toro1

Just came across this and thought about your project. Here's the bike's description: 1985 Honda VF1000R SC16 with DRP stage 3 cams, ported heads with race springs and titanium retainers, K&N filter, Dynojet kit, ignition 3 degrees advanced. So, yeah, it's pretty serious. .

I had a chance to pop the bike on the dyno today, as I was very curious to see how it would perform fully faired and with the new pipe installed (instead of the Staintune). What resulted is as follows: per Speed... per Engine RPM... comparison vs. N/A bike #1 (my bike pre supercharger)... comparison vs. N/A bike #2 (my buddy's '99)... Just imagine if I can intercool this setup and turn up the boost another 2 psi... By the way, my offer is still on if anyone wants to meet up Sunday.

Alright everybody. It's been a little while since my last update, but I wanted to acquire some pictures before I added another post. The bike is officially "done" (for now, anyway). The fairing fits perfectly and the bike is quite civilized. Take a gander at some completed pictures below: DSCF5110small.jpg DSCF5111small.jpg DSCF5127small.jpg DSCF5120small.jpg DSCF5136small.jpg DSCF5131small.jpg DSCF5134small.jpg OK, here's the good news: I am going to produce supercharger kits. The 5th gen will be first, followed shortly (I hope) by the 6th gens. You can rest assured that by the time these kits are released, they will be completely debugged and professional in every regard. I know what works and what doesn't, which leads me to the bad news. After discussing this kit with others who have far more experience (and connections) than I, and from my own personal experience with the bike, some changes are going to be made to certain key components of the kit, mainly the drive, intake, and fueling systems. What this means is that until I get these things ironed out, production will be on hold. However, I will of course keep you all posted with my progress, and when it's all said and done, expect even better ridability, fuel economy, and durability, with likely an extra 15 ponies to boot. This is the real deal folks. Anyone who wants to take it for a spin before I start breaking it down again, let me know. Maybe we can have a local meet some Saturday or Sunday this fall... The bottom line: for anyone interested in taking their VFR to a whole 'nother level, now, more than ever, stay tuned (and stay patient :thumbsup:!).

Last night I decided to test out a very basic camera mount on the bike. What results is a very poor quality video (but a video, nonetheless) with lots of wind noise, shaking, and youtube video artifacts. I'll try to upload it later with a higher quality file and see if it comes out clearer. Anyway, this is the last on-bike vid I'm going to take until I get the fairings back on. This was simply a very slow roll on in 2nd gear (with full throttle from 7000rpm on up), full throttle in 3rd, then letting off shifting into 4th and cruising away through 6th. Watch the boost gauge in the lower right -- when it shoots up, you know I'm on the throttle. It actually hits ~9psi the first time I nail it, and just goes to show how the bike never stops pulling through the rev range. More to come, but for now, enjoy.

Preliminary Dyno Testing New vs. old (I only took the bike to ~11400rpm in this pull, while the original run was maxxed at 12500rpm, hence the discrepancy, but notice how similar the operating conditions are): This one is in actual engine rpm: As you might notice, the dyno has been fixed -- turned out to be some minor glitches with the Winpep software & a bad power supply. The torque curve is flat as a pancake from 8000 on, hovering at the 63-65lb-ft mark, with over 50lb-ft available from 5500 & up (note: I did not have a torque curve for the before run, so I cannot compare the two side by side without interpolation). The air/fuel curve looks pretty good for no dyno tuning -- I'll just richen it up some in the high r's. I put the Staintune pipe back on for testing since my shorty is completely unproven in the power production department. Also, my bike in the before run had the following things done: PCII with map dyno-optimized for 93 octane, K&N filter, Staintune slip-on, ceramic coated headers, intake snorkel removed. My buddy's '99 has a K&N, Staintune, PCII with 87 octane map, and the intake snorkel removed, and his bike pulled 95hp on this same dyno. With some extra tuning and a few more r's, I'm sure I can get a some more ponies out of it, but all in all, it runs very well at WOT and pulls incredibly hard. This bike is a great compromise between being able to commute at 45 mph with no drama, and being able to lift the front tire in 4th gear -- it's all in how much you twist your right wrist. No unwanted boost spikes, no 7psi when you're trying to manuever in the parking lot, it just feels like any other 800...until you want it to go faster, which it will with ease. Videos still to come.

