No, I won’t instruct you on how to utilize it; instead, I need instruction from a third party.
The S1000XR’s Quickshifter was the only one I’ve used that truly lived up to its name; excellent!
This is really terrible. The exact terrible Quickshifter was on the R1200RT that I previously sold!
Most of the time, I ride clutchlessly, shifting up and down with only a slight throttle movement. Although it might not be as fast, it is much smoother.
The issue is a slight movement of the throttle. When shifting up, keep the throttle in place and let the fast shifter do the work. It seems to function best in higher ratios and with greater throttle. For me, first to second is a little rough, second to third is a little better, and third and above is wonderful.
Don’t ease off the throttle since the gears need to be loaded for it to work. But that won’t assist you either because it doesn’t work as well on the GS as it does on other motorcycles.
I shift from third up the box and open the throttle to roughly 5,000 revs. The bike is reasonably smooth as long as it is accelerating, but not as smooth as an S1000.
Cutting the throttle confuses the ECU and could potentially harm the gearbox because the quickshifter’s entire purpose is to eliminate the need to carry the gearbox’s load.
Closed throttle is also required when descending; if there is any rotation, the ecu won’t activate it.
While it has been confirmed to work, mine is terrible and could change on my previous GS that didn’t have it. Some must be better than others.
It works perfectly for moderate acceleration as well as high roaring changes (I can’t be bothered to use the clutch), and the gears from fourth on up are the smoothest I can get with the clutch.
Took a 1250GSA out of Williams a few of weeks ago (thanks so much Williams M/C!!) – fast shifter trash, and from neutral to first, it never engaged cleanly; even my old TC is smoother, so either the 1250 gear box is crap, or maybe it was only the demo bike? which, to be fair, has likely had a little twatting?
However, a super engine would be nice. Certainly, 20+K No, the old TC still has some life in it.
I borrowed a 1250 demo from Chester Motorrad while my 1200 was being repaired. I didn’t give changing up on full throttle or changing down on a closed one much thought. Because of this, I wouldn’t bother.
I’ve read that resetting the gear calibrations sometimes be helpful. if you have access to GS911, it’s worth a try.
In This Article...
BMW IRC QuickShifters
IRC motorcycle racing quickshifters and auto-blippers. Plug-and-play harness for standalone devices. 1,000,000 cycles of dependability testing were performed at 45 kg. Italian made.
Italian-made, racing-designed BMW motorcycle quickshifters and auto-blippers are produced by IRC. Because quick-shift kits are simple to install and don’t require a laptop or flash tune, they are popular for various BMW sportbikes, including the S1000RR and R nineT. Because they are scalable, rapid, and dependable, IRC quickshifters are a top quickshifter option.
Speak with one of our helpful riding experts.
IRC Components Up & Auto-Blipper Down Motorcycle Quickshifter with “Strain Gauge Sensor” Technology for BMW S1000RR (09–14). permits clutchless up and down shifting at full throttle. Modern load cell sensor from Magneti Marelli with left and right dual “Magic” threads, certified by the MotoGP. The IRC Components ELECTRONIC quick-shifter has a significant edge over other products on the market since it dynamically adjusts the Cut Time (“T”) and Pulses Power based on the RPM and Acceleration. gradually removing gear box shock (this means you can shift while cornering). The load cell is directly connected to the sophisticated controller of the IRC quick-shifter, which allows for exceptionally precise and controlled signal handling. Shift rod (M6-M6) and wiring harness for a specific bike are supplied and simple to install. No laptop is necessary. Shifts can be made seamless and smooth with the help of an adjustable bi-directional sensor that works in either push or pull (“CE”) for standard or GP Shift. IRC Quick Shifters are not approved for use in closed-circuit work environments. All kits are rigorously verified for performance at the conclusion of manufacture, and sensors are certified to operate for over 1,000,000 shifts. Italian made. A Piggyback Fuel Management System is not necessary for a Standalone System.
Has the BMW S1000XR got a quickshifter?
The two-way quickshifter, which is available and standard on the TE, performs well practically regardless of the revs and load, but it does push you to use the big engine to its fullest.
Is a clutch necessary for Quickshifter?
When changing gears on a manual transmission, a quickshifter (or quick shifter) replaces the clutch or throttle with a lever.
A Quickshifter and a Blipper are what?
An auto-blipper allows you to change downshifts while a regular quick-shifter only works on upshifts. A down-shifter, on the other hand, needs a throttle input, which means that any device will have to take control of your bike’s throttle, taking that control away from you, the rider. The former, however, only needs the engine to be briefly cut.
I believed that the ability to develop an air-to-air missile guidance system demonstrated Gareth and the team’s capacity to produce dependable shifters more than a motorcycle quick-shifter, but he disagreed; “Failure of a guided missile system implies that nobody won’t be killed by it. If something goes wrong with an auto-blipper on a quick-shifter, someone could be killed.”
Despite numerous requests, Gareth has refused to put an auto-blipper into production even though numerous prototypes have been experimented with over the years. “He says, “I’ve designed electronics for a variety of businesses, and they do go wrong. Making something that is truly fail-safe is quite difficult.”
Since OE quickshifters are incorporated into the system when a bike leaves the factory, in principle they shouldn’t fail and the bike shouldn’t operate at all; “Denso, Magneti Marelli – they know what they’re doing and have teams of very experienced engineers… ECUs just don’t go wrong.”
