. the technique offered in most service manuals.
Viking Powder Coating: bit.ly/3GG0Onr
#MillennialBlue Build Page: bit.ly/3GGZUa5
We hope you enjoy: Repair Fuel Leaking From Air Filter on Carbureted Dyna Project Bike
Video Time Stamps:
0:00 – Millennial Blue introduction
2:54 – A powder-coated paint job?
5:48 – Upside-down fork conversion
9:04 – Swingarm, wheel, and tire choice
12:03 – How does this modified Dyna ride?
14:05 – Fuel leaking through the air filter?
16:25 – Proper operation of a vacuum petcock
19:02 – Where is the fuel leak coming from?
21:42 – Removing and inspecting float bowl
25:40 – Explaining and testing carburetor float
29:02 – Removing the carburetor float pin
31:30 – Inspecting the float, needle, and seat
34:27 – Adjusting the float to properly seal
37:15 – Checking and reinstalling the float
40:03 – Reinstalling the carburetor float bowl
43:03 – Starting bike and checking for leaks
45:16 – Issue recap and exhaust demonstration
47:34 – Would you believe this is a budget build?
49:39 – Additional mod flexibility and conclusion
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Watch as Brock explains the new mods to the Z H2, including the amazing derestriction flash (no fuel tune) from BT Moto AKA Bren Tuning Moto, which was responsible for most of the amazing gains in the higher rev range. Note that Brock was worried about using all of that new-found power in the real world, so he tried to prepare the best he could, given the fact that the owner is a street rider that’s not really interested in turning the Z H2 into any type of race bike (roll-on or drag,) but is primarily interested in learning to ride his newfound powerhouse in stock/bolt-on form.
We hope you enjoy, ‘2020 Kawasaki Z H2 - Part 6.4 - ZX-10R Rematch!’
Top Tier Gasoline Info: bit.ly/3o6z8RP
Z H2 (2020) Information Page:
blog.brocksperformance.com/kawasaki-z-h2-2020-information
0:00 – Video introduction
1:45 – First riding impressions
5:20 – Z H2 modifications overview
7:44 – Round one - second gear roll-on
9:35 – Results and required changes
10:58 – Round two - third gear roll-on
12:28 – Round three - third gear roll-on
14:13 – Brock and Mike switch bikes
15:40 – Discussing alt power modes
16:47 – Why did Teasley only go 8.99 ET?
18:14 – “Anybody else want an ass whoopin?”
19:59 – We completely ruined a nice bike
21:05 – Stock bike vs. N02 in the throttle
22:28 – Believe it or not there’s more in it…
23:47 – Final thoughts on the Z H2 project
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In Part 6.3, using the Brock’s Performance Dynojet Model 250I rear-wheel dyno with eddy current brake, used in conjunction with the C3 Tuning Software with Tuning Link, Brock explains the process of fine-tuning the fueling by allowing the dyno to communicate directly with the Power Commander PCV to precisely match all of these components together. This advanced tuning technique not only to produces more average and peak power across the board, but also increases drivability and smoothness as well as quickening acceleration across all RPMs and throttle openings. As always, Brock does his best to break down this rather technical episode into bits that beginners and experts alike can ingest and enjoy.
We hope you enjoy: 2020 Kawasaki Z H2 - Part 6.3 – Performance Tuning Nets 227 HP!
Top Tier Gasoline Info: bit.ly/3o6z8RP
Z H2 (2020) Information Page:
blog.brocksperformance.com/kawasaki-z-h2-2020-information
0:00 – Video introduction
2:00 – Air-fuel ratio vs. drivability
4:55 – Mapping methods overview
6:20 – Setting a target air-fuel ratio
8:48 – Benefits as a Brock’s customer
11:15 – Roll-on mapping demonstration
13:05 – Mapping partial-throttle columns
14:14 – Steady-state mapping demonstration
16:18 – Final touches completing the map
18:09 – Differences between 2 “proper” maps
20:51 – Dyno runs with final fuel mapping
23:01 – Discussing results of dyno runs
25:00 – Starting horsepower vs. final results
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We asked previously, “Will the Z H2 be a contender?” Find out now!
We hope you enjoy: 2020 Kawasaki Z H2 - Part 6.2 - Performance Modifications and Dyno Testing with ECU CRACKED!
Z H2 (2020) Information Page:
blog.brocksperformance.com/kawasaki-z-h2-2020-information
0:00 – Video introduction
2:19 – Z H2 Baseline dyno runs
4:06 – Baseline runs dyno chart review
6:32 – Dyno runs with Sprint Filter P08 F1-85
8:31 – Sprint Filter P08 F1-85 dyno chart review
10:28 – Penta-Carbon full system installed
12:21 – Dyno run with fuel tuned ECU flash
13:42 – Discussing fuel tuned ECU results
15:39 – Issues with stock ECU PCV map
16:41 – Dyno runs with PCV full system map
18:30 – Minor tuning with Dynojet Tuning-Link
20:12 – Discussing dyno results after tuning
21:24 – Conclusion / what happens next?
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In Part 6 of the 2020 Kawasaki ZH2 Project Bike Series, Brock takes you along, recorded live, as he and his team finally test the 2020 Z H2 in derestricted form thanks to the work of Brendan Griffin and his team at Bren Tuning Moto. Because the original Z H2 project bike, delivered in March of 2020 by Dan (aka: oldkawboy) is living a comfortable life in the twisties of Tennessee, Brock borrows a local 100% stock Z H2 to handle the task at hand - owned by naturally, another Dan (no confusion here).
In an attempt to demonstrate proper before/after performance results Brock heads out for a spirited ride in neighboring “Mexico” with fellow enthusiast Mike on his 2016 “Brock’ed Out” ZX-10R to gauge side-by-side performance before heading back to the dyno to test various power-freeing combinations on the dyno.
