My ZX14 in Sport Touring Mode

[Blue is Best]

Blue...third dyno chart down...old style Akro on r model:
http://www.ivansperformanceproducts.com/12zx142.htm

Volfy...no free lunch...well in the case of the ZX14's, the motor is restricted/detuned...an ecu flash corrects that.
But I get your point and in general agree with it.

None of you guys know me but I bought a zx14 to slow down.
My turbocharged, intercooled Honda Blackbird at 255HP and 155 lbs torque was much faster.
The more I rode it, the more I got used to it, and the harder I rode it and...
before I hurt myself, I sold it but I had put 40,000 trouble free miles on it in 4 years.
I bought an 07 ZX 14 and 3 years later, I bought my r model.
It's fast enough for this 68 year old but I do like to tinker...
Volfy, lemme know if you want to get ride of the Akro...
 

You're OK by me!

I noticed quite a few months ago on your profile the 2000 Bandit with the hair dryer. Thanks for the dyno chart. I sure would love to know the pipe sizes, etc. of the two in comparison.

By the way, the last sentence- How are you going to ride the Akro pipe!  

[Sport-Touring]

[HanksXXX]

LOL...FTFM...

[Volfy]

Hey, what a man does with his headers is his own bidnez.  Who are we to judge?

Saw a set of '12-'15 headers - brand new take-off from a 1-mile bike - on ebay, so I grabbed it... just so I have the option of returning to stock.  Hank, I agree with what you were saying about the smaller ID on the '06-'07, but I'm not sure I want to put a cat on my bike.  I just know the beautifully made and free flowing Akra headers are going to waste for my purposes.  Still, swapping headers will take labor I'm getting increasingly lazy to spend the older I get.  We'll see how things go.

I fired up the bike last night with the single R77.  I could swear it sounded quieter than with 2 slip-on's.  I like twin exhaust on my RSVR and SV1000S, especially since they were nice Italian chrome (aka carbon fiber), but I dig the looks of the single on this bike... maybe just because it's different.

Adding my Givi V46, however, kinda ruined the lines.  I need my top box, so I'll live with it.  It should balance out better with the V35's added on, as I have seen pics of ZX14 set up similarly.

[Volfy]

Hank, a good friend of mine rides a 'Bird and we've swapped bikes from time to time.  I like the XX a lot and wish Honda would have another go at it... among a whole host of bikes I wish Honda would revive.  That sort of composed gentleman's sportbike with a smooth powerful engine is exactly what I'm after with the ZX14R.  I like a good bit more than enough power, but anything north of 125HP and 80 lbs-ft is good in my book.  I would be fine with the Ninja 1000 if it doesn't feel "budget" and viby.  I'm more attracted to ZX14R's refinement and polished composure than its 190 RWHP.  I get my kicks more in lateral acceleration anyway.   Setting up for a turn, carrying momentum through, then powering out of it is much more rewarding to me than simply twisting the grip in a straight line.  If I'm gonna spend any real money on the ZX, it'll be for suspension bits.  The rear shock has already rubbed me to wrong way, putting up a fight with the preload adjust.  

[HanksXXX]

 Hank, I agree with what you were saying about the smaller ID on the '06-'07, but I'm not sure I want to put a cat on my bike.

Again, there is no catalytic converter in the factory 2006-2007 front section or header.
Kaw added the cat in the 2008 header and maintained it through 2011.
That's why I specified 2006-2007...

My turbocharged Blackbird was my favorite bike, and that's out of hundreds.
The stock BB, while a great bike, just didn't stir my soul.
I like to think the ZX-14 is what the BB could have evolved into if Honda kept going with the model.
The damned ZX14 is just such a great bike in so many respects...I can almost live with it stock...
but I just love to tinker...I had one of my turbo Bandits, along with a big displacement NA Bandits, apart all over my garage and I said to the wife all this shit laying around and nothing to ride. She suggested I go buy something and not touch it. Not wanting to piss her off, I did.
It became my Turbocharged Blackbird, built after I got one of my other bikes back together...

[Volfy]

Ahh... I re-read you post, and yes, you are right.  Personally, I have no problem with that mod - for what I want out of it - but it might be tough to explain to a potential buyer, when it comes time to sell the 14R.  Stock or Akra OTOH needs no explanation.  

