Woopa!! Cbr1000rr Riders

[DemonicSaint]

guys when i on my signal lights it does not come on at all not even on my dashboard but when i on or off my alarm it does comes on

need advices pls

many thks

[Tashi]

guys when i on my signal lights it does not come on at all not even on my dashboard but when i on or off my alarm it does comes on

need advices pls

many thks

 

Did this happen after you install the alarm?

 

I had my 2nd oil change done yesterday, found out that the chain was very slack at 393km. Tightened that and voila, no more noisy chain, those who complained on that may want to check.

 

Shark, thanks for booking the seats.

[wjbm]

actually valve clearance will still able to pump to 7K rpm. Cos my cbr last time reach 100,000 then i did the clearance.

 

wbjm, i did remember someone from the gixxer thread had his K6 1000 idling problem. i think it was his ecu faulty or something, as the FI didn't work out too well. Yours may not have idling problem but could be the ECU is causing it.

Mine doesn't really have idling problem... unless u mean my RPM can be at 1.35 - 1.4 at idling at temp 80+ to 90+ after travelling for a while.... The gixxer guy has the same symptoms as mine?

[wjbm]

Maybe it's the sparkies again, you did mention previously when you had them changed, everything was ok. I am guessing something must have caused them to fail prematurely. Send it to BS, though you may have to wait, they have a systematic way of diagnosing the issue.

If it's the sparkies again, then it's going to be a problem... cos the sparkies only has 1 track session and less than 400 km of street riding to it.... As for going back to BS, I do have my reservations as firstly, they would blame it on the aftermarket parts that u have that is causing the problem.... secondly, just like what u mentioned, they are very systematic and I do not like to leave my bike hanging at any workshops for more than 2 days without seeing it..... I would probably go back to BS only if it is a manufacturer defect.....

[DemonicSaint]

anyway found out the prob

my $%&*&*(()*&* condenser dropped tats y no signal lights

was wondering hw it dropped out any1 has a similar experience b4???

[Shark]

 

Shark, thanks for booking the seats.

 

no problems babe... my pleasure...

[Shark]

Mine doesn't really have idling problem... unless u mean my RPM can be at 1.35 - 1.4 at idling at temp 80+ to 90+ after travelling for a while.... The gixxer guy has the same symptoms as mine?

 

his rpm will go up to 10K during idling at times. they thot its the injectors, but it wasn't. it was the ECU

[wjbm]

My problem has been resolved... apparently mech told me that the wire harness was faulty and causes the flap of my air intake at the bottom of the head cowl to malfunction.... meaning that it cannot open and close to regulate the air flow causing too much air to go in.... if problem cmes back again, he advised either to change back to stock air filter or it's ECU problem.....

[dean_pedrosa]

My problem has been resolved... apparently mech told me that the wire harness was faulty and causes the flap of my air intake at the bottom of the head cowl to malfunction.... meaning that it cannot open and close to regulate the air flow causing too much air to go in.... if problem cmes back again, he advised either to change back to stock air filter or it's ECU problem.....

 

bro, i think its hinting to you to change to a

HRC wire harness and ecu...

btw, theres someone in e thread selling them...

quite reasonable price too...

 

if the stock wire harness or ecu is/are the ones causing the issues..

i strongly recommend u chg to the hrc parts... since they only cause a little winny bit more.. and since ur a trackie.. its worth the extra pennies for the performance results and experience...

then afterwards probably u cld continue to save n invest for stage 3 etc...

mind blowing experience man!

[Shark]

My problem has been resolved... apparently mech told me that the wire harness was faulty and causes the flap of my air intake at the bottom of the head cowl to malfunction.... meaning that it cannot open and close to regulate the air flow causing too much air to go in.... if problem cmes back again, he advised either to change back to stock air filter or it's ECU problem.....

 

i dun think changing back to stock filter will help... have you checked your harness? Maybe your previous owner tap a wiring from there & its causing the ECU to short circuit somewhere?