We hope you enjoy: 2020 Kawasaki Z H2 ECU CRACKED!
Z H2 (2020) Information Page:
blog.brocksperformance.com/kawasaki-z-h2-2020-information
0:00 – Z H2 vs. ZX-10R roll-ons in Mexico
2:30 – Z H2 vs. ZX-10R specs discussed
6:57 – Project recap and OBD2 readings
9:33 – Z H2 bone-stock baseline dyno runs
11:33 – Discussing baseline horsepower
13:38 – Extracting the ECU file for flashing
16:41 – Installing the ECU derestriction flash
20:40 – Precautions during ECU flash process
23:45 – Dyno pulls with derestricted ECU
26:30 – Results… wait what happened?!?
28:44 – Troubleshooting and dyno pulls in ‘sport’ mode
30:29 – Results… now we are getting somewhere!
32:06 – Installing the fuel-tuned ECU flash
34:11 – Fuel-tuned ECU dyno pulls… huge gains!
35:54 – Conclusion and what happens next…
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Affectionately coined “Muttley” after its first dyno test session, Brock explains how this horsepower underachiever actually has DNA from some of the manufacturer’s highest-performing thoroughbred heritage. Brock believes the power “is in there,” but can he extract the power, while also complimenting some of the OEM’s intentional changes?
We hope you enjoy, Muttley, the parts bin bike, helps Brock teach a #stupidfast history lesson
Parts Currently on the Bike:
Penta-Carbon Full Exhaust: brocksperformance.com/penta-carbon-full-system-15-muffler-polished-gsx-s1000-18-20-and-katana-2020
Sprint Filter P08: brocksperformance.com/sprint-filter-p08-suzuki-gsx-r1000-09-16-gsx-s1000-16-20-and-katana-2020
ECU Flash w/ Fuel Tune: brocksperformance.com/brockflash-ecu-stage-1-f-with-fuel-tune-katana-2020-must-send-us-your-ecu
Quickshifter: brocksperformance.com/flashtune-quick-shifter-retrofit-kit-katana-2020
Front Sprocket: brocksperformance.com/vortex-front-sprocket-16-tooth-525-chain-zx-10r-04-21-and-katana-2020
Lowering Link: Coming Soon
Kickstand: Coming Soon
Additional Parts for Drag Racing:
Dynojet PCV: brocksperformance.com/dynojet-power-commander-v-katana-2020
Ceramic Wheel Bearings: brocksperformance.com/ceramic-wheel-bearing-set-suzuki-katana-2020-for-oem-wheels
Sprint Filter P08 F1-85: brocksperformance.com/sprint-filter-p08-f1-85-suzuki-gsx-r1000-09-16-gsx-s1000-16-20-and-katana-2020
BST Carbon Fiber Wheels: brocksperformance.com/wheels-tires/bst-carbon-fiber-wheels/suzuki/katana
Clutch Mod Kit: brocksperformance.com/ultra-light-billet-clutch-mod-kit-gsx-r1000-07-11-and-katana-2020
Heavy Duty Clutch Spring Kit: brocksperformance.com/heavy-duty-clutch-spring-kit-gsx-r1000-05-06-gsx-s1000-17-20-and-katana-2020
Front End Lowering Kit: brocksperformance.com/radial-mount-front-end-lowering-kit-multiple-fitments-please-review-list
Servo Buddy: brocksperformance.com/servo-buddy-gsx-r1000-01-08-katana-2020-gsx-r600-750-06-10-h2-15-21-h2-sx-se-se-18-21-zx-10r-04-21-and-zx-6r-05-21
PAIR Block Off Plates: brocksperformance.com/pair-block-off-plates-gsx-r1000-r-17-21-gsx-r1000-01-08-katana-2020-gsx-s1000-16-20-and-gsx-s750-15-20
Rear Sprockets: brocksperformance.com/wheels-tires/sprockets/rear-sprockets/suzuki-sprockets/katana-2020
Chapters / Time Stamps:
0:00 – Mystery bike introduction
2:21 – What the hell is a ‘parts bin’ bike?
7:41 – Mystery Muttley’s BIG reveal
10:53 – Discussing velocity stack length
14:00 – Dyno charts before and after mods
20:43 – Bike warm-up and dyno runs
24:36 – Dyno chart review and torque comparison
27:54 – Brock takes the bike for a test ride
30:44 – Pros and cons of changing the front sprocket
34:34 – Limitations of changing OEM gearing
38:19 – Introducing the owner to his new bike
40:55 – Discussing the original 1982 Katana
44:29 – Owner heads off for first test ride
48:29 – Discussing the results with the owner
52:24 – Final thoughts / does Muttley stay or go?
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Timestamps:
0:00 – Brock’s Road Glide introduction
1:12 – Rear end suspension upgrades
1:47 – Front end suspension upgrades
3:15 – Handling difference with BST wheels
4:07 – Kraus forks & Roaring Toyz parts
6:00 – Custom Brock’s CT exhaust system
7:29 – Discussing Sturgis ‘configuration #1’
8:21 – Discussing Sturgis ‘configuration #2’
9:32 – Discussing Sturgis ‘configuration #3’
10:41 – Why am I telling you all of this?
11:57 – Introducing the Bitubo WME22V3
13:07 – Easy ‘remote’ shock adjustments
14:41 – More accessories and future plans
15:25 – Final thoughts and suggested settings
These shocks are available in lengths of 12" and 12.85" for more information follow the links below:
brocksperformance.com/12in-bitubo-wme22v3-rear-shock-set-black-w-remote-adjustable-preload-h-d-touring-14-20
brocksperformance.com/12-85in-bitubo-wme22v3-rear-shock-set-black-w-remote-adjustable-preload-h-d-touring-14-20
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Brock sets out from Ohio to meet up with Maryland’s, Tauncy S., (owner of El Jefe’, the Super Stock 2020 BMW S1000RR) and rider/’Reigning XDA Super Stock Champion’, David Fondon from Puerto Rico, for the XDA Racing MTC Summer Nationals at Virginia Motorsports Park located in Petersburg, Virginia.
