really excited

yea i agree it is most definitely more advanced (harder) software then the power programmer. at least thats the same conclusion i came to looking at the pdf files i have saved on my laptop already.
its definitely a professional tuners setup compared to the pc5 i have.
ive got confidence you will figure it out tho. if anything you can use the email link theyve provided in the software to let there tech in on your laptop and make a few tweeks for you over the internet. thats a big plus!!
the only bad thing about the link i can see is it opens the door to a hacker to gain access to your laptop that much easier but im not really worried about that i dont keep any financial or private info on my laptop.

 

Yeah that is a cool feature. I am on a first name basis with their north america representative, Lenny.
He is a really nice and patient guy. I will probably be calling him Monday if I cant get the bike to quick shift.

On a side note, this should be my custom fuel map that I had dyno tuned on my bike, plus Rapid Bike's generic modded VFR800 ignition base map.
It is weird how there really isn't that much advance after 8000 rpms, but there is 3 degrees from 3000 rpms to 7500. I would like to add another half degree, but i do not want to mess it up....

 

i know on automotives generally speaking the advance benefits the most down lower to increase torque and is a manner of finding the sweet spot in total advance figures usually between 28* to 36* total advance on the upper rpm spectrum.
but thats with a motor that generally redlines between 5500 to 8000rpm dependent on cam profiles.
the bikes motors are similar and probably can use a slight tweeking a degree or less at a time down lower were they show more advance on the chart and were they start dropping it down on their chart provided is were me personally would go in half degree increments if possible on advance and upper rpm near redline leave it alone or use as little advance as possible as a motor spinning 10,000 to 12,000 wont need the advance a v8 would.
altho im assuming a half degree or more up top will still be beneficial i'd just pay close attention to possible engine rattle symptoms of detonation.
but i cant wait to sttart tuning mine. ive gotten plenty of experience with the automotive side on ignition tuning changes and feel competent enough to use this program on the bike. gonna be fun.

 

I just added 0.5 degrees advance on top of what was already there in the 95% throttle range from 4902 rpms to redline. I will drive that for a little while and see how it feels.

I still can't get the quickshifter to function, its driving me crazy...

 

how do you like this tuning software in comparison to the dynojet models? frustration aside i meen.
does it feel comparible to its competitions.
drivabilty issues as in flat spots removed from stock fuel curves and such. hopefully its just as good as the dynojet software and wont really expect it 2 show any improvement on the map fueling but will shine once you find the timing sweet spots the 800 likes.

 

The Rapid Bike software is light years ahead of the competition, whether that is power commander, bazzaz, or juice box ect (which are all basically the same thing). I am figuring it out more, little by little. The amount of features and adjust-ability that Rapid Bike offers is overwhelming though. Not necessarily a bad thing, but its just like, "wow, there is an endless amount of features here! where do I start?" With power commander it was like, "okay I can do this or that, okay I'm done here..."

 

So I went for a ride tonight. It feels much much stronger in the midrange. Rolling on the gas around 5 grand, the bike picks up with a faster pace. I am pretty happy. I went and added another 0.5 degrees advance on top of the Rapid Bike base ignition map from 5000 to redline, and the bike seemed to respond to it pretty well. So now I am running 3.5 degrees advance in the 5000-7500 range and it tapers off slightly from there. I might try and add another 0.5 degrees from 6000 to redline after a few more days and see how that feels.

I still haven't gotten the quick shifter to work yet though. I will give Lenny a call tomorrow and see if we can figure it out.

 

I just compared my fuel map that I am using right now, the generic fuel map that is in the rapid bike files, and my old fuel map from my power commander that I had dyno tuned for my bike, and I figured out they did not convert my power commander map over to rapid bike format for me, basically they just loaded up the generic Rapid Bike filter, snorkel and slip on map into my rapid bike. It is amazing what you can do with this Rapid Bike software, but I am kinda pissed because I sent Rapid Bike my power commander map 2 months ago, but also happy as that means that there is still additional power and ride ability to be gained, because that generic map is WAYYY off.

 

i knew theres plenty of potential in these 800's with ignition changes. the factory really nutured these 800's with overly conservative ignition timing designed for low grade crap fuel. i cant wait till mine arrives. the custom fuel map you had done for your particular bike and elevation should definitely wake it up some more.
what octane rating fuel you using currently?
i know once i get mine and install it im just going to switch to premium fuel and tune for that and stop running the low grade fuel.
should yield a few ponys or more throughout the rpm range just from high octane fuel and ignition advances youve installed.