 

Yup, the HRC ecu sold at Garage Sales is good.. Just tell Didi (the seller), that its recommended by me (Shark).

[Tashi]

HRC president Masumi Hamane says: “We wish to thank Nicky for all he has achieved for Honda both as a rider and a man. Nicky and Honda have shared much success and a few disappointing days but in each case Nicky has always behaved cheerfully and has led the team in a positive way. His warm-hearted character has been much loved by all who have worked with him. Together we have won two AMA titles and the most important title of all, the MotoGP World Championship. Nicky raced the 990cc RC211V with great success but since the technical regulations reduced MotoGP engine capacity to 800cc, both Nicky and HRC have tried our best but we have been unable to find the best balance between rider and machine necessary for Nicky to show his full potential, so we have decided to part company at the end of the season. We want to thank Nicky who always tried positively under tough conditions. We respect him for his brave challenging spirit. We wish Nicky good luck for the future with his new challenge. Nicky is a good guy loved by all, but also he is a tough competitor and I am sure he will be tough to beat next season."

[Shark]

thats good news Tashi dont u think so too?

[Tashi]

Good news for Repsol Honda or Nicky? I think it's good for both.

 

There's also good gesture on HRC part by allowing Nicky to test the Ducati immediately after Valencia GP.

 

I am interested to see who will replace Nicky.

 

Shark, do you know where to get those magnetic oil drainer bolt?

[Saufi]

Hey guys,...

Do u guyz know how much value does the '04 carriez,...???

If u wanna sell it,...???

Bezt offer u heard of soo far,...???

[wjbm]

bro, i think its hinting to you to change to a

HRC wire harness and ecu...

btw, theres someone in e thread selling them...

quite reasonable price too...

 

if the stock wire harness or ecu is/are the ones causing the issues..

i strongly recommend u chg to the hrc parts... since they only cause a little winny bit more.. and since ur a trackie.. its worth the extra pennies for the performance results and experience...

then afterwards probably u cld continue to save n invest for stage 3 etc...

mind blowing experience man!

 

i dun think changing back to stock filter will help... have you checked your harness? Maybe your previous owner tap a wiring from there & its causing the ECU to short circuit somewhere?

 

Yup, the HRC ecu sold at Garage Sales is good.. Just tell Didi (the seller), that its recommended by me (Shark).

Since the problem has been resolved, I dun think it's the ECU that's causing the problem.. more of a misconnection of the wire harness..... I have seen the HRC parts selling on garage sales.. It's good stuff... And probably when I maxed out the bike, I will consider trying out the HRC stuff on track... till then, the current condition and performance is satisfactory for me....

[wjbm]

Hey guys,...

Do u guyz know how much value does the '04 carriez,...???

If u wanna sell it,...???

Bezt offer u heard of soo far,...???

Depends on what accessories u have on the bike and condition.... If stock bike, I would think the value now is around $10,000 to $11,000......

[Shark]

 

Shark, do you know where to get those magnetic oil drainer bolt?

 

You can try ebay or possibly motoworld.. I know my stock Suzuki comes with it...

[Tashi]

Thanks Shark.

 

Max is selling his headlight protector for $20 I think, anyone interested pls let me know.

[Shark]

Since the problem has been resolved, I dun think it's the ECU that's causing the problem.. more of a misconnection of the wire harness..... I have seen the HRC parts selling on garage sales.. It's good stuff... And probably when I maxed out the bike, I will consider trying out the HRC stuff on track... till then, the current condition and performance is satisfactory for me....

 

yeah.. hopefully its the wire harness... but changing the harness alone can be quite a tedious job bro... Good luck..

[dafeimao85]

yo peepz sorry for MIA, go to track today... i got new review but got no time to type it... will try to let ur know by tonight

[Tashi]

Can't wait.

 

My RR8 is starting to run slightly cooler as I pile on the mileage. Not even 1000km yet.

[Tashi]

A new VTR250RR coming from Honda??? Interesting. Squint your eyes on the bike on the top left corner.