Wow! What a mouthful, but it should help to define ‘National Event’. With racers traveling from Texas, Canada, and occasionally from as far off as Japan, the Xtreme Dragbike Association (XDA) has established itself as the premier organization to showcase motorcycle drag-racing talent. If you want to compete against the Best of the BEST, XDA is the place to be. As you can imagine, with the work, required time off, and expense, the slower guys stay home.
After taking an 11-year hiatus from formally tuning in a national event competition to concentrate on growing Brock’s Performance, Brock decided to meet up with the team to finish some unfinished business after seeing promising results from the first XDA race of the season.
The team goals for the weekend?
Qualify #1
Set both ends of the national record (ET and MPH)
Win the event
Lofty goals for certain, but as Brock says, “We come to win.” Tag along with Brock as he chronicles the adventure from beginning to end, and even exposes some behind-the-scenes action rarely seen by non-racers or spectators. How did they do it? Watch now to find out.
We hope you enjoy: 2020 BMW S1000RR Wins Super Stock!
Video Chapters - Time Stamps:
0:00 – Introduction / what are we doing?
2:01 – Calibrating DDC (dynamic dampening control)
5:38 – Bike overview and ET predictions
7:42 – Private test session first passes
10:16 – Evening test passes in cooler weather (8.65/8.61)
11:42 – Real racing… making stuff work… track food
13:59 – Interview with David prior to qualifying
15:45 – How many Brock’s exhausts can we spot?
17:59 – Warped steels and clutch adjustments
19:35 – Qualifying passes round two and three
21:00 – Discussing ET/MPH record attempt
22:59 – Discussing weather and back-half ET
25:44 – Race day set-up and eliminations round 1
27:10 – Density altitude and changes in conditions
29:07 – Race day interview with David Fondon
33:40 – Eliminations rounds two and three
34:37 – Eliminations semi-final vs. Chris Moore
36:11 – Eliminations final vs. Jyrec Givens
38:00 – Discussing final time ticket and XDA inspection
41:36 – First time tuning a Super Stock bike since 2010
44:40 – Discussing semi-final against Chris Moore
46:24 – Discussing final against Jyrec Givens
48:18 – Final thoughts and video conclusion
BMW S1000RR (2020) Information Page: blog.brocksperformance.com/bmw-s1000rr-2020-information
Special thanks to Brendan Griffin, of BrenTuning Moto, for his development work and Stage 2 ECU Flash w/ IAT Relocation Kit and Intake Flapper Removal: brentuningmoto.com/product/2020-bmw-s1000rr-stage-2 (Available soon through BrocksPerformance.com)
CT Meg Full Titanium Exhaust System: brocksperformance.com/exhausts/titanium-full-systems/bmw/s1000rr
Clutch Conversion Kit w/ Mod: brocksperformance.com/clutch-conversion-kit-for-bmw-s1000rr-2020
Sprint Filter P08 F1-85: brocksperformance.com/air-filters/bmw/s1000rr-r-xr
Ceramic Wheel Bearing Set: brocksperformance.com/ceramic-wheel-bearing-set-s1000rr-10-20-hp4-12-20-premium-package-13-16-s1000r-14-20-and-s1000xr-15-20-for-oem-wheels
Fully Adjustable Window Link: brocksperformance.com/parts/lowering-links/?_bc_fsnf=1&brand=47
Adjustable Carbon Fiber DDC Leveling Rod: brocksperformance.com/adjustable-carbon-fiber-ddc-leveling-rod-bmw-s1000rr-2020-k67
Radial Mount Front End Lowering Kit: brocksperformance.com/radial-mount-front-end-lowering-kit-100mm-for-zx-10r-16-21-s1000rr-10-20-s1000r-14-20
Billet Adjustable BrockSTAND Track Style: brocksperformance.com/billet-adjustable-brockstand-black-track-style-s1000rr-15-20
Alisyn Oil Synthetic Less than 0W: brocksperformance.com/oils-chemicals/engine-oil
Petron Oil Additive: brocksperformance.com/petron-oil-additive-4-cycle-lube
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SERIOUS #stupidfast is the ONLY way to describe the results!
Brock's dyno reaches 200 MPH, says, "Oh, Hell No!" throws a warning screen up, and simply turns off as payment for such a dangerous, albeit accidental 200 MPH blast.
Brock discusses the changes to the bike and even invites the elusive, Brendan Griffin, of BrenTuning Moto, himself to discuss the tremendous power gains the bike is recognizing now vs. when it was bone stock. Then Brock does what naturally comes next... head straight to an XDA National Drag race event and puts a couple of the badasses in the class on the seat and has them pull the trigger. The results even impressed the man himself by instantly creating not only the quickest and fastest S1000RR in the hotly contested XDA HTP Super Stock class but by also earning the title 'Worlds Quickest Stock Wheelbase S1000RR in the process. (a record previously held by Brock's Performance superstar rider Jeremy Teasley: youtube.com/watch?v=woTKJRaDIBs&t=10s )
We hope you enjoy: 2020 BMW S1000RR BrenTuning Moto Stage 2 Flash Review with Dyno, Drag Strip, and Top Speed Results
Video Chapters - Time Stamps:
0:00 – Dyno run footage / results
2:12 – 200 MPH ‘roll-on’ dyno pull
4:19 – Introducing our special guest Brendan Griffin
5:59 – Discussing BMW’s throttle restrictions
7:25 – Interpreting O2 sensor data and air-fuel ratio
9:10 – BMW ‘autotunes’ for use of different fuels
10:40 – Discussing de-restricted ECU power gains
12:12 – How does the 2020 RR make this kind of power?
