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Showing content with the highest reputation on 02/03/2019 in all areas

  1. 3 points
  2. FOR SALE - one Power Commander V, Dynojet part #16-005 for 1998-2009 Honda VFR800s. Like new, very little use. Produces dyno charts like this when installed on a 2001 5th gen VFR: The short story: Success. 3.62hp increase after simply bolting on the new header with zero tuning. 7.63hp increase after tuning the new header with Power Commander 3 installed. The long version including dyno charts: Yesterday's dyno sessions ended up being very productive. At $775, It also cost quite a bit more than expected [See invoice below]. This will result in a $30/per header increase in cost for orders placed from here on out - meaning headers not deposited at this time will cost $790 plus shipping. We will honor original pricing of $760 plus shipping for each header on all orders for which deposits have already been received. The day started early, meeting with Jozef [lead dynamometer technician] in Attack Performance's impressive lobby at their Huntington Beach CA headquarters. The lobby has several of Attack's MotoGP and championship winning motorcycles on display - badass hardware bristling with hardcore race tech. After going over our plan for the day with Jozef, Duc2V4 and I set up our pits, unloaded the bike, and handed it over to the wizard. Jozef took the bike 'behind the curtain', as Attack's shop is off limits to customers. Here's where the first evidence of skimpy photo documentation surfaces - although Jozef snapped a shot of the 5th gen on the dyno with prominent Attack logos in evidence, I neglected to collect even a text of the photo. Massive thanks to VFRD member Hammerdrill for filling in with the much needed photos seen later in this post. The 5th gen test bike started the day with 59877 miles, Power Commander V with zero map, a new K&N air filter, new Denso iridium plugs, PAIR system disabled/removed, ~1000 miles on Mobil 1 oil/filter, a Two Brother Racing slipon muffler, and OEM Honda 1998/1999 headers installed. The dyno chart at the top of the post is from the first set of dyno runs. After recording these, Jozef brought the bike back out to us - something was definitely wrong. To keep this account of the conversation brief, I'll just recount that Jozef said he'd never seen a bike run this wonkily with a PCV. The erratic readings were the result of electrical interference of unknown origin. Group deduction arrived at the possibility that the problem could be with the speed wire tapped into the Power Commander V, so we disconnected it and Jozef took the bike back into his cave. No dice, Jozef got the same misfiring and erratic results. Back in our sumptuous VIP pit area, troubleshooting arrived at disconnecting the PCV, so we did. After disconnecting the PCV, the bike ran well and these baseline runs were the result: Having acquired a successful baseline and simultaneously possessing a fuel management system that consistently sent the test bike into a tizzy, it was vital to best martial our remaining time. This meant I would drive back to Vista and pick up the PCIIIUSB which had been strategically left at home, 70 miles away from Attack Performance. Can't blame the PCIIIUSB, it would have loved to have been on the first trip to Huntington Beach. Not even the PCV can be blamed...I had singlehandedly done all the forgetting. While I was gone from Attack, Duc2V4 would change out the 98/99 headers for the prototype, Hammerdrill would take photos, and Jozef would continue building engines for Attack, then take a long lunch. Duc2V4 did a stellar job getting the 98/99 headers off and the prototype header installed. [All photos courtesy of VFRD member Hammerdrill - thanks dude!] Special tools were required to disconnect the rear primaries: Who left these rings under my pillow? And here's how he stuck 'em into the exhaust port sleeves: This is one of the 42mm crush gaskets after being crushed by the prototype header. Note the space between the gasket's id and the port. [This is the photo I forgot to take on fitment day]: Gaskets in place. Look ma, no grease! They stay in place on their own: Prototype headers connected to a midpipe Wade built to fit the TBR canister. Duc2V4 found a way to make a too-large T-bolt clamp fit onto the midpipe - note the spacer on the threads under the clamp's nut. Also note how frickin close the prototype came to the shock linkage. This would have been of concern if the bike wasn't on a rear stand when this photo was taken - the rear wheel was hanging at its maximum extension and still cleared the collector: The incredibly hard-working pit crew: After 'lunch', with PC3 and new prototype header installed [Connected to the same TBR canister used for the baseline] Jozef got down to business and completed an exhaustive [ouch again!] tune, resulting in the comparative graph below. The bottom trace Run File 10 is the baseline 107.5hp / 57.01ft/lbs The middle trace Run File 14 is the 'just slapped the headers on' with no tuning whatsoever 110.86hp / 57.82ft/lbs The top trace Run File 77 is the result of Jozef's careful tuning 114.74hp / 59.82ft/lbs After the dust had settled, Jozef placed a midrange reference line at 8000rpm: And the ugly:
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