 

Meanwhile the Suzuki K9 pix are leaking out. Can' wait to see a shootout of the RR9 with the 09 R1 & K9.

[Tashi]

i heard him says that the valve will build up a back pressure in your system resulting a "choked" and cause the exhaust to have some back pressure. resulting a lag n hurting its power.

 

if the v/v were to open from the beginning, there will be no chance a back pressure will form. so to say that it increase 3 in mid and 1 in top, its more to say returning 3 to its mid n 1 to its top.

 

So if I read the article below right, and if the article is accurate, doing the mod will not help. At lower RPM, the closed valve will allow for higher velocity.

 

So it seems Honda also employs the "simpler and less effective method" like the BMW and Nissan as compared to Ferrari.

 

I guess this is why after switching to aftermarket pipes, you lose the bottom end but gain at the top end, because the exhaust valve is removed.

 

Backpressure: The myth and why it's wrong.

 

I. Introduction

One of the most misunderstood concepts in exhaust theory is backpressure. People love to talk about backpressure on message boards with no real understanding of what it is and what it's consequences are. I'm sure many of you have heard or read the phrase "Engines need backpressure" when discussing exhaust upgrades. That phrase is in fact completely inaccurate and a wholly misguided notion.

 

II. Some basic exhaust theory

Your exhaust system is designed to evacuate gases from the combustion chamber quickly and efficently. Exhaust gases are not produced in a smooth stream; exhaust gases originate in pulses. A 4 cylinder motor will have 4 distinct pulses per complete engine cycle, a 6 cylinder has 6 pules and so on. The more pulses that are produced, the more continuous the exhaust flow. Backpressure can be loosely defined as the resistance to positive flow - in this case, the resistance to positive flow of the exhaust stream.

 

III. Backpressure and velocity

Some people operate under the misguided notion that wider pipes are more effective at clearing the combustion chamber than narrower pipes. It's not hard to see how this misconception is appealing - wider pipes have the capability to flow more than narrower pipes. So if they have the ability to flow more, why isn't "wider is better" a good rule of thumb for exhaust upgrading? In a word - VELOCITY. I'm sure that all of you have at one time used a garden hose w/o a spray nozzle on it. If you let the water just run unrestricted out of the house it flows at a rather slow rate. However, if you take your finger and cover part of the opening, the water will flow out at a much much faster rate.

 

The astute exhaust designer knows that you must balance flow capacity with velocity. You want the exhaust gases to exit the chamber and speed along at the highest velocity possible - you want a FAST exhaust stream. If you have two exhaust pulses of equal volume, one in a 2" pipe and one in a 3" pipe, the pulse in the 2" pipe will be traveling considerably FASTER than the pulse in the 3" pipe. While it is true that the narrower the pipe, the higher the velocity of the exiting gases, you want make sure the pipe is wide enough so that there is as little backpressure as possible while maintaining suitable exhaust gas velocity. Backpressure in it's most extreme form can lead to reversion of the exhaust stream - that is to say the exhaust flows backwards, which is not good. The trick is to have a pipe that that is as narrow as possible while having as close to zero backpressure as possible at the RPM range you want your power band to be located at. Exhaust pipe diameters are best suited to a particular RPM range. A smaller pipe diameter will produce higher exhaust velocities at a lower RPM but create unacceptably high amounts of backpressure at high rpm. Thus if your powerband is located 2-3000 RPM you'd want a narrower pipe than if your powerband is located at 8-9000RPM.

 

Many engineers try to work around the RPM specific nature of pipe diameters by using setups that are capable of creating a similar effect as a change in pipe diameter on the fly. The most advanced is Ferrari's which consists of two exhaust paths after the header - at low RPM only one path is open to maintain exhaust velocity, but as RPM climbs and exhaust volume increases, the second path is opened to curb backpressure - since there is greater exhaust volume there is no loss in flow velocity. BMW and Nissan use a simpler and less effective method - there is a single exhaust path to the muffler; the muffler has two paths; one path is closed at low RPM but both are open at high RPM.

