DamienC

Very interesting about carbon wheels ! I was told many times around here that it was for safety reasons (I don't know myself..have ever used them, and have never seen them). But it's good to know ! I am not a carbon expert (-: Do you know how to deal with localized impact, like projection of a stone or something like that ? Problem with carbon frame is that there will surely be, like for everything, a couple of failed attempts or not perfect combinations before they really take over...and the problem is that companies will not have the feedback they could get, simply because only few will be able to afford them. I think that's one of the main thing that slows down a number of really creative new things: if by nature they are really incredibly expensive, they will only be used by a couple of lucky people, and will take forever to really become general. That's too bad. Motorcycle riding on the track is really expensive. I have already ruined myself with it, and without buying crazy expensive stuffs, I am already broke ! So fact is that for instance, even if I really like trying new stuffs, I will never be one of the lucky early adopters of things that are too expensive (I bet that the BMW carbon frame will be quite expensive !)...and I am not the only one, so that's one thing that will slow down new products... And also, usually, I don't buy the first product of a new line...always issues. s1000rr, R1, ZX10...all these bikes, in their first months, are suffering recalls of various kind. That's pretty normal, in fact. But I would not put my life at stake, riding at 300 km/h on a frame that, even if BMW engineers are top notch, has not been more thoroughly tested in the real life and not only by the few lucky BMW test riders. All this said, if someone gives me the new HP4 Race for Xmas, I will NOT say no :) If you get the opportunity, get a test ride on the track on the R1...it's incredible. What you lose a bit on the engine side (if you are running stock, without YEC etc...then it's hard to beat the s1000rr engine...but with the YEC ECU, proper mapping, that's a different story), you make it up 100 times in the curves. Anyway, love both bikes...would love to have one of each !

Actually, check out the new FKR kit ! Ohlins is giving up the TTX25 gas pressurized kit for a new, non-gaz pressurized system. Apparently, it's amazing, more reliable (no leaks), much easier servicing (and less often). And nowhere near the price tag of the FGR system. I was discussing with the Ohlins guy who is responsible of the suspension settings of SERT (endurance world champ 2016), and he told me this is a really amazing piece of kit...soon on my R1 (-: ! I personally will not be excited anytime soon about carbon frame...probably lots of advantages, but I would like to know really what is the gain in weight, how it really behaves...and more importantly, really, how it handles shock when you go down. Carbon wheels, for instance, are forbidden in a number of racing categories (if not all...I actually don't know any here where carbon wheels are allowed) because it's not reliable enough and increases danger on the track (in fact here, we also don't see much mag wheels except when you really reach very high level racing team which don't mind buying new mag wheels every other day...but mag wheels are also not as robust as forged aluminium...and very good forged aluminium wheels are almost as light as mag wheels...at least the ones we ahve access to, not the ones Rossi and Marquez use !). As for DDC or equivalent, this surely will eventually replace normal suspensions. Right now though, for track use, standard setups are still preferred...could be simply inertia of riders, who want to stick with what they know. I cannot say. I am wondering though if teams running endurance race will go for electronic setups, as a mechanical problem in suspensions during a 24 h race can be fixed, but often enough, an electronic one may be more tricky ! On the other hand, it's not like they don't use traction control, which is also electronic ! Anyway, it's fun to look at all these evolutions ! On my side at the moment, I cannot be happier with my new bike..and can't wait to get very good suspension setups !

My experience is only OEM pads vs. Brembo Z04, which are pretty high end pads, on the track. Day and night. Braking power, longevity etc...

Using Brembo Z04...they are the favored pads for the track around here.

Interesting new BMW HP4 Race at the EICMA 2016....carbon chassis, carbon, carbon, more carbon ! No change in the engine though... Anyway, maybe 0.01% of us will be able to afford this, probably those hesitating with the new Ducati Superlegga :D ... What is interesting though, is that after having really pushed the DDC, even for track and racing use...their ultimate race machine...has no DDC (but 15000$ Ohlins FGR front !!!).

