Well rode the bike into work today... the map from Si has improved the bike massively, it is a vast improvement over the base map from Dynojet. It is smoother on and off the throttle and through the rev range although it doesn't feel quite as fast as it did ... I don't know if this is due to the map being smoother or possibly it is running a little rich at the top end now. Comparing the two you can see on the custom map the fueling has been modified at lower rpm / low throttle position with the dynojet map showing very few changes in comparison. It's not quite 100% there but I suspect it's very close ... but importantly I can ride it through traffic now at low rpm / throttle without it being too snatchy ... well happy I think I will leave this map on the bike when it goes for dyno and see what they say...
Spent a bit of time reading up on this last night and don't feel it is really worth it. You need a decent base map to start with so it needs to go on the dyno anyway... then need to understand properly how it works to get the best from it. On a highly tuned bike I can see the appeal but for a bike with an end can and PCV it's not worth the outlay imho.
Ocd why don't you take it to malton dynobike ask for paul he is a top bloke map for tt boys and knows his stuff ,people on here will back me up if they use him,I have used him for 15. Years and many bikes,it's not just a case of using a map you have to fine tweet it fuel throttle ect and that only comes with experience.paul will use a base map but will play about until it's right and believe me it will be ,if you ring him tell him you have spoke to Geordie graham and he will look after you
It's far less snatchy isn't it? It feels slower because it's smooth, not so on and off like it is without it. I did 3,000 miles with the map removed last year in Italy and Germany (forgot to load it back on after the MOT and baffle) and it was a mare on the hairpins in Switzerland...jerky as hell. The map certainly smooths it out greatly.... it maybe just needs a tweak at the higher rev range to suit your can. you can always do this yourself altering the values. It adds a good amount of torque and bhp too.... give it a fistfull and it'll fly, and smooth with it.
Oh yes definately... and you can see why if you compare the maps side by side... I did around 800 miles on the standard fueling and it was that bad I was considering trading the bike in for another R1! I'm glad I stuck with it ... like you say at the top end it's probably running a little rich but I'm not really going to use it that high up in this weather until Spring so will leave it alone till dyno time. I might take a look though at the top end for comparison purposes. Appreciate the help fella... owe you a beer
Interesting feedback OCD - thanks for the update. I can't comment on <'12 plate bikes, as have only ridden my 2013 RR-D, and a '14 plate demonstrator RR-E. I don't remember the 'shunting' between 2 and 3k RPM at all on the RR-E (and that had a RaceFit with baffle on it too), though it's always been evident on my bike - more so once the original exhaust was removed. Again, this is all based on bum-dyno readings, so in no way scientific or particularly accurate, but it has felt like this: - Stock exhaust, flapper connected - can't really remember unfortunately... sorry - Stock exhaust, flapper disconnected - mild shunting between 2,000 and 3,000 RPM, smooth idle - RaceFit growler, with baffle - mild shunting between 2,000 and 3,000 RPM, smooth idle - RaceFit growler, baffle removed - mild shunting between 2,000 and 3,000 RPM, percieved loss of power at lower RPM's, slightly wobbly idle - Yoshi R77, no baffle - really quite severe shunting between 2,000 and 3,000 RPM, rubbish idle all over the place, power felt ok though - Yoshi R77, with baffle - mild shunting between 2,000 and 3,000 RPM, only slightly wobbly idle, bit of a flat spot between 2 and 4k RPM but fine the rest of the rev range (that i've been able to use anyway) I spoke to the Honda tech when it went in yesterday for a service and he said that the wobbly idle and shunting is something they all do, and is a problem exacerbated by the fitment of a non-standard exhaust. I'm going to keep running mine with the R77 and baffle for a while and see how I get on, though am open to offers of PCV's for sale in the meantime
Base Map (from Dynojet for stock exhaust, O2 eliminator, standard or performance filter) Custom Map (from Si) You can see the differences clearly. I can also see a lot more fuel is added above 40% throttle at higher rpm so I may / may not trim that back... although a ball ache to do so one at a time lol ...
Had a bit of time this afternoon... so using the base map from Dynojet I added the 0-20% throttle range from Si's map into it ... As looking at Si's map you can see from 40% throttle and above the map adds more fuel over the base map which will be due to the free flowing exhaust that my stock bike obviously doesn't have therefore it would be over-fueling at higher rpm / throttle movements. Whose going to try it...
Well I have uploaded this map to the PCV... A combination of dyno jets base map as a starting point and Si's map from 0-20% throttle ...
I can't comment on the Blade but i have a CB1000R and was having issues with my low speed fuelling and surging at a constant throttle, i went up to Dynojet in Preston as i don't live that far away and had a PC V fitted by Richard who also then kept the bike overnight and did a custom map for it..... it is ultra smooth now, not a single jerk (no pun intended) and it just a lovely bike to ride. There are a lot of people who don't rate the need for anything like a PC V but for me it made me really like riding the bike and has meant that filtering is so much safer and nicer than before.
... results in... Feels spot on ... I'm going to leave it alone now and run it up on the dyno @ FWD to see if my 'butt' dyno is accurate If anything it is a little bit rich, but better than being lean