 

Here is where I am at now. I am basically just going to keep adding a little advance every day or so until it slows down or i hear knock and then I will back off 0.5 degrees. She is feeling really strong right now, a lot of added low end and part throttle response and power. She sounds and feels meaner and much more "race bike" lol. I am also really liking the rapid bike fuel map. I don't think that I am going to touch the fueling until I get her on the dyno. Overall the bike feels much stronger, more responsive, and smoother. I am a happy camper. I am hoping to get some answers on the quick shifter tomorrow.

 

seriously dont think you could go wrong at the very least matching both fuel maps up if this newer software is showing less in certain or most of the rpm range.
also completely understand why honda neutered the 800 also, it being intended more for the touring side and they'd just hate having an 800 touring bike eating up there 600 race bike wich im sure its more then capable of doing now with this mod.

 

I have been running nothing but 93 octane for the past month and will continue this for here on out. I might run 100 on track days and bump the timing up all the way for that :vtr2:

 

i have this program called desktop dyno 2000 and one from comp cams that simulate engine profile builds allowing you to feed in an engines parameters and test any cam profile or various engine mods for example to compare one cam against another before actually buying it. gives you a good idea what certain mods will do and my mocked up motor testing ignition advances shows a generic gain of 10+hp can be made just out of simple ignition adjustments.
according to computer simulations that is. the bad thing about it is i dont have hondas complete specs on the 800 and basically used the compression ratio listed and bore and stroke configuration on a generic honda 4cyl motor with similar cam specs in the 11000rpm range and input it in the custom engine section in order to get down to the 780cc range.
i know its not going to be 100% accurate or probably even close to what the motor produces but the point im trying to make is under simulation runs the timing changes produced 10+hp.
this software is intended for the automotive engine builders side of things but it does allow you to test theoretical motor combinations.
ive used this software for years building and designing motors for race on my vehicles and a few people on the side. its very accurate for the automotive side of things.
and for anybody else that reads this im in know way saying that its going to yield this amount. im just saying according to engine building software it shows its possible to get decent increases just from the ignition changes to this bike theoretically.

 

When i spoke to Lenny about why he did not convert my original map, he said that power commanders run on a delay and it might not match up right with the Rapid Bike correctly. When I converted it over my self it really wasn't worth the headache. Power Commander has 0 2 5 10 20 40 60 80 and 100% throttle cells, Rapid Bike only has 8 of which ever you choose to modify. Power Commander does increments of 250 rpms, where as Rapid Bike does a division of 30 cells by what ever rpm range you choose, which in turn makes numbers like 5252 5438 5787 and etc so things do not match up too well...

Honestly the bike is so much smoother now with the supplied fuel map, that I don't want the old fuel map back, but i still want to dyno tune it soon.

 

Around town I have no doubt, I will pull on a stock 600 now, and be much more comfortable in doing so...

 

i see and understand what your saying now. my pdf files dont contain any of the fuel maps to compare. maybe once they get enough of these units sold they may make the maps available to the general public.

 

I would be okay with 5 hp, but 10 would be awesome. I will run the first dyno with the Rapid Bike disconnected. Then tune and have a fuel only dyno and a fuel plus ignition dyno to get some decent data on here, as I am sure we will start hearing about dynos mean nothing with out baselines etc on here...

 

i know just in the mods ive made to mine pc5, and exhaust, gearing ive been able to beat my friends 600r in straight line performance already. not sure about the track but previous owner bought the vfr from he didnt seem to spare much money setting the suspension up. its got quality parts on it and i can tell he was a dedicated vfr owner. he kept immaculate care of it.

 

I have 1000s of Rapid Bike maps. Two for the vfr800 vtec. One is for a stock vfr the other for a modded vfr. They both have separate ignition and fuel maps. I basically merged all the high points of both ignition maps together and then started adding to that map. I'm sure when you buy all the products they will throw that in with the software.

 

ive played around with degreeing the cams + and negative (simulations) to see were and how it affected the power band and gave it slight lift increases and duration and see theres more potential to be had with a custom grind. i know i can get away with more lift but not so much on the durations before the ecu becomes an issue.