14:06 – What can we learn from the new M1000RR?
15:30 – Discussing alternate map with added timing
18:30 – Discussing the XDA Super Stock class
19:40 – Final thoughts with Brendan (Bren Tune)
21:08 – Final S1000RR horsepower results
22:54 – Shayne Proctor ¼ mile dragstrip passes
24:39 – David Fondon ¼ mile dragstrip passes
26:13 – Post-ride interview with David Fondon
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Brock says goodbye to Dan Millholland’s Z H2 that he dropped off mid-March 2020 and now owns the distinction of being the longest delayed project in Brock’s Performance history.
Instead of harping on the “c-word” Brock explains what was able to be accomplished, during this crazy time in American history, and details the end results. During the process of installing a Brock’s Performance clutch conversion into the Z H2, Brock takes the time to explain the operation of this new and ‘growing more popular with the OEM’s’ clutch configuration and looks back at some of the history that led to the slipper/assist clutch development over the years.
Complete with Z H2 configuration and dyno charts, this video has something for most enthusiasts.
We hope you enjoy: Kawasaki Z H2 2020 Project Bike Completion | In-Depth Discussion On Motorcycle Slipper Assist Clutch
Z H2 (2020) Information Page:
blog.brocksperformance.com/kawasaki-z-h2-2020-information
Dynojet Power Commander V Z H2 (2020):
https://brocksperformance.com/dynojet...
Video Time Stamps.
0:00 – All-gear dyno runs w/ full system
1:08 – Introduction / happy birthday dear Z…
3:06 – Z H2 final modifications tour / overview
10:06 – But Brock, what about the ECU flash?!?
13:14 – Changing the oil and removing the clutch cover
16:23 – Basic clutch function and terminology
20:59 – What is a ‘slipper clutch’ and how do we fix it?
24:47 – What is a ‘lock-up clutch’ and how does it work?
27:00 – Modern clutches and their “advancements”
30:02 – What is an ‘assist clutch’ and how does it work?
33:18 – What is a ‘clutch conversion’ and why do it?
37:15 – Dan arrives to pick up his Z H2 / first reactions
43:31 – Horsepower progress dyno chart review with Dan
48:35 – Final horsepower gain vs. where we started
50:07 – Can’t ride a 200 HP streetfighter in the rain…
52:02 – Dan’s reaction first time hearing full system
55:03 – Dan’s ‘virtual’ first ride demo on the dyno…
58:13 – What did Dan think of his first ‘ride’ on the Z H2?
1:00:21 – Final discussion / what happens next?
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A: You get a single INFORMATION PACKED episode! (Note: First ride reaction video posted here: youtu.be/RXceqYwFb1M )
Working backward from his traditional DIY vids, Brock explains the products and techniques used to achieve outstanding performance improvement’s out of his buddy Josh’s already finished 2017 Z900 ABS. Using The Brock’s Performance Playlist ‘Official 2017 GSX-R1000 S2B: Stock to Brock Video Library of Gixzilla mods from truly stock to Super Stock’ (bit.ly/2YV8YEG) as a guide, Brock quickly and efficiently uses the techniques demonstrated in the playlist to uncover some surprising results.
As Brock likes to say “the spelling on the tank doesn’t matter”. Use this episode as a guide to help improve the performance of ANY modern motorcycle.
Subjects covered:
Full Performance Exhaust: bit.ly/3bg06j5
Sprint Filter P08 F1-85: bit.ly/3qps0xr
Dynojet Power Commander V (PCV): bit.ly/3rg6MmE
ECU Derestriction: bit.ly/2PzdJ4p
ECU Derestriction with fuel mapping: bit.ly/2Ol2ufp
MR12 dyno results
Ignition timing change results
89 octane results from items available in our store.
We hope you enjoy: Stock to Brock Tech Talk Dyno Results using a 2017 Kawasaki Z900 ABS
Video Time Stamps
0:00 – Project bike overview
2:05 – Sprint Filter prototype P08 F1-85 vs. OEM
3:30 – Stock base run with PCV installed (zero map)
4:21 – Stock base run vs. derestricted ECU
5:01 – Can I flash the ECU on a stock bike?
5:31 – Ordering an exhaust during a pandemic
7:40 – Penta-Carbon base run vs. derestricted ECU
8:12 – Discussing OEM head pipe diameters
9:30 – Discussing Penta-Carbon head pipe diameters
10:27 – Head pipe diameter vs. torque loss
11:57 – Penta-Carbon base run with mapped PCV
13:03 – Penta-Carbon base run with fuel tuned ECU
13:47 – Base run with MR-12 and clutch slippage
15:29 – MR-12 base run with cutch fixed
17:00 – What happens if I add ignition timing?
18:00 – What happens if I remove ignition timing?
20:25 – Discussing P08 F1-85 vs. OEM back-to-back test
21:12 – P08 F1-85 base runs for testing
23:20 – Installing OEM Kawasaki air filter
26:17 – OEM air filter base runs for testing
27:19 – Discussing results of air filter test
29:22 – Discussing Z900 base run vs. final results
30:16 – ‘Over rev’ and how it helps performance
32:35 – What is the ‘ultimate’ air-fuel ratio?
34:00 – Two sensors, same dyno run, different readings?