I used to have DDC on my track HP4. So not the very last DDC setup. It performed unbelievably well on the road. And really super nice too on the track. Now on my bike, I have good old manual suspensions, rear shock and front suspensions...now I cannot say if I like it better or not. I am much faster with my current bike than with my former BMW...but everything changed, so it's a no control experiment. Do the standard suspension play a role in my feeling with the bike. Maybe...maybe not. Anyway, for me, there is one huge advantage to standard suspensions. I like playing around with my tools, adjusting the old way rather than electronically. It does not mean it's better. It only means I enjoy it. The one thing of course DDC allows you (although you probably need more than the RCK3 for that), is to change your suspensions depending on the corner...basically program your bike, knowing the track, so that it automatically adjust for each corner...but honestly, for this to really improve your lap time, I think you have to be a damn good rider ! Anyway, I think DDC is really cool. I had the option on my new bike to also get electronic suspensions but I did not take it...by simple personal choice and the fact that I find it fun to play with my screwdriver !

Believe it or not, I am talking about 5 full seconds ! I just could not believe it myself. And I am not finished preparing the bike, optimising it for my size (still playing around with the position of the rearset...the bike has to get a custom map, which I did not have time to go for...right now I got a very good map from a race team, but each bike is different...a lot of useless parts still to be removed to make it lighter.). But that's the thing. more than 10 corners, 0.5 s per corner. I hit my apex way better, I get on the throttle way earlier. The lap goes down pretty fast...and I am using the very same GPS lap timer as before, so no issue there. I was actually very surprised how much faster I was. And I got lots of pictures...and watching the pictures, well, it's obvious. As I am much more accurate with my apex, I now have my entire body over the curbs every single time (it was more variable with my HP4 and my friend's s1000rr), my lean angle is much higher. Just unbelievable. And when I will have put a better rear shock, and springs that are more adapted to my weight (right now, they are all OEM), I think there will be no comparison possible. Also the steering damper, actually, could be upgraded. I find the front fork to be very good (at least at my level ! More expert riders may think otherwise).

And last: my bike is the standard R1. So no electronic suspensions. And my friend's s1000rr is also with normal suspensions. The front fork of the R1, stock, is great. The rearshock could be better. A good Ohlins rearshock is my next mod (when I get some cash !!! Lots of race parts from my old HP4 still to sell !)

And regarding fitting...I am 6'1...And it works well. Size was an issue for me that made me question the choice of the R1 initially. But in fact, you have plenty, even for me. But yes, if you are tall, you will want to put and adapt after market rearsets...

