I didn't know how prophetic this title would be when I first posted this. Turns out, one person did get his 'nickers in a bunch' and slammed me, accusing me of taking credit for things I didn't do. The fact is, you can combine different components and sometimes you get lucky, but you can't count on being lucky.
The value that a tuner adds, is making these different parts work together rather than against each other. If you don't think that has any value, just ask a bunch of people, who have added pipes and jet-kits, how there bikes run and see if they all 'got lucky'. Then, after you've gotten a 'pretty good' from 50% of them, put them on the dyno and get 'em right, then see how many are left.
Now to the original report, and; 'Don't get your 'nickers in a bunch' over any comments I make.'
I don't consider any of the new generation twins to be Ducati 'wanna-bes'. However, I do think that a 90 degree 'V' is a superior engine architecture, from every aspect, with the possible exception of packaging. That does present some problems.
First, Ducati didn't invent the 90 degree angle. The balance of this layout is really nice, though.
Second, the fact that H-D, Honda, and Suzuki chose the same bore/stroke as the Ducati Superbikes, is based on the same performance considerations that Ducati used (maximum RPM to extract competitive power, while not compromising all-around usability from their twin.) The others didn't have the same dimensional constraints that Ducati started with, namely, a 750cc format. The dimensions from the crankshaft centerline to the cam drive shaft centerline is the same as on the 750 air-cooled models. This does limit the stroke capability of the engine. Also, this is the reason the cases crack from the main bearing to the cam drive shaft bearing bores. Fortunately (for Ducati) there is enough room for even a little more stroke than the Superbikes use. This allows the 68mm stroke of the 904cc air-cooled line on the same crankcases. But, I digress.
Shawn Bennet was recommended to talk to me about doing the fuel injection calibration on his TL-R after he purchased the 'Yosh' pipe, because I have been doing Ducati fuel injection calibration for several years. Reed Herman suggested that to him.
I baselined his bike and decided to try some little things that might change the output. Like, removing the air-box lid. In the dyno cell one can do that without too much fear of ingesting harmful particles. The manufacturers probably know that changing the air-box volume has an affect on performance (Helmholtz resonance) but there is always a compromise between volume and available space on the vehicle. Fuel, air, and a place to sit, you need all three.
The first chart shows the effects of removing the air-box lid on the stock bike.
That was encouraging. Even if it doesn't increase the peak HP by much, the improvement in the normal riding RPM range, makes it faster.
When Shawn recieved the pipe, he brought it in and installed it. More tests, and it liked the pipe.
Then he read (I think, on 'the list') about the Sharkskinz air-box. I called them, he called them, we talked, of course he wanted to know if it would gain any power. So did I. (If I knew everything, I'd get into any other business and retire, a wealthy man.) But, more power to Shawn, he decided to go for it, and had me order the air-box. The problem is, there isn't any provision for an air filter.
I conjured on the problem for a while, and came to a solution. Simple, elegant, effective. And, I'm not going to divulge the solution. Let your tuner-guy figure it out!
The Dynojet Commander finally arrived and I ran the bike with the Commander map and the new air-box/filter and the Yosh pipe. The next chart shows the results of the runs with the Yosh pipe and the stock inlet system, compared to the pipe, Sharkskinz air-box and the standard Dynojet Commander file and the pipe and Sharkskinz air-box with the adjusted Commander file.
The final chart shows the stock run, the topless, stock air-box with the stock exhaust, and the final result.
Everyone wants to be assured that, whoever is doing their work/tuning already knows exactly what to do. With a new model, like the TL you won't find someone who already knows what to do (except in a theoretical sense) you need to find someone who can learn.
I had come to the conclusion (from talking with people who are on the TL list) that there wasn't much activity, just talk. Duane Mitchell (Fuel Injected Motorcycles, in Australia) has noticed the same thing. Everyone wants all of the answers before they do anything, if you wait long enough, your bike will be obsolete as well as slow, but, then you'll find someone who has the knowledge you're looking for.
Now, we need to finish the job on Shawn's bike, make sure the cam timing is were it's supposed to be, and the ignition timing is right, etc.
New insert here. Shawn got the Commander III and we tried retarding the timing. The power changed hardly at all, so I left it retarded except in two spots were there was a little decline in torque.
Jeff Friesen brought his TL1000R from Canada with his Yoshimura Advanced Fuel Management System and was disappointed that the result wasn't 130 HP.
While the results were similar in the areas that were affected, the magnitude was less, that goes to show that 'YMMV' (your mileage may vary). I'm sure these disparate results represent differences in cam timing, at least.
This points out another issue I have. Somebody should find out what the cam timing of these things is, and how much they vary. Just like on the Ducatis there are 4 cams and each can be out-of-spec by a different amount.
Fuel injection isn't something to be afraid of, thanks to people like Duane Mitchell and Dynojet, so get off your butts and make some Horse-power.