[HanksXXX]

Your problem lies with the centerstand.
I don't know if the Akro single muffler conversion will clear it.
The r model head pipe will work but it didn't look like the mid pipes could easily be made to work so you're looking for slip ons designed for use with the centerstand.
The 06-07 head pipe with the mid pipes cut off the mufflers can be made to work...
Like I said...trial and error and I've done both...lol

[Volfy]

Dunno for sure.  The center stand kit I just ordered 99994-0343 is supposedly specific to the '12-'15 14R, although the individual parts - including the stand itself - are mostly identical to the older CS kit.  The only difference is a bracket for what looks like relocating the key switch.  Not sure why that's necessary.  We'll see.  The Akra headers are slip-on compatible with either OEM or after market dual exhaust aft sections (like my Yoshi R77 dual SO's).  My guess is that the CS will clear the headers.  Again, we'll see.  I have the stock headers coming just in case.  I do know the CS will hit the Yoshi left side pipe.  Other 14R owners have confirmed this and had to bend the CS stand to fit.  I'd rather skip all that, which is why I deleted the left side pipe.

I will also have to fashion some kind of CS stop kit, as the Yoshi pipe does not have provisions for this (shame on them).  The Brock's $35 CS stop kit looks like just a piece of steel plate bolted to where the CS spring perch plate goes.  I'm trial fit first and figure out which way to go.  For me, a sport touring bike needs a CS.

[Blue is Best]

Dunno for sure.  The center stand kit I just ordered 99994-0343 is supposedly specific to the '12-'15 14R, although the individual parts - including the stand itself - are mostly identical to the older CS kit.  The only difference is a bracket for what looks like relocating the key switch.  Not sure why that's necessary.  We'll see.  The Akra headers are slip-on compatible with either OEM or after market dual exhaust aft sections (like my Yoshi R77 dual SO's).  My guess is that the CS will clear the headers.  Again, we'll see.  I have the stock headers coming just in case.  I do know the CS will hit the Yoshi left side pipe.  Other 14R owners have confirmed this and had to bend the CS stand to fit.  I'd rather skip all that, which is why I deleted the left side pipe.

I will also have to fashion some kind of CS stop kit, as the Yoshi pipe does not have provisions for this (shame on them).  The Brock's $35 CS stop kit looks like just a piece of steel plate bolted to where the CS spring perch plate goes.  I'm trial fit first and figure out which way to go.  For me, a sport touring bike needs a CS.

As I posted above, that is what I did for free. I had some 3/4" strap laying around the garage. Two drilled holes and BINGO.

[Blue is Best]

Not to pat myself on the back or anything but the new Motorcyclist magazine that I just got out of the mail has an excellent article on exhaust systems. They say what I said above. I just had to write that!!!!!!!

 

[Silverbird]

Volf, check to see if that ECU has been flashed. It most likely was if he went through the trouble of doing the exhaust. Makes a big difference.

Also, I can't help but notice the loss of usable power between 3 and 4K on that Akro.  I spend a lot of time in there when I don't feel like scaring myself.

[Volfy]

The ECU appears to be stock.  there are no markings of any kind on it, which I would expect to see a sticker of some kind if it's done by Guhl or other commercial outfits.  Only thing might be PO used something like Woolich Racing flash interface.  In any case, I'm gonna play it by ear - or rather, butt dyno - and see.  I just test rode it with the left side plugged.  If there was any power loss or fueling issues, I sure as heck could not feel it.  Next I'll try the longer TRS can and check.

Here's my "Stage 1" sport touring package:

With the Givi V46 is the way I'll ride 95% of the time.  I'll add the SW Motech V35 racks later... no hurry.  The top rack does necessitate switching to no-cowl set, so on went the gen1 seat.  Will ride on it a while to see.  CS stand stop turns out to be easy.  I just added an aluminum bracket and use a couple of zip ties as "bump stop".


Left side pipe plug is evident here.  Way easier to clean/lube chain, and no clearance issue with center stand.  Weight savings is not much, as the Yoshi CF can and pipe are very light weight, but it does help to offset the added CS.


My new office:    On my ride home, the GRP stabilizer was set to 17or 18 out of 20.  No wonder it felt a bit sluggish on turn in.  Dialed it down, and boy, this whale can turn!


PO added a lot of goodies already.  I have to have a rear hugger though.  Bestem's integrated CF hugger/chainguard is nice.

