Technical

A lot of time, effort and money has been invested in developing the Moorespeed range of products: there is no easy way to success, and no short cuts. Wherever a specialist outside contractor is used to supply components, they are chosen for their ability and quality, not price. And development never ends.

Power claims

There’s a good deal of misinformation bandied around concerning power outputs: so let’s make our position clear. We believe in facts, not fanciful or misleading advertising claims. So when we refer to the power outputs of engines we have tuned, we are quoting the brake horsepower (bhp) measured at the rear wheel (when manufacturers quote figures at the crankshaft they are ignoring driveline losses - which can be as much as 18% with a shaft-drive BMW).

The word ‘measured’ is important: it is not the power we would simply like to see, or the figure we hoped to achieve, but the ACTUAL power measured, and it is presented with the prevailing atmospheric conditions as a graph printed out by the dynamometer.

All our engine testing is conducted at TTS (Towcester Tuning Services) of Silverstone: a company with a first-class reputation. And by always testing at the same facility, the results are always directly comparable (different dynos will give slightly different results, even if all other factors are equal).

We emphasise this point as there are some concerns making simply unbelievable (in the true sense of the word) claims for their products, complete with a graph that lack any units on the axis...

1994 BMW R100R: standard and with both Moorespeed long and short-skirt pistons

Power:

Power graph for 1994 BMW R100R: standard and with both Moorespeed long and short-skirt pistons

Torque:

Torque graph for 1994 BMW R100R: standard and with both Moorespeed long and short-skirt pistons

The engine of this machine had covered just 3,000 miles and was in perfect condition – and completely standard. In specification, it is exactly the same as fitted to the R100GS, with 40mm Bing carburettors. The green line indicates the power achieved: at 51.06bhp it is just what we would expect from a nicely run-in unit.

After this run, the pistons were swapped for a pair of Moorespeed long skirt pistons (no other changes) and the purple line shows the result: an extra 7.1bhp and another 5.5 ft.lb of torque at slightly lower rpm. Surely the most cost-effective (and quickest!) way to boost power by 12% at the rear wheel?

Replacing the standard airbox and filter for the free-flowing K&N air filter conversion by Moorespeed (blue line) gave a further 1.5bhp increase...

Finally, the cylinders were pulled off again and the engine re-fitted with Moorespeed short-skirt pistons on Moorespeed long con-rods (while retaining the Moorespeed airbox/filter conversion. Now the engine (red line) is producing 63.47bhp and 57.06 ft.lb of torque. That’s a 20% power hike over standard!

And remember, in this specification, the engine development is only a couple of rungs up the performance ladder. Add gas flowing, a Moorespeed exhaust system and a sports cam and it will really fly!

Standard R100GS v R100GS with Moorespeed long-skirt pistons, airfilter and exhaust

Power:

Power graph for standard R100GS v R100GS with Moorespeed long-skirt pistons, airfilter and exhaust

Torque:

Torque graph for standard R100GS v R100GS with Moorespeed long-skirt pistons, airfilter and exhaust

This is the engine used by Rupert Shaw in his Moorespeed Tuareg Rally racer, where he wanted a really strong mid-range performance rather than outright power. Consequently, he opted for Moorespeed long-skirt pistons, gas-flowed head, Moorespeed K&N filter conversion (kept out the desert sand!) and Moorespeed exhaust system (40mm). He retained the 40mm Bing carburettors, though Richard modified these to flow more air.

On these charts, the red line indicates Rupert’s engine (which incidentally has some 69,000 miles on its bores) while the blue line shows the performance of a standard R100GS engine. As you can see, there’s more power and torque right from 2,000rpm – peaking some 14bhp higher than standard!

The engine’s crankshaft was also lightened and balanced – it has remarkably low vibration – and it remains a very easy to use, tractable powerplant.

R100GS with Moorespeed long con rod/short skirt pistons, sports cam shaft, airfilter and exhaust

Power and Torque:

Power and torque graph for R100GS with Moorespeed long con rod/short skirt pistons, sports cam shaft, airfilter and exhaust

This Moorespeed-framed R100GS is used as everyday transport as well as a rally bike, and the rider’s main requirement was power: lots of it!

The specification therefore centred around the Moorespeed long con-rod/short skirt pistons set-up, with a gas-flowed head, sports cam (BMW 336), Moorespeed K&N filter conversion and 40mm exhaust system. In addition, he opted for Keihin CR slide carburettors plus a fully balanced and lightened crankshaft. The power curve shows not only an impressive 79bhp peak – but also how it betters the standard GS engine from a mere 4,750rpm onwards! Meanwhile, the torque curve tells its own story, bettering the standard model from 3,000rpm and delivering over 50 ft.lbs from 3,250 rpm right up to 8,000rpm – more than the standard engine achieves at its peak of 3,600Rrpm!

While this specification may seem a little extreme for everyday road use, the engine pulls very strongly from 1,500rpm – the only ‘cost’ of this engine work being a tick-over that is rather problematical. A sacrifice which its owner is happy to make...

Moorespeed/Omega pistons

The BMW high- compression pistons were designed by Richard in collaboration with Omega Pistons who manufacture them exclusively for Moorespeed. Omega also produce pistons for the Ducati Marlboro Moto GP race team, and no-one has ever accused those bikes of being slow! A world class company with world class standards by any reckoning.

The initial batch of Moorespeed long-skirt pistons – like all the short-skirt pistons – were machined from solid, but subsequent batches are now made from forgings. There are pros and cons to both methods of production, but machining from solid is the only viable option for small production runs, as it needed a £12,000 investment by Richard to make the tooling for the castings. That level of commitment demonstrates Richard’s determination to ‘do the job right’. No trips to China for him...

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