06
Jardine Slip on
PC3 with Kyle map for sato's
K&N filter
Flapper mod
Pair Mod
-1/+2 520 kit
85 degrees at 95' above seal level with a 1750 density altitude
148.9 hp and 74.7 tq
You guys make me sick with your 160+ hp figures. Lol
finally got my bike dyno tuned. 175hp 86tq
2012 cbr1000rr with 7500 miles
two brothers slip on
k&n race air filter
PCV
bazzaz Z bomb
driven exhaust block off plates
honda full syntetic 10w30 oil
stock 190/50/17 wheel at 35psi
stock chain / sprockets
Tuned on a hot south florida day by Blais cycle in FT lauderdale.
i am very happy with the results.
That’s a fair performance increase indeed. Within the Woolich software what is the single most item to be selected to offer the most gain for interest apart from tuning? What I mean is, is lifting the RPM ceiling is what benefits the most?
Stock -04 ecu, rev limit 11650 + PC3
Pistal piston
JSBK cams and valve springs
Balancer removed and cases modified somewhere close to HRC specs..
Head ports filled and shaped myself, at dark garage..
Arrow headers with Akrapovic endcan
I have WSBK ecu and loom, would like to try what it would do with those. But can't risk engine life with that high rev limit(13750) because not racing anyway..
Fuel pump started to fail in end of dyno runs. Installed Ducati 1098 pump, because its quite similar and I had it in garage. Have to go to Dyno again to see if there is any change, probably not since full throttle was adjusted before pump failed.
On a dyno, they do actually have a measurable affect.
"So did lowering the final-drive ratio actually reduce power? Theoretically, the three runs should not have produced a measurable power difference since no engine mods were made. The curves are nearly identical all the way up to peak RPM; however, the lower numbers meant that something had indeed changed the rear-wheel power. Since nothing from engine to output shaft had changed, the indicated loss in RWHP is a direct result of the lower final-drive ratio’s increased rate of acceleration. The ratio changes matched by corresponding drops in RWHP readings verify this. The lower gearing therefore multiplies torque, increases the rate of acceleration, but does not measurably increase or decrease horsepower at the crankshaft. We’ve proven that a sprocket ratio change does affect usable power measured at the wheel, but unlike popular belief, a bigger sprocket actually makes slightly less power on the dyno."
2006 cbr1k Turbo
Stock engine
750cc injectors (lowers)
255lph intank fuel pump
Subaru vf48 turbo
10 psi
E85 tune
Ecu flashed by me...bike has a very conservative/safe tune. I intend to push it to 300hp towards the end of this year.
Cbr1000rr sp 1 2018 euro bike with woolich ecu flash. Bmc race air filter. Leovince slip on. Sebimoto ram air intakes. The first is without the ecu flash.
2005 CBR1000RR
IHI VF22 Turbo
Stock internals 23k miles N/A, +10k miles with turbo
Stock Primary Injectors, 565cc/min secondary injectors
Dynojet PC5, SFM, IGN module
Walbro 255lph in tank pump
Deatchwerks 1:1 regulator
91/C16 50/50 mix on 10+ psi, 91 for below 10 psi
first graph - 65 Degrees (326hp - 15psi)
second graph - 86 degrees and leaking turbo flange(309 hp - various)
Held to 18.5 psi but began stretching head bolts.
Motor has just been pulled and disassembled to build for big boost...zero engine damage, looks like 1000mile stock motor!
Looking through all of these posts I was not able to find a stock dyno data for the 06-07 engine. Do any of you have that?
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