WackenSS

Yeah... All egt's I've seen are before the turbo for a reason. I've got no restrictions now with the soon to be fitted vfrd headers [emoji28] Would be interesting to see the numbers from the first bend after the exhaust port though. All I got is infrared going to 600°, I'll use that for sure! Putting more fuel generates more heat no matter how you look at it - There is no cooling effect in spent fuel.

For the experts out there - any point in fitting an EGT in the collector? It's to far away right? It will never be turbo temps for sure and if might even be totally wasted moneys, but I love numbers like this [emoji846]

One thing I have been thinking I should have done is to see the actual pressure from the plenum. Im curious to see if the rotrex is causing a restriction below where it starts spinning enough to make positive pressure. it's around the 5000rpm mark - I guess 200 below. That would furter explain the fueling tables being subtracted with the pulleys I'm using.

Had a chat with the technical department at Honda today about SW tuning and Their bikes and he told me straight up - it has never happened and will never happen! He told a story about the Zoomer and professionals getting permission from Honda because they where using the engine for an environmental/green/saving the earth build thingy and they could not brake in to the ecu. The vfr1200 was the first model they allowed MINOR tweaks outside of Honda's RnD department to cure/improve some driveability issues. That's why we're piggybacking the shit out of the two wheeled Honda's...

The higher pressure was needed to stretch the oem injectors a bit. Nothing to be done on the oem ecu as far as I know. Might be that there has never been any interest in it as it is a touring machine with an R in its name and the potentially 10hp with mods can't justify it's cost/potential. There where race ecu's available on most RR's and still today some bikes need new hardware for taking it to the max. Lots of Italian bikes could be SW tuned in the 2000. Cars with turbo have alot of reserves and sold in greater numbers. Cars (vag) had this option via obd in my2000 and pre 2000 could be chipped at least back to the early 80's

The pulling away is due to increased fuelpressure. That's why I initially was thinking going standalone as the numbers in piggyback boxes just gives up a percentage added or decreased from unknown numbers. I don't like numbers that doesn't make sense, even tough it actual makes sense enough to fiddle with them if you know what I mean.

This is the custom map, showing the same blocks, from 2008 with Remus slip-on and power filter. Of course N/A

For those interested, here are a pic of the first tables In the custom dyno tune from 2010, based on a map I got from Dan. I'm off copy pasting until the bottle of painkillers is empty [emoji21]

So I got my .djm file from the PCIII - won't open in excel. Converted the .djm to .pvm - won't open in excel. Tried opening both in rapidbike master - no can do as expected. Tried opening them in tuneecu - not compatible. Tried renaming to .xls extension - nope. Copy-Pasting is the only solution left it seems...

Oh, one more thing. I love the threads which includes pictures - I'll try to be better! Warning! Chain maintenance is not something I do to much...

A small update. I've inspected the rear valve clearances just to keep an eye on things. It's very comforting to see that they have barely moved and are not getting tighter. The dynamic compression and the combustion temperature have surely passed what Honda had intended, but the v4 does not mind a 100% power increase at all. All fluids are now fresh, the tires from 2013 have been binned, and the 2 year old fuel was siphoned and put in my lawnmower and snowblower. I've also had some small vibrations (from a fistant memory) when braking - measuring it with a dial gauge it turns out I have to scrap my second set of EBC rotors. I blamed EBC on the first pair, now I don't know if its the beating it gets or if it is a quality issue... The plans for the future does include a total brake swap so I probably won't bother getting new ones - but if I do I'll go with brembo for sure! There might be a surprise before/after Dyno in the works [emoji3526]

Det høres kjent ut [emoji846] Vfr800"fi" is the factory name on the European version, of course the fi was short for forced induction... Its been absolutely trouble free after the initial bugs mentioned earlier where worked out. I've worn out 2 belts, and both bearings in the PTO. Still have that same sprocket and chain as pre charger actually. My goal is putting the 200ish crank hp directly on the wheel.

Time will show when I get the software. If this is an option in the RB software I will be very pleased indeed! I don't have the lsu's yet either but from the look of things it seems as the bungs will need some trimming to get the right protrusion.

I did try this one once, it is absolutely not the way to do it on mine at least. It's hunting and jerking below 3000rpm.

Dimsport confirmed today that there is only fuelcut available for quick shift. That's no good... They also confirmed that delivery will happen next week.

It was at 183hp/76nm in 2010. Clutch has proven to be rock solid! To be honest, I'm more worried about the transmission and the brakes...

Well one should think so, but actually it is not a big deal with this Nordic climate. Second year with the SS i rode it to Italy so I know what everyone is talking about for sure - almost 2 weeks of no boost and had to make a Heineken roadside cooling duct to keep it under 110° while cruising at 120km/h on the superstrada. In top of that, the loctite on the rotrex pulley gave in due to heat causing catastrophic failure to the splines. Had to go home with the belt in the luggage and limp home keeping it under 5500rpm with PC disconnected and barely any throttle available. Just 2600km... First fire up after parking in my garage at home 2 if my iridums gave in due to an AFR never seen in a vfr before [emoji28]

That's nice to hear! Just upgraded my laptop to one that can handle more than a calculator and will download the map and start looking through it this weekend [emoji846]

Hvorfor har du vondt i ræva? Yeah, I've been thinking about that, it's been holding up nicely for 30k km now, but it will let go at some point - roumors are that the 6th gen clutch can take serious abuse and are better than the 5th gen... Will be taken care of if it is indeed an issue.

Still struggling with delays due to corona. At least it's been pulled from storage an kicked back to life. http://cloud.tapatalk.com/s/5ef99bb9b0ea8/received_1214455655552611.mp4

So that's that then...

Dan once told me that the s2000 injectors are a drop in and 390cc, plentyful for my current goal and then some! what needs to be modified on the gsxr ones? Do you have Part number? Seems like the s2000 injectors share design with the CR-V. Need to pull out my spare vfr injectors and find the specs on the keihin units from the options available from the fourwheelers. A set of 06164-pca-000 (CR-V) cost around 200 USD new as far as I can tell, but im sure they are lower in CC than the s2000 ones. I really need to start looking at numbers again, way to much has been overwritten on the HDD between my shoulders...

I got an answer I never suspected! copy/paste via our distributor: Unfortunately it is not possible attaching other sensor to Rapid Bike (except for the wideband Lambda of My Tuning Bike). But maybe it will be interesting for that customer knowing that he could connect the Rapid Bike harness to the air pressure sensor of the compressor instead of the throttle position sensor! In that way he can make the Rapid Bike map working according to RPM and boost pressure. Other people already did this successfully. Main obstacle for VFR 800 application is that the wire for TPS sensor is into a big 10-ways plug (instead of being a free wire like on most of the other wirings), so he would have to modify the wiring harness to perform that connection successfully. If he wanted to proceed let me know so I can provide more details! I don't have a MAP sensor on the rotrex, but I guess that would be esy to add another. I suspect the oem sensor is low pressure only. Anyone heard of this? I have been looking over the standalone options in Google and can't see what options are better than the dimsport unit so I ordered today. Should be in my hands 10 days from now.

That is a great write-up Mr Mohawk! Sorry for the pause, this is still something that is going to happen! I'm now in dialog with the distributor which has to contact the manufacturer. This has been in hold for a while now due to covid and me slacking [emoji53] So, getting back on track I've asked dimsport to answer if the RB module is capable of more sensors, expecting some more info on this next week.

The vfrd header bungs are m18/1.5pitch.