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Are there any for the 1200s?

"As a boy I had monsters under my bed and now as an adult they live in the garage. Just can't get away from them." - Numbercruncher
 

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Wonder what it looks like with a Termi or Akro setup. 2.5% gain isn't much.

"As a boy I had monsters under my bed and now as an adult they live in the garage. Just can't get away from them." - Numbercruncher
 

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Discussion Starter #4
Remus claims an improvement over stock as follows:
+ 4,7 HP
+ 3,5 Nm
- 3,2 kg

In percentage terms:
+3.02% HP
+2.28% Torque
 

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SwflDuc:

I got the Remus Hypercone for my 1200S and I love it, it has a cleaner look, sounds great, and the bike runs smoother after I installed it. The power gain should be minimal like the chart above, but the looks and sound are good enough for me. Below are some clips from before and after.

Before

After
 

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Discussion Starter #7 (Edited)
@Nomad
Thanks for sharing.
What I find interesting about the charts are the stock figures. Usually, there's a 15% drop between the manufacturer's power figures and those measured on a Dyno at the rear wheel.
As you already mentioned, I don't really care either about the after-market performance gains as that's not what most people (myself included) buy these slip-ons for.
 

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i (my WIFE) spent $1000.00 to make my bike more SAFE making it louder, thus alerting drivers' of my presence!
more SAFE by dropping 20+ pounds making it quicker to steer out of hazards!
more SAFE by making it more visually attractive, also alerting drivers' of my presence!


If anything, honestly, I probably lost power with the incredible amount of flow my slip-on has. But rarely do I rev past 6k and I don't really care what my "peak power" is.

I get boners every time I fire the engine up. and that's what matters. :)
 

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@Nomad
Thanks for sharing.
What I find interesting about the charts are the stock figures. Usually, there's a 15% drop between the manufacturer's power figures and those measured on a Dyno at the rear wheel.
As you already mentioned, I don't really care either about the after-market performance gains as that's not what most people (myself included) buy these slip-ons for.
Note the high stock number for the R too with about the same 15hp difference quoted from the factory. I believe that's what one would call an optimistic dyno. :devil
 

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Discussion Starter #10 (Edited)
Note the high stock number for the R too with about the same 15hp difference quoted from the factory. I believe that's what one would call an optimistic dyno. :devil
The chart I posted was for the R at 154.9HP which is very optimistic and only 5HP off from the number posted by Ducati measured at the crank. That's exactly my point as posted in the "Monster 1200 R Aftermarket Exhaust" thread. With a 20hp variations between dyno's, who knows what the real outputs are.
 

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Discussion Starter #11
BTW, I'm not criticizing Remus or Cycle World in any way here. All I'm saying is that Dyno numbers are only good for measuring the difference between the stock (baseline) number and those produced by any modifications on the same bike measured back to back. Dyno numbers are only good for relative comparisons not absolute figures.
 

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The chart I posted was for the R at 154.9HP which is very optimistic and only 5HP off from the number posted by Ducati measured at the crank. That's exactly my point as posted in the "Monster 1200 R Aftermarket Exhaust" thread. With a 20hp variations between dyno's, who knows what the real outputs are.
In Europe, the chart shows normally the output at the crank, not a the rear wheel. I measured my 1200S with original and Remus exhaust.





With Remus 134 HP at the rear wheel, original exhaust 132 HP, both with installed db-killer. Interesting the torque between 3700 and 5200rpm.
 

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Discussion Starter #13
@rocroc
Remus measuring at the crank makes their numbers reasonable. Thank you for the clarification and sharing your charts.
Could you explain the second chart?
 

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The second chart shows the AFR values. There are special measurement holes in the exhaust where you can connect sensors. I think there is a little delay while accelerating on the dyno. The power curve corresponds with the AFR values if you include the delay. The Remus is richer in the low rpm range and produces there more torque. In the higher rpm range the Monster runs with both exhausts quite rich like most of the bikes: The AFR is focused on safety, richer = cooler.

So you can gain some more ponies with an individual mapping ;-).
 

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The second chart shows the AFR values. There are special measurement holes in the exhaust where you can connect sensors. I think there is a little delay while accelerating on the dyno. The power curve corresponds with the AFR values if you include the delay. The Remus is richer in the low rpm range and produces there more torque. In the higher rpm range the Monster runs with both exhausts quite rich like most of the bikes: The AFR is focused on safety, richer = cooler.



So you can gain some more ponies with an individual mapping ;-).


Is the delay the reason for the lower Remus numbers in the first graph around 3500 RPM?
I've been thinking of getting the Remus for my 1200s. How is the seat of the pants feel vs stock?
 

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Is the delay the reason for the lower Remus numbers in the first graph around 3500 RPM?
I've been thinking of getting the Remus for my 1200s. How is the seat of the pants feel vs stock?
The numbers under 3700rpm with the Remus are not correct on my chart, measurement started about 3700rpm. We didn't want to stress the engine to much after two runs with the original exhaust. In practice the Remus performs very well in low rpm range. He has a small dent in the middle rpm range, not really noticeable (like the additonal peak power). I'm still happy with this slip-on after 34'500km, lightweight, pretty nice sound, high quality.
 

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Discussion Starter #17
I think there is a little delay while accelerating on the dyno. The power curve corresponds with the AFR values if you include the delay.
1) is the delay responsible for the Remus running lean from 3~5k RPM?
2) is that an unmodified fuel map?
 

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Sorry, my comment was not correct for this chart... I had another in my mind's eye. The Remus is leaner in low rpm with full throttle. But a value about 13.2 is what we want. I installed some weeks later a RapidBike. The standard map for the M1200S was leaner in mid and high rpm range at full throttle. Worked very well. The map in these charts is stock.

Gesendet von meinem SM-T800 mit Tapatalk
 

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Discussion Starter #19
@rocroc
Thanks for that. I'm seriously thinking about a RapidBike as well. I have some due diligence to perform as I have learned today from my accessories dealer that European, US and Canadian ECU's may be differently mapped to comply with local EPA regulations. Therefore a European unit may not work well in another region. I'm looking into this now to differentiate between facts and fiction.
 

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Discussion Starter #20
I received a prompt response for Rapid Bike about regional ECU differences and accordingly it's not an issue.
Here's their response:
Yes there may be some regional differences between the stock ECUs but this is irrelevant to how rapid bike works and makes adjustments so we have had nothing but good success with it, however, this next sentence is absolutely unique to Monster 821/1200 models which is , we can not make any adjustments below 3000 RPM on these particular models, when we do check engine light gets triggered which does not affect in running of the bike... But still when we set up your system we basically make no adjustments below that RPM and in reality below 3000 RPM is pretty useless anyways....
 
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