BMW Boxer 2-valve performance measurements original and tuning

How much power does my motorcycle have and what has the modification brought?

Performance measurements of the original BMW 2-Veniler models

We have been dealing with this topic for more than 25 years now. One thing is clear from the outset: A tuning or engine repair store that deals with the tuning of motorcycle engines must have a performance test bench as basic equipment. How else are performance-enhancing measures to be developed and results to be verified? Power and torque figures should be measured and provable data, not optimistic estimates.
The starting point is the engine power of the production motorcycle and this is where the misjudgement begins. On the one hand, the manufacturers' performance specifications are often not achieved, and on the other hand, different test rigs often measure different performances. And what power is specified at all? The rear wheel power, the clutch power or the crankshaft power? A lot of room for uncertainty.
As a rule, roller dynamometers are used to determine the rear wheel power. By rolling out the motorcycle, the power and torque measurement is followed by the drag power, which is then added to the rear wheel power to give the clutch power. The engine power can only be measured directly at the crankshaft, which can also only be determined on a pure engine test bench. For this purpose, a disassembled engine is adapted and measured on the same. A procedure that is usually only used by manufacturers. In a BMW boxer engine, the clutch sits directly on the crankshaft; in four-cylinder engines, at most, the primary drive is still interposed. The loss is not high and is assigned a factor of 2%.

We have illustrated here measurements of BMW 2-valve boxer engines in series production condition. It is not so easy to find original vehicles in a condition that is suitable for a reference data determination. But in general we can say: All R80 models have a clutch power of about 47 hp and all R100 models about 56 hp. If you now add the 2% to the crankshaft, BMW is close to its factory specifications.

However, this does not apply to the old Twinshock models. Especially the R90S, R100S, R100T, R100CS, etc., which were all specified with power between 65hp and 72hp, do not reach more than the normal R100, so also only about 56hp at the clutch. In the end, for us, the naked power rating is rather secondary. It's more about the difference between the baseline and the increase achieved through tuning or engine overhaul.

BMW R100T power curve
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BMW R80RT power curve
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Basically, we have a very simple concept with the BMW 2-valve boxer. However, the almost infinite combination possibilities that this opens up create many variants and thus also very many different possibilities. We have cylinders/cylinder heads with a bore diameter of 84.8mm/94mm/98mm, exhaust valves with 38mm/40mm, intake valves with 42mm/44mm, exhaust manifolds with 38mm/40mm, carburetors with 32mm/38mm/40mm passage, camshafts with 296°/308°/320°/324°/334°/344°, plus open filters/funnels, original exhaust/2-2 system/2-1 system/with TÜV or open, single or dual ignition.............
Now you could say, you just take the "thickest" of everything. That has a logic and is also often carried out in the same way. However, these are often the ones with the long faces on our test bench, when all the theory simply does not want to be reflected in measured additional power and torque. 
If only it were all so simple. In the end, however, it has less to do with witchcraft or some miracle camshaft. It's more physics, knowledge, experience, the right tools and machinery, and of course a lot of craftsmanship. Basically, all basics. 

But there is one theory I can cite as certain: The smaller the price and the bigger the promise of extra performance, the more dubious the offer. 

In this section, starting with the diagrams of two series-production motorcycles, we will simply plot performance curves and list the measures that led to the increase in power and torque.