Big Shout out to Dave @ Flashed by Vcyclenut

[Reciprocal]

I’m up for CSP test and tune most Wednesday nights at Bandimere Speedway, and the Colorado Mile Sept 7-8 at Front Range Airport.

[Fitz]

CSP? September's a long way away.

So far I havn't tracked the bike and not dragging it, so I imagine you are way beyond me. So far I really just commute though breaking some speed limits here and there. (Havn't tested out if my County sheriff I.D. would get pity from state patrol) Going to try and tour it out to SLC in July.


Did you do just the tune? Filter/exhaust? I know you were talking about keeping it quieter etc. I'm less concerned about the top end performance, but curious about 0-6000 rpm range in particular. Some days I feel like my Versys 1000 was actually quicker off the launch and up to 6k where the super starts to kick in and take off.

[Prof J]

I know a guy who bought a turbo'd bike, from the dry desert in Calif - 90's days @ 10-15%, and ran it, without retuning for sea level on the east coast where the new owner lived. By 10 miles he had blown the rings.

I realize this is anecdotal but there haven't been any factory turbo bikes since the 1984 GPZ-750 turbo, which means your friend's bike was probably kitted. And there are so many possible high risk variables from exhaust driven turbos including the waste gate, EGT, intake filter (if any), compression ratios, head gasket designs, pistons and rings as to remove humidity and ambient temperature from the equation as the least of it. I mean, you understand this bike was operating on the very thin edge of danger as most retrofitted turbo kits are.

Oh yeah, that's the case typically with any high performance modifications. The bike ran spectacularly for a year in the desert, where it was mapped on the 'wet' side/afr 10 when on boost.

The buyer committed to getting the bike re-mapped for his locality, before riding it. Two important differences, which he ignored (his friends told him it didn't need to be re-mapped), the bike went from 4K feet altitude to sea level, and the humidity issue.

[Prof J]

I have been testing my bike in all kinds of temps and humidity (I have data logging equipment on my bike all the time).

I have seen measurable changes in hp with higher temps and humidity I have not seen significant changes in air /fuel. I am also not doing mail tunes on the safe limit I leave some room. Imo and in the opinion of most a few hp on a bike this powerful is not worth risking engine damage.

I currently have around 50 people running my flashes in their h2sx’a and have had zero issues with reliability.

Dave yeah, my post question was more of would you think the temps/humidity is different enough to be noted in the fuel map?

I've read many posts about your work and the high praise you/your work receives, so that expertise led me to see what you thought.

[vcyclenut]

sorry, I thought my answer explained it but I didn't just answer the question. No I don't think you need a different fuel map

[Burmashave]

...Some days I feel like my Versys 1000 was actually quicker off the launch and up to 6k where the super starts to kick in and take off.

Fitz, do you still have your Versys 1K? I ask because when I hop from my H2 SE (even prior to flashing) to my Versys 1K, it feels slower everywhere with the exception that first gear in the H2 feels (and is) taller than in the Versys. So, my Versys rolls off the line easier and quicker, but that's about it.

[Reciprocal]

CSP? September's a long way away.

So far I havn't tracked the bike and not dragging it, so I imagine you are way beyond me. So far I really just commute though breaking some speed limits here and there. (Havn't tested out if my County sheriff I.D. would get pity from state patrol) Going to try and tour it out to SLC in July.


Did you do just the tune? Filter/exhaust? I know you were talking about keeping it quieter etc. I'm less concerned about the top end performance, but curious about 0-6000 rpm range in particular. Some days I feel like my Versys 1000 was actually quicker off the launch and up to 6k where the super starts to kick in and take off.

First, it is not that I am "way beyond you," but I did move beyond planned hooliganism that menaces the motoring public and gives motorcycles a bad reputation. The keyword is "planned" because I won't be hypocritical or judgmental, but years at the track have tamed the need for it. It's the place where the real questions get answered, all the fastest riders are track riders, nothing is proven on the streets, and track riding is fun, respectable, potentially safer too. And dragging your bike doesn't need to be high drama. At test and tune, it's unlimited runs, no eliminations. I used to run (and win) bracket racing based not on outright speed but on consistency. Your most consistent launch is the one you already know, a quick street launch. Win or lose, quick launch or slow, your trap speed is really the number you're chasing with horsepower mods.

David did the tune for me, there are no other mods, 100% stock bike. I understand why you would be circumspect about hp gains from just a tune, but you have to understand what's at play here is a little different than the usual fuel and timing maps. The throttle butterflies are physically restricting the potential full airflow when they are not opened all the way. When we had throttles that were controlled by a cable connected to the twist grip, you didn't have that concern. Now we do because they are servo controlled by a computer. If they don't open all the way, air and fuel are restricted, and so too horsepower.

Your curiosity about the 0-6000 rpm range. The curve shows there is a small increase in torque across the band. HP = torque x rpm. As RPM increases, so does hp if torque remains constant. Whether you will notice the torque and hp difference in the 0-6000 rpm band is hard to say, probably not much. The big jump is perhaps less of jump and more of an avoidance of the drastic drop-off in horsepower that starts around 10,500-11,000 rpm, and falls flat on it's face by 12,000. What David's tune does is maintain the full torque up to 13,000, resulting in hp curve that continues climbing steeply all the way to the shutoff. You probably can't make much use of this in 1st or 2nd gear, by third you might get a bike length or two, but once you're in 4th your pulling away, by 5th you've set sail and by sixth you have changed area codes.

What I wanted from the tune was to have the top speed limiter removed, the horsepower peak raised to the new, higher rev limit for top speed of 190+ mph, to equal what my BMW S1000rr did. I have retired from road racing, put out to sport touring pasture. The H2 SX SE is solidly planted, trustworthy handing, but not tempting to track it, too ponderous, weighs 150 lbs more than the race bike. So my intent is to enjoy a very fast capable, comfortable, sport touring lifestyle with some travel and style. I look forward to being a waxer, and drinking coffee.

[vcyclenut]

throttle response stock can not be compared to post flash, so while a dyno chart measuring full throttle power may not show big gains in the lower to mid rpm's. The feeling when you twist your wrist , especially in full power mode, there is no comparison

when I get off my h2sx and on to my 1299 panigale, the panigale feels a bit lazy through the throttle. Before I had the h2 is felt like a beast

[Fitz]

...Some days I feel like my Versys 1000 was actually quicker off the launch and up to 6k where the super starts to kick in and take off.

Fitz, do you still have your Versys 1K? I ask because when I hop from my H2 SE (even prior to flashing) to my Versys 1K, it feels slower everywhere with the exception that first gear in the H2 feels (and is) taller than in the Versys. So, my Versys rolls off the line easier and quicker, but that's about it.

I don't, but that's kinda what I meant, early on like you said. Hard to recall as a gap of a few weeks between the v1k and really getting to ride the h2, memory is untrustworthy.