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Thread: 2019 Wethead 1254cc Engine

  1. #91
    Registered User WWeldin's Avatar
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    Quote Originally Posted by lkraus View Post
    That would make too much sense. Looks like it might change air flow to the header, so more or less pipe discoloration?
    Attachment 70518

    That angle is better than the other one with red. Makes sense now.

    Thanks.

  2. #92
    Registered User ballen262's Avatar
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    Quote Originally Posted by lkraus View Post
    There has always been an RTW non-GPS prep version available with a different dash panel, if you wanted to special order the bike, knowing you would never purchase the NAV. You would never see one on a dealer's floor, because it would be stupid for them to eliminate the possibility of more profit on a NAV. For 2018, the GPS dash mount was part of the optional "Standard Package" with cruise control and power outlet for $600 over the base price. I'm sure similar packages will be established for all the 2019 RTs.
    As I did more reading up it seems that the upper dash above instrument cluster can be replaced with a Nav integrated dash, easy upgrade.

  3. #93
    Registered User ballen262's Avatar
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    Quote Originally Posted by lkraus View Post
    That would make too much sense. Looks like it might change air flow to the header, so more or less pipe discoloration?
    Attachment 70518
    They will still get discoloration but it might be slowed down with this update.

  4. #94
    Dress for fall & avoid it AlanColes's Avatar
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    Quote Originally Posted by OldCamper View Post
    FWIW, Honda offered a similar 2-stage system (VTEC) on the VFR series in the Ď90ís but it was dropped from the bikes some years ago. Some riders at the time didnít like the system switching during aggressive cornering. I think itís still used in some Honda cars, though.
    That was over 20 years ago. The MCN test ride of the R1250 states that the transition was imperceptible, so it appears they got it right.

    Quote Originally Posted by kevinsclo View Post
    Given how BMW implemented the VANOS on their cars and all the problems that came along, I say wait at least a couple years till all the bugs are ironed out.
    Again, we're talking about issues that were fixed two decades ago, not recent ones. That doesn't mean that there can't be issues with this new system, but lets be realistic. When was the last time you heard of any body of issues with BMW fuel injection. When the shift was made from carbs to FI there was a hue and cry that you couldn't work on the FI on the side of the road, in your home garage, etc. Well, just like with points, condensers, etc., we don't here about these things being an issue for virtually anyone. While the old systems (carbs, points, etc.) did require road-side fixes once and a while, the newer fuel injection, electronic ignition, etc., have brought a myriad of improvements with virtually no downside.

    Quote Originally Posted by rguy View Post
    Don't forget the bump in displacement meaning heavier pistons, cylinders, crank, etc.
    We should not assume this. There is nothing that requires it. In fact, if they use the same cylinder barrels they will be lighter because the bore is slightly larger. THis used to be the case with H-D 883 vs 1200 Sportsters and other engines.

    Quote Originally Posted by lkraus View Post
    That would make too much sense. Looks like it might change air flow to the header, so more or less pipe discoloration?
    The discolouration is less from the heat of the engine and surrounding areas than from the exhaust gas heat which doesn't care if the exhaust is completely unshielded. My 1970 Norton 750 Commando had a momentary carb problem that sent it into a short-term lean condition that really blued the pipes and they are completely out in the airstream.
    005.jpg

    The culprit is most often a lean mixture condition which generates lots of heat. With the VVT and the new swirl patterns there might be a more precise fuel mixture that will reduce the lean condition under low load, but I suspect not as that would slightly increase emmisions and fuel consumption, both of which manufacturers are loath to do.
    Regards, Alan - President BMWONS - MOA Charter Club #097, BMWMOA/BMWRA/BMWONS/Airheads
    Current: '14 R1200RT / '06 Ducati ST3s / '91 R100GS / '86 R80RT / '75 R90S / '73 850 & '70 750 Commando Prev: '04 R1150RT / '81 Honda GL1100 / '77 Suzuki GS750 / '73 Norton 850 Commando

  5. #95
    Registered User Rinty's Avatar
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    Alan:

    Thanks for the in depth analysis, as always.
    Rinty

    "When you don't know where you're going, any road will get you there."

  6. #96
    Registered User kevinsclo's Avatar
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    Single vs Double

    Looks like the Shift-Cam only applies to the intake valves at this point. That means the double Shift-Cam will be coming soon or the near future (i.e., Mk.II).

    150 HP with shift-cam system on both the intake and exhaust valves?

  7. #97
    Dress for fall & avoid it AlanColes's Avatar
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    Quote Originally Posted by kevinsclo View Post
    Looks like the Shift-Cam only applies to the intake valves at this point. That means the double Shift-Cam will be coming soon or the near future (i.e., Mk.II).

    150 HP with shift-cam system on both the intake and exhaust valves?
    I suspect we will see that when the EU-6 requirements come into play, if it is needed, or some time well after that if not needed to meet EU-6.

    EU-4 was for 2016/2017 bikes, EU-5 is for 2020/2021 bikes, so EU-6 should appear for 2024/2025 or so. The reason for the two years is that the first is for new engine designs (EU-5 = 2020), while the latter is for existing designs (EU-5 = 2021). That is the most likely reason we are seeing the R1250 in 2019. If BMW had waited to release the R1250 as a 2020 model it would have had to comply with EU-5 right out of the box. By releasing it for the 2019 model year, BMW do not need to have the R1250 EU-5 compliant until the 2021 model year. That gives them an additional year to get everything sorted out.

    VVT for the intake cams gives the greatest bang for the buck and improves HP and TQ while reducing fuel consumption and emissions. Using VVT on the exhaust cams can give a small improvement in HP/TQ but its primary benefit is emissions reductions. There is additional weight, complexity and cost penalties for this so we shouldn't expect to see it implemented until it is necessary to do so. Wheither that is for EU-6 or something later, I have no idea.
    Regards, Alan - President BMWONS - MOA Charter Club #097, BMWMOA/BMWRA/BMWONS/Airheads
    Current: '14 R1200RT / '06 Ducati ST3s / '91 R100GS / '86 R80RT / '75 R90S / '73 850 & '70 750 Commando Prev: '04 R1150RT / '81 Honda GL1100 / '77 Suzuki GS750 / '73 Norton 850 Commando

  8. #98
    Boy is that a good looking norton !!!!

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