V-TEC surge

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Ride a Gen 4 or 5, they have Gems of motors if in slightly different ways, the Gen 4 slighty better low down and the Gen 5 a little better up high but both have sublimely linear powerbands.

 

I would have to respond by saying that you should ride a 6th gen that is a tooth short and properly mapped. I've had saddle time on every generation thus far, except of course the 7th. All of the bikes I've owned pervious to this one have been pure sport and yes, while some may have been more linear, every single one had a point in the tach where the HP dipped or jumped. If that weren't the case then I doubt the advent of custom mapping and Dynojet would have been needed, let alone profitable. I am pretty sure 6th gen VFR's are not the only bikes on the road with a power commander and some minor gearing changes.

I never really considered any of this to be a VTEC problem in the first place. I believe that the real problem lies with a sub-standard factory fuel map that kills HP starting about 1300rpm before the bike hits it's powerband. Yes that creates a jump, but that is easily fixed with a $30 front sprocket and basically eradicated with a PCIII. I owned an RC-51 that had much more work than that. Even it needed a custom map. I test rode the new cross plane crank '09 R1 a couple months ago and although fairly linear, take a stab at what that bike needs. It has terrible on-off-on throttle response, talk about getting launched.

 

You are of course correct their are many examples of FI bikes that needed correction after purchase, the early FZ1 Gen 2 Mk1s from 2006 and the 2000 RC51 / SP1s were universally panned for very poor FI fueling requiring fixing in their Mk2 models and concede the VFR1200F will probably need a little sorting initially after its release to suit different riders.

Thing is Honda had a good thing with the Gen 5s V4 all they needed to do was uprate the ECU and injectors for lower pollution specs and a little more power. It is also possible " northernrider " after laying out a bunch of cash performing all mods recommended and totally fix the Fueling issues but like me still not be happy with the VTec action itself whereas another rider like yourself sees it a non issue.

 

you mean keeping if "off" (2 valves only) with the switch? There is more than just the solenoid making it turn on though. You will need to fake the correct oil pressure too and your fuel mapping won't auto correct itself for when you decide to turn it off and on. Big job my friend, I think the fuel mapping will be the biggest issue.

 

I completely agree, only problem is that the 4th and 5th gen VFR's were two of the closest to perfect bikes to ever roll off an assembly line. Honda, for obvious reasons, can't go on forever with identical productions. Comparing any number of bikes from any number of manufactorers to a 4th or 5th is a difficult thing to do. With most motorcycles an owner is left to solve the problems that the factory will inevitably provide.

 

Now there's a funny thing often find myself cruising on back roads sitting around 80>85 mph thinking a taller 6th gear woud be nice.

 

That's because 5th gens are geared differantly. Going shorter on a 6th gen is a non-issue. I need to be doing about 105mph in sixth gear before the bike even gets to VTEC. Plenty of top speed left as well.

 

Not to rub it in, but I have an '04 w/PCIII and O2 elim's, running Cozye's map for OEM exhaust (w/K&N air filter in my bike) and my VTEC engagement is smooth as glass most of the time.

Even before installing the PC tho, I was fine with the VTEC hit. It smoothed out pretty well after 10k mi on the clock, but the PC made the biggest diff. Wouldn't go without it now. Still, I know they're hit and miss.

+1 on the Dyno tuning suggestions. Costs a bit but I bet you'll be much happier with your VFR.

 

i'm totally unaffected by vtec.

 

Very true and in all honesty I think the Gen 6 as a bike is incremently the better in every other way than the Gen 5. Honda seem to have a burning need to leap frog others continually pushing Technological boundrys. My then understanding was the Gen 6's VTec was really added to meet the 2000 announced 2008 Californian pollution laws already in 2001 something that really showed off their Green credentials trouble is most motorcyclists don't care a rats about super low emissions just how well it rode.

 

I have one - only one - image in my pictures page here on this site. It is a scan of my dynotune. Take a look. If your power delivery doesn't look like mine, ask yourself why not?

 

Frankly, I am amazed at these posts . . . .

I have ZERO HP/torque dip at VTEC transition. ZERO!!!!!!!! Are your maps deficient? I must assume that is the case. Find a better tuner.

 

I'm not sure if your reffering to my statements or not but since I was the one commenting on the HP dip I'll assume you are.

All of the HP loss statements I made were in relation to a stock map. I was making those remarks in defense of Dynojet and the reasons for spending the money to get a custom map. As your map shows there is a noticable drop in HP useing the ECUs' map. Then when you look at what the HP and torque are doing after the dyno run and custom map are completed, you can plainly see that the dip is no longer an issue.

My map is nearly identical to yours although I am running about 4lbs. more torque. The difference is more than likely in the exhaust systems or the dyno machine itself. Either way you've helped prove my point, the loss of power is a reason for the VTEC surge and is a weak spot on the 6th gen, but easily remidied with a custom map and worth every penny. I have found that after the tuning, my VFR, while maybe not the funnest bike I've ever owned, is certainly the best bike I've ever owned. My tuner gets a fair share of the credit. Faster Motorsports in Denver should anyone want to know.

 

I am tired of these "issues." If you invest in a Power Commander, spend the extrra few hundred bucks on a custom map to smooth throttle response over the entire range. If you don't get the custom map from an experienced VFR 6th G tuner, I do not want to hear you whine about surging and power drops. It's your fault, really, so own up!

Back to your regular 6th G bashing programming. See you on the road with my VERY SMOOTH 6th G bike. Sheesh!

I don't care if I step on toes here. Get smarter or STFU.

 

No, havcar, I am not riled up at you. I am fed up generally at the posts of riders who spend $$$ on EFI mods and then complain that throttle response is not perfect. My bike is "perfect" at every throttle opening. Look at my air/fuel ratio from 3500 RPM to redline. Flat. No power dip at VTEC transition, either. So why are other riders moaning? Is my bike unique? I doubt it.

But I definitely am not railing against you! Not at all.

Jon

 

I know what you mean. I've read a few threads of late that talked about similiar issues. Zeroing maps, generic maps that don't appear to be of any paticular value and so on.

For anyone out there who has a PCIII and doesn't like how their 6th gen is performing with a generic map then go get o2 elims, head for a dyno tuner and get a custom map. It will transform your ride. It costs less than a new pair of good tires ( $250-$300ish) and will enhance the experience for the remainder of your ownership. You don't have to get an aftermarket exhaust or go break the bank on other equipment. Just the power commander,o2's, and a dyno. Does it suck needing to spend extra scratch to get things just right? That depends on how you look at it. Like I stated earlier however, I have yet to meet a motorcycle that didn't need some sort of modification.

 

hey alaskan, just curious...
what are your mods?
is the power commander and tune the only ones or do you have other intake/exhaust mods? thanks