36:52 – Video conclusion and what’s coming next
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We hope you enjoy: Kawasaki Z H2 (20-23) Dynojet Power Commander V Installation
Z H2 (2020) Information Page:
blog.brocksperformance.com/kawasaki-z-h2-2020-information
Dynojet Power Commander V Z H2 (20-23):
brocksperformance.com/dynojet-power-commander-v-z-h2-2020
0:00 – Introduction and overview
2:03 – PCV placement and wire routing
4:45 – Connecting PCV ground wire
6:18 – Bracket removal for main harness access
7:46 – Connecting and securing PCV main harness
9:24 – Routing and installing TPS connector
10:25 – Posi-Tap connector demonstration
11:50 – Routing and installing CPS connector
12:59 – Routing and installing GPS connector
14:28 – Closing comments and securing PCV
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A wise racer once said, “Power is nothing without control.” In stock wheelbase drag racing applications, these words have never rung more true.
The 20-24 BMW S1000RR is certainly a powerful machine, and when Brock finishes prepping it for the Super Stock drag racing class, it will be a surely be a force to be reconned with… but alas, the bike has an issue from the factory that prevents smooth dead stop launches. The trend in the industry towards ‘assist’ clutches makes the OEMs happy because sufficient clamping force can be applied to the clutch pack without a harsh pull at the lever as a result of mechanical advantage, while also allowing a ‘slipper’ clutch action to help prevent wheel hop under aggressive downshifts. Unfortunately, this ‘assist’ design does not allow the rider to slip the clutch properly to obtain the quickest ET possible at the drag strip… so what now?
Brock teaches a masterclass in motorcycle clutch theory, maintenance, and tuning for performance while installing a Brock’s Performance Clutch Conversion kit in his buddy T’s 2020 S1000RR in his easy-to-follow style.
We hope you enjoy: BMW S1000RR (20-24) Clutch Conversion Kit Installation
XDA 2021 Rulebook – HTP Super Stock Class: xdaracing.com/rulebook/2021/superstock.pdf
Brock’s Performance BMW S1000RR (20-24) Clutch Conversion Kit: brocksperformance.com/clutch-conversion-kit-for-bmw-s1000rr-20-23
S1000RR (2020) Information Page: blog.brocksperformance.com/bmw-s1000rr-2020-information
0:00 – Video introduction and overview
2:40 – Discussing stock horsepower and restrictions
5:03 – Prepping for clutch conversion kit installation
7:48 – Removing clutch cable and clutch cover
10:12 – Removing and inspecting OEM assist clutch
12:33 – Removing OEM clutch hub nut and clutch pack
15:04 – Rearranging clutch pack and discussing stack height
18:07 – Discussing clutch location and dry clutch plates
19:37 – Removing and replacing clutch spring studs
22:17 – Assembling and Installing inner basket and clutch mod
25:40 – Oiling and installing clutch fibers and steels
29:40 – Discussing adjustable clutch spring pressure
33:57 – Installing pressure plate and clutch springs
36:30 – Aligning and installing OEM clutch cover
39:56 – Reconnecting and adjusting OEM clutch cable
42:56 – Installing replacement clutch cover bolts
45:14 – Video conclusion and what’s next?
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Brock also dives into tuning a modern-day restricted bike in the "complete detail" style his viewers enjoy. He breaks down complicated subjects into explanations that novices appreciate while delivering content that intermediates crave and experts respect.
We hope you enjoy: Kawasaki ZH2 Slip-on, Dynojet PCV, and Sprint Filter Dyno Results
Video Time Stamps:
0:00 – Video introduction and overview
2:56 – Low RPM drivability ECU tuning
5:48 – Baseline dyno runs before tuning
7:51 – Discussing baseline runs and weather
9:20 – Throttle position restricted in ECU
11:40 – Clearing codes with an OBD2 reader
(Link to OBD2 cable: bit.ly/3hBs7l3 )
15:18 – Dynojet PCV and C3 tuning software
17:59 – Using ‘live tune’ to create a map
19:48 – Discussing results from map tuning
22:13 – Explaining false readings with ‘autotune’
25:35 – Why is it suddenly a different day?
27:13 – Reestablishing baseline dyno runs
28:36 – Dyno runs with the map we created
30:23 – Discussing results of mapped dyno runs
32:24 – Installing the finished ‘map support’ map
35:55 – Dyno runs with completed map
38:00 – Discussing dyno results with the final tune
40:05 – What is the best air-fuel ratio?
40:14 - 195 HP...but is that what you REALLY want?
41:00 – What’s coming next for the Z H2?
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Installation Instructions: brocksperformance.com/content/Instructions/S1000RR/998155.pdf
Window Link Kit Adjustable BMW S1000RR (20-24) K67 Available Here: brocksperformance.com/window-link-kit-adjustable-bmw-s1000rr-2020-k67
S1000RR (20-24) Information Page: blog.brocksperformance.com/bmw-s1000rr-2020-information
Video timestamps:
0:00 – Introduction and Window Link overview
2:51 – Discussing areas of concern prior to installation
4:54 – Obtaining clearance and removing OEM link strut
8:05 – Transferring OEM link strut bushings to Window Link
9:25 – Installation of Window Link configuration #1
12:22 – Properly adjusting Window Link configuration #1
16:25 – Simulating suspension travel to verify shock clearance
17:53 – Final considerations when using configuration #1
19:17 – Converting the Window Link to configuration #2
21:42 – Modification overview when using configuration #2
25:00 – Lifting tail section and modifying battery tray
29:05 – Relocating the voltage regulator and fuses
32:18 – Installation of Window Link configuration #2
34:12 – Potential issues to watch for during installation
37:33 – Properly adjusting Window link configuration #2
40:24 – Final considerations when using configuration #2
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Bolt-on swingarm extensions are a quick/easy/economical what to safely increase the wheelbase of most motorcycles so as to increase high-speed stability and decrease wheelies for quicker E.T.s at the drag strip – BONUS… stretched bikes look MUCH COOLER!