[Volfy]

Next up... 50w 4300k HID conversion on low beam.  CF front fender extender.  And that's it.

[Silverbird]

So now that you've got it turning well, how does it flick into a corner compared to your VFR?

One thing I do miss about my Blackbird is the way I could slam that thing down into the corners.

[Volfy]

Just came back from a longer ride, where I could hit some half way decent roads (by flat swamp land standards).  So far, my feelings are still mixed.  IF it is a single corner, the 14R tips in quickly, holds the line well and stays fairly neutral through the corner, and almost perfect fueling makes it a joy to power out.  The Dunlop Q3's gave excellent grip and road feel, and the 190/55 rear no doubt contributed to the eagerness to tip in.  However... through tight switchbacks, the 14R takes quite some effort to hoist it from side to side.  VFR1200 in that same scenario would flick like I'm on skis.  I don't know if it is mass centralization or higher CG, or frame geometry, etc.  Whatever magic dust Honda sprinkled over the VFR1200 cloaks its weight whenever it's scooting at speed.  OTOH, ZX14R has a tough time hiding its mass.

Power-wise, good god this thing is a beast!  I know why insurance co's all want a bucket of cash to underwrite this rocket.  Takes some serious will power to keep my license riding this jail bait.  That said, I stand by what I've always said about the typically inline 4 with 180deg crank... it just doesn't have that tractable feel.  With a good V-twin, V4 or triple, I swear I could feel every power pulse pushing that rear tire rubber against the tarmac and propelling the bike forward.  With an I4, I feel the effect of the brutal acceleration the engine produces, but that direct neural connection from right hand to the road just isn't there.

Another big plus of the 14R is... fueling.  Even more than the beastly power, the smooth fueling makes for very easy ON/OFF throttle transitions.  I can match rev downshift all the way down to first gear coming to a stop sign, and then ease in throttle for a velvety smooth takeoff.  Heck, I can pop the loud handle any time, and the bike just switches on the power with zero fuss.   I got so used to taming VFR1200's low speed bucking bronco, I actually do a great job at masking over its less than perfect low RPM fueling.  But matching 14R's ON/OFF throttle smoothness is darn near impossible.

I have yet to come across a perfect bike, and the 14R is no different.  There are some things it absolutely excels above all others, but it does also have some less than stellar qualities.  Dunno what Rogers and Ebert would say, but I give it a  .

[HanksXXX]

You could try raising the fork legs 10mm's or so which might help side to side transitions.
I'm not familiar with Dunlop Q3's but possibly a tire change would help.
Does it feel any different to you with a small fuel load compared to full?

[Silverbird]

Honda is somehow able to keep their rotating mass inside the engine almost invisible. Their 1200 is perhaps the most impressive engine you can buy as far as having minimal effect on handling. You wouldn't think it could make that much of a difference but that V4 is so narrow and compact it flicks around even better than their "super-lame and needs to die" 800 VTEC.

Have you ridden an ST1300? Now that's what I call mass centralization, the direction of the crank and magic dust lets that bike turn like a 750 it seems at times.

[Volfy]

Hank, my track bunny has Q2's and I've had Q3 on another bike.  Great sportbike and level 1 track day tire that's hard to beat.  Bit of a waste for ST duty but I'm glad PO put them on.  Raising the forks (steeper rake and less trail) will help quicken the initial tip-in, but I'm not sure that's the problem.  I'm still getting to know the bike, and I'd rather not make geometry changes right off the bat.  I'd like to keep the stability it currently has.  Will ride it as is and play with little things like tire pressure and suspension setting first.

At the end of the day, it handles quite well for a open-class sportbike.  I prefer the ZX14R's handling to the Busa I test rode some time ago, but I do get the sense that the chassis dynamics of these two bikes were designed to slightly different priorities than, say, the VFR1200/K1300S pair.

SB, never did sample an ST1300, but I have read and heard about how it handles.  But I can tell you the Trophy SE feels livelier than the C14 I had, even though they are probably within 30 lbs of each other.  These are the kind of things that you really need to experience first hand to know.

[Volfy]

...that V4 is so narrow and compact it flicks around even better than their "super-lame and needs to die" 800 VTEC.

 

[Silverbird]

 

How loud is that pipe? I want one but cant stand droning on the freeway with a bunch of resonance