Boxerworks.com

Has anyone heard of Moorespeed?

Not "that" Moorespeed; that is, until I Googled them...

I am curious, you never stated the bike, year nor its purpose. Are you asking about this pricey air-filter modification for a race-specific bike, or is the intention to install such a device on a street bike?

If it is for street, I'd essentially say, "It's your money/bike, whatever trips your trigger."

If it is for racing use, my guess would be the following:

If one wants to win the race, weight is a critical component to ALL race cars or bikes. If installing "that" unit will allow you to stay under the minimum weight so you still have to add ballast to make your weight class -and- you do not wish to make an even more efficient ram-air design than the entire BMW affair (if allowed in the class...) then fine. If either of the above in the racing department are not "true" than I'd think the simple cheap installation of a pair of free-flowing filters (one for each carb.) is far cheaper, easier and saves you the weight of the box completely.

Simply put, while others may have heard of the company or not, if you are looking for productive feedback (or even opinions) with regard to their air-filter modification/airbox, I'd think no one could easily help you without knowing what both your application (BMW model/engine and year) and what the intent is. If it to be raced, also, what sanctioning body, who's rules, road courses - off-road; what?

Just my thinking, take with a grain/shovel of salt; as always...

Nourish wrote:Has anyone heard of Moorespeed?

His bio (Richard Moore) needs a BS filter, Nigel Mansell never won a World Championship in a Ferrari, nor did his car. That was during the John Barnard design era at the Scuderia, so it's possible that he did work on it, but IIRC Nige won 2 races in a 2-year stint before Prost drove him into retirement for a few days.

Funny, I did not look at any of the "man's" bio information - yes, I'd agree with you on the BS filter.

...Seven years later he had more qualifications than any other apprentice of his era...

I'd love edit my life, careers and experience with the hue of glasses it would appear has been done in his bio! I'd hope think an apprentice not elevated to a journeyman after SEVEN YEARS should amass a great deal of "qualifications" in that time - all but those qualifications that make one qualified to be considered a journeyman and no longer forced to have to refer to yourself as an apprentice.

Hmm; time to re-write my CV and resume!

Let's see,
"...walked on moon..." pie

I had no intention of buying the said filter - I did write in the first post -"doesn't look too difficult to make one up should they work - but 2 BHP?" - making one up is a different matter (an Alloy plate with a filter stuck on top!). My thoughts were more whether it's more efficient than any of BMW's production efforts (2 BHP?). The idea of using separate filters had been pretty much poo pooed on this site I thought as far as efficiency was concerned.

Obviously I misread what your post "said" or its intent when it was initially written.

Flowbench testing would be more helpful in knowing what in the World, if anything this sort of mod really "does."

We still do not know your engine, year and most importantly, your application. Street, strip or track?

If you are interested in such a thing for whatever reason, I'd ask that gentleman for the dyno plots and be certain he gives you details on the procedure; was the dyno in a wind-tunnel? - (We ARE talking about an induction system here...) Check to see if his stock "control" dyno plots are indicative of what has been published to date about said stock BMW boxer engines; you should be able to lay them side by side and know with a degree of certainty if the control engine is stock or not.

Reality speak is, anyone with all the experience this gentleman was supposed to have gotten as an apprentice, he should recognize that the thing to do if you are talking the merits of this sort of induction change - about all that is revealing for an engine builder is flowbench testing, (which then REMOVES THE ENGINE FROM THE TESTS... )

Then, as an engine builder, one works out how that freer flowing design need be implemented with the rest of the modifications he/she is doing to an engine. His 2BHP is most likely to be clear up at the redline @ WOT (where the engines is drawing the most air...) Will you be impressed by 2 extra HP at 6,100 RPM? I know I do not have occasion to redline my bike very often on the street... Also, the 2HP increase on a stock engine (meaning this is the only modification you make - nothing to the carbs, valves, intake ports, etc. etc...) could have an accompanying lower RPM torque decrease in a region you might not like - this would mean more changes to "fix" or improve that region. You again, need see the plots from the dyno (and trust his data too...)

Building fast engines has NEVER been a "bolt on" operation; induction is only "made easy" when it does not matter as much, like on non-naturally aspirated engines; where the rules mandate the amount of boost one may run...

dwire wrote: Also, the 2HP increase on a stock engine (meaning this is the only modification you make - nothing to the carbs, valves, intake ports, etc. etc...) could have an accompanying lower RPM torque decrease in a region you might not like - this would mean more changes to "fix" or improve that region. You again, need see the plots from the dyno (and trust his data too...

Absolutely. Such modifications are far more able to move power around than make it out of thin "air" (sorry, couldn't help myself).

For instance: I have put GS intake tubes on my R1100RS. This modification is well documented to produce about 5 more ft lbs of torque and 5 more HP around 5000 to 6000 rpm. Perhaps even more importantly, they also flatten out a big power dip at 4000 rpm that the stock GS suffers from. So they basically give more and better power from 3500 to around 6250 rpm. Where does the power come from? Simple: they also reduce the peak high rpm power by about 6 HP and 6 ft. lbs of torque. They make more power down at an rpm where I spend a lot more of my time (virtually all), so it is a pure win for me, although it reduces my peak power by about 6-1/2%. Such a choice would make no sense on a race track, but works great for my riding on the street.

Thanks Major; I could not have said it better myself (and had no graphics readily available either...)

Absolutely. Such modifications are far more able to move power around than make it out of thin "air" (sorry, couldn't help myself).

Excellent, applicable example too -and- with a perfectly illustrative result. Nice job! Not that you need (or would want) vindication from me, but I am giving you a golden star for the day.

A gold star! A gold star!

I got a gold star for the day!


(don't need vindication my ass!)