Hi Ducatmh, Sorry for the late reply...was away from the forum for a while. So yes, I went with a new R1...It was a very difficult decision...and I am just soooo happy with the bike. Since I have also ridden again a 2016 track-only s1000rr from a friend...on the same day with my R1, same track...and I have to say that my R1 is just in an league on its own compared to the BMW (to me, we all have different styles, levels, expectations, tastes, favorite tracks...so this is only my personal opinion and by no mean statement about which bike is best...the R1 is best...for me). Hard to say where to start. First, yes, the 2016 s1000rr is much easier to take around than the older versions...but man, the R1? I can ride twice as long, faster and be less tired than even on the new s1000rr (and the one I used is really well prepared for the track). It's light, turns like a charm, the chassis is just unbelivable. Just for an example: I got the R1, did the "brake-in" of 1000 km on the road (a very painful bike for the road !), switched to a Spark decat exhaust...and that's it...no further mods than a set of race fairing...nothing. Went to my favorite track (the one I go to all the time so I know it by heart). First few laps to get used to the bike...second session of the morning...I was 5 s faster per lap than on my track-ready HP4 (with the full titanium exhaust, HP Power Race ECU etc...etc...). The bike, except for the exhaust, was basically stock ! And since, my lap times are going down down down. Sure with the 2016 s1000rr, I am faster than with my HP4 too...but nowhere near as fast as with the R1 (except on the straight line where it's hard to beat the BMW...but good lap times are made in the corners !) So pros and cons... To me, honestly, it depends how much you want to modify the bike. Yes, the BMW has a stronger engine. More hp, high in the rpm, it's definitively more powerful than the R1...true...compared to the stock R1. I switched my entire harness on the R1 for a YEC harness with YEC ECU, a proper mapping from a race team...and the R1 engine become brutal (in fact, I don't use the most aggressive power delivery anymore...it's too much...that's a tip that a race team gave me here. Once full YEC, the power 1 is brutal and the power is not transmitted to the track well enough...it's not in fact as efficient). Even in the power 2 mode, at 250 km/h in 5th gear, if I go WOT, the front wheel goes up. It's just incredible. Basically, the absolute power on paper may remain a little lower than with the BMW (or on dyno), but the power is better transmitted to the track...so you actually do accelerate faster. My top speed on the straight of my favorite track with my R1 is actually higher than what I reached with my friend's 2016 s1000rr (which is very well setup, with RCK3, mapping etc...). So if you are ready to go YEC, then the R1 engine is an absolute blast. The noise is way more exciting, the power actually is incredible, the torque is way higher...it's amazing. - Electronics on the R1 is superior for sure. I like riding without too much assistance. But there electronics are incredible, and their tuning so much easier than on the BMW. - Comfort on the BMW is superior. - Technical support (at least here) for a track bike is better at Yamaha. Example: with BMW, when I put an HP Race ECU (although it IS a BMW product), my warranty was voided. Right away. At Yamaha, I asked...I can mod the bike, change exhaust, electronics, the harness, the ECU...as long as I don't open the engine, my warranty is still valid. And even if I open the engine to modify it, as long as it is performed by Yamaha people, then it's all good...that's a bit of a better support for a track bike !!! - The R1 is obviously designed for the track to start with. Simple example: all the screws for the fairings are already quick dzus. So no need to put adapters etc...for your race fairings. If you buy a good brand, it adapts right away on the bike, with dzus screws. I got my fairings, and they were on the bike in about 10 minutes. - With the s1000rr, you can switch off the Race ABS. With the R1, you cannot. But on the other hand, it does not matter to me, as once you put on the YEC system, the ABS is gone anyway. And I personally still have to activate the the ABS on the track. I do think I brake fairly strong...never activated the ABS, neither on the BMW nor on the R1. - If you work on the R1 yourself, everything is easier. It is clearly built to be modified. - For the R1...everything is cheaper. From the race parts, to the servicing etc... Anyway, I can go on and on, and if you have more specific questions, don't hesitate. I am not here to say the 2016 s1000rr is a crappy bike. It IS an awesome bike. But for a track-only bike, after having just left everybody behind for a few years, BMW has been beaten by Yamaha, according to me. The R1 is just a better track bike (again, for me !). Horrible on the road, but amazing on the track. And the most common thing you can read is that the s1000rr has a better, more powerful engine...yes...true...stock...but do a simple mod for the R1 engine, and it actually beats the s1000rr engine even similarly modified (again, I am comparing my R1 with the YEC ECU with a 2016 s1000rr with the RCK3, both bikes with proper mapping)... maybe not on the dyno, but on the track, when it's about transmitting that power to the asphalt, the R1 ends up being actualy more powerful, and you can feel it. My R1 is scary sometimes !

High class problem indeed Since my first CSS class two years ago, I got addicted and every single penny of my savings is going into bike, track days...and more CSS classes (next one this fall !)

