FAQ’s

American V-Twin

Currently they will not. The Night Rod steering neck is much longer than the FXR and Dyna the trees are designed to fit.

Brock's ECU Flash

If you are in the United States, once we receive your ECU it takes about 2 to 3 business days for the flash to be done then the ECU is shipped back to you. For international customers outside of the United States once we receive the ECU it takes about 4 to 6 business days then we would get the ECU shipped back to you.

Please make sure you place your order online for the specific flash you need before shipping the ECU to us.

Ninja H2

There are a lot of variables that make dyno numbers differ, here is a link to our information page with dyno charts, videos, etc…

http://www.brocksperformance.com/brocknm/templates/bpp1.aspx?articleid=726&zoneid=25

“Savage Mode” is a term coined by Brock’s Performance customer and friend, Ib, (aka “650Ib”) to describe his use of the dual map capabilities of a Dynojet PCV using a handlebar mounted map selection switch (see link below) on his 2016 Ninja H2.

By using the map selection switch, Ib is able to switch from his Brock’s Performance increased drivability street map (which was designed for pump gas use, smooth throttle control, and increased fuel mileage) to his VP MR12 oxygenated race fuel map at any time, without the need of a laptop computer. This map/fuel combination, aka Savage Mode, is worth @15-20 HP gain (weather dependent) on the H2!

FYI: Most normally aspirated machines and any machine equipped with a PCV and map switch can be programmed to use dual map capabilities.  Busas, ZX-14s, GSX-R1000s, etc… will experience an HP increase of 7-11 RWHP with the addition of this fuel and matching Brock’s Performance ‘Track Map’.  Of course, the MR12 map does not help if the bike does not have MR12 fuel in the tank… in fact, the machine will slow down.

An example of the use of Savage Mode is when you begin the riding day with a full tank of MR12, with the map switch selecting the MR12 map (let’s say that’s map position #2.)  After smacking down your buddies for a couple of hours, it’s time for a fuel stop.  Since MR12 is not available out of the pump and non-oxygenated, high-octane fuel out of the pump SLOWS THE BIKE DOWN, you would simply select 93 octane and change your map selector switch to the pump gas map (position #1.) There might be a bit of MR12 left in the tank, but the higher 93 octane (vs. the 89 the map was developed with) will allow the use of the slight blend.

To revert back to Savage Mode, it is best to drain the tank completely and run straight MR12. We suggest the use of our Gas Tapper Siphon to quickly and easily drain the tank (which can be seen via the link below also.)

Note – Holding ANY bike at wide open throttle for 25-30 minutes is considered extreme use and requires a special tune for such use, but most ‘smackdowns’ last for a reasonable amount of time and we have H2 customers all over the world who report excellent results using our tested/proven map combinations with no issues. Brock’s Performance also offers special land speed mapping and technical support for extreme use situations, contact MapSupport@BrocksPerformance.com for more details.

Any of these symptoms are typically caused by moisture or debris entering the sealed hydraulic system. This should not occur and could be a sign of a seal problem in the slave cylinder or elsewhere in the system. ** Any foreign matter in this sealed system could lead to an unsafe situation and should be addressed by your dealer immediately.** Please Note: The above topic includes all makes models. After many miles of road use, it is normal for clutch fluid to require servicing/replacement. Check your service manual for more details.

Check the connectors that go to your regulator/rectifier. Which is located on the left side fairing. When reinstalling your fairings you may have not connected the connectors completely, this could cause your bike to run into issues. Disconnect the plugs on your regulator/rectifier and reconnect them, make sure you hear a “click” on each one so you know it is connected properly.

We have the service manual available, see link below. In the service manual refer to 16-30 to 16-32 showing the removal and installation of the regulator/rectifier.

Download Kawasaki Ninja H2 Service Manual

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I wish I could give you a solid XXX answer… but it’s not possible. I can’t compare (in good faith) something that we have never tested (your pipe, your flash etc.) to our combination. I can tell you that the correction factors you are quoting – 1.21, 1.19 etc, are not like anything we have ever seen? On our worst day (100+ degrees and 90% humidity), we are at 1.06 – with near perfect conditions (today 60 degrees/ 15%) we are at 1.00/1.01. Of course, our actual altitude is only 860 ft, but something still seems off? That’s a huge difference. When we would travel to Florida with our portable dyno, to sea level (better in cool air with high pressure), our CF would drop to .98/.99. I can say that your ‘relative’ gains of 52 HP seem a bit low. Not sure if it’s altitude, tune, product selection? And I would not be being honest if I tried. All I can say is that we did our homework. I personally spent about 12 weeks on the dyno/designing/testing and then we backed it up with the fastest pass in official LSR competition by any H2 or H2R. If that means we would make better numbers on your dyno… then sweet! If you asked me if I believe that our combination and knowledge will make you as fast as possible in the real world? – then the answer is yes. I hope this helps, Brock

The H2’s have proven to be brutally reliable. In Fact, we can boast a ZERO failure rate , worldwide, for 2015 with our Stage 2 kit and mapping. We don’t believe a 60 shot would be out of reason for the H2, as long as caution is taken to ‘sneak-up’ on the power gains and ADDITIONAL FUEL is added to match the input of nitrous to prevent an excessively lean Air Fuel Ratio (AKA: do not depend on the bike to self-compensate for this on its own) Of course, our Stage 2 kit has optimized ignition timing for use with the OEM configuration and is suitable for use with oxygenated fuel. We would suggest a non-oxygenated high octane fuel, such as VP C16 in addition to reduced ignition timing (-5 to – 8 degrees ) as a good starting point, and then tune the AFR to suit (target 11.5-1 AFR) using a wideband O2 sensor mounted in the pipe for your LSR needs. We used the Innovate Motorsports LC-2: Digital Wideband “Lambda” O² Controller on our 219 MPH record setting Ninja H2 at the Ohio Mile.

Of course not. The Brock’s Performance mission is to understand the constraints placed on the OEM manufacturers and eliminate and/or adjust them to allow your bike to perform its absolute best. Did you know that one trick the OEMs use to lower the noise level of a motorcycle is to dramatically reduce the ignition timing a high rev’s? When we make a statement like “aggressively modified ignition timing”, it’s because we have found out, through many hours of rigorous testing, that the bike responds positively to these adjustments. No one wants to be a slave to race gas; we just want to go ride and have our bike perform at its very best. That said, some of us like to squeeze every last bit of performance out of our machines. For these extreme users, Brock’s also provides fuel injection mapping which allows the user to switch to oxygenated race gas – for a measureable increase in horsepower and on-track performance. But this is a choice, not a requirement. Please click on the Map Support tab from our Brock’s Performance home page for more info. on available mapping for your machine.

 

Related Information

The Gas Factor – Fuel Options for Max HP
Octane Explained
Map Support Form
New Exhaust
Brock’s Performance Website
Home Page