I've been, for the last few weeks since I spyed that post about trying to cure some fueling/smoothness gremlins in the VFR1200's kicking around the idea of ECUnleashed trying their hand at getting the last bits of power that are available out of the 800 powerplant. it seems like the ignition timing must be cut back in order to safely run 87 octane, that could be cured. more fueling to accomidate a 98 header with no cat, and a straight through exhaust, and possibly the R6 intake runners to a gutted airbox, the VTEC is all ECU controlled is it not? one could possibly shift it down 250-500 rpms so that in corners, one might experience the shift less, and just stay 4 valves more of the time when on "the hoon". retard timing out past 11500 to stretch the last usable horsepower from the engine, and extend the rev limit 250-500 rpms, to stretch to that corner coming up, even if it's not exactly making big power there, or keep from shifting to 5th gear on a 15T front sprocket, at the dragstrip. All the pair calls and smog calls could be thrown out of the window. it seems like some tunings could be made that are otherwise completely inaccessible, if ECUnleashed can actually modify said ecu data? Is 115-120 horsepower VFR possible without trying to bump compression, and commit to serious headwork at an engine shop? I'm way past curious on this. haha. and with an unleashed tune, and 12.5-12.75:1 compression and a serious head port, is 125-135 possible? if I had 30 percent more power, I'm not sure I'd even dream of owning a ninja1k or fz1 or any of the other big S/T upright bikes. Any pro school tuners wanna weigh in on this? am I pipe dreaming?
Also... is the supposed vtec technology in the ECU, just the standard from from the 90's vtec, that kicks from 2 valve to 4 valve only, or is it the new(er) iVtec system with variable valve timing, and all of that? cause ivtec, you could dial in overlap and all sorts of nifty stuff. anyway. more pipe dreaming. lol