Hi ! Thanks for the answer ! Very helpful. So maybe I should have explained better where this is coming from... I am on the market for a new track-only bike. So far, I have been using an s1000rr, which I really like. But I decided to go and test the new Yamaha R1 on a track, as it has received a lot of very good reviews...and that's where my problems start I found the frame of the new R1 just incredible. It is so much faster steering, lighter, quick flicking than my s1000rr (a 2014 HP4 with DDC). I have never had so much lean than on the R1, and better, more precise trajectories...and that resulted in faster lap times, on a track that I know well but with a bike that I was trying for the first time. That bike really inspires confidence. That said, the engine is not that of the s1000rr...it is, at least stock, clearly less powerful and explosive. The R1 must be really ridden high in rpm (below 8000-9000 rpm, it feels...boring. Above that, it starts being lively, but still, not that push of the s1000rr). Nevertheless, better cornering speed resulted in better lap times. So I am torn between the 2 bikes...a great frame on the R1, or a great engine on the s1000rr. Yamaha guys tell me that a race exhaust and proper ECU mapping will make the R1 engine really close to the s1000rr (they are honest enough to tell me that without in-depth, super expensive work on the engine, it cannot be quite as powerful as the s1000rr...though quite close). BMW people (Alpha Racing Germany...so they know what they are talking about when it comes to racing the BMW !) tell me that the 2015 s1000rr frame is really a huge improvement on the one for the 2012-2014 bikes. They actually told me that the 2009-2011 frame was a great racing frame, but that BMW screwed up with the 2012-2014 frame...but that the new one is really really good...and that a bit of work on the suspensions and swingarm pivot would make it as agile as the R1...so...I am stuck there not knowing what to do ! This comes to the size thing. The Yamaha is smaller. It's actually interesting. When tucked, sitting all the way back, there is actually more room and you have to reach further to get to the handlebars. But for a 6'1" rider like me with bloody long legs, there is less space for the legs. So while trying the bike, both on the track and during the breaks, I was trying to evaluate how it would fit with my locking position. On my s1000rr, the tip of my knee goes right into the tank. I tried that on the Yamaha, and it's too tight...and it feels wrong. The tank is also of a completely different shape. So I was trying to understand whether this was not a bike for me. And on the bike, I felt much more confident locking my body using the upper part of my outside leg. I got a decent lock position (not as great as on the BMW, also, I think, due to my habits with the BMW...but also because I use stompgrip on my HP4...and there was nothing on that R1- and i have no grip pads on my riding suit-). Riding it, I managed to have my arms pretty relaxed (this is something I always think about, as this is one of the thing I got from CSS which helped my riding the most). So my lock position had to be good enough. But it's hard to say in just a few sessions, as I just also had to get used to the bike... And to be really perfectly set up, I would have to adjust a bit the rearsets etc...something I have done on my s1000rr, but of course not on that test bike. So that's why I was asking about locking yourself with something else than the tip of the knee. So maybe the Yamaha requires you, at least if you are tall, to lock yourself a bit differently than the s1000rr indeed. Thing is that with my arms relaxed, on the R1, I ended up having my knee dragging and then going back inside because my lean angle was getting higher. That's something I have not experienced with my BMW that much (I am not good enough (-. That could come from the bike, which inspires confidence, that could come from the fact that I may not have been hanging as much as on the BMW (I don't know this...just in theory), forcing me to have more lean to compensate...I don't know. But the bike was incredibly fun and fast to ride...if only it had the engine of the s1000rr (-: Anyone tall having tried the R1 more extensively ? Cheers

Hello, Question for the CSS coaches who are around...(or for anybody else of course !). When riding on the track, I follow what I learned at CSS: pressure on the peg with the toes from my outside leg, knee in the tank, nicely locking my position. This works well for me. But, looking at better riders than myself, and watching pro races, I noticed different things on the position. So here it goes: If you strictly lock your position with the "tip" of the knee, naturally, it's more difficult to hang off the bike more, as the upper leg will be more parallel to the line of the bike. Locking with the inside of the upper leg makes it easier, I guess. And when I watch very advanced/pro riders, when leaned, most of them have their knee actually a little up, not fully touching the tank, their upper leg in contact with the tank, and their foot is rather open, pointing a bit towards the outside, rather than putting pressure from the toes on the peg. This sort of makes sense to me, as it would be the same muscles used, should you use the knee or the upper leg...but to apply the same force on the tank, using the knee, that would require a stronger input from the upper leg than if it was the one in contact with the tank...not sure I am very clear ! Could simply be that I misunderstood the CSS advice on this particular point and that I am trying to keep the knee in the tank, while this is not strictly what I was taught. Or that better riders apply different techniques that are appropriate if you are of a much higher level rider/racer...or that their tanks are built differently for that...I don't know. But I was just wondering. Furthermore, for me, tall guy with long legs, most bikes make it difficult to nicely lock the knee itself in the tank, as there is not that much space ! I tried the new R1 recently, and it felt like the whole thing was not intended for locking the knee but rather the upper leg. Anyway, it was just an impression. Thanks for your feedback !

That is the thing, and that's what I am going to do. I know the s1000rr, I have used the 2015 s1000rr in Sonoma with CSS...so I am trying to find a way (which should not be too difficult) to try the R1 on the track...and then, I agree...I think that the choice will become obvious. I will just have a flash for one of them. Regarding the calibration kit, that's a fantastic tool from BMW. But while Yamaha offers the handeld/smartphone thing, they also offer the equivalent to the BMW Race Calibration Kit, from YEC Racing, which is the equivalent of the HP Race department at BMW. Anyway...only way to go is to try and see how it feels.