OH. MY. GOODNESS. GRACIOUS. This is all I can say. VFRs were never supposed to have this much power, but boy-oh-boy does the chassis handle it well!! I don't know if you guys can tell, but I'm quite pumped. I went out for a 35 mile ride on some nice smooth backroads with no traffic, and decided to test the upper rpm range out for the first time. WOOOHOOOO! Let's just say that at 10000rpm the bike is pulling ~6.25psi, and at 11000 it jumps to 7.25psi, which is right where I wanted it to land. No pinging, no blown engine, no blown head gasket, just the sweet sweet sound of the rotrex spinning at full tilt and the short 'psst' of the BOV in-between shifts. The acceleration is remarkable. Breathtaking. Can you say 3rd gear power wheelies? On a VFR?? What does this all mean power-wise? Well Fixer, I think this bike is going to come very close to your gix's power numbers -- I'll find out tomorrow when I hopefully strap it on the dyno and get some preliminary runs in. I can't believe how good the fueling is in the upper rpm range. Actually, the fueling is quite good everywhere, except for a lower rpm 10% throttle stumble/surge that I still need to iron out, but beyond that, this bike runs terrific. I was literally having a hard time keeping the front end on the ground in 2nd with the throttle pinned past 7 grand -- the thing just puuuullllllllllllls. I am seriously contemplating changing the gearing around since 6th gear now feels like 4th, and I find the bike tacked up quite often! Not to mention that 1-2 shift coming awfully quickly... I weigh 220lbs -- a 150lb rider would not know what to do with themselves on this bike. On a side note, whenever I take it up around 10000rpm, the FI light pops on. The bike still rides exactly the same, but the idle climbs up to 1400rpm from its normal 1200rpm. Once I turn the bike off & on again, it resets. I had previous error codes in the computer, so I can't gather much from that as of yet, but anyone have an idea what could be going on? The bike runs exactly the same, with the only difference being a slightly higher idle. Okay, hopefully by tomorrow I'll have some numbers for you all, but until then, just try imagining almost 7psi right in the powerband of the engine. MMMMMMmmmmm.

Alright dudes, thought I'd give you some more ride reports. I had it out last night for the first time on public roads, and even with a less-than-optimized fuel map, it really runs sweet. For the first time, I really nailed the throttle (again, keeping it under 6000rpm), and to be honest, I was kinda disappointed with the power -- until I realized that I was in 4th gear and it was pulling like it used to from lower rpms in 2nd! If just cruising around, the manifold pressure is in a constant state of vacuum, but as soon as you open up the throttle, the boost instantly jumps up -- I was seeing 2.5psi at ~5500rpm, which essentially is like a 12hp/12ft-lb gain at the wheel. The power delivery is electric smooth -- think of a subway taking off, that's what it feels like. The sound is absolutely intoxicating; between the new exhaust, the gear-driven cams, and the incredible whirl of supercharger under boost (which is far more pronounced than when cruising), I don't think there's a better sounding bike on the planet. I recorded some good data with the wideband, so I'll be working on a new map today, but I can't wait to head out and feel the new power in 2nd or 1st gear. So far, everyhing is a-ok, though I think the oil cooler does indeed work too well. For the whole ride, I never saw temps rise above 175. When I take it out again, I'll keep an eye on that, but I can easily forsee adding an oil thermostat. Okay, time for some glamour shots. Right now, I have the headlight, tailight, mirrors and turnsignals rigged up so that the bike is legal, but they are absent from the pictures here. Enjoy. front_quarter.jpg side_shot.jpg rear_quarter.jpg Some of you were interested in where the new cooler sits. Here ya go: cooler_shot.jpg blower_setup.jpg rear_shot.jpg Yeah, it's a fake novelty plate. Pretty subtle, huh? And yes, the opening of the pipe really is that big.