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Discussion Starter · #1 ·
Hi All,
I have owned my 07 CBR 1k for a few months now and have been disappointed in it compared to the other bikes I've ridden, R1, ZX10, Ducati, Etc.
Someone in another thread described it really well, the bike is like a Can opener. It does its job exactly as it should, no fuss or extra excitement, it just works, every time.

The bike has an erion racing exhaust, a PC3 or 5 (can't recall) and it is so smooth and quiet I literally forget I'm not on a CBR500.. Throttle response is smooth, transition to engine braking on throttle cut is butter, no pops, no loud exhaust. My R1 felt like that bike was trying to kill me everytime I rode it, loud, vibrated like crazy, loved to pull the front wheel up, really made me feel like I was riding a liter bike. Same with the ZX10.

I've never owned a bike with a PC, I'm curious if maybe this is something I can use to change the feel of the bike? I'd love more noise, some pops, and more aggressive engine braking off throttle. I'm curious to hear the forums thoughts on how I can change my bike to make it more like what I want and stop me from selling it in a few months.
I think my goal is to make the bike objectively worse, but more fun for me.
 

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I'm not educated in the slightest with PCs...but I'm trying to wrap my head around what I'm translating as an 07 CBR1K that doesnt want to pull the front end up like a ZX-10 or R1..? Is that the case? I had an '06...which is the same bike...and it would power wheelie in 3rd under the right conditions...1st gear was as simple as opening the throttle enough. Front end came up real quick.

With that said, as I've learned over the years, a bike that is LESS prone to lifting the front end is a better bike, considering what these bikes are designed to do - win races. In any case, if your bike is NOT lifting the front end in 1st and 2nd gear easily then you could be dealing with some issues...others would have to chime in, though.

Honda's mantra with pretty much all of their supersports up until the RR-R was 'Total Control'. They purposefully built bikes that were [relatively] comfortable, had great ergo's, and they perform great in all categories. As you relayed from someone on another forum, yes, the CBR is exactly like that can opener reference. It's smooth, with top notch fit/finish and engineering. That's funny to think of it like that.

If you want more noise and pops, I'd look into Moore Mafia. Chris is very popular for ECU/Dyno tunes, and I've seen videos on Youtube where he literally asks the customer "how much popping do you want?", and then he tunes the bike how the customer wants it. I suspect if you want to change up the engine braking, that would be done in the ECU as well.

Hope you decide to keep the CBR. '07 was a great year in terms of streetability and aesthetics. Looks like yours has some aftermarket fairings, but they look nice. Plus that year has no electronics, which, while subjective, I think is a better way to ride (with the exception of ABS...those are good).

Shaun
 
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'07 CBR1000RR
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I have a 2007 1000RR with a PC3, Yoshimura R5 slip-on, it's a daily commuter. To address some of your questions:

1) The PC3/5 can be changed via different fuel maps, as well as the low/medium/high range adjustments via the buttons on the module face.
2) Engine braking via deceleration is largely controlled by valve timing, it's not really something you can change with the fuel system
3) You could lean out the fuel LOW range button on PC, which would induce popping during deceleration, but you're also leaning out the LOW range during acceleration.

I bought my RR used in 2011, and now have nearly 90,000 miles (yup), I like that fact that it starts with out fuss, accelerates when I need it to, gets decent mileage (40mpg), and doesn't try to kill me on a minute by minute basis. If that's what you "need/want", probably need to go back to an R1. =)
 

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Discussion Starter · #4 ·
I have a 2007 1000RR with a PC3, Yoshimura R5 slip-on, it's a daily commuter. To address some of your questions:

1) The PC3/5 can be changed via different fuel maps, as well as the low/medium/high range adjustments via the buttons on the module face.
2) Engine braking via deceleration is largely controlled by valve timing, it's not really something you can change with the fuel system
3) You could lean out the fuel LOW range button on PC, which would induce popping during deceleration, but you're also leaning out the LOW range during acceleration.