Thanks ! I was expecting some very valuable insights from you as usual ! I totally agree with your analysis and I am not even sure I fit on the R1 being 6'1...but I am considering it, also because it's fun to change. But have not made a decision because there is just something about this s1000rr engine (-; ! To be honest, what worries me also about the s1000rr right now is that it is clear to me that either BMW stops the whole superbike thing (which I doubt), or they will have to come up, soon enough, with something outstanding, a real new bike (the 2015-2016 was a great upgrade but not a real whole new bike)....and that would make even a 2015/2016 model much harder to resale. An upgrade does not hurt the second hand market. A really new bike does...so to some extend, it is the perfect time for an R1, as it's a brand new model so there will be upgrades of course, but nothing major for a few years...so easy to eventually sell...while an s1000rr, if BMW comes up with a real new game changer, would be much harder... These are all hard decisions ! (and in any case, I am sure that I would love both !). Maybe an R1 for 2-3 years until BMW innovates again !...

I am comparing the 2015 s1000rr to the 2015-2016 R1...

Hi all, That's it ! My good s1000rr that I was using for the track is sold...I am on the market for a new track-only bike (no road riding anymore)... I was seriously considering a more recent s1000rr, with the more powerful engine, better chassis, and no DDC...But a buddy of mine tried the new R1 on the track (he also has an s1000rr), and he just found it some much more agile than the s1000rr...He actually got better lap times with the R1 than with the s1000rr. So anybody did a side by side comparison on the track ? It seems the s1000rr still has the better engine, but the chassis of the R1 seems to work better. Lots of people seam to report that the s1000rr is hard to steer compared to the R1 (don't shoot me ! I am just reporting !). Any tall people having used the R1 on the track (cause I am tall !). Anyway, I am just trying to get some inputs, as I am unlikely to be able to really try an R1 on the track...I don't want to be frustrated by a less explosive engine, coming from an s1000rr ! Or maybe a good engine kit would give some vitamins to the R1...or some mods of the chassis of the s1000rr would make it more agile (talked with some guys who are specialized in preping s1000rr for racing. They say getting really good suspensions and changing the swingarm pivot makes a bit difference...). Thank you for your help !

Dear all, My bike is only used for track riding...so high rpm ! How often should I change the oil? Some people here change it as often as every 3-4 track days...and in that case, is changing the filter necessary every single time ? Thanks !

Hey, It's interesting because what Cobie says pretty much fits what I ended up doing...not based on anything rational but on the way I feel on the bike. Here, on the tracks I go to, the weather can really be changing all the time...and when the season starts, it's cold, the track is cold...so although I use tire warmer, they get cold really fast. So I have actually 2 sets of rims for my s1000rr...One is permanently mounted with Diablo Rain tires...So I am getting pretty good at changing my wheels when rain comes (although I am thinking of getting one of this Fast Frank Racing system). Then at the beginning of the season, I also use Supercorsa SP...it's too cold and when I used the Diablo Superbike in cold weather, it did not feel as good. When the weather gets better, I am using the slicks. So yes, I actually like them pretty much, but actually I still have a set of Supercorsa SP. And every time on the track, there is someone that can change tires for you. So I just go with what works best for the weather...

Hello all, OK, some questions for the techies... My s1000rr is a track only bike. Full exhaust, HP Race ECU...it's a blast. Want to put in there some better oil than the one my BMW dealer put in last time it went for the engine check. I have to admit I know nothing about oils...and I would like something that works with that amazing engine and that is a bit more adapted to racing than traditional oils, given that the bike only goes on the track, so the engine is used accordingly. Any advice ? I know BMW is recommending Castrol (but there are about 10000 types of oils), CSS goes with Silkolene...and what about Motul...in fact, the brand is one thing, but there are so many differences in the composition etc... Thanks for the tips !

OK, I love my s1000, it's a great bike etc...etc...but...when it comes down to sound, for me...s1000rr ? No...Ducati ? No... The sound I wish my s1000 would be reproducing is that of the Aprilia RSV4...it is just so raw. Love it...I even think that if the RSV4 was not so small (and I did try it), and getting spare parts here so painful...I may have bought it over the s1000rr. Oh well...my 2 cents