Now, before we hear from the “OMG…why-Why-WHY would you ruin the look and handling of such a fantastic machine?!" Gallery, please remember this video is not intended for you. We will address riding a 220+ RWHP sportbike with a 57” wheelbase soon enough.
For those interested in the benefits of a longer wheelbase, regardless of which make/model you ride, please watch on as Brock not only discusses the proper installation techniques in regard to bolt-on extensions, but he also outlines additional considerations to address while doing so. Having all of your “ducks in a row,” as they say can help alleviate frustration as well as additional downtime.
We hope you enjoy: 2020 Kawasaki Z H2 Supercharged Streetfighter Product Development Update: Bolt-on Swingarm Extensions Installations Video with Additional Considerations Discussion.
Z H2 (2020) Product Information: blog.brocksperformance.com/kawasaki-z-h2-2020-information
Video timestamps:
0:00 – Video introduction
1:45 – Swingarm extensions overview
2:26 – Prepping the bike for extension installation
5:05 – Things to consider when using extensions
7:20 – Discussing chain conversion to a 530
8:24 – What’s the best gearing for my bike?
10:35 – Looking at factory throttle restrictions
12:45 – Removing the rear brake caliper assembly
16:28 – Removing the rear wheel and axle assembly
20:12 – Prepping swingarm extensions for installation
22:23 – Fitting the extensions into the swingarm slots
25:15 – Torque settings on extension mounting hardware
28:45 – Reinstalling rear wheel and checking clearances
32:10 – Discussing shock adjustments following install
33:23 – How to properly adjust chain tension
35:00 – Correctly reinstalling rear brake assembly
37:20 – What’s next for the Z H2 project?
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Great questions and luckily we have our friend Mike’s beautiful carbon-fibered-out 10R that just so happens to be our Sprint Filter long term test bike to figure them out with. Brock first explains what we are doing, why, and where he expects us to end up on a bike with 23,000 miles (37014 km) on the odometer that had a Sprint Filter P08 F1-85 installed at 16,000 miles (25749 km) replacing the P08 that had been in the bike almost since the day it was purchased.
So this is a content THREE for ONE as we:
1. Test to see if the Sprint Filter P08 F1-85 install resulted in a power loss from excess dust/debris entering the engine.
2. Test the difference in power/torque between a Brock’s Performance Penta-Carbon full exhaust system vs. Brock’s Predator (3/4 System) utilizing the stock OEM titanium head pipes.
3. Test the power/torque before and after tuning for the Kawasaki Intake Cam: kawasaki.com/accessories/item/intake-camshaft/491180728
We hope you enjoy: ZX-10R Kit Intake Cam, Penta-Carbon and P08F1-85 Dyno Results
The details: 2016 Kawasaki Ninja ZX-10R
Owner: Mike F.
Exhaust: Brock’s Performance Penta-Carbon Full System 15" Muffler (Black) ZX-10R (16-20) with satin black carbon fiber endcap by BST: brocksperformance.com/penta-carbon-full-system-15-muffler-black-zx-10r-16-20
Fuel Control: Dynojet PCV (with Brock’s Performance Track map) and Dynojet Map Selection Switch.
ECU Flash: BrockFLASH ECU Stage 1 ZX-10R (2019): brocksperformance.com/brockflash-ecu-stage-1-zx-10r-2019-must-send-us-your-ecu
Air Filter: Sprint Filter P08 F1-85 Air Filter: brocksperformance.com/sprint-filter-p08-f1-85-zx-10r-16-19
Wheels: BST carbon fiber rapid tek wheels, satin finish with Worldwide Bearings Ceramic Wheel Bearing Kit: brocksperformance.com/ceramic-wheel-bearing-set-zx-10r-11-19-zx-14-06-19-zx-6r-rr-98-19-zx-12r
Fuel: 89 Octane Shell Fuel or Marathon 89 Octane
Velocity Stacks: Jet Prime Intake Trumpets
Current Gearing: 16 Front (-1)/39 Rear
Additional ZX-10R Performance Options Available from Brock's Performance:
Brock’s Performance Clutch Mod: brocksperformance.com/clutch-mod-zx-10r-04-19-and-zx-6r-05-12
Brock’s Performance Heavy Duty Spring Kit: brocksperformance.com/heavy-duty-clutch-spring-kit-zx-10r-04-19
Brock’s Performance Radial Mount Front End Lowering Kit: brocksperformance.com/radial-mount-front-end-lowering-kit-zx-10r-16-19-s1000rr-10-18-s1000r-13-18
Brock’s Performance Window Link Kit: brocksperformance.com/window-link-kit-adjustable-zx-10r-16-19
Brock’s Performance BrockSTAND Foot Kit - Track Style: brocksperformance.com/billet-adjustable-brockstand-black-track-style-zx-10r-16-19
Brock’s Performance Steering Damper Riser Kit: brocksperformance.com/steering-damper-riser-kit-zx-10r-16-19
Brock’s Performance Carbon Fiber Mirror Block Off Plate Set: brocksperformance.com/mirror-block-off-plate-set-carbon-fiber-zx-10r-16-19
Alisyn Less than 0W Alisyn Synthetic Oil Gallon: brocksperformance.com/less-than-0w-alisyn-synthetic-oil-gallon
Petron Oil Additive 4-Cycle Lube: brocksperformance.com/petron-oil-additive-4-cycle-lube
Time stamps:
0:00 – Intro and bike mods overview
1:35 – Kawasaki OEM intake cam mods
4:18 – Baseline dyno runs before tuning
6:22 – Discussing results and power loss
9:12 – Looking at the drop in air/fuel ratio
11:46 – Dyno runs with Penta-Carbon map
12:30 – Discussing results and map changes
15:00 – Does installing a larger cam change compression?