I bought my RR used in 2011, and now have nearly 90,000 miles (yup), I like that fact that it starts with out fuss, accelerates when I need it to, gets decent mileage (40mpg), and doesn't try to kill me on a minute by minute basis. If that's what you "need/want", probably need to go back to an R1. =)
Sounds like we've got a fairly similar setup then! Finding exhaust videos that are decent for this gen bikes seems to be hard.. How is the R5 slip on? This erion racing exhaust feels super quiet to me from my other bikes. 90,000 is incredibly impressive, I sold my R1 at 46k and man was that a mistake.... Did you setup your PC3 yourself or got a fuel map from somewhere for your bike?
 

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Discussion Starter · #5 ·
I'm not educated in the slightest with PCs...but I'm trying to wrap my head around what I'm translating as an 07 CBR1K that doesnt want to pull the front end up like a ZX-10 or R1..? Is that the case? I had an '06...which is the same bike...and it would power wheelie in 3rd under the right conditions...1st gear was as simple as opening the throttle enough. Front end came up real quick.

With that said, as I've learned over the years, a bike that is LESS prone to lifting the front end is a better bike, considering what these bikes are designed to do - win races. In any case, if your bike is NOT lifting the front end in 1st and 2nd gear easily then you could be dealing with some issues...others would have to chime in, though.

Shaun
Right, I've not had this bike on a dyno, but my R1 made 135rwhp and the ZX10 made ~180rwhp and both would pull the bike up easily in 1st and 2nd. This CBR definitely can in first, but 2nd and 3rd are very tame. Maybe I'm just used to a different torque curve? Maybe I need to go get this bike dyno'd as well. I agree on the electronics, not really for me. That was the downfall of the ZX10 for me, it felt like I was riding a supercomputer, which is how I ended up on this CBR, looking for an analog bike :)
 

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Sounds like we've got a fairly similar setup then! Finding exhaust videos that are decent for this gen bikes seems to be hard.. How is the R5 slip on? This erion racing exhaust feels super quiet to me from my other bikes. 90,000 is incredibly impressive, I sold my R1 at 46k and man was that a mistake.... Did you setup your PC3 yourself or got a fuel map from somewhere for your bike?
Correction: RS5 (not R5) slip-on. It's the older oval one, and I added the LVI (low volume insert), to make it quieter. The PC3 I loaded one of the included maps, apparently M125-013 according to my 2011 notes.

'07 CBR1000RR Yoshimura RS-5 Carbon Fiber Slip-On (Oval) with Low Volume Insert (RS5-INS-K) PowerCommander 3 (M125-013 map).





 

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Right, I've not had this bike on a dyno, but my R1 made 135rwhp and the ZX10 made ~180rwhp and both would pull the bike up easily in 1st and 2nd. This CBR definitely can in first, but 2nd and 3rd are very tame. Maybe I'm just used to a different torque curve? Maybe I need to go get this bike dyno'd as well. I agree on the electronics, not really for me. That was the downfall of the ZX10 for me, it felt like I was riding a supercomputer, which is how I ended up on this CBR, looking for an analog bike :)
What year zx10? I assume the R1 was around 2000-2003 model? A good running 06-07 cbr1k should make 148-150 SAE HP on an honest dynojet with around 73-76lb.ft.... CBR's have a flat torque curve and will run over plenty of bikes that have better numbers on paper because of it. Get the bike dyno'd with AFR (Air Fuel Ratio) readings and report back... If there's a map in the power commander do three pulls on the dyno with the map in it, then (save the map) zero out the map and do 3 more pulls with the bike at the same starting temp as the first 3 pulls (~170 degrees F). Post results.
 

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I have the same year and highly recommend an ECU flash. I got mine flashed by Guhl Motors back when they were still flashing sport bikes, however there are many companies you can go with. A flash will remove gear based ignition timing and speed restrictions, customized MAP, TPS fuel and ignition mapping based on mods, my flash raised my rev limiter by 500 rpm, lowered my fan set temp to 180°F. A fuel module like PC5 is good to fine tune fueling, but that’s all it can do. Getting my bike flashed really woke it up. Now it pulls just as hard from 150-185 mph (yes I do have a GPS calibrated speedo healer) as it does from 30-100mph. Before I got the flash I had 15/44 final gearing which helped, but with the flash I found it completely unnecessary so I went back to 16/42. These USA trim fireblades are extremely restricted from the factory which is why they get such a bad rap as being the weakest liter bike. Ever since my flash though I can hang with even newer bikes that should eat me on paper. Other mods that helped add to the bikes rawness were BMC race filters and Venturi systems velocity stacks. Even better would be Sprint P08 dry polyester air filters. Just look at the new fireblade RR-R sp. The US trim is so restricted you can get 42 horsepower gains with a stage 2 BrenTune and BTM velocity stacks. Moral of the story, if you want all you can get out of this bike, you need an ECU flash. Power commanders are great but they can’t accomplish anywhere near all the stuff a flash can.
 

