So I decided to get rid of the Navigator 5, which I was using on both bikes. Slow, crashing easy, terrible screen in bright daylight, prone to lead you astray at a minutes notice, and just hard to work with. So I decided to try a Garmin Zumo XT, which is the newest iteration of motorcycle GPS from Garmin.
The XT has a very nice, super-bright screen, which works very good in day / sun light. It looks like the OS has been revamped completely. Evidently it is running an Android OS. Fine with me, as long as it works.
The old Nav 5 was sitting on a OEM Nav mount that came installed on the R1200 GSA as well as the S1000 XR. However, the mount on the XR was not lockable, so re-did the entire mount (basically a new mount including the lock cylinder. I also had to build out the mount enough with spacers behind the mount in order to clear the left side windshield bracket. But I digress.
In order to power the new XT and use it on the original mount as the Nav 5, I went ahead and ordered a conversion plate, 3D printed by a company called Adapter 3D Motorrad, based in Italy. This adapter sits between the original back plate and the XT mounting plate. Since I am using the original mount, the GPS is also locked when in place. They were kind enough to send me an additional lock lever since I was using it on two bikes.
This is the original Nav backplate, with the adapter mounted. The GPS sits on the front square adapter. The GPS will sit a bit off the back plate compared to the original, which is not a big deal.
Fit right in there. I’ll do a better write-up when I have used it for a while.
Went ahead and pushed up stage 1-3 Brentune flash for my S1000 XR. This something I had been wanting to do for a while. Wow, big difference in every way. More torque, horsepower, smoother quick shift, and a lot more. You load down your original ECU flash down to the handheld, send it to Brentune Moto, and they send back a modified file that is pushed to the bike, again, using the handheld. Good stuff.
Full exhaust flap control for valved exhausts
Full recalculation of the ASC torque control for straight line and cornering performance
Per-cylinder fuel tuning designed around aftermarket exhaust systems
Remapped throttle angles for increased power through the entire RPM range
Better power on all fuels leading to higher trap/lap times in testing
Smoother idle speeds and fueling for full exhaust
Fully recalibrated UP and DOWN shifts for faster quick shifter timing (30% faster over Stage 2)
Better cooling and engine prevention in staging lanes idling for drag strip or circuit
Early fan-on for better cooling
More aggressive and stronger launch control with no launch limit
Each cylinder tuned individually for maximum power and reliability
Recalibrated knock control to rule out “false knock” caused by engine vibration
Recalibrated torque control for all traction control modes (sport, race, slick)
Adjustable tire size and TC/ABS per customer request
Full AlphaN fueling conversion
Secondary air control (block off plate not needed)
Transmission gear box limiters raised
Factory exhaust control over exhaust valves for more power and better sound
Recalibrated intake air temp and coolant temp compensation tables for max performance in all weather conditions
Raised load torque limits for additional power
Air mass, idle, part/full throttle and Lambda correction maps for all exhausts
Ignition mapping optimized for more power
Removed 80% WOT (wide open throttle) limiter
Adjusted torque model to align with new power of bike and limiter removal
Shorter up and downshift dead times for maximum driveability and acceleration
Ignition/fuel calculation for maximum performance and response for almost all fuels and race gas
That’s a lot of changes and improvements. and you can certainly feel it when riding. Should have done this long time ago.