Highest power exhaust for GSX-R750 L1 2011-2023?

[ptuomov]

Some advice requested: What's the best setup for individual cylinder fuel tuning for Alpha-N motorcycle engine like this?

[nitro2]

Well those look like a real handful. Probably spend a significant % of their WOT time approaching or on the rev limiter, at least in the dirt sections.

Less than you’d think, because they have surprisingly good traction even on the dirt sections. You can hear in this video when the lead cars shift and hit the limiters at top speed:

https://m.youtube.com/watch?time_contin ... e=emb_logo

The cars have enough power that just a couple of horses don’t make a car a winner and driver is the most important part of the equation.

In car videos show a very busy driver

[ptuomov]

Well those look like a real handful. Probably spend a significant % of their WOT time approaching or on the rev limiter, at least in the dirt sections.

Less than you’d think, because they have surprisingly good traction even on the dirt sections. You can hear in this video when the lead cars shift and hit the limiters at top speed:

https://m.youtube.com/watch?time_contin ... e=emb_logo

The cars have enough power that just a couple of horses don’t make a car a winner and driver is the most important part of the equation.

In car videos show a very busy driver

Yes, this class is very demanding on the driver and cars are relatively even. It’s a driver’s class.

[Rick!]

Some advice requested: What's the best setup for individual cylinder fuel tuning for Alpha-N motorcycle engine like this?

Are u asking about a tuning hardware setup or a brand name of efi tuning tools?
If just asking about a hardware setup, assuming the efi tuning includes closed loop learn and closed loop compensation, then this is what I would do.
First, yank all the injectors and get them flowed. Fix or substitute as needed to get them all within 1/2% of each other.
Second, I would consider fuel flow based fuel maps, as in MPa vs RPM vs pph/ccm (pounds per hour or cc/min). That way you can tailor driveability in certain areas of partial throttle easier.
Use 5 O2 sensors; one in each tube and one at the collector. If Alpha-N is the only fuel map tuning knob available, then the maps become easier to manipulate but the result is a bit coarser control due to map X-Y size. (Holley is 31x16 for table size, some Alpha-N tables I've worked with are tiny.)
The collector O2 generates the base map and the closed loop learn table will then dial it in. All you do is fill in a closed loop target AFR table to start the process.
Then substituting each individual cylinder will generate a compensation table for that cylinder - it should be all in % so it's a relative change. Copy-paste the compensation into individual cylinder fuel trim and repeat 3 more times.
It appears the Woolich tuner will do most of what you want and more once you buy the auto tune, data logger and O2 sensor add-ons. You'll probably want to buy one of their tunes to practice with. In the videos, it will do both IAP and Alpha-N maps so it looks like it has some pretty good fidelity.
When your wheel man is done dominating this circuit, are you already lining up an F3 ride for him?

[ptuomov]

Good point about Woolich, we use their software and I just contacted them to ask if they have a process/tools they recommend for individual cylinder tuning.

Some advice requested: What's the best setup for individual cylinder fuel tuning for Alpha-N motorcycle engine like this?

Are u asking about a tuning hardware setup or a brand name of efi tuning tools?
If just asking about a hardware setup, assuming the efi tuning includes closed loop learn and closed loop compensation, then this is what I would do.
First, yank all the injectors and get them flowed. Fix or substitute as needed to get them all within 1/2% of each other.
Second, I would consider fuel flow based fuel maps, as in MPa vs RPM vs pph/ccm (pounds per hour or cc/min). That way you can tailor driveability in certain areas of partial throttle easier.
Use 5 O2 sensors; one in each tube and one at the collector. If Alpha-N is the only fuel map tuning knob available, then the maps become easier to manipulate but the result is a bit coarser control due to map X-Y size. (Holley is 31x16 for table size, some Alpha-N tables I've worked with are tiny.)
The collector O2 generates the base map and the closed loop learn table will then dial it in. All you do is fill in a closed loop target AFR table to start the process.
Then substituting each individual cylinder will generate a compensation table for that cylinder - it should be all in % so it's a relative change. Copy-paste the compensation into individual cylinder fuel trim and repeat 3 more times.
It appears the Woolich tuner will do most of what you want and more once you buy the auto tune, data logger and O2 sensor add-ons. You'll probably want to buy one of their tunes to practice with. In the videos, it will do both IAP and Alpha-N maps so it looks like it has some pretty good fidelity.
When your wheel man is done dominating this circuit, are you already lining up an F3 ride for him?

[ptuomov]

This is a high-production value video, but our driver uses the car differently. Unlike the driver in this video, he never, ever has the car WOT at 8000rpm:

https://www.youtube.com/watch?v=H1is5rn5oq8

[ptuomov]

As short as it gets:

https://www.youtube.com/watch?app=desktop&v=RzsBXskdEy0

[Tom68]

Can you ask the chatgpt version you’re using which gsx-r750 l1 aftermarket exhaust makes the most peak power on a dyno?

viewtopic.php?t=67545

User
which gsx-r750 l1 aftermarket exhaust makes the most peak power on a dyno?

ChatGPT
The GSX-R750 L1 is a specific model of the Suzuki GSX-R750, and the performance of aftermarket exhaust systems can vary based on the brand, design, and other factors. To determine which aftermarket exhaust makes the most peak power on a dyno for your specific GSX-R750 L1, you would need to consult with experts and look at dyno testing results or reviews for various exhaust systems designed for this particular motorcycle model.

Peak power gains from an aftermarket exhaust can also depend on other factors, such as engine modifications, fueling adjustments, and tuning. It's important to consider the entire package and how well the exhaust system integrates with other components to achieve the desired performance. Additionally, local regulations and noise restrictions may influence your choice of exhaust.

Always ensure that any modifications, including aftermarket exhaust systems, comply with local laws and regulations. Consulting with motorcycle experts or your local motorcycle dealership can help you make an informed decision based on your specific requirements and preferences.

[nitro2]

Guess AI needs some work yet...................

[ptuomov]

Guess AI needs some work yet...................

“All your base are belong to us” isn’t what comes out anymore, but it’s still internet consensus nonsense in terms of the logic.

[ptuomov]

The airbox Helmholtz resonator volume for GSX-R600/750 is 8 liters.

IMG_8813.jpeg

[ptuomov]

Side Intake Side Exhaust
Maximum lobe lift 8.44mm Maximum lobe lift 7.60mm

[ptuomov]

This fairly basic, plain vanilla exhaust seems to work very well above 11k rpm. Sequential 4-2-1, very short secondaries, no balance pipes, and pretty big pipe diameters.

yoshi1.jpg

Yoshi9.jpg

Yoshi10.jpg

[ptuomov]

Any suggestions about how to modify the above exhaust to make even more power above 11k rpm?

[BLSTIC]

Narrower collector angles maybe? I'm a bit past my bed time but they look fairly steep