16:17 – Brock’s first cam install experience on an ’82 Katana
18:23 – Drop-in cam in a Harley or car vs. a sportbike
20:30 – What engine mods does a cam install require?
22:21 – Tuning the map for the current conditions
23:40 – Dyno pull after custom map session
24:56 – Discussing results of custom map
27:55 – Benefits of installing a race cam
28:32 – Final thoughts on cam and results
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But what do chicks dig? You guessed it - cool and comfy wins almost every time.
Brock and his son, Brody, introduce you to the latest build and series from Brock's Performance. Brody purchases a 2006 Dyna FXDI for its "life experience" value. And Brock's first take is, "What the he*l is this?!" while internally pondering how he can: make it stop, make it turn, and make it get out of its own way. Also trying to keep the project within budget and still preserve the life "experiency" for Brody as he learns how to build his first custom motorcycle.
Welcome to the New Adventures of Brody and Brock Playlist, where the object is to have fun and enjoy motorcycles, family-style.
We hope you enjoy: Harley-Davidson Dyna Super Glide Performance Bike Build... #stupidfast or ?
Video Timestamps:
0:00 - Brock working on PW50 in Michigan hotel room
0:49 - Brock Introduces Brody
1:42 - Young Brody Racing 50cc
3:31 - Why a Harley?
4:21 - Brock's ZX-6R vs. Dyna Sturgis story
6:12 - Brody drag racing experience
7:13 - Brody on T-143 Dragon
7:41 - Brock and Brody talk about racing cruisers
9:05 - Dyna walk-around as purchased
10:45 - Brock talks about the project/video series
Brody Instagram: instagram.com/brodykd13
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Brock gives a glimpse into the development techniques that designers, engineers, and manufacturers use behind the scenes to create cool parts for your ride… while also answering the inevitable questions that pop up before, during, and after you make your purchase decision such as…
‘What are the advantages of adding a slip-on exhaust to an otherwise stock machine? Are there any disadvantages? What happens to the air-fuel ratio when a high flow Penta-Carbon slip-on is installed, especially when combined with the addition of an ultra high-flow air cleaner like the groundbreaking Sprint Filter P08 F1-85? With no means currently available to tune the air-fuel ratio to match these components to the bike…are we risking engine damage by installing these parts? The bikes dash lights up like a Christmas tree, blocks the ability to adjust some parameters, and disables the quick shifter after a few moments on the dyno – Is that a ‘limp mode’? Is the bike hurt? Can we remove the lights/clear the codes on our own, or do we need to slowly make our way to the nearest dealership?’
Find out the answers to these questions and MANY more in the epically long and detailed: Kawasaki Z H2 Supercharged Streetfighter Product Development
Video Time Stamps:
0:00 – Z H2 project recap and weather conditions
5:25 – Explaining check engine code issues
8:05 – Baseline dyno runs with stock exhaust
11:12 – Baseline overview and explanation
13:25 – Removing the stock muffler
15:40 – OEM muffler weight vs. Penta-Carbon slip-on
17:10 – Installing the Penta-Carbon slip-on
19:39 – How do we tune the sound of our exhaust?
24:15 – What is a slip-on exhaust good for, power-wise?
26:19 – Dyno runs with Penta-Carbon slip-on
27:56 – Discussing slip-on dyno results
34:42 – Other parts in process for the Z H2
38:04 – Installing the Sprint Filter P08 F1-85
46:30 – Dyno runs with Penta-Carbon and Sprint Filter
48:35 – Discussing slip-on and air filter dyno results
53:14 – Bike walkaround and overview of installed parts
57:20 – Brock heads out for a test ride on the Z H2
1:00:07 – Riding commentary and code reset explanation
1:07:35 – Successfully clearing the check engine codes
1:10:12 – Brock attempting to launch the bike
1:13:00 – Video conclusion and what comes next
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Brock gives you the skinny as he is awaiting the new owner of this giant killer to arrive.
We hope you enjoy: Kawasaki Ninja ZX-6R 9-Second 1/4 Mile Drag Strip Setup
The Bike: 2009 Kawasaki Team Green ZX-6R:
• Brock’s Performance custom CT Single full titanium exhaust system (one of a kind)
• Guhl morDEFY ECU derestriction flash to Brock’s specifications
• Dynojet Power Commander V and map selector switch with Brock’s custom mapping installed for use with pump fuel (sw1) or VP MR12 (sw2) also known as ‘savage mode’
• Sprint Filter P08 F1-85 air filter
• Custom Brock’s Performance clutch mod and clutch spring configuration with shim adjustable spring tops
• New Michelin Power RS rear tire (180/55 ZR17)
• Worldwide Bearings Ceramic Wheel Bearing Kit
• Custom cut/lowered front seat
• Brock’s Performance fully adjustable Window Links
• Ohlin’s steering damper
• Brock’s Performance front end lowering kit
• Zero Gravity smoke windscreen
• Brock’s Performance tank protector
• 15 tooth front sprocket
• Vortex 46 tooth aluminum CAT5 rear sprocket
• Brock’s Performance adjustable BrockSTAND
• Brock’s Performance modified O-ring chain with O-rings removed
• Black anodized swingarm spools
Video Time Stamps:
0:00 – Ninja ZX-6R (2009) drag bike introduction
1:09 – Jeremy Teasley’s 9-second pass footage
2:00 – Horsepower and ECU flash overview
3:14 – Discussing chassis modifications
4:14 – Front end lowering strap demo
5:47 – Modifications to the clutch
6:30 – Full titanium exhaust system
7:40 – Modified o-ring chain demo
8:34 – Fully adjustable kickstand
9:34 – Bike start-up and exhaust sound
10:15 – 600cc drag bike vs. stock Hayabusa
11:00 – Discussing changes to gearing
11:44 – Video conclusion / final thoughts
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On the 20 year anniversary of his historic run at Rockingham Dragway on May 22nd, 2000, Brock pulls the cover off of his pristinely-kept / heavily-modified 1997 Suzuki Bandit and explains what it took to be the first member of the Mickey-Thompson Seven Second Club, who he had to beat along the way, and what it took to get there first.