 

IV. So how did this myth come to be?

I often wonder how the myth "Engines need backpressure" came to be. Mostly I believe it is a misunderstanding of what is going on with the exhaust stream as pipe diameters change. For instance, someone with a civic decides he's going to uprade his exhaust with a 3" diameter piping. Once it's installed the owner notices that he seems to have lost a good bit of power throughout the powerband. He makes the connections in the following manner: "My wider exhaust eliminated all backpressure but I lost power, therefore the motor must need some backpressure in order to make power." What he did not realize is that he killed off all his flow velocity by using such a ridiculously wide pipe. It would have been possible for him to achieve close to zero backpressure with a much narrower pipe - in that way he would not have lost all his flow velocity.

 

V. So why is exhaust velocity so important?

The faster an exhaust pulse moves, the better it can scavenge out all of the spent gasses during valve overlap. The guiding principles of exhaust pulse scavenging are a bit beyond the scope of this doc but the general idea is a fast moving pulse creates a low pressure area behind it. This low pressure area acts as a vacuum and draws along the air behind it. A similar example would be a vehicle traveling at a high rate of speed on a dusty road. There is a low pressure area immediately behind the moving vehicle - dust particles get sucked into this low pressure area causing it to collect on the back of the vehicle. This effect is most noticeable on vans and hatchbacks which tend to create large trailing low pressure areas - giving rise to the numerous "wash me please" messages written in the thickly collected dust on the rear door(s).

[hellsfury]

enjoy the pix:

 

http://www.m-style.co.jp/ar/vtr250.html

[Tashi]

Thanks for the link.

 

Honda 60th Anniversary interview: The Power of Dreams

By Laura Kennerley

Consumer news

24 September 2008 08:30

 

To mark Honda’s 60th anniversary MCN has been granted an exclusive interview with Shigeru Takagi senior managing director of Honda Motor Company Ltd and president of Honda Motor Europe.

 

Here he talks about the success of the last 60 years and Honda’s plans for an environmentally friendly future.

 

MCN: What do you see as Honda's biggest achievements over the last 60 years?

 

“I think we’ve had many good times, and bad times, but to pick one big achievement, it would have to be Honda’s first participation in the Isle of Man TT in 1959 - and also the 1961 TT just three years after, when Honda dominated the top 1st to 5th positions in both the 125 and 250 classes. I think that these were great achievements for Honda and inspiring motivation for the business going forward.

 

But also, I believe this was not just good for Honda, but also for the whole Japanese society in that it helped give them vitality and a hope for the future as well, during a period in time that was quite tough.

 

Looking at a broader viewpoint however, there is no doubt that Honda’s biggest achievement has to be providing mobility, and therefore independence, freedom, convenience and joy, to so many people around the world. I think both of these examples show the origin of the Honda spirit - ‘The Power of Dreams.’”

 

MCN: Honda is known for its market leading innovations, such as the addition of ABS to the CBR600RR and the Fireblade - what can riders expect to see next?

 

‘Innovation’ is very important to Honda and we have enjoyed leading the way in engineering and technical innovation over the years. As legislation and environmental issues continue in their importance, Honda will ensure that all engine developments not only meet, but exceed, requirements in these areas.

 

Moreover, we are planning to apply further fuel economy technologies such as Ultra-Low Friction engines for small displacement motorcycles and Variable Cylinder Management (VCM) engines for bigger displacement motorcycles, to create exciting yet environmental-friendly motorcycles in the future.

 

In this means, in our recent activities, we have applied our Fuel Injection system to our smaller displacement bikes and also applied HFT Transmission to the latest DN-01 for improved fuel economy.

 

Safety is another other important area. We have been proactive in implementing active safety technologies designed to prevent accidents and passive safety technologies designed to mitigate injuries in the event of an accident. Honda is committed to enhancing motorcycle safety through innovation and this is an area where you will visibly see developments over the next few years.

 

We will be introducing the Electronically Controlled Combined ABS braking system to the CBR1000RR Fireblade and CBR600RR from early next year and this is an incredibly innovative and world-first step forward for sportsbike use on the road, providing the highest standards in both sport performance and safety performance.