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I have the same year and highly recommend an ECU flash. I got mine flashed by Guhl Motors back when they were still flashing sport bikes, however there are many companies you can go with. A flash will remove gear based ignition timing and speed restrictions, customized MAP, TPS fuel and ignition mapping based on mods, my flash raised my rev limiter by 500 rpm, lowered my fan set temp to 180°F. A fuel module like PC5 is good to fine tune fueling, but that’s all it can do. Getting my bike flashed really woke it up. Now it pulls just as hard from 150-185 mph (yes I do have a GPS calibrated speedo healer) as it does from 30-100mph. Before I got the flash I had 15/44 final gearing which helped, but with the flash I found it completely unnecessary so I went back to 16/42. These USA trim fireblades are extremely restricted from the factory which is why they get such a bad rap as being the weakest liter bike. Ever since my flash though I can hang with even newer bikes that should eat me on paper. Other mods that helped add to the bikes rawness were BMC race filters and Venturi systems velocity stacks. Even better would be Sprint P08 dry polyester air filters. Just look at the new fireblade RR-R sp. The US trim is so restricted you can get 42 horsepower gains with a stage 2 BrenTune and BTM velocity stacks. Moral of the story, if you want all you can get out of this bike, you need an ECU flash. Power commanders are great but they can’t accomplish anywhere near all the stuff a flash can.
06-07 cbr1k don't have any restrictions in the ecu... unless you have internal engine work, the stock tune is about as good as it gets (you can tweak the fuel curve though). No need to increase the rev-limiter with stock cams, because power is already starting to fall off before the stock redline. Do you have before and after dyno of your bike? How much HP did it gain after the flash?
 

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06-07 cbr1k don't have any restrictions in the ecu... unless you have internal engine work, the stock tune is about as good as it gets (you can tweak the fuel curve though). No need to increase the rev-limiter with stock cams, because power is already starting to fall off before the stock redline. Do you have before and after dyno of your bike? How much HP did it gain after the flash?
While the 06-07 doesn’t have any speed based restrictions it does have RPM and Throttle based ignition restrictions to meet EPA emissions requirements. Furthermore, a flash can optimize ignition and fuel mapping on both sets of injectors whereas a PC3/V can only do TB fuel injectors. Sure you can get an ignition and secondary fuel module but then your looking at $1000+ instead of a $350 flash. All stock, my bike was making 151 to the wheel, and after the BMC race filters, yoshi RS-5 race version, Venturi velocity stacks, flapper and PAIR delete, and flash it made 163 and change on the same dyno with same tires and suspension settings. Ambient temp differential was within 5°F with sub 15% humidity at 1,500ft elevation. Not only did I get a significant horsepower boost, my peak HP stuck around for longer than it did stock. I can’t remember the exact torque numbers but I know I gained 7lb•ft. This was at reparto veloche in Chandler AZ, same people that do the RideClutch bikes. I’ll see if I can pull up the graphs. They were on a laptop that got stolen from the locker room at the gym, but I’m sure I have them in my Dropbox
 

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Discussion Starter · #15 ·
Lots of good feedback in here! Not much going on with the bike since its very winter at the moment here, but I ended up replacing the front end of the bike (forks/trees/bearings/axle) because I felt like it was tweaked a bit, and it totally rides like a different bike now. Only rode it for ~20 minutes since it was freezing out but the front end felt lighter and the bike way more agile. It still sounds worse than my Yamaha but maybe I can fix that in the spring.
 