However, Gareth created an aftermarket auto-blipper with a default mode that disconnects it from the throttle circuit after observing several competing devices on the market. Simply said, the device is not in the circuit that regulates the throttle position unless a downshift is being made. Other systems function by continuously observing what the rider does with the throttle, then transmitting that information to the ECU and supplementing it as necessary. The final signal delivered to the ECU, “open-throttle,” may still be maintained if anything goes wrong in that chain, such as a transient signal, processing error, or brown-out.
Any after-market parts must be extremely durable and properly built because the electronic environment in motorcycles is particularly hostile. Gareth has every right to be meticulous about the quality of each solder junction on the components for the quick-shifter.
“The failure of our system to remove itself from the throttle control circuit is theoretically impossible. The processor performs self-checks when you order a shift, and if everything passes, it will then insert itself into the throttle circuit. When it does this, it starts a “dead man’s timer,” which means that even if the processor somehow froze, the timer would keep running and still disconnect the circuit, making it impossible to maintain an open throttle. And all of this occurs in about a millisecond.”
Is the Quickshifter the same as a slipper clutch?
On a fuel-injected bike, the problem is that by the time the rider has engaged the clutch, rolled off the throttle, changed gear, and rolled the throttle back, the bike will pitch and dip, disrupting the handling, suspension, and geometry. Even clutchless shifts take an experienced rider 300 milliseconds on average to complete; yes, that’s a lot.
A slipper clutch basically prevents the back wheel from locking up while shifting down for a turn, i.e. from 4 to 2, and maintains the bike much more stable and prevents hopping, etc. The slipper clutch, in my opinion, will only be useful on a track.
For overeager riders going down the box, slipper clutches come in quite helpful since you can simply lock up while going down the box and once set up to the ramp, you can never go wrong.
Yes, ANY bike can upshift without a clutch; full power upshifts simply require a rapid shifter.
These devices temporarily turn off the engine, relieving the gearbox of some of the stress so you can change gears without reducing throttle. The key is to work the throttle as quickly as humanly feasible, which reduces the time required to change gear to typically between 15 and 50 milliseconds. Additionally to saving time, it won’t disturb the suspension, making the bike more stable overall and particularly in corners. Additionally, a constant throttle uses somewhat less fuel.
A Quickshifter would it void the warranty?
I’ll be the scapegoat and support Ducati’s reasoning in this case. Manufacturers take warranty claims seriously because they incur costs both financially and reputationally. Simply riding shotgun on their reputation for high-quality products, Ducati. Third-party organizations like Consumer Reports or JD Power might utilize warranty claim volume to evaluate a brand’s dependability. We previously talked about how Consumer Reports was criticizing BMW Motorad for having frequent repairs, didn’t we? Perhaps the quick shift modification is what worries Ducati, and understandably so, if they are concerned about the possibility of clutchless changes under high power output that they did not plan into the gear box mechanisms and wonder what impact it would have on failure rates.
Lol. Just wanting to be clear. Evidently, the quickshifter is not what cancels the warranty—the it’s fueling unit. A warranty is not voidable if a quickshifter device is standalone, plug-and-play. The warning was intended for fueling equipment. The problem is that the majority of multi quickshifters on the market require a fuelling unit.
By the way, I just learned yesterday that the dealer does not have a stand-alone unit for the multi and that the unit power commander that was given to them also needs a fuelling unit. For some, sure, but not for the multi. I must now phone Translogic in England to inquire whether whether their system is a standalone plug-and-play. God forbid.
You might not get a response because this is an old thread, and you might be restarting an old thread. Consider starting a new thread, please.
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How does auto Blipper work?
We looked at how to shift up on a motorcycle without using the clutch last week. But is it feasible to shift down the gears in the same way? If you pay careful attention to MotoGP, you may have noticed that riders have been downshifting without drawing in the clutch lever for a few years now and that road motorcycles have also started gaining bi-directional quickshifters. Consequently, what precisely is the technology and how is it possible?
You must first perfect the technique of using the clutch when downshifting in order to understand how clutchless downshifts work. You must comprehend the idea of rev matching, sometimes known as blipping on downshifts. In a higher gear and vice versa, the engine RPM is lower for a given road speed. As a result, the engine revs up quickly when you shift down and let off of the clutch, sending a significant back torque to the rear wheel all at once. If the clutch is engaged suddenly, the operation can be rather jerky and the rear wheel may even momentarily lock up.
Simply blipping the throttle while the clutch is engaged and releasing the clutch lever will smooth this out. This prevents a jerk when the rider lets go of the lever by increasing the engine RPM to a point close to where it will be once the clutch is released. In conclusion, engage the clutch, downshift while blipping the throttle, and then let off of the clutch lever.
The clutch lever can be completely eliminated from this technique if done correctly. When downshifting, the shift lever typically moves downward, deselecting the gear that was just selected before selecting the next one. A successful downshift can be made even without pushing in the clutch lever if the throttle is lightly depressed during the intermediate phase when no gear is picked.
To begin the downshift, push down with your left foot. Halfway through the shift, briefly blip the throttle. The next gear should fit in with no resistance or problems if the timing is right.
It was only a matter of time before a small computer started managing all the timing for you because rider aids are becoming increasingly intelligent every day. Simply depress the shift lever on a bike with an auto-blipper, and the ECU will automatically blip the throttle at the proper time, selecting the next gear smoothly and effortlessly.