Nitrous Oxide on 6th gen VFR

14000 RPM? Doesn't the rev limiter kick in around 12500-13000?

 

So far your post is the most "on" topic so far except mine of course.. 299 pesos for a complete set up is pretty much a no brainer if that's what is wanted.

 

Rev limiter? Um I take it im not supposed to rev into the red line then. I have had the revs right to the end of the tach with no issues, but I dont keep it there very long either. I know that I have an upper limit on how fast the engine revs while trying to do more that 155mph, but that is power to drag ratio, I have a fat ass so it creates a lot of drag.

 

ZEN ... That's what I was looking for with this Thread . thank you . I don't think some guys understand but I'm one to do as much research as possible before running out and buying something . Makes whatever your doing that much easier in the end with less surprises .
Just like I was looking at methanol water injection for the bike . But not being SC or turbo it's only going to at best give me a 3- 5hp increase however where it would be great is I could run more timing or use 87 Octane with the same results as 93 . But with the PC5 and the methanol water injection may give me the 1st 10hp I'm after . Then I'm planning on removing the cat converter and making O2 eliminators .

 

Pcv 600$ aem motorcycle ecu 750$. . . . . . If your going to spend the money, keep the wideband o2 sensors and make them work for you.

As for 87 octane working like 94? Give up. The cetane rating is too different. If you could speed up the burn of 87 to match that of 94 then your timing would be very finicky and thus unreliable. If you could slow a burn down and watch it in the chamber, 87 would look like an icecream cone burning outward to the chamber walls. Where the 94 has a burn closer to a dounut. This difference is very important.

Now re engineer the heads to force a burn pattern of your preference and you could run on nail polish if you so desired.

If your heart is set on NOS, consider adding an enrichment feeder on its own pump. Spend the time and calculate the max charge and feed rates, then select a jet and delivery pressure to match what you can do and want to do. Keep in mind that this engine is fairly close to max volumetric efficiency for naturally asperated engines. Adding NOS may not give the gains as advertised due to this fact. Also consider your trigger rpm to be an and and trigger. Rpm mush be above 8000 and wot and vtec. Or you could break something very easily.

 

Besides Toe cutter, there is a shit ton of bad info on this thread. This is really embarrassing to read. Anyways, kj4eoz what form of nitrous injection are you planning on running? Wet or dry? Single jet, twin jet or direct port. I am getting the impression that you are planning on running a single dry shot across the intake air temperature sensor, which may possibly yield results in the 5-10 hp range but really you are playing with fire and its a terrible idea. You need to ensure that you are evenly distributing the nitrous oxide across all four cylinders, which there is no conventional way to do so in our air boxes with a single jet. If you do not have even distribution across all four cylinders, you could have 3 rich cylinders and one lean one and by the time you spray enough to feel anything that one cylinder could be dangerously lean. Also the fact that you are relying on the factory IAT sensor to make any fuel adjustments for this set up is also a very bad idea. I am willing to bet that the factory AIT sensor has a very narrow range of adjustment for which it can make fuel adjustments to, based on temperature, and will DEFINITELY not make adjustments for the fact the the atmosphere contains somewhere around 23% oxygen, while nitrous oxide contains around 36% oxygen (that being said, dry untuned nox injection is a really really bad idea).

Personally the way that I think that you should go about doing it, but not the only correct way, is a direct port injection system with one jet into each throttle body to insure even distribution. A wet direct port with a stand alone fuel system would be the safest choice in insuring perfect air to fuel ratios and even distribution across all cylinders (where you would not have to worry about out flowing the factory fuel system's capabilities or installing aftermarket fuel regulators and fuel pumps and you could even run a stand alone high octane tank for added safety) and a direct port dry system wouldn't be too bad as long as it was tuned properly on a dyno.

Finally I would not even remotely consider nitrous-oxide on our bikes with out a wide band oxygen sensor and Air/fuel ratio gauge in order to monitor things (our o2 sensors are narrow band so do not think about reusing them). Also I would highly recommend installing an exhaust gas temperature gauge so as to monitor combustion temperatures as this is a great way to insure safe operation.

Lastly I would take all information on the internet with a grain of salt, including what I am saying here, but not toecutter as that guy seriously knows what hes talking about.

 

Being it's a V4 and not a inline 4 I want to do twin jets 1 jet for the back 2 cylinders 1 jet for the front 2 cylinders dry system. 2 lines split after the solenoid to the 2 jets . 5 or 10hp each jet . everything will be in the air box .

 

what are you going to spray down through the air filter from the top lid of the air box? Or up from the bottom of the box? How are you going to compensate for the added oxygen? With a power commander and dyno time?

 

Yup a power commander and dyno testing . But I was thinking it would not be that much more work to do a wet set up . And it may be safer . oh and under the air box I want to go . If I do a wet set up I would have to go under

 

four wet jets, will be a very safe and reliable set up if tuned right, especially at the power levels that you are going for.

 

Well If I go with a wet set up I don't really have to rely on the PC5 and the stock injectors as much as if I did a dry set up

 

i would still do a power commander and custom dyno tune even with a wet set up, because honestly these bikes run like shit with out them, even in stock form.

 

Oh I am but what I'm saying is I'm not relying on the PC5 to take care of all the fuel needs for the set up .

 

yeah you shouldnt need to make major adjustments with the pc5 with a wet set up, but some fine, final tuning would be a wise investment.

 

So did you feel a big difference with you PC5 ?

 

I had a pc3 with a custom dyno tune. I did not notice a big power difference, it just behaved much smoother and predictable, like it should have from the factory before the epa got to it. I traded my power commander for a dimsport rapidbike 2 to gain control of ignition timing. From my experience in tuning my vfr since 2009, the usual slip on exhaust, kn/bmc air filter, desorkel, deflapper, catless headers, power commander and dyno tune didnt add any substantial power... You would be lucky to see a gain of 5 whp from the factory 95whp. I put down 102 whp and was quite disappointed.

Since then I have installed the rapidbike 2, a pipercross air filter, ported throttle bodies, r6 velocity stacks, and a two brothers racing full system and cut down my curb weight to 460 pounds. I have not had the time to schedule any dyno time due to being a senior mechanical engineering student, but the bike runs great now and my trap speed has increased from the factory 116mph to my best 1/4 mile so far at 128mph. So while I get bombarded all day with people on here demanding dyno sheets, I do not really give a shit. I will put money on the fact that I have the fastest all motor vfr800 out right now.

 

I know one guy that would take that bet, and your money, all day long!

 

The guy that bought your old sixth gen lol? That would be an interesting race. Yours and Mohawks are the only ones that I would be worried about.


Sent from my iPhone using Tapatalk

 

Lets not forget aboot my mach 1 91, but like the other real fast guys, I lost my timing slips.. I think the dog ate them.

OMG! I forgot about what's his name who has that pussy blower on his bike.. LOL