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My 06 has a PC3 and is dyno tuned, geared +1 -1 and has an enormous wide torque curve. Keeps up with just about every new bike on the track and will wheelie like a bitch in 3 gears if you wack it wrong. For sale by the way.
 

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Discussion Starter · #17 ·
My 06 has a PC3 and is dyno tuned, geared +1 -1 and has an enormous wide torque curve. Keeps up with just about every new bike on the track and will wheelie like a bitch in 3 gears if you wack it wrong. For sale by the way.
Haha yea I had seen your listing, I'm already pretty committed to this bike for the time being. Do you have any videos showing off the sound of that full akra exhaust?
 

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still sounds worse than my Yamaha but maybe I can fix that in the spring.
What year was your Yammi? If you had an ‘09 or newer, the CBR will probably never sound as good to your ears. That is also subjective, but it’s hard to beat the sound of a cross plane.

With that said, I know most will suggest Yoshi and Akro for exhaust, but I personally had an M4 on my ‘06 which sounded amazing (and won’t break the bank), and I’ve heard an ‘07 with a full Arrow exhaust which was incredible. Food for thought.

Shaun
 

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While the 06-07 doesn’t have any speed based restrictions it does have RPM and Throttle based ignition restrictions to meet EPA emissions requirements. Furthermore, a flash can optimize ignition and fuel mapping on both sets of injectors whereas a PC3/V can only do TB fuel injectors. Sure you can get an ignition and secondary fuel module but then your looking at $1000+ instead of a $350 flash. All stock, my bike was making 151 to the wheel, and after the BMC race filters, yoshi RS-5 race version, Venturi velocity stacks, flapper and PAIR delete, and flash it made 163 and change on the same dyno with same tires and suspension settings. Ambient temp differential was within 5°F with sub 15% humidity at 1,500ft elevation. Not only did I get a significant horsepower boost, my peak HP stuck around for longer than it did stock. I can’t remember the exact torque numbers but I know I gained 7lb•ft. This was at reparto veloche in Chandler AZ, same people that do the RideClutch bikes. I’ll see if I can pull up the graphs. They were on a laptop that got stolen from the locker room at the gym, but I’m sure I have them in my Dropbox
Sorr, but you sound like you're quoting a sales pitch, because when I said the 06/07 cbr1k doesn't have any restrictions in the ecu, I was talking specifically about ignition timing... the only limitation on those bikes are the 186mph top speed which is a moot point. A bazaazz controls all 8 injectors. And high dyno numbers aside, I would have to see a cbr pickup 12hp with the mods you listed, because the stock headers flow well for stock engines, and I haven't seen one gain anything significant over a stock header/slip-on setup. Not bashing you, but I just don't want people to think flashing these older bikes are going to yield power increases like the new gen bikes, because they will not gain much of anything. As for your power holding on beyond peak power, the velocity stacks could be responsible, but I sure would like to see the dyno graph.
 

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Sorr, but you sound like you're quoting a sales pitch, because when I said the 06/07 cbr1k doesn't have any restrictions in the ecu, I was talking specifically about ignition timing... the only limitation on those bikes are the 186mph top speed which is a moot point. A bazaazz controls all 8 injectors. And high dyno numbers aside, I would have to see a cbr pickup 12hp with the mods you listed, because the stock headers flow well for stock engines, and I haven't seen one gain anything significant over a stock header/slip-on setup. Not bashing you, but I just don't want people to think flashing these older bikes are going to yield power increases like the new gen bikes, because they will not gain much of anything. As for your power holding on beyond peak power, the velocity stacks could be responsible, but I sure would like to see the dyno graph.
Whether the ignition timing is restricted or not, a flash can still optimize ignition timing and fueling for your specific mods and average atmospheric conditions. I just think it’s ironic how you’re saying here you find it hard to believe you can gain 12hp with my mods and how a bazzaz is just as good as a flash when you have literally said in another discussion that, and I quote, “Power commander/bazzaz is no comparison to an ecu reflash...not power wise, nor functionality. . . the ecu flash is worth 8-10hp.” In regards to you offering to flash another members 2006 CBR1000RR… Of course you’re not going to gain the power you can with a new fly by wire bike, but there are several advantages to a flash over a standalone fuel module.
 
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