 

As already seen on GL1800 Goldwing, the development of airbag technology on motorcycles is another area for development as is the advancement of motorcycle recognition through enhanced visibility features and also vehicle communication technologies.

 

Whilst we have no firm plans as yet, we do have an aspiration to try and create another motorcycle that will have a significant impact on the world, like the Super Cub did.”

 

MCN: Honda is rumoured to be designing electric bikes. When can we expect to see these on the market?

 

Today, environmental issues are something that nobody on Earth can ignore. Honda enjoys leading the way and being innovative in its engineering and technological advancements, as well as being committed to environmental issues. Honda is committed to a 2010 Vision of being 'a company that society wants to exist'.

 

As we progress towards 2010, we will accelerate our plan to develop and provide environmentally friendly mobility. There are two vital challenges for Honda. Firstly, we aim to build our products with as little impact as possible on the earth and its societies.

 

And secondly, we have a duty to develop new products which have even less effect on the world around us. As you know in our automobile division, we have already made a step forward in this area in terms of new technology with the existing Civic Hybrid and FCX Clarity, with Fuel Cell technology now active in Honda’s cars in the USA and Japan.

 

Fuel cell technology and electric powered vehicles feature in Honda's technological direction, but for Honda motorcycles this is still in a development stage with no specific information about specifications, timescales, pricing, performance or images available at present.”

 

MCN: Here in the UK we’ve seen resurgence in scooters, 125s and 250cc bikes. Are you expecting this to become the leading bike market in the UK in the future?

 

“This is certainly a growing sector and we do expect to see further growth in this area as people look to scooters and motorcycles as a serious alternative to cars and public transport due to the convenience and cost saving benefits that powered two-wheelers have.

 

This is certainly relevant for young people and the commuter sector, and particularly those in major towns and cities, where a smaller capacity scooter or motorcycle is ideal.”

 

MCN: As Honda owners get older how are you going to attract younger riders and also change the existing model line-up to reflect older riders?

 

“It is very important for us to spread our antennas to be in tune with our customers and respond quickly with flexibility to market changes. We have been strengthening our research functions, located in each region worldwide, in order to grasp customers’ fast changing tastes.

 

For our future product line-up, we plan to continuously provide a broad range of motorcycles to ensure there is a model which is suitable for any age or ability of rider. In the past few years, especially in Europe, we have seen our customers’ priorities change more towards ‘styling’, compared to past decades.

 

I am sure you have noticed our implementation of this change in our most recent products and we believe Honda has made a positive step forward in this area. But fundamentally, no matter how old or young, Honda’s defined development requirements are quality, reliability and safety, as is bike performance that is suitable to the bike’s use. We will never be confident to recommend our products without these very important items.”

 

MCN: Which Honda in the current range encapsulates the ethos of the brand most clearly?

 

“Each motorcycle has its own message and character, however, I can say I truly believe that all of our motorcycle models encapsulate the fundamental ethos of the Honda company principle, as stated by Soichiro Honda in 1956 - ‘Maintaining a global viewpoint, we are dedicated to supplying products of the highest quality yet at a reasonable price for worldwide customer satisfaction.’.

 

As we came into the 21st century, also around the same time as Honda celebrated our 50th anniversary, we revised the word to ‘global’, from the original ‘international’, viewpoint, to reconfirm our standpoint to help protect the earth and its resources as well.

 

If you look more specifically at the elements that the Honda brand and reputation is renowned for, these consist of ‘quality’, ‘reliability’, ‘innovation’, ‘advanced technology’, ‘passion’, ‘fun’, and ‘styling’ - all in addition to our company principal. If you touch and ride some of our latest models, including the CBR1000RR Fireblade, CB1000R and DN-01, I trust you will see these qualities.

 

Honda has achieved some great things over the last sixty years and we now very much look forward to creating products and service that our customers and the wider world will benefit from and enjoy, for the next sixty years and beyond.”