Hi, So I have tried a stock s1000rr 2012 at the shop, rode the CSS s1000rr of last year, and the CSS 2015 at Laguna Seca a few months ago, and the bike I am using at home is a (second hand) track-only HP4. My ranking is 1) HP4, 2) 2015 s1000rr, 3) 2014 s1000rr / 2012 s1000rr. Now the thing is that it's hard to say what makes me like the HP4 better than the 2015 s1000rr, because it is not a stock HP4 (full exhaust, rapid-bike, third party pegs, different sprockets and chain etc...DDC is stock, DTC is not modified, no change in the ECU. Ride it mostly in Race or Slick mode). But I feel faster getting into the corners, get on the throttle faster, get out of the corner faster, more power... I just feel better on it. BUT, it may just be because that's the one I am used to...it may just be because I am making progress and what I feel when riding has more to do with me than with the bike...or it may just be because my brain is saying "that bike, although second hand, did cost a fair bit...so don't even think about another one !". In other words, the limiting factor with these bikes is me, not them... Anyway...I think all those bikes are awesome, and with my level, they would all make me smile like a kid. I personnaly (again, probably due to my level) have not felt a special improvement in DDC behavior between the HP4 and the 2015 s1000rr, although I know they have modified the 2015 DDC a bit.

Thanks for the replies ! I was just interested in understanding the principles, as right now, I indeed have so many other aspects of my riding to improve before this becomes next on my list. But on the other hand, I will try it sometimes, in corners I feel very confident with !

What's the effect of my CSS training... I follow two 2-day camps. These were the first 4 days of track riding in my life. Got addicted...and now I have been at a few track days here...more to come. What did I noticed. I noticed that on long straight lines, people overtake me...simply because I ride on tracks that are new for me, and I am still working on finding the proper reference points...so not surely knowing yet when to brake, I don't over-accelerate in the straight...and people overtake me...but I guess the whole art of cornering that was taught to me during the class is just super effective, because as a matter of fact, I am quite faster than the very same people in the turns. So more work on the reference points for braking will seal the deal ! And Sonoma is coming in a couple of months to even improve more. Now question... My understanding of braking from the CSS camp is the following. Brake, brake, brake until basically almost reaching the entry point, then no brakes, steering, throttle control etc... Works great. But some local riders here told me that their technique is slightly different. Heavy braking, then release slowly while getting at the turn (so far so good), but in fact, then they keep slightly on the brakes, slowly releasing, almost until the apex sometimes...and then throttle on. Quite different. According to them, it's aimed at limiting the "dead time" between releasing the brakes and opening the throttle. It feels actually that I open the throttle earlier than they do. And for me, braking during the turn is going slightly against what the bike wants to do. But they claim "my" method is actually slower. I haven't tested yet to make my own opinion on that matter. Or is it just that when reaching a certain level, you brake sligthly differently that what is initially taught at CSS ? Also they use the rear brake a fair bit, just before the front brake when getting close to the turn. Any insight about this ? Thanks !!!

Hi ScrmnDuc, That's a very good point and very good question...the answer is very simple and honest. I don't want a full system. I bought a second hand s1000rr, which has a complete HP4-like line, with the cat. I was not planning on changing anything. I was happy with the way it is. Then I realised that most race fairings, which I am definitively installing (OEM fairings are way too expensive to replace if I go down), are not compatible with the cat, as Hotfoot also mentioned. So my option was to simply cut a bit the fairings to adapt it. But then I also realised that just changing the mid-pipe for a non-cat mid-pipe is actually decently cheap ($400 or so here), and would save me all the hassle of adapting the fairings every time (buying this bike was a huge investment for me...so I intentd to keep it long and will very likely have to change the fairings sometimes over the years). I was ready to cope with the extra costs to get the luxury of flexibility (imagine I go down on a track during a track week-end, damaging the fairings. I then have to have a spare one, because I cannot borrow it from anybody who would be nice enough to lend me one, as most people riding s1000rr on tracks where I ride have non-cat exhaust lines and lots of them have extra fairings (they obviously have bigger budgets than mine ). And from a friend of mine racing for a long time, it seems people on tracks are nice enough to help each other out...so borrowing a piece of fairings is something quite normal, he told me. So all in all, not convenient if none can be used on my bike. So I thought I would go for a mid-pipe without cat. But that's the only reason. Not because I fancy to have a super race system...because I already don;t use the bike to its full capacity...I need to progress (that's why my level 3 and 4 with CSS are coming ! One more month !). I don't need the bike to offer more performance or be more powerful. I don't have the skiils to enjoy more performance..today, the limiting factor is not the bike but the rider: me ! The idea of changing the mid-pipe was driven by convenience for an acceptable cost...hence my question regarding the ECU...because if I really cannot use a non-cat midpipe without the costs of a race ECU...well...then I prefer adapting the fairings and keep my money for more track time ! So final answer: neither really need...nor want ! Thank you for your help Damien