Read the entire story, as it happened in 2000, here: blog.brocksperformance.com/brock-sets-street-bike-performance-landmark-7-seconds
During your ride along with Brock, he will discuss the history of the class that has morphed into what is known today as the Pro Street Motorcycle Class.
We hope you enjoy: First 7 Second Street-Legal Motorcycle Anniversary Ride With Brock
Video Time Stamps:
0:00 – Introduction w/ first 7-second pass footage
2:40 – Why Brock chose the Bandit/chassis mods
4:15 – Engine modifications made to the Bandit
6:47 – Nitrous Express system overview
9:23 – Discussing clutch mods and transmission
10:33 – Developing the first Ohlins Dragshock
13:14 – Mickey Thompson tire development
14:07 – Electronics and air shifter overview
17:05 – Mickey Thompson’s Seven Second Club
18:00 – Gearing up for ride/bike startup
19:48 – POV helmet cam ride footage
22:02 – Doing a couple ‘test hits’ in Mexico
24:18 – Origins of the ‘Street Bike Shootout’ class
26:06 – Discussing the ‘SBS’ 25-mile road course
28:24 – ‘SBS’ class starts gaining popularity
29:40 – Memories from the day of the 7.973 pass
33:40 – Business success following the 7-second pass
35:45 – Arriving at the shop / pulling the boss card
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How would you feel when picking up your Kawasaki H2 SX after Brock personally added his chosen selection of products and tuning skills to it?
Watch our friend Charles pick-up his freshly modified steed and watch his reaction after taking his first ride since dropping off a stock bike.
Brock also talks about the settings to keep Charles safe after adding well over 100 RWHP to some areas of the power curve.
See Dyno Charts here: blog.brocksperformance.com/kawasaki-h2-sx-18-20-information
And how the knowledge learned from the H2R, H2, and H2 SX benefits new Z H2 owners.
We hope you enjoy: Ninja H2SX Stock 2 Brock Customer First Ride Reaction
Bike Set-Up:
2018 Kawasaki Ninja H2 SX - Stock 2 Brock Performance Package
Brock’s Performance Penta-Carbon™ Ultra-Light Full Stainless Steel Exhaust (SE Pannier Compatible)
Brock’s Performance MorDefy™ Flash with Dual Map Selection
Fuel in F Power Mode: Shell 93 Octane or equivalent Top Tier Gasoline
Fuel in M Power Mode: VP MRX02
Sprint Filter P08 F1-85 Air Cleaner
Brock’s Performance PAIR Block-off Kit
Power Mod - Full
KTRC set to - 2
Video Time Stamps:
0:00 – Video introduction and bike overview
1:25 – Discussing KTRC and wheelie control
2:55 – Discussing shifting and engine braking
3:52 – Additional overview of parts installed
4:40 – Customer heads out for first test ride
5:18 – Brock’s ‘speed run’ footage from Mexico
6:15 – Customers reaction after the test ride
7:15 – Discussing power modes and mapping
7:58 – Brock’s discusses his H2 SX riding experience
9:47 – Discussing the Penta-Carbon exhaust sound
10:40 – Checking out the Penta-Carbon in sunlight
11:05 – What did we learn from this experience?
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Amazing and humbling - thank you. I truly appreciate your support of our YouTube Channel, our content and Brock’s Performance, the company as a whole. I’m glad you like what you see, and we will keep doing it for as long as you keep enjoying it.
Sincerely,
Brock Davidson, President
Brock’s Performance
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In a previous video, Brock asked you what you would like to see in 2020. Brock covers a wide range of your suggestions, while also discussing the ‘Brock Story’ and talking about some of the major events, good and bad, that took place along the journey… from hell-raising motorcycle kid to self-described ‘dumb racer with a side gig’, and then onward to ‘relatively astute’ businessman (also self-described) and president of one of the most respected companies in the motorcycle industry. Brock’s Performance shipped to almost 100 different countries in 2019 while also serving as a stocking distributor to over 2000 dealers worldwide. Brock is very proud of the company, the people and the industry partners who make Brock’s Performance what it is today.
We hope you enjoy: Your One on One Brocks Performance Tour With Storytelling By Brock
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Video Time Stamps:
1:27 – Brock Davidson’s early history
6:15 – Beginnings of Brock’s Performance
9:28 – Lang Hindle/Brocks exhaust design discussion
11:08 – Patents
12:03 – 2000 AMA Prostar Superbike Championship Discussion
14:50 – Learning about nitrous the hard way
16:59 – BIG carb backfire at Atco
20:15 – Brock and Bandit become the first street-legal motorcycle in the 7’s
19:35 – Brock 8.07 and RG final at Atco
22:37 – Brock’s Performance offices tour
24:40 – Brock’s Performance warehouse tour
25:48 – Why Termignoni?
26:28 – Anybody need a BST wheel?
27:25 – No ‘trinkets’
28:52 – Why Sprint Filter?
32:00 – Exploring the ‘Brock Wall’ of products
32;50 – Brock’s Clutch Springs
34:11 – Showerhead/Fast and Furious
38:05 – Warehouse management - Worldwide Bearings
40:50 – Picking an order / real-time inventory
45:25 – Exploring Brock’s Performance dyno room
50:47 – Checking out the bikes in Brock’s ‘stable’
54:38 – Product development and R&D area
56:57 – What does Brock